Charles B. Breed

Charles "Charlie" Blaney Breed, 1876-1958, was professor of civil engineering and head of the Department of Civil and Sanitary Engineering at the Massachusetts Institute of Technology. He studied and worked at MIT from the late 1800s to 1946. He co-wrote with George L. Hosmer the textbook, "The Principles and Practice of Surveying", which was republished multiple times during the first half of the twentieth century. He was a consulting engineer in and around Boston until 1950.
Early life and family.
Charles B. Breed was born in Lynn, Massachusetts. He was a descendant of early Salem, MA settlers of 1624. In 1894 be began working for the City Engineering Department in Lynn and later worked at the Walden Pond Dam in Lynn as the resident engineer.
Charles is a member of the large Breed family and was president of the Breed Family Association during the 1920s.
Career.
Breed graduated from the MIT with a Bachelor of Science degree in civil engineering in 1897. At MIT, he taught in the Department of Civil and Sanitary Engineering focusing on railway and highway transportation and engineering. After graduating he immediately began teaching and worked his way from instructor to assistant professor, to professor and then head of the department. He served as head of the department from 1933 to 1943. In 1943, Breed stepped down from the head position to focus more on his work as a professor. Theodore B. Parker was appointed head after Breed. Professor T. B. Parker, 'II, was the former Chief Engineer of the Tennessee Valley Authority. Breed retired and became professor emeritus in 1946.
Breed also served as Chairman of the faculty from 1940 to 1942 and served on the MIT Pension Association in the 1940s.
Publications.
C. B. Breed and G. L. Hosmer. "The Principles and Practice of Surveying". New York, Wiley & Sons, v. 1 1906, v. 2 1908
Breed, Charles B. "Railway Consolidation in New England," "Street Railway Bulletin" 32, pp. 17–25, January 1932.
Breed, Charles B. "A General Discussion of the Cost of Highway Transportation and an Analysis of Road Cost on Two Moderate Traffic State Highways in Massachusetts." Proceedings of the 12th Annual Meeting, Highway Research Board, Pt. I, 12, pp. 28–51, December 1932.
Breed, Charles B. "Report upon Cost of Roads Required for Heavy Motor Vehicles Compared with Roads Adequate for Passenger Automobiles and Light Trucks." Association of Railroads of Pennsylvania, November 1933.
Breed, Charles B. "Analysis of Road Cost on the State Highways of Worcester County, Massachusetts." Proceedings of the 13th Annual Meeting of the Highway Research Board. Part I. Reports of Research Committees and Papers, pp. 79–110, 1934.
Breed, Charles B. "Road Costs as Affected by Reconstruction on State Highway Route No. 18, Worcester County, Massachusetts." Proceedings of the 14th Annual Meeting of the Highway Research Board, 14, Part I, p. 60, 1935.
Breed, Charles B. "Current Highway Problems - Long-Time Planning." Eng. News-Record 117, November 1936.
Breed, Charles B. "Desirable Improvements in Concrete Highway Construction," Proceedings of the Thirteenth Annual Convention - Association of Highway Officials of the North Atlantic States, p. 104, February 1937.
Breed, Charles B., Older, Clifford and Downs, William S. "Report on Annual Highway Costs, Province of Ontario," The Railway Association of Canada, February 21, 1938.
Breed, Charles B., Older, Clifford and Downs, William S. "Highway Costs: A Study of Highway Costs and Motor Vehicle Payments in the United States," Report to American Association of Railroads, January 30, 1939.
Breed, Charles B. "Highway Costs and Motor Vehicle Payments in Vermont," Report Ft. State Railroad Association, March I940.
Personal life.
Breed married and later divorced Carrie Wentworth. His second wife was Elsa Edson Breed, who died in 1957. He had three children, Charles A. Breed, David E. Breed, and Nancy Campbell.


James C. Marshall

Brigadier General James Creel Marshall (15 October 1897 – 19 July 1977) was a United States Army Corps of Engineers officer who was initially in charge of the Manhattan Project to build an atomic bomb during World War II.
A member of the June 1918 class of the United States Military Academy at West Point that graduated early due to World War I, Marshall saw service on the Mexican border. Between the wars he worked on engineering projects in the United States and the Panama Canal Zone. In January 1942, shortly after the United States entered World War II, he became District Engineer of the Syracuse District, and oversaw the construction of the Rome Air Depot.
In June 1942, Marshall was placed in charge of the Manhattan Project, then known as the Laboratory Development of Substitute Materials. Although superseded as head of the project by Brigadier General Leslie R. Groves Jr., in September, he was Manhattan District engineer from 13 August 1942 to 13 August 1943. In November 1943 he became Assistant Chief of Staff (G-4) of the United States Army Services of Supply (USASOS) in the Southwest Pacific Area, serving in Australia, New Guinea and the Philippines.
Marshall left the Army in 1947, and moved to Riverside, Connecticut, where he worked for M. W. Kellogg. He later joined Koppers, building a coal loading facility in Turkey, and worked on mining projects in Africa. He was Commissioner of Highways in Minnesota from 1961 to 1965.
Early life and career.
James Creel Marshall was born in Plattsburg, Missouri, on 14 October 1897, the son of Walter Scott Marshall and his wife Cora Sutphen née Creel. He was appointed to the United States Military Academy at West Point in 1915. His classmates included Hugh John Casey and Lucius D. Clay. The entire class graduated early on 12 June 1918 due to World War I, and Marshall, who was ranked 24th in the class, was commissioned as a substantive first lieutenant and temporary captain in the United States Army Corps of Engineers. He was posted to Camp A. A. Humphreys from 8 to 15 July 1918, and then was sent to the Engineer Officers' Training School at Camp Lee, Virginia, for additional training. While there, he married Mabel Estelle Wolff from Brooklyn. They had two children, Beryl, born in 1919, and Robert Creel, born in 1921.
On 24 August 1918, Marshall joined the 8th Engineers at Fort Bliss, Texas. He returned to Camp A. A. Humphreys as a student officer from 10 February 1919 to 12 June 1919. Young officers like Marshall who had not served overseas during the war were sent on battlefield tours. From 20 June to 30 August 1919, he toured the battlefields of World War I, visiting Britain, France, Belgium and Germany, before returning to Camp A. A. Humphreys on 10 September 1919. After service at Camp A. A. Humphreys with the Reserve Officers' Training Corps, Marshall was posted to the 13th Engineers as its adjutant on 10 February 1921, but attended the Engineer School Basic Course from 6 June 1921, graduating on 15 August 1921, after which he became an instructor there. On 25 June 1922 he became Assistant District Engineer of the 2nd District, based in New York City.
Like many of his fellow officers, Marshall was reduced to his substantive rank of first lieutenant on 18 November 1922. On 4 August 1923 he took charge of the Engineer Office of the 3rd New York District, located in Fort Hancock, New Jersey. He then served in the Panama Canal Zone as a company commander in the 11th Engineers from 9 April 1926 to 14 June 1928. He became an instructor in the Department of Engineering at West Point on 24 August 1928. He was posted to Fort Belvoir, Virginia, on 10 August 1932, where he was promoted to captain again on 1 June 1933. There followed duty in the Office of the Chief Of Engineers in Washington, DC, as Assistant Chief of the River and Harbor Section from 21 January 1937 to 3 September 1939.
World War II.
Marshall attended the Command and General Staff School at Fort Leavenworth, Kansas, from 11 September 1939 to 3 February 1940. He then became executive officer of the 1st Engineers. With the outbreak of World War II in Europe, promotion accelerated, and he was promoted to major on 1 March 1940. He became District Engineer of the Binghamton District on 25 May 1940, with the rank of lieutenant colonel in the Army of the United States from 12 June 1941. On 31 January 1942, he became District Engineer of the Syracuse District, which covered New York and part of Pennsylvania, with the rank of colonel from 1 February 1942. At Binghamton and Syracuse was responsible for a number of major projects, including ammunition and explosive plants, and the construction of the Rome Air Depot. He also had to attend to flood control measures on the upper Delaware River.
On 18 June 1942 Marshall was called to Washington to take over the reorganised atomic bomb project, then known as the DSM (Laboratory Development of Substitute Materials). Marshall read the 13 June 1942 report from Vannevar Bush and James Conant and recalled that:
In a report to Colonel Leslie R. Groves Jr., the head of the Construction Branch in the Office of the Chief of Engineers, on 11 August 1942, Marshall called for the creation a new district without territorial limits to administer the DSM project. His proposal was approved on 13 August. As district engineer of the new district, Marshall reported directly to Groves, and not the Chief of Engineers. He established the district headquarters on the 18th floor of 270 Broadway in New York City, with the innocuous name of the Manhattan Engineer District, following the usual practice of naming engineer districts after the city in which their headquarters area were located. He selected the Boston firm of Stone & Webster as the project's principal contractor.
Marshall and his deputy district engineer, Kenneth Nichols, visited Tennessee on 30 June 1942 to examine the proposed location for the production plants in the Clinch River area, but Marshall chose to delay the actual purchase of the land until it was needed. Nichols felt that Marshall's desire for orderly procedures ultimately told against him. By September, Bush was expressing dissatisfaction with slow progress and the lack of the highest priority for the project, going to the United States Secretary of War, Henry L. Stimson, and then directly to the President, Franklin D. Roosevelt. Groves was appointed to head the project on 17 September 1942. Groves was also a colonel, and ranked below Marshall on the permanent list, although Groves was promoted to brigadier general before assuming command on 23 September. According to Nichols, Groves and Marshall "disagreed in a major way on how to handle personnel", and Nichols "did witness several confrontations".
Major General Wilhelm D. Styer, the Chief of Staff of the Army Service Forces, decided that Marshall would be replaced by Nichols. Marshall would be replaced given an overseas posting. He was informed by Nichols on June; to him it seemed he was "getting fired", although he had previously expressed a desire to Groves for just such an overseas assignment. Indeed, when first assigned to the project, both Nichols and Groves had also have expressed a preference for an overseas combat assignment. Nichols had "liked working for him and was happy to have him as a buffer between Groves and myself", because Groves was "abrasive and often very critical". Marshall asked Nichols to transfer his secretary, Virginia Olsson, to Oak Ridge when the Manhattan District headquarters moved there, leaving Nichols's own secretary, Anne Phillips, in the New York office. "This concern for personnel", Nichols noted, "was typical of Marshall". Since the Manhattan District had been officially created on 13 August 1942, Marshall chose to formally leave on 13 August 1943, so that he had held the job for exactly one year.
Groves's account says that:
Marshall was awarded the Legion of Merit for his service with the Manhattan District. He was posted to Camp Sutton, North Carolina, as commander of the Engineer Replacement Training Center there until 26 November 1943. He then had his sought-after overseas service, in the Southwest Pacific Area, where he became Assistant Chief of Staff (G-4) of the United States Army Services of Supply (USASOS). He saw service in Australia, New Guinea and the Philippines. He was promoted to brigadier general on 10 November 1944, and awarded the Bronze Star Medal. He returned to the United States for medical reasons on 12 February 1945. His final command was of the Boston Port of Embarkation, for which he received the Army Commendation Medal. On 29 January 1946 he became head of the Engineer Research and Development Laboratory at Fort Belvoir. He reverted to his permanent rank of colonel on 5 March 1946, and retired from the Army on a disability on 31 March 1947. On 29 June 1948, he was promoted to brigadier general on the retired list.
Later life.
After leaving the Army, he moved to Riverside, Connecticut, where he worked for M. W. Kellogg. He eventually tired of commuting to New York City, and took a job with Koppers, building a coal loading facility in Turkey. He then worked for the United Nations Korean Relief at the headquarters of the United Nations in New York. He was also involved in mining projects in Africa. He made his home in Skaneateles, New York, while working on various projects around the world. In January 1961 he accepted an offer from the Governor of Minnesota, Elmer L. Andersen, to become that state's Commissioner of Highways. His four-year term was marred by a change of government in the state in 1963, and his final years saw a series of clashes with the new governor, Karl F. Rolvaag, and his attorney-general Walter Mondale.
When his term as Commissioner of Highways ended in 1965, Marshall returned to Skaneateles, where he became an engineering consultant and a professional engineering arbitrator. He served as mayor of Skaneateles for six years. His contributions included the addition of an ambulance squad to the fire department and the construction of an indoor ice skating rink. His wife Mabel died of cancer in 1976. On 18 July 1977, Marshall also died from cancer. The two are buried together in the West Point Cemetery.
Marshall's son Robert Creel Marshall graduated from West Point with the class of 1943, and served in Europe during World War II. He later served in Vietnam, and became Deputy Chief of Engineers in 1976, with the rank of major general.


HydroChina Dawood Wind Power Project

The HydroChina Dawood Wind Power Project is a wind farm which was developed as part of the China–Pakistan Economic Corridor's Early Harvest energy projects on 1,720 acres of tidal flats is located in Gharo, Sindh – approximately 80 kilometers east of Karachi. It is being developed by the Chinese firm HydroChina. It is being developed by the Chinese firm HydroChina, and is expected to provide electricity to the Pakistani grid by August 2016.
The plant will produce approximately 50 megawatts of electricity upon completion, and will consist of 33 wind turbines each capable of generating 1.5 MW of electricity. Turbines will be sourced from China Ming Yang Wind Power Group Limited and were jointly developed with the German firm aerodyn.
Construction began in 2015, and the last turbine was installed on April 23, 2016. Electric generation is expected to commence in August 2016, It is expected that energy provided by the farm will be sufficient to provide electricity to some 100,000 households in the local area.
Total costs for the project are expected to total $115 million, with financing provided by the Industrial and Commercial Bank of China. Total power generation from this wind project is 49.5 MW


Jean Joseph Martin

Jean Joseph Martin - (b. Mirecourt (Vosges) 1837 - d. Paris 1910) was a French Archetier / Bowmaker.
Served his apprenticeship with Nicolas Remy Maire.
In 1858 left Mirecourt for Paris to join Jean-Baptiste Vuillaume's workshop. Five years later, JJ MARTIN came back to Mirecourt (1863) to open his own workshop.
He also worked with Jérôme THIBOUVILLE LAMY as they asked for his collaboration to build up their bow production.
For a brief time, Martin also worked as director for another workshop in Mirecourt by Emile MENNESSON, with the "Sainte Cécile" insignia.
From that period one can find bows stamped J. Guarini.
When MENNESSON decided to transfer his activity to Reims, J.J. Martin took over the workshop and continued the production for a while.
Among his collaborators (in his shop) was Joseph Arthur Vigneron.
Quotes.
"...about J.J. Martin. He worked for Vuillaume, in a style broadly reminiscent to that of the young François Nicolas Voirin, and then in 1863 returned to Mirecourt to establish a business, run more or less as a collective, which unfortunately failed in 1880. His idea might have been to create a shop like that of Maire, but Maire had long since moved to the Capital since that was where his success was most likely. The businesses that did succeed in Mirecourt were the big industrial enterprises, the first and most famous being that of Jerome Thibouville-Lamy, which was followed a few years later by that of Laberte-Magnie.
Thibouville-Lamy arrived in town from Paris in 1861, married the daughter of a well-to-do businessman (and appended her name to his), and set up a giant enterprise that dominated the industry until the 1960s. This was true industrialization and mass-production, and if the quality was consistently excellent, the results were also consistently anonymous, and the average craftsman in Mirecourt ended up there as a life-long piece goods worker. Ironically, Martin had assisted in setting up the Thibouville-Lamy bowmaking workshop before devoting his efforts to his own doomed enterprise." - Philip Kass
"His best work (made during his tenure at Vuillaume shop) resembles that of F.N. Voirin, especially the bows with Vuillaume style frog(s)" - Gennady Filimonov
"We may regret that an honest and hardworking man, no doubt like other lesser known craftsmen, could have found it so difficult to make a living at that time.
J.J. Martin was unfortunately more gifted as a maker than as a businessman." Millant-Raffin


Alexander Binnie

Sir Alexander Richardson Binnie (26 March 1839 – 18 May 1917) was a British civil engineer responsible for several major engineering projects, including several associated with crossings of the River Thames in London.
He was born in London to a Scottish father, Alexander Binnie, and Hannah Carr from Castle Sowerby, Cumberland. He was baptised at the Swallow Street Scotch Church, where his grandfather Alexander Birnie was an elder. He trained as an engineer by being articled in 1858 to Terence Flannagan and afterwards to Frederic la Trobe Bateman. He then worked on railways in mid-Wales before moving in 1868 to India to engineer the Nagpur water supply system. He received the Telford Medal of the Institution of Civil Engineers in 1875 for his paper on the Nagpur waterworks.
In 1875, he returned to England as Chief Engineer for Waterworks for the City of Bradford, West Yorkshire where he was concerned with the repair and construction of reservoirs and large water supply projects, such as Upper Barden Reservoir. He was then offered the post of Chief Engineer for London County Council in 1890, a post he held until 1902.
As chief engineer for London County Council, his design feats included the first Blackwall Tunnel (1897) and Greenwich foot tunnel (1902) (both in Greenwich, London) and, further upstream, Vauxhall Bridge (1906).
He was knighted in 1897 by Queen Victoria for services to engineering and elected President of the Institution of Civil Engineers in 1905.
He also designed, with Sir Benjamin Baker, major parts of London's drainage system, including east London sewage treatment works at Crossness and Barking on the south and north sides of the Thames respectively (these were sited at the ends of the sewer outfalls created by Sir Joseph Bazalgette during the late 19th century).
Legacy.
Like several other notable engineers of the late 19th and early 20th centuries (e.g. Sir William Halcrow, Sir Alexander Gibb), Binnie founded a firm under his name, which his son William took over on his father's retirement. In 1909, Sir Alexander Binnie and Son merged with another engineering consultancy to become Sir Alexander Binnie, Son & Deacon; later it became Binnie & Partners, and from the 1990s it was part of the multi-national Black & Veatch consultancy. In January 2021 the Europe and Asian water businesses of Black & Veatch were acquired by RSK Group and renamed Binnies.
Personal life.
Binnie married, in 1865, Mary Frances Eames, the daughter of Dr. William J. Eames, of Londonderry. Lady Binnie died in London 21 September 1901.
References.


Fred Paul Hedges

Fred Paul Hedges (March 27, 1921 – June 19, 1999) was a master guitar builder and guitar teacher from Nashville, Tennessee. Hedges designed and built machines to mass-produce acoustic guitars for both the Grammer and Gower guitar companies in Nashville during the mid to late 1960s.
Originally from Ewing, Illinois, Freddie Paul Hedges was a long-time friend of Grand Ole Opry star Billy Grammer who hired Hedges to help establish Grammer's newly formed guitar company. Before moving to Tennessee in 1962, Hedges was a machinist and labor union leader in southern Michigan where he developed the necessary skills to organize and operate a manufacturing business. While living in Tennessee, Fred Hedges founded two companies. In the mid-1960s Hedges established an industrial engraving business which specialized in the manufacturing of guitar parts.
In 1974 Hedges started a retail music store located in Mt. Juliet, Tennessee. Fred Hedges is credited for hundreds of people learning to play the guitar and other stringed instruments in Nashville, Tennessee.
References.
1. ^York, Max (October 26, 1975). "New Life for Guitaring". In "The Tennessean Sunday Magazine". pp. 6–7.


Elisabeth Forsell

Elisabeth Forsell (fl. 1747) was a Swedish weaver regarded as a pioneer within the linen industry in Finland, where she was active from 1739 to 1747. She introduced the spinning jenny and the linen weaver profession in Finland, and had an unusual position for her gender at the time, being a woman sent on government support and power of attorney to in effect introduce a new profession.
In response to a growing need of yarn, the Stockholm authorities founded spinning schools in 1739. Finland, at the time a Swedish Province, was deemed especially suitable for the cultivation of linen, and a decision was made to appoint a spinning teacher on state expense to introduce the profession in Finland. Elisabeth Forsell, at that time a weaver at the Kättsta factory in Haraker in Västmanland, was appointed to this position because she was deemed to be the perhaps best weaver in Sweden at that time. She was given a power of attorney to demand any assistance necessary from the Finnish authorities and a spinning jenny: this was not the English version, but a different model, constructed by Abraham Hedman of Kättsta.
In Finland, she gave lessons in Åbo 1739–1740, and in Borgå in 1740–1747. Her students were likely exclusively women, as the profession of weaver was at that time customarily regarded as a woman's profession, and the majority of her students are described as maidservants, wives and daughters of craftsmen, though, reportedly, some women from the upper classes were also interested to learn the technique. She was met by some resistance from the local authorities and governor, often motivated by the controversy of a young woman using a power of attorney to demand assistance from the authorities.
She is last mentioned in 1747; after this year, her life is unknown, but she is believed to have returned to Sweden proper, and left her weaving school to her student Juliana Garberg.


Tangjeong station

Tangjeong Station () is an under-construction railway station on Janghang Line of the Seoul Metropolitan Subway system. Work on the station began in October 2018 and is scheduled to be complete in 2021.


Sydney Olympic Park metro station

Sydney Olympic Park metro station is a proposed station on the Sydney Metro West that will serve Sydney Olympic Park. It is to be built between Herb Elliot Avenue and Figtree Drive, to the south of the existing Olympic Park railway station. The main station entrance will be between Herb Elliot Avenue and Figtree Drive, with a second entry off Dawn Fraser Avenue. It is scheduled to open with the rest of the line by 2030.


Manchester Place station

Manchester Place is a light rail station that is currently under construction. It will be part of the Purple Line in Maryland. The station will be located underground in between Wayne Avenue and Plymouth Street.
History.
The Manchester Place station is expected to open to the public in June 2023.
Station layout.
The station consists of an island platform just east of Wayne Avenue.


Wyndham Harding

Wyndham Harding (1817-1855) was a notable English Civil Engineer and Philanthropist.
He was Secretary of the London and South-Western Railway Company.
He was awarded the Telford Medal of the Institution of Civil Engineers in 1847, and elected a Fellow of the Royal Society in 1852, his citation reading " "The Author of A Paper "on the Laws of the Resistances experienced in Railway Trains," (printed in the Transactions of the Institution of Civil Engineers and used in the new edition of Tredgold on the Steam-Engine. "On the Statistics of the Railway system of Great Britain" (printed in the Journal of the Statistical Society). Of a Lecture, delivered to the Government School of Design, "on Geometry applied to the arts of design." Distinguished for his acquaintance with mathematical and mechanical science, and with the applications of Mechanical & Statistical results." "
Apart from being an active supporter of Mechanics’ Institutes, Benefit Societies, and similar institutions, he expended a large portion of his wealth in promoting systematic emigration. As a philanthropist, he earned the well-merited gratitude of hundreds, whom he assisted in procuring a free passage to Australia, or to whom he advanced loans for that purpose, including working with Caroline Chisholm.


Julio Conde

Julio Conde (Villalba de los Alcores, Valladolid, 1915 - Madrid, 1995) was a Spanish luthier trained by his uncle Domingo Esteso at his workshop in Madrid, where Julio worked with his brothers Faustino y Mariano, establishing Hermanos Conde trademark.
History.
In 1915, with the opening of his workshop, the luthier Domingo Esteso created a new form of conceiving the handmade construction of the Spanish Guitar, with his wife Nicolasa Salamanca varnishing the guitars. Some years later, a young Julio Conde, master's nephew, began to work with his brothers Faustino and Mariano, in their uncle's workshop, learning and developing his special and elaborated handmade manufacturing technique.
When Domingo died, and after working for his widow, they took over the workshop, called since then "Conde Hermanos Sobrinos de Esteso".
Over the years, and due to the boom that the guitar acquired, at the beginning of the 50s they created a new elaboration and attention customers centre in "Atocha 53 street", managed for Julio, who in a few years became reference point mainly for professional (Niño Ricardo, Sabicas, Melchor de Marchena, Paco de Lucía, Chicuelo, etc.) as well as for amateur people in the guitar world, both flamenco or classic.
After the death of his brothers Faustino y Mariano in the years 1988 and 1989, Julio, the only nephew successor, continued enlarging even more the figure of the high quality handmade guitar inside and outside our frontiers.
At the present time, and from Julio's death in 1995, their sons and his granddaughter, in the same centre, continue the tradition Hermanos Conde, where the careful selection of materials and the quality of the final sound are maintained and continue as a high-priority goal.


Mubarak Al Kabeer Port

Mubarak Al Kabeer Port is a port in Bubiyan Island, Kuwait. The port is part of China's Belt and Road Initiative. Mubarak Al Kabeer Port is currently under construction. In April 2021, the port's first phase was completed (4 berths).
Purpose.
Mubarak Al Kabeer Port is part of China's Belt and Road Initiative. Under China's Belt and Road Initiative, the Mubarak Al Kabeer Port is part of the first phase of the Silk City project. The port is an essential part of Kuwait Vision 2035 as it will create many new job opportunities in Kuwait. Mubarak Al Kabeer Port will serve the economic interests of many countries including Kuwait, China, Iraq, and Iran. In addition, the port is one of the closest seaports to Central Asia.
As of 2021, Mubarak Al Kabeer Port is currently under construction. According to MEED, the project's contract was awarded in November 2019. In September 2020, it was reported that the port is 53% complete. In March 2021, it was announced that Kuwait and Pakistan will develop linkages between Gwadar Port and Mubarak Al Kabeer Port.
In April 2021, the port's first phase was completed (4 berths). As part of Mubarak Al Kabeer Port's development, Bubiyan Island will contain power plants and substations. A 5,000-megawatt power plant has already been built in Subiya. There is a current road project connecting Mubarak Al Kabeer Port's first phase to the existing road network in Bubiyan Island. Mubarak Al Kabeer Port is among Kuwait's largest infrastructure projects in 2021. Mubarak Al Kabeer Port's fire stations are currently under development.
Foreign relations.
In early 2011, the port caused tensions with Iraq due to its proximity to Al Faw Grand Port. In September 2011, Iraq's foreign minister announced that the dispute over Mubarak Al Kabeer Port has been resolved.
In August 2019, Iraq sent a protest letter to the United Nations regarding the installation of an observation tower on Fisht al-Aych.


Cone clutch

A cone clutch serves the same purpose as a disk or plate clutch. However, instead of mating two spinning disks, the cone clutch uses two conical surfaces to transmit torque by friction.
The cone clutch transfers a higher torque than plate or disk clutches of the same size due to the wedging action and increased surface area. Cone clutches are generally now only used in low peripheral speed applications, although they were once common in automobiles and other combustion engine transmissions.
They are usually now confined to very specialist transmissions used in racing, rallying, or in extreme off-road vehicles, although they are common in power boats, dredge pumps and other ship-drive lines. This is because the clutch does not have to be pushed in all the way and the gears will be changed quicker. Small cone clutches are used in synchronizer mechanisms in manual transmissions and some limited-slip differentials.


Leonard H. Eicholtz

Leonard Henry Eicholtz (April 23, 1827 – January 3, 1911) was a leading nineteenth-century American railroad engineer and civil engineer. He was born in Lancaster, Pennsylvania. Eicholtz married Ellen Inslee Smith in 1871 and they had five children: four daughters and one son, Leonard H. Eicholtz, Jr.
Early life and career.
Eicholtz was born in the city of Lancaster, Pennsylvania, April 23, 1827, being the oldest son of Henry and Elizabeth Eicholtz. The family was of German origin, his great grandfather, Jacob Eicholtz, leaving the Palatinate, Germany, and coming to Pennsylvania, where he settled in Lancaster county, in 1733. Eicholtz studied civil engineering at the Moravian Academy at Lititz, Lancaster county, Pennsylvania.
Pennsylvania railroad.
In 1852, Eicholtz joined the corps of engineers working on the railroad until 1854 when he started working on the Philadelphia and Erie Railroad. Eicholtz remained on the project until the railroad experience financial problems due to the Panic of 1857. Eicholtz left the railroad at that time only to return in 1858.
Interoceanic Railway Company.
In 1857, he went to Honduras, Central America to work with John C. Trautwine of Philadelphia who was chief engineer of a party surveying a line from the Atlantic to the Pacific Ocean for the Honduras Interoceanic Railway.
Kansas Pacific Railway.
In 1866, Eicholtz left the military railroads and was a resident engineer of the Kansas Pacific Railway Company, with headquarters at Wyandotte, Kansas part of present-day Kansas City, Kansas. The US Congress had approved and Act on July 3, 1866, authorizing the railway to extend the railroad westward along the Smoky Hill River to Denver, Colorado. The Act also required the railroad to join the Union Pacific railroad no more than fifty miles west of Denver, a distance of 394 miles. The railroad was completed by the end of 1867.
Union Pacific Railway Company.
In 1868, Eicholtz became superintendent of bridge-building and remained with the project until its completion at Promontory Point and the Golden Spike event on May 10, 1869. Eicholtz is in the Andrew J. Russell photograph titled "Engineers of U.P.R.R. at the Laying of Last Rail Promentory (sic).
Civil War.
Soon after the beginning of the war with Fort Sumter, Eicholtz volunteered as an assistant engineer for military railroads in the Military Division of the Mississippi. Eicholtz worked to reconstruct railroads destroyed by the two armies during Sherman's campaign in Tennessee and Georgia and Sherman march from Chattanooga to Atlanta. Eicholtz left the Army in 1866 as acting chief engineer of military railroads of the Division of the Mississippi.
Death and interment.
Eicholtz died on January 3, 1911, and was interred at Fairmount Cemetery, Denver, Colorado.
References.
Books
Manuscript Collections
Sources


Roka Ngarimu-Cameron

Rokahurihia Hurihia Ngarimu-Cameron is a New Zealand Māori tohunga raranga (master weaver) from the Te Whānau-ā-Apanui, Te Arawa, Whakatōhea, Ngāti Awa and Ngāti Tūwharetoa iwi, and also of Irish descent.
Biography.
In 1990, Ngarimu-Cameron established ‘Te Whānau Arohanui’, a marae and foster care centre in Waitati, Otago. The centre provides care for youth and is also a venue for Ngarimu-Cameron's weaving courses.
In 2008 she completed a Master of Fine Arts degree at Otago Polytechnic. Her dissertation studied the combination of traditional Māori weaving and loom weaving, and included a solo exhibition, ‘Toku Haerenga/My Journey’, held at the Dunedin Public Art Gallery. Since 2008 Ngarimu-Cameron has been a lecturer in traditional arts at the University of Otago.
In the 2011 Queen's Birthday Honours, Ngarimu-Cameron was appointed a Member of the New Zealand Order of Merit, for services to Māori.


Ambalang Ausalin

Apuh Ambalang Ausalin (born March 4, 1943) is a Filipino master weaver from the city of Lamitan, Basilan.
Apuh Ambalang is renowned for her mastery of the crafts of "sinaluan" and "sputangan", two of the most intricately designed textiles of the indigenous Yakan community. She learned weaving through her mother, who was previously reputed to be the best weaver in Basilan and first practiced the craft by using coconut strips.
Ausalin was given the National Living Treasure Award by the Philippines through the National Commission for Culture and the Arts in 2016. She is also a relative of Sulu weaver Darhata Sawabi, who is also a National Living Treasure awardee.


Wills Ring

A Wills Ring or Cooper Ring is a form of all-metallic O-ring seal. They are used for extremely arduous service, such as sealing the head gasket of high performance piston engines.
Hollow, metallic Wills Rings are used as they have better springback than yielding soft metal seals and higher temperature limits than elastomer O rings.
Construction.
A Wills Ring is an O-ring in the form of a hollow metallic tube. They are pressurised internally by gas pressure
The advantages of this construction are that the rings can seal against a wide range of conditions. Metallic construction makes them robust against high or low temperatures and chemical attack. Softer coatings may be applied to provide even better compatibility, or to seal against roughly machined surfaces. Internal pressurisation makes them compliant, both for the range of movement required and with their speed of response being faster than elastomeric O-rings. Their flexure is also unaffected by temperature.
Rings are pressurised by either a static gas fill during manufacture, or may be pressure-actuated by the applied pressure on the joint in service. These pressure-actuated rings have vents on the pressure side to allow gas ingress. The 4 MPa pressure limit of the unpressurised ring is exceeded by the 40 MPa of the internally pressurised ring and 200 MPa or 1,000 MPa for the externally pressurised forms.
Wills Rings are manufactured in five overall types:
The vented and slotted forms are usually vented to the inside, for carrying an internal pressure, but are also available with external vents, for use in high external pressures, such as in undersea use.
They are only used for static face sealing, not moving glands. The thin tube walls are sensitive to damage from rough handling, point tools and crimping during assembly. The pressure-actuated form is considered to be slightly more resistant to point damage, but more at risk of folding and crimping, as they are not supported by internal pressurisation during assembly.
Rings are installed in machined grooves in, usually one of, the mating faces. The correct perpendicular depth of these grooves (rather than their width or cross-sectional area) is an important factor that controls seal performance. Unlike the grooves for elastomer O-rings, the width and shape of the groove is unimportant, just the depth. It is even possible for this 'groove' to become an open-sided groove or aperture, provided that this free height is maintained.
Wills Rings are constructed in a variety of refractory metals including stainless steel and Inconel. Coatings of PTFE or varying thicknesses of silver plating are also available.
Applications.
Cylinder head gaskets.
One of the best-known applications for pressurised Wills Rings, or Cooper Rings as they were originally known, is for sealing the combustion chamber of piston engines. These are not widely used, owing to their high cost and the good performance of other modern gaskets, but they have a place for high-performance engines.
One of the first applications in this case was for the Coventry Climax racing engines. Coventry Climax's more mundane utility engines did not require these seals, but they were adopted to production car engines such as the Hillman Imp, and when these were re-tuned for racing, it was a regular practice to add this type of supplementary seal. Some Coventry Climax designs, such as the FWMV V8, used an open-deck block with wet liners. These were located in place at the base of the liner, rather than near the cylinder head. They were thus susceptible to problems from differential thermal expansion, giving rise to coolant leakage, where the block and liner expanded at different rates: specifically when the liners contracted more rapidly as engine load was reduced. The solution to this was to redesign the liner so that they were located at the top instead, reducing the distance susceptible to expansion. The high compliance of the Wills Ring, thanks to their internal pressurisation, allowed reliable sealing, even though the short clamping distance now had little elasticity and so the applied clamping force from the head bolts could vary substantially.
Cost.
Wills Rings are expensive in comparison to other seals, such as elastomer O-rings or metallic foil head gaskets. A typical comparison is one ring costing approx. $50 each, around the price of a high-performance head gasket for a four-cylinder engine.


Nicolas Corcione

Nicolas Corcione (born 1969) is, since 2013, the president of the Grupo Corcione Foundation, a non-profit organization that focuses on helping children and youth in situations of social vulnerability, through the pillars of education, sports, environmental protection and social contribution.
Corcione received his Master in Construction Project Management and his B.S. in Civil Engineering from the Worcester Polytechnic Institute (WPI). Nicolas is a member of the Panama Canal Authority Board of Directors, the WPI's Advisory Board and a Chairman of the Board at Grupo Corcione.
Corcione is a member and director of the Chamber of Commerce since 2005, Green Building Council Panama Chapter, ACOBIR-NAR Panama. EO Organization since 2005.


Anna Thommesen

Anna Thommesen née Jepsen (1908–2004) was a self-taught Danish textile artist and painter. In an austere, geometrical style, she wove tapestries and rugs on a loom she developed herself. She is also remembered as a colourist, creating dyes from the plants she collected. Her works include tapestries for the town hall in Holstebro, a tapestry in the old Landsting Parliament Chamber at Christiansborg Palace and an altar carpet and kneeler in Roskilde Cathedral.
Biography.
Born on 10 September 1908 in Copenhagen, Anna Jepsen was the daughter of the ship captain Jep Olivarius Jepsen (1879–1947) and Anna Sørine Louise née Slengerik (1880–1960). She had a brother and two sisters. In 1928, she married the accountant Jens Marius Olsen with whom she had one child, Annelise (1933). After the marriage was dissolved in 1940, she married the sculptor Erik Thommesen, with whom she had three children: Lene (1942), Klaus (1945) and Viggo (1949).
She had no formal education but developed her artistic skills, drawing and painting as a child. When she grew older, she performed various jobs in offices and factories as well as a housemaid. After leaving her daughter Annelise to her first husband after the divorce, she married Thommesen, the son of the owner of the factory where she was working. They moved to the island of Bornholm where Thommesen was involved in the resistance together with his many artistic colleagues. Life there with their three small children proved difficult during the war years. While on Bornholm, she developed her weaving skills, first producing cloth weaves which she exhibited at Den Frie Udstilling's autumn show in 1943. Even at this early stage, her interest in geometrical designs was evident.
Thommesen developed her own approach to design and weaving, first sketching her designs, colouring them in watercolours and then producing the weaves directly on her loom rather than in the form of cartoons. Inspired by nature, her abstract depictions were executed with intuitive perfectionism, demonstrating her interest in clarity and purity and reflecting the constructivist trends of the times.
Anna Thommesen died on 6 January 2004 and is buried in Blistrup Churchyard in Græsted.


Moving magnet actuator

A moving magnet actuator is a type of electromagnetic linear actuator. It typically consists of an arrangement of a permanent magnet and coil, arranged so that currents in the coil generate a pair of equal and opposite forces between the coil and magnet. The main difference between this and a voice coil actuator is that in a moving magnet actuator, the magnet is intended to move and the coil to stay still, as opposed to vice versa.


SMS Breslau

SMS "Breslau" was a of the Imperial German Navy, built in the early 1910s and named after the Prussian city of Breslau. Following her commissioning, "Breslau" and the battlecruiser were assigned to the "Mittelmeerdivision" (Mediterranean Division) in response to the Balkan Wars. After evading British warships in the Mediterranean to reach Constantinople, "Breslau" and "Goeben" were transferred to the Ottoman Empire in August 1914, to entice the Ottomans to join the Central Powers in World War I. The two ships, along with several other Ottoman vessels, raided Russian ports in October 1914, prompting a Russian declaration of war. The ships were renamed "Midilli" and "Yavûz Sultân Selîm", respectively, and saw extensive service with the Ottoman fleet, primarily in the Black Sea against the Russian Black Sea Fleet.
"Midilli" was active in laying minefields off the Russian coast, bombarding Russian ports and installations and, because of a shortage of Ottoman merchant ships, transporting troops and supplies to the Black Sea ports supplying Ottoman troops fighting in the Caucasus Campaign. She was lightly damaged several times by Russian ships, but the most serious damage was inflicted by a mine in 1915, which kept her out of service for half of a year. The ship was sunk by mines in January 1918 during the Battle of Imbros, with the loss of the vast majority of her crew.
Description.
"Breslau" was long overall and had a beam of and a draft of forward. She displaced normally and up to at full load. Her propulsion system consisted of two sets of AEG-Vulcan steam turbines driving four propellers. They were designed to give , but reached in service. These were powered by sixteen coal-fired Marine-type water-tube boilers, although they were later altered to use fuel oil that was sprayed on the coal to increase its burn rate. These gave the ship a top speed of . "Breslau" carried of coal, and an additional of oil that gave her a range of approximately at . "Breslau" had a crew of 18 officers and 336 enlisted men.
The ship was armed with a main battery of twelve SK L/45 guns in single pedestal mounts. Two were placed side by side forward on the forecastle, eight were located amidships, four on either side, and two were side by side aft. The guns had a maximum elevation of 30 degrees, which allowed them to engage targets out to . They were supplied with 1,800 rounds of ammunition, for 150 shells per gun. By 1917, the 10.5 cm guns were replaced with eight SK L/45 guns, one fore and aft and three on each broadside. She was also equipped with a pair of torpedo tubes with five torpedoes; the tubes were submerged in the hull on the broadside. She could also carry 120 mines. The ship was protected by a waterline armored belt that was thick amidships. The conning tower had thick sides, and the deck was covered with up to 60 mm thick armor plate.
Service history.
"Breslau" was ordered under the contract name ""Ersatz" " and was laid down at the AG Vulcan shipyard in Stettin in 1910. At her launching ceremony on 16 May 1911, she was christened by the mayor of Breslau, the ship's namesake. After her launching, fitting-out work commenced and lasted until mid-1912. She was commissioned into the High Seas Fleet on 20 August 1912.
Following her commissioning, "Breslau" was attached to the German "Mittelmeerdivision" (Mediterranean Division) along with the battlecruiser under the command of Admiral Wilhelm Souchon. The German Navy decided it needed a permanent naval presence in the Mediterranean in the aftermath of the Balkan Wars that began in 1912. Karl Dönitz, the future Grand Admiral during World War II, served aboard "Breslau" from 1912 to 1916.
World War I.
At the outbreak of World War I, "Breslau" and "Goeben" were to interdict French transports transferring troops from Algeria to France. On 3 August 1914, Souchon's two ships were steaming off Algeria; shortly after 06:00, "Breslau" bombarded the embarkation port of Bône while "Goeben" attacked Philippeville. The attacks caused minimal damage, however, and Souchon quickly broke off and returned to Messina to replenish his coal stocks. Although the British were not yet at war with Germany, the two British battlecruisers and shadowed the German ships while en route to Messina. After partially replenishing "Goeben"s coal on the 5th, Souchon arranged to meet a collier in the Aegean. "Goeben" and "Breslau" left port the following morning bound for Constantinople, pursued by the British Mediterranean Fleet. That evening, the 1st Cruiser Squadron, commanded by Rear Admiral Ernest Troubridge, intercepted the Germans; "Breslau" briefly exchanged fire with the light cruiser before Troubridge broke off the attack, fearing "Goeben"s powerful guns.
On 8 August, "Goeben" and "Breslau" met the collier off the island of Donoussa near Naxos, and two days later they entered the Dardanelles. To circumvent neutrality requirements, Germany transferred the two ships to the Ottoman Navy on 16 August, though the supposed sale was simply a ruse. On 23 September, Souchon accepted an offer to command the Turkish fleet. "Breslau" was renamed "Midilli" while "Goeben" was renamed "Yavûz Sultân Selîm"; their German crews remained with the ships and donned Ottoman uniforms and fezzes. The British did not accept the sale of the ships to the Ottoman Empire and stationed a blockading force outside the Dardanelles with orders to attack the ships if they appeared, regardless of the flag they flew.
Ottoman service.
1914.
On the evening of 27 October 1914, "Midilli" and the rest of the Ottoman fleet left the Bosporus and steamed into the Black Sea, ostensibly to conduct maneuvers. Instead, the fleet split into four groups to attack Russian bases on the other side of the Black Sea; "Midilli" and another cruiser were tasked with mining the Strait of Kerch and then attacking the port of Novorossisk. "Midilli" laid sixty mines in the Strait, which later claimed two Russian merchant ships, and then joined the other ship in bombarding Novorossisk. They set the port's oil tanks on fire, damaged seven merchant ships, and sank "Nikolai" of . Although the damage inflicted on the Russians was relatively light, it forced the Russians to declare war on the Ottoman Empire, bringing the country into the war on the side of Germany.
In early November 1914, while "Midilli" was operating in the eastern Black Sea and covering Ottoman transports, she was detached to shell the Russian port of Poti in retaliation for Russian attacks on Turkish shipping. On 17 November, she sortied with "Yavûz Sultân Selîm", under the command of Souchon, in an attempt to intercept the Black Sea Fleet as it returned from bombarding Trebizond. "Midilli" discovered the Russian ships off Cape Sarych, the southern tip of the Crimea in poor visibility at short range. In the resulting engagement, Souchon ordered "Midilli" to assume a safer position to "Yavûz"s rear, but she was engaged by the pre-dreadnoughts and without effect before Souchon ordered the Turkish ships to disengage shortly afterward. The cruiser spent the rest of the month escorting shipping to Trebizond. On 5 December, she escorted a small raiding party to Akkerman, Bessarabia, that was intended to attack railroad installations. On the return voyage, "Midilli" bombarded Sevastopol, damaging some minesweepers at anchor.
A month later, on 23 December, "Midilli" sortied to rendezvous with "Yavûz Sultân Selîm" off Sinope, and in the darkness the following morning she encountered the Russian transport "Oleg", which was intended to be sunk as a blockship in Zonguldak. "Midilli" quickly sank "Oleg" but was forced to turn away after spotting "Rostislav". She then encountered another blockship, "Athos", and forced her crew to scuttle the ship. She then briefly engaged Russian destroyers before moving ahead of the Russian fleet to monitor their progress. Ottoman coastal guns forced the remaining blockships to scuttle in deep water.
1915.
"Midilli" conducted a series of sorties against the Russians in early 1915, including an operation in concert with the cruiser in January, during which they inadvertently came into contact with the Black Sea Fleet. "Midilli" scored a hit on the battleship s main battery turret before the Ottoman ships withdrew.
On 3 April, the Ottoman fleet sortied to attack Russian transports off Odessa. "Midilli" and "Yavûz Sultân Selîm" provided the covering force for the attack, which failed after the cruiser struck a mine and sank off Odessa. The Russian fleet attempted to intercept the Turkish force, but "Midilli" and "Yavûz Sultân Selîm" were able to escape undamaged. The two ships, joined by "Hamidiye", conducted a sweep to attack Russian transports on 6 May, but found no targets. Later that month, detachments of naval infantry from "Midilli" and "Yavûz Sultân Selîm" were landed to assist in the defense against the Allied landings at Gallipoli. On the night of 10/11 June, "Midilli" encountered the Russian destroyers and off Zonguldak. In a brief firefight, the cruiser crippled "Gnevny" with a hit in her starboard engine compartment that broke the main steam line to the engines, but was forced to turn away when "Gnevny" fired five torpedoes at her. "Midilli" was hit seven times herself with only slight damage and "Gnevny" was towed back to Sevastopol the following day by "Derzki".
"Midilli" struck a mine on 18 July as she sailed from Constantinople to escort a merchant ship through the minefields defending the capital. The explosion under No. 4 boiler room killed eight crewmen and she was flooded with over of water. The ship made it to port at İstinye and an inspection revealed that she was not badly damaged. Hampered by a shortage of trained personnel and material, however, the ship's repairs took quite a long time.
1916.
The ship did not return to service until February 1916, and the opportunity was taken to replace two of her 10.5 cm guns with 15 cm pieces. On 27 February, she was used to quickly transport 71 officers and men of a machine-gun company and a significant stock of supplies and munitions to Trebizond, which was then under heavy pressure from the Russian army. While en route on the night of the 28th, she encountered the Russian destroyers and . "Midilli" evaded the Russians and reached Trebizond. On 2 March, she attempted to attack a pair of destroyers north of Zonguldak, but she was unable to catch them. The ship then returned to the Bosporus. On 11 March, "Midilli" made another run, this time carrying 211 soldiers and twelve barrels of fuel and lubricating oil, which were successfully landed on the 13th. She then stopped in Samsun, where she picked up of flour, one ton of maize, and 30 tons of coal, before returning to the Bosporus.
A third supply operation followed on 3 April, when the ship brought 107 men, 5,000 rifles, and 794 cases of ammunition to Trebizond. After making the delivery, the ship met the U-boat and proceeded to attack Russian forces. "Midilli" shelled Russian positions at Sürmene Bay, where she set the minesweeper "T.233" on fire, which was then destroyed by "U-33"s deck gun. "Midilli" then turned north and sank a Russian sailing vessel off Tuapse before running into the powerful dreadnought battleship . "Midilli" fled at high speed after being straddled several times, though she was not damaged. In early May, the cruiser laid two minefields, each of 60 mines. The first of these was laid off the Chilia branch of the Danube River and the other off Cape Tarkhankut in the Crimea. On the second trip she bombarded Yevpatoria after laying her mines. "Midilli" transported more troops to Sinope and Samsun on 30 May, returning with grain and tobacco as deck cargo.
In July, "Midilli" and "Yavûz Sultân Selîm" sortied to support the Ottoman counterattack at Trebizond, which broke the Russian lines and advanced some . "Midilli" sank a pair of Russian ships off Sochi on 4 July and destroyed another that had been torpedoed the previous day. She then rejoined "Yavûz Sultân Selîm" for the return to the Bosporus, during which the two ships evaded strong Russian forces attempting to intercept them. Later that month, on 21 July, "Midilli" attempted to lay a minefield off Novorossisk, but Russian wireless interception allowed the dreadnought and several destroyers to leave port and attempt to cut "Midilli" off from the Bosporus. The two ships encountered each other at 13:05, and "Midilli" quickly turned back south. Her stern 15 cm gun kept Russian destroyers at bay, but the ship only slowly drew out of range of "Imperatritsa Mariya"s heavy guns. Several near misses rained shell splinters on the deck and wounded several men. Heavy use of smoke screens and a rain squall allowed "Midilli" to break contact with her Russian pursuers, and she reached the Bosporus early the following morning. By the end of 1916, a severe coal shortage prevented "Midilli" and "Yavûz Sultân Selîm" from conducting offensive operations.
1917–1918.
In May 1917, "Midilli" laid a minefield off the mouth of the Danube; while there, she destroyed the wireless station on Fidonisi Island and captured 11 prisoners. The minefield she laid later sank the destroyer on 30 June. While "Midilli" was at sea, a Russian force including "Imperatritsa Ekaterina Velikaya", which had by then been renamed , raided the Bosporus. Returning to port, "Midilli" was spotted by the Russian fleet, which attempted to cut her off from the safety of the Bosporus. "Midilli" raced toward port, while salvos from "Svobodnaya Rossiya" fell around her. The destroyer "Gnevny" closed to attack, but "Midilli"s 15 cm guns drove her off. The cruiser managed to reach port without damage; this was the last engagement of the war between the former German warships and the Russian fleet. On 1 November, "Midilli" left the Bosporus to conduct a sweep for Russian warships. The Russians observed the departure and attempted to attack the cruiser with "Svobodnaya Rossiya" and the new battleship , but mutiny aboard "Svobodnaya Rossiya" prevented the force from intercepting "Midilli" before she slipped back into port that night.
On 20 January 1918, "Midilli" and "Yavûz Sultân Selîm" left the Dardanelles under the command of Vice Admiral Hubert von Rebeur-Paschwitz, who had replaced Souchon the previous September. Rebeur-Paschwitz's intention was to draw Allied naval forces away from Palestine in support of Turkish forces there. Outside the straits, in the course of what became known as the Battle of Imbros, the two Ottoman ships surprised and sank the monitors and which were at anchor and unsupported by the pre-dreadnoughts that should have been guarding them. Rebeur-Paschwitz then decided to proceed to the port of Mudros; there the British pre-dreadnought battleship was raising steam to attack the Turkish ships. While en route to Mudros "Midilli" struck a total of five mines and sank; "Yavûz" hit three mines as well and was forced to beach to avoid sinking. Three hundred and thirty of "Midilli"s crew were killed in her sinking, 162 survivors were rescued by British destroyers. According to Hildebrand, Röhr, and Steinmetz, only 133 men were rescued from the ship.


Eglinton station

Eglinton is a subway station on Line 1 Yonge–University of the Toronto subway. It is central to the Yonge–Eglinton neighbourhood in Midtown Toronto. Eglinton station is the seventh busiest station of the Toronto Transit Commission (TTC).
Line 5 Eglinton will serve Eglinton station upon completion of the line, which is scheduled for 2022. Eglinton will then become an interchange station for the two lines.
Description.
Line 1 station.
The current station is on three levels, with entrances scattered throughout the street level in the surrounding area of Yonge Street and Eglinton Avenue. The concourse, fare gates and bus terminal as well as several shops are on the second level, and the Line 1 platform is on the lower level.
Eglinton station is the only one of the original 1954 subway stations (Eglinton to Union on Line 1) to retain its original vitreous marble wall tiles. The other 1954 subway stations used similar wall tiles with variations in colour schemes, but at the other stations, the tiles were replaced because of deterioration.
The Line 1 tracks approach the station from the south in an open cut before going underground at the Berwick Portal immediately before the station. Here the tracks divide sharply to go either side of the island platform. There is a crossover at this location, from when the station was the terminus of the line to reverse trains. North of the station, the line swings to the east, to run directly under Yonge Street in a bored tunnel.
Line 5 station.
The Line 5 station structure (under construction) will cross the structure for Line 1 and have 5 levels:
Bus terminal.
The Eglinton station bus terminal is located at the south side of the station. The terminal's platforms and bus loop lie mostly within the building of a former bus garage. There is a station entrance and waiting room at the northeast corner of the bus terminal. From this entrance, passengers can descend to the Line 1 platform, and from the waiting room passengers can walk along a passageway connecting the bus terminal to the main concourse above the Line 1 platforms. Platforms on the south side of the terminal serve eastbound bus routes while those on the northside serve westbound routes. Buses can enter the terminal from either Berwick Avenue or Duplex Avenue.
Entrances.
There are six entrances to the station in the surrounding area:
Temporarily closed.
The following entrances were temporarily closed to accommodate Line 5 construction at Eglinton station:
Public art.
As part of a program to install artworks at six of the stations along Line 5 Eglinton, Eglinton station will feature an artwork titled "Light from Within" by artists Rodney LaTourelle and Louise Witthoeft. The artwork will be installed above the escalators leading down to the Line 5 platform. The 13-ton panel will be made of mirrored glass tiles and is inspired by minerals, crystals and gemstones evoking the "subterranean nature of rapid transit", according to the artists.
Crosstown construction.
Twenty-four weekend closures of Line 1 Yonge–University at Eglinton station were scheduled for 2018 alone for construction activities related to the Crosstown (Line 5 Eglinton). The first closure was scheduled for February 10–11, 2018.
Structures to be constructed at Eglinton station as part of the Crosstown project are:
In November 2013, the TTC originally proposed to shift the current Line 1 platform approximately 70 m northward of its current location. Such a change would have allowed smoother flows of passenger traffic between the platforms for Lines 1 and 5, and avoided a situation where all transferring passengers are bottlenecked by only one transfer path, similar to the busy Bloor–Yonge station. The pocket track at the north end of the station would have had to be abandoned. However, this proposal was modified by March 2018 to shift the Line 1 platform north by only 24 m, allowing the pocket track to be retained. In the new area there will be an elevator and escalators down to the Line 5 concourse. At the south end of the platform, the elevator and stairs to the south station entrance will be retained but the platform edge will be walled off in this area.
History.
Eglinton station opened in 1954 as the northern terminus of the original Yonge subway line, today a part of Line 1 Yonge–University. In 1954, the Yonge subway ran from Eglinton station to Union station, and replaced the Yonge streetcar line. Eglinton station sits on the site of the former Eglinton Carhouse, a streetcar facility opened in 1922, partly closed in 1951 to construct the subway line, and fully closed in 1954.
When opened in 1954, Eglinton station had a different bus terminal from what exists today. Eglinton's first bus terminal was located at the south side of Eglinton Avenue, just north of the current bus terminal. It initially had nine parallel bays within the fare-paid zone, each with a covered platform and staircases leading down to an east–west, underground concourse. There was also a platform 10 outside the fare-paid zone. In 1963, platforms 11–13 were added on the west side of platform 10 to handle increasing suburban traffic. The bus terminal had its own street entrance facing Eglinton Avenue at the north end of platform 10, about 50 metres east of Duplex Avenue.
With its opening in 1954, Eglinton station hosted trolley bus service serving neighbourhoods north of Eglinton Avenue. One bay was for 97 Yonge trolley buses to Glen Echo Loop, and two bays were for 61 Nortown trolley buses with separate bays for eastbound and westbound trips. The Nortown route was U-shaped serving Mount Pleasant Road east of the station, and Avenue Road to the west. The Eglinton garage, at the site of today's Eglinton station bus terminal, serviced trolley buses as well as diesel buses.
In 1973, Line 1 was extended to York Mills station and Eglinton station ceased to be a terminal station. Along with the extension, a pocket track was installed on the north side of the station to reverse some Line 1 trains. Also with the extension, Glen Echo Loop was closed and the Yonge trolley bus route was converted to diesel. This left Nortown as the only trolley bus route serving Eglinton station.
In 1991, the Nortown trolley bus route was converted to diesel, ending trolley bus service at Eglinton station.
In 2004, the original bus terminal from 1954 was closed because of safety concerns over its aging infrastructure. A replacement bus terminal was opened in the former bus garage just south of the old bus terminal.
In 2004, this station became accessible with the addition of elevators, and also with the closure of the old bus terminal which had required passengers to use stairs to reach the buses.
In 2016, the original bus terminal from 1954 was demolished to make way for construction of Line 5.
On November 17, 2016, Eglinton became the last station on Line 1 to be Presto enabled.
Nearby landmarks.
There are number of high-rise buildings at or near the corner of Yonge Street and Eglinton Avenue. Built directly over the station is the Canada Square Complex, which is home to TVOntario studios and the head offices of the Canadian Tire Corporation. Yonge–Eglinton Centre is at the northwest corner of Yonge and Eglinton. Further south is the residential Minto Midtown. , two other high-rises are under construction near the station. Another nearby destination is Eglinton Park, west of Eglinton station.
Surface connections.
TTC routes serving the station include:


Eight-bar linkage

An eight-bar linkage is a one degree-of-freedom mechanism that is constructed from eight links and 10 joints. These linkages are rare compared to four-bar and six-bar linkages, but two well-known examples are the Peaucellier linkage and the linkage designed by Theo Jansen for his walking machines.
Classification of eight-bar linkages.
Eight-bar linkages are classified by how many binary, ternary and quaternary links they have. A binary link connects two joints, a ternary link connects three joints and a quaternary link connects four joints. There are three classes of eight-bar linkage denoted (4, 4, 0, 0), (5, 2, 1, 0) and (6, 0, 2, 0), distinguished by the count of binary, ternary and quaternary links, when read from left to right---the final zero is traditionally added to the class label though no eight-bar linkage has a quintanary link..
There are sixteen different topologies of eight-bar linkages which are distinguished by their non-isomorphic linkage graphs. Of these 16 topologies, nine are in class (4, 4, 0, 0), five are in (5, 2, 1, 0) and two in (6, 0, 2, 0).
The Peaucellier linkage.
The Peaucellier linkage (or Peaucellier–Lipkin cell, or Peaucellier–Lipkin Inversor) is an eight-bar linkage constructed from hinged joints that traces a pure straight line from a rotary input. It is named after Charles-Nicolas Peaucellier (1832–1913), a French army officer, and Yom Tov Lipman Lipkin (1846–1876), a Lithuanian Jew and son of the famed Rabbi Israel Salanter.
This linkage clearly consists of eight bars when the ground frame is counted as a bar. The Chebychev–Grübler–Kutzbach criterion shows that an eight-bar linkage must have ten single degree-of-freedom joints, while the Peaucellier linkage appears to have only six hinged joints. This is resolved by noting that four of the hinged joints each connect three bars. This is considered to be a special case of two joints that are located in the same place. Thus, six plus four provides the 10 one degree-of-freedom joints.
The Peaucellier linkage is a (4, 4, 0, 0) eight-bar linkage, which means four of the bars have two joints and four bars have three joints.
The Jansen linkage.
The eight bars of the Jansen linkage, which include the ground frame, are readily identified, and include two triangular links. In this case only seven of the 10 hinged joints are readily identified. However, there are three joints that connect three links. The first is the end of the drive crank, the second is the other base pivot and the third is one side of the triangle that forms the lower leg. Separating these overlapping joints provides three additional joints so there are 10 single degree-of-freedom joints.
The Jansen linkage is of type (5, 2, 1, 0), because the upper triangular link supports four joints, two of which overlap at the ground joint, the lower triangular link and the input crank connect three joints and are ternary links. The remaining five links, which includes the ground link, are binary links.


Type 96 mine

The Type 96 mine is a Japanese large hemispherical landmine used during the Second World War. It entered service in 1936. The mine could be deployed in shallow water or on land, and used two lead alloy horn fuzes. The horns contained a glass vial filled with an electrolytic fluid, that when released triggered the electrical fuze detonating the mine.


Adhesives


Victor Salvi

Victor Salvi (\ˈvik-tər\ \ˈsal-vē \); (March 4, 1920 – May 10, 2015) was an American-born harpist, harp maker, and entrepreneur. Salvi, who has been called "harpmaker of the world", was of Italian descent. Born in Chicago, Illinois, he immigrated back to Italy several years into his professional career. Credited for transforming the harp industry, he began his career as a musician, and turned to building harps.
As a musician, Victor Salvi played under some of the best known conductors of the twentieth century, including Dimitri Mitropoulos, Arturo Toscanini, and Bruno Walter. As a businessman, Salvi merged markets between his Europe-based Salvi Harps and the United States company Lyon & Healy, which he acquired in 1987. As an engineer, Salvi is responsible for the largest modern progressions of the instrument. Philanthropically, he has sponsored multiple competitions, concerts, as well as commissioning harp compositions. Salvi has expanded the harp's notoriety worldwide, raising the instrument's profile, and heightening its importance musically.
Early life.
Victor Salvi was born into an Italian family and was the youngest child of Rodolfo Salvi and Apollonia Paoliello. Rodolfo was himself a musician and an instrument maker from Venice, who moved to the small Southern village of Viggiano, Basilicata, land of travelling musicians who brought their music and traditions all over the world, as well as known for the construction of harps.
Rodolfo married his second wife Apollonia, the granddaughter of Vincenzo Bellizia, a well known harp maker of the Kingdom of the Two Sicilies. Rodolfo left Viggiano and brought the family to the United States in 1909, and once based in Chicago, Victor was born. Victor’s siblings were Livia, Aida, Giovanni, and his half-brother, Alberto, the oldest.
The Salvis were a musical family, and Alberto was a distinguished concert harpist in the 1920s. Victor’s older sister, Aida, was also an active musician in Chicago, including with the Civic Opera. Aida learned the instrument from Alberto, and Aida passed her knowledge on to Victor. Victor Salvi attended Marshall High School in Chicago. While there, he won a national harp competition and a scholarship to the Interlochen Center for the Arts.
Salvi enlisted in the U.S. Navy during World War II. He was inducted at the Naval Air Station Glenview in 1942. There, he was the harpist in the U.S. Navy Band until 1946.
Career.
Early career.
After the war, Salvi returned to Chicago and joined conductor Paul Schreiber's St. Louis Sinfonietta orchestra, with whom Salvi toured the country as a soloist from 1948 to 1950. Described by Columbia Artist Management as having been founded with "... the purpose of bringing symphonic music to audiences everywhere", Sinfonietta was a distinctively unique ensemble, "... a chamber orchestra which would have not only the delicacy and refinement of the stringed instruments, but a reasonable degree of the extended tonal altitude, color variety and sonority of the symphony orchestra – an ensemble whose instrumentation would permit equally authoritative presentation of the classic symphonies ..." While touring with the orchestra, Salvi, following in his father's footsteps, taught himself harp repair and set up a workshop in Chicago, beginning his work as a mechanic and engineer.
In 1950, Salvi secured a New York-based job playing in Gian Carlo Menotti's "Consul", which ran on Broadway for nearly a year. He continued playing in Menotti's next work, "The Saint of Bleecker Street", in 1954, also on Broadway.
Once established in New York, Salvi took a job with the New York Philharmonic, conducted by Dimitri Mitropoulos, and the NBC Symphony Orchestra under Arturo Toscanini. He played under several other acclaimed conductors including Bruno Walter, Leopold Stokowski, and George Szell. Salvi recorded "Debussy La Mer" with the NBC Symphony Orchestra in 1950, produced by RCA.
As in Chicago, Salvi opened a harp workshop business in New York City, first in the West 40s, later moving to West 54th Street. In 1954, he built his first harp in New York – a small, orchestral model. "Playing the harp in orchestras you get a lot of measures of rest, time to think about how the instrument is constructed and how it could be improved", Salvi told the New York Times in a 2005 interview. Ultimately, Salvi had to choose between either performing or the building of harps. He chose the latter, and moved to Europe where he knew he would have more affordable and skilled craftsmanship.
Salvi Harps.
In 1955, Salvi moved to Italy, and established a harp business in Genoa. There, he recruited a staff of twelve cabinetmakers and other similar craftsmen, and "... a workshop was set up in a fifteenth century villa, reputedly once owned by the famed Genoese Admiral Andrea Doria." The harps went on public sale that same year. "The finishing of a new harp," Mr. Salvi comments, "... is always an event, no matter how many times it has happened. Everyone gathers round to admire and inspect the completed task, and we all are happy and proud that another harp has been made."
In 1965, the company acquired a larger working space in Vignole Borbera. In 1969, Salvi opened two additional locations: a shop for distribution and repairs in Covent Garden, London, named Holywell Music; and a factory in Sainte Croix, Switzerland, called Les Arts Mecaniques, for mechanics, strings, and other instrument improvements, "... where craftsmen trained in making watches, mechanical music boxes and automatons took over the mechanical aspects of the harp’s construction."
Slowly, "... more and more harpists in Europe and the United States became aware of the new Salvi harp and it started making appearances in symphony orchestras, schools and private studios alike." In fact, in the 1970s, the Paris National Opera Orchestra played with five Salvi harps.
In 1974, Salvi moved the Italian-based factory to Piasco, where Salvi Harps remains in business today. Salvi chose Piasco, part of the Piemonte area, for the quality of the local craftsmen. To this day, Salvi Harps is the leading manufacturer in the European market. Each harp is still individually handcrafted. The factory is a focal point of the region, and attracts many visitors each year, and regularly opens itself for tours to schoolchildren to learn about harp making.
Acquisition of Lyon & Healy.
In 1987, Salvi acquired his main competition, the American-based harp company Lyon & Healy.
In an interview with Jane B. Weidensaul in "American Harp Journal", Salvi said:
I heard around June 1987 on the 'grapevine' that Lyon & Healy was again on the market and, after great deliberation and consultation with my advisors, made a bid on behalf of Les Arts Mecaniques, which I am happy to say was accepted. As to the motivation, Lyon & Healy was always a formidable company with its many years of making fine quality harps. However, I do believe that L & H suffered in the past from these various take-overs by companies which did not fully understand the harp and its problems. Salvi Harps will benefit greatly in that we will be distributed by Lyon & Healy – a well-established and prestigious company – in the USA. By the same token, L & H will benefit by being available through the Salvi outlets in Europe. Therefore, this ‘marriage’ between Salvi and L & H seemed the most sensible solution since the two companies can help each other out to make one complete and strong whole.
Innovations to the Instrument and Harp Technology.
Throughout his career, Salvi devoted his time to perfecting the sound and mechanics of the harp through innovative technologies, paving the way for profound advancements for the instrument. While the basic harp structure has not changed in the past several thousand years, "Salvi's artisans and technicians have spent half a century trying to remedy that problem: making the sound stronger, bigger, but still focused; making changes to the pedal mechanism, to the balance of the frame ... At the same time there have been design changes: new, sleeker, sharper-looking models with less decoration, and a lot less gilding."
His approach to harp making has ushered in harp innovations including "... nylon bearings, stainless steel action, and polyurethane finish: and novel engineering has produced a method to strengthen the comparatively delicate neck, which had a tendency to warp and/or break." This is what makes the "neck" a unique feature of Salvi harps, "... costing about four times that of a conventional neck to manufacture. Each neck has inner core of many laminations impregnated with resins and compressed to size by a two-story-high press ..."
Salvi regularly collaborates with scientists to revolutionize the harp. After many years of research with scientists at University of St. Andrews in Scotland, he developed the electronic harp, which first showcased at the Third World Harp Congress in Vienna, Austria, in 1987. For the past decade and a half, Salvi has been very involved in conducting studies with sounds and sounding boards. His most recent harp innovations further improved the instrument's sound, using MSC Nastran and SimXpert technologies. "Salvi uses numerical simulations and experimental data for their evaluation and calibration designs. Due to the large internal loads seen within the harp, simulations have led to increased structural integrity of the design while correlating to experimental data."
Philanthropy.
Salvi has dedicated himself to the promotion of the harp, and its recognition as a solo instrument. He has sponsored several harp competitions, first in Italy and then internationally, throughout his career. He promoted young harpists with recordings by Egan Records and sponsored concerts. In 2005, he built a concert hall on the top floor of the Lyon & Healy factory.
Salvi has commissioned much work for the harp, and has promoted harp music with publishing, as well as commissioning a Sonata for the harp, violin and violincello by Valeri Kikta, called "Venetian Trio", published by Salvi publications. In 2006, he created a harp for Charles, Prince of Wales. The instrument has since been played by the official royal harpist at many imperial functions, including the wedding of Prince William and Catherine Middleton in 2011.
He has collected antique harps from around the world, which he assembled into one of the most important collections in the world. In a 2006 Economist article, Salvi said, "I never thought about having a collection. I bought harps because they were so beautiful."
Personal life.
Salvi lived in Chateauneuf-Grasse, France, from 1987 to 2012, during which time he traveled extensively. He lived in Italy in his final years and died in 2015.


Thomas Edward Chickering

Thomas Edward Chickering (October 22, 1824 – February 14, 1871) was a piano manufacturer and soldier.
The Chickering and Sons piano manufacturing company was established by Thomas Chickering's father and was among the first and most celebrated piano manufacturers in the United States. Thomas took over administration of the firm from his father in 1853.
In 1862, Chickering became a colonel during the American Civil War, eventually being awarded the honorary grade of brevet brigadier general.
Early life.
Chickering was the son of Jonas Chickering, a notable piano manufacturer in Boston. Having established his firm in 1823, Jonas Chickering was among the earliest manufacturers of pianos in the United States and, by the 1830s, Chickering pianos were well known throughout the country.
In 1845, at the age of 21, Thomas Chickering began working with his father in the family firm. He gained not only skills for designing pianos but also cultivated a talent for business and marketing.
Chickering married Caroline Battelle on September 8, 1847 and had at least one child, Lillian Chickering Prince, in 1849.
In December 1852, the firm suffered a setback when their factory burned. The Chickerings constructed a new factory on Tremont Street in Boston in 1853. The same year, Jonas Chickering died and Thomas Chickering and his brothers took over management of the firm at which point the company became known as Chickering and Sons. Thomas Chickering, as the eldest brother, became head of the firm's affairs.
Civil War service.
For several years before the Civil War Chickering had been interested in the military and commanded a company, the New England Guards, in the state militia. On September 15, 1862, Chickering was placed in command of the 41st Massachusetts Infantry. The regiment was deployed to New Orleans in November 1862 as part of Major General Nathaniel Banks's Louisiana expedition.
During the winter of 1862–1863, the 41st Massachusetts garrisoned Baton Rouge, Louisiana without any significant incident. During April and May 1863, the 41st Massachusetts was part of an expedition to Opelousas, Louisiana to forage for supplies and gather freed slaves by the thousands for recruitment into the Union Army. Chickering was appointed military governor of Opelousas and commanded the Union troops (consisting of seven regiments of infantry) that were part of the expedition.
In June 1863, as Chickering and the 41st Massachusetts prepared to join other troops of the Department of the Gulf in the Siege of Port Hudson, the regiment was consolidated with three companies of Massachusetts cavalry and became a mounted unit. The regiment was renamed the 3rd Massachusetts Volunteer Cavalry. The unit saw action in the Siege of Port Hudson and the Red River Campaign. Chickering commanded this unit until September 1, 1864 when he resigned from the army.
For his service during the war, Chickering was awarded the honorary grade of brevet brigadier general, nominated February 21, 1866, confirmed April 10, 1866, to rank from March 13, 1865.
Post-war life.
 Following the war, Chickering returned to his career as senior partner of Chickering and Sons. The company continued to expand its reputation through new designs and patents. Chickering pianos were exhibited at the 1867 World Exposition in Paris to much acclaim. For his accomplishments, Chickering was honored in Paris by the award of membership in the Légion d'honneur.
Chickering died in Boston in 1871 at the age of 47.
Legacy.
The Chickering and Sons piano company, under the management of Thomas Chickering's younger brother, Frank Chickering, further increased their prestige after opening a showroom in New York City. The firm also built a concert hall, Chickering Hall, in New York in 1875 which hosted concerts by accomplished musicians of the era. The "famous" hall, according to "The New York Times", stood on the northwest corner of Fifth Avenue and 18th Street. It was designed by architect George B. Post. The hall was torn down shortly after the firm sold the building in 1901.


Jack Whittaker (lottery winner)

Andrew Jackson Whittaker Jr. (October 9, 1947 – June 27, 2020) was an American businessman in the construction industry. He was noted for being the winner of a 2002 lottery jackpot. His win of US$314.9 million in the Powerball multi-state lottery was, at the time, the largest jackpot ever won by a single winning ticket in the history of American lottery. After winning the lottery, he had several brushes with the law and personal tragedies.
Powerball win.
Before his lottery win, Whittaker had been the president of Diversified Enterprises Construction, a contracting firm in Putnam County, West Virginia, for 12 years. Whittaker already had a net worth of over $17 million before his windfall. On Christmas Eve 2002, Whittaker purchased the winning Quick Pick ticket at a supermarket in Hurricane, West Virginia, where he had stopped for a deli breakfast sandwich and to get fuel for his vehicle. He was not a regular lottery player but bought $100 in tickets because the jackpot was so high. He played the lottery only when it reached $100 million.
The jackpot that Christmas Day (before taxes) was a $314.9 million annuity or $170.5 million cash. Whittaker chose the cash option of $113,386,407, after taxes.
Philanthropy.
Whittaker pledged 10% of his winnings to Christian charities—including several churches affiliated with the Church of God—in southern West Virginia. One of the beneficiary congregations constructed a multimillion-dollar church in Hurricane. He also donated $14 million to establish the Jack Whittaker Foundation, a non-profit organization that provides food and clothing to low-income families in rural West Virginia. Moreover, for the deli manager who served the biscuits at the convenience store where he purchased the winning ticket, he purchased a $123,000 house and a new Jeep Grand Cherokee and gave her a check for $44,000.He then purchased a lamborghini and drove it through his neighborhhod throwing cash.
Legal and personal problems.
On August 5, 2003, less than a year after Whittaker won the lottery, thieves broke into his car while it was parked at a strip club in Cross Lanes, West Virginia. The thieves made away with $545,000 in cash that Whittaker carried around in a suitcase. When asked why he would carry that much money around with him, Whittaker responded, "Because I can." In another incident, two employees at the club, the general manager and a dancer-manager who were romantically linked, were arrested and charged with a plot to put drugs in Whittaker's drinks and then rob him. On January 25, 2004, thieves once again broke into his car, this time making off with an estimated $200,000 in cash, but this was later recovered.
On September 16, 2004, Jesse Tribble, an 18-year-old on-and-off-again boyfriend of Whittaker's granddaughter Brandi Bragg, was found dead in Whittaker's home in Teays Valley, West Virginia. A coroner's report indicated that he had died from overdosing on a combination of oxycodone, methadone, meperidine, and cocaine.
On December 20, 2004, Brandi Bragg, 17, was found dead on the property of a male friend after being reported missing on December 9. Her body was wrapped in a plastic tarpaulin and dumped behind a junked van. Cocaine and methadone were found in her system, but the cause of death was listed as "undetermined". No one was charged with a crime.
At an October 11, 2005, hearing related to his January 2003 DUI, a visibly shaken Whittaker lashed out at local law enforcement agencies for focusing on his troubles while failing to arrest anyone in relation to his granddaughter's death, saying, "Go after whoever killed my granddaughter with as much as these butt holes are trying to convict me of something I didn't do."
Whittaker was later sued by Caesars Atlantic City casino for bouncing $1.5 million worth of checks to cover gambling losses. He countersued, claiming that his losses were supposed to be credited due to a slot machine he developed and that they, in fact, owed him money.
On January 11, 2007, a legal complaint against Whittaker alleged he claimed that on September 11, 2006, thieves took all of his money. The thieves, according to the account, went to 12 branches of the City National Bank and cashed 12 checks. The incident came to light because Whittaker had not been paying money to a woman who had previously sued him. Kitti French filed the complaint earlier in the week, requesting court costs and money from Whittaker.
On July 5, 2009, Ginger Whittaker Bragg, Whittaker's 42-year-old daughter and the mother of Brandi Bragg, was found dead in Daniels, West Virginia. No explanation was given, but officials did not suspect foul play.
On December 2, 2016, around 7 a.m. Whittaker's home in Bland County, Virginia, was reported to be on fire. When firefighters arrived, the home was fully engulfed, and the house was deemed a total loss. Whittaker's wife was home when the fire broke out, but she was able to make it out safely and no injuries were reported. Whittaker stated that the home was not insured.
Death.
Whittaker died on June 27, 2020, following a long illness. He was 72; no further details were given.


Mademoiselle Pagelle

Mademoiselle Pagelle (died 1774) was a French fashion designer ("Couturier") and a "Marchande de modes".
She had a shop in Paris named "Trait Galant". She enjoyed great success and was a supplier of the royal courts of France and Spain. Among her clients were Louise Marie Adelaide de Bourbon, Louise-Elisabeth de Bourbon, Marguerite Caron de Rancurel (mistress of Charles, Count of Charolais) och Madame du Barry. She was the dressmaker for Madame du Barry during her years as the official royal mistress of Louis XV (1769–1774).
In history, Pagelle has become known as the mentor of Rose Bertin, who was employed in her establishment in 1763, and became her business partner when she secured the order for the trousseau of Louise Marie Adelaide de Bourbon; Bertin left the partnership to establish her own business in 1770, and became a fierce business rival. In 1774, Pagelle declared bankruptcy and her client Madame du Barry also (after a period as a client of Le Sieur Beaulard) also joined the clients of Rose Bertin.


Nur-Sultan Light Metro

The Nur-Sultan Metro is an incomplete light rail rapid transit system located in Nur-Sultan, Kazakhstan, which is the capital of the country with a population of about 750,000. Construction should have finished roughly about the same time as the Almaty Metro, which was estimated for 2010. However, completion has been postponed several times, in 2011 completion was scheduled to coincide with the Expo in 2017 and as of October 2017 the first stage is planned to be commissioned in December 2019. Project authority Astana LRT LLP signed an agreement with a consortium of China Railway International Group and Beijing State-Owned Assets Management Co for construction of the first phase of the capital’s light rail project on May 7, 2015. Construction began in May 2017.
The light metro is part of Nazarbayev's Kazakhstan 2030 economic plan to transform Kazakhstan into an economic power. A great deal of construction has taken place in Astana since it became the capital in 1997.
Video renders of the proposed system show the lines built on viaducts running adjacent to roads, with enclosed stations offering heating and ventilation systems to protect passengers from the extreme weather variations in the city.
The Chinese company constructing the project went bankrupt early 2019. The city hall ordered an indefinite halt to it.
Line 1.
The 22.6 km North-South route would link Nursultan Nazarbayev International Airport with Astana Nurly Zhol railway station via the modern "Left Bank" area of the city centre. The line will have 18 stops and one depot. Capacity is estimated to be 146,000 people per day.
Further phases.
Original plans show further phases to link other areas of the city.


Wyoming Mills

Wyoming Mills is an historic textile mill site located at 110 Chace Avenue in Fall River, Massachusetts. It is also known as the former Marshall Hat Factory site.
The Wyoming Mills company was established in 1845 by Augustus Chace and William B. Trafford for the manufacture of cotton twine.
In 1896, the site was acquired by the James Marshall & Brothers hat company, which added a large red brick mill on the site. By 1911, the company employed 1,500 people and made more than 7,200 derby hats per day.
The site was determined eligible for the National Historic Register in 1983, but taken off the list due to the owner's objection.
The site is currently owned by Duro Industries, a textile dyeing and finishing company.


Mona Hessing

Mona Hessing (1933–2001) was an Australian fibre artist and weaver. She was also known as Mona Johnston. Hessing has been described as having made a 'very significant contribution from the late 1960s into the 1980s to the development of weaving as monumental public sculpture'.
Early life.
Hessing was born at Kurri Kurri near Cessnock, NSW and attended the National Art School in Sydney from 1951–1956. She worked as a design consultant from 1953 to 1965. By 1962 she started to see herself as a fibre artist. Hessing lived in India during 1967–68, and undertook a large commission in New Delhi. The large tapestry gave her excellent experience in working on large textile works. Hessing use of different fibres and "off-loom" techniques were skills she acquired in India and stayed with her for the rest of her life.
Art career.
Hessing's subsequent work in Australia identified her innovative way of working with fibre, she had a particular impact in interior design and architecture and worked with prominent interior designers such as Marion Hall Best. She was adventurous in her choice of materials, and worked with little-used fibres such as silk, jute, sisal, wool and a number of synthetic fibres. She said in 1972: "The concept of a non-rigid, yielding, flexible form that grows and develops at each touch is tremendously exciting. It includes a subtle relationship of things within things and the final form that contains within itself countless co-ordinated events". Using a vivid colour palette, inspired by her experience with Indian textiles, she combined flat and textured knotted weaves in large tapestries that complemented the bold geometry and texture of Australian public architecture of the 1970s. Her smaller works were well-suited to the changes in domestic architecture, particularly those designed in the more open style of the Sydney school.
By the late 1960s she was well-known as a fibre artist. Described as softly spoken and modest, Hessing cut a striking figure at her exhibition openings, looking 'more like a model than a weaver of wall hangings'.
For the 1967 exhibition at the , Sydney organised by the newly formed Craft Association of Australia, there was a noticeable shift by artist craftspeople to be less 'homespun' and more 'professional'. Hessing contributed 'gigantic, vivid floor rugs'.
In 1968, Hessing created a tapestry in graduating stripes of yellow and brown which was selected to be exhibited at the Stuttgart Craft Exhibition with other Australian artists ceramicist Milton Moon and painter Salvatore Zofrea. The Bulletin's art critic Elwyn Lyn described the work as 'anti banner' and as showing 'outstanding individuality'.
In 1971 Hessing was commissioned to create a large 'civic scaled' tapestry for the University of New South Wales. The result was "Banner" which weighed over a quarter of a tonne and was over 20 metres in length. "Banner was c"reated with hues of blue, gold and purple in handspun wool. Elywyn Lyn, writing again for The Bulletin commented that modern universities had too much concrete and the new auditorium 'needed' Mona Hessing's "Banner" for 'its impressive amalgam of monument and bomb shelter'. Also in 1971, Hessing showed at the Realities Craft Shop with Jutta Federson, Eva Hesse and William Tucker. Elywyn Lyn declared that 'the era of woven objects with positive personalities is upon us' and found Hessing's work 'symmetrical, but not neat and orderly'. He went on to describe her work in some detail, particularly the wall-dividers in quiet and faded neutral colours.
In 1973 Hessing was invited to exhibit with artist friend and ceramicist Marea Gazzard in 'Clay and Fibre' at the National Gallery of Victoria. This exhibition was considered to be important in the art versus craft debate as the artists were allocated a large space at the National Gallery of Victoria that would normally have been used for showing paintings and sculpture, 'thus expanding the notions of materials appropriate for creating high art'. The ceramic pots and fibre forms created had been shown earlier in the year at the Bonython Gallery in Sydney. Nancy Borlase of The Bulletin commented the work was able to 'transform the Bonython into something exotic' and she went so far as to further describe the Gallery space as having been 'transformed into a Bedouin encampment'. One particularly large installation, "Links," consisted of jute forms creating an 'oasis of trees', while "Chinook" was like a 'tangled fringe of hair'. The exhibition had 'zest' and was an example of 'elevated craftsmanship'.
In 1974, when James Mollison of the National Gallery of Australia was caught up in the controversy surrounding the purchase of Blue Poles, an article in The Bulletin by journalist Patricia Rolfe examined some of the other purchases made that year and the amounts of money paid to commercial galleries. Bonython Gallery in Sydney, which was representing Hessing, received $4950 for Hessing's "Woven Hanging Scoop" in the craft category.
In 1990 Hessing moved to Tuross Head on the NSW South Coast to care for her mother, where she remained permanently. She began working and exhibiting more seriously again, showing the results at the Hidden Valley Gallery, Bodalla, NSW, at The Priory, Bingie, NSW and in late 2000 at the Canberra Museum and Gallery.
Hessing was instrumental in virtually reinventing weaving. The former craft had been limited by fine threads woven on a loom. Hessing, regarded as a master craftsman and an influential weaver, threw away convention and created monumental forms by hand, using a variety of innovating techniques that incorporated knotting, twisting and folding.
Legacy.
After travelling and exhibiting overseas, Hessing settled in Tuross Head, NSW where she continued to exhibit locally and nationally. In 2003 Hessing donated her textile archive to the National Gallery of Australia. Her work continues to inspire fibre artists and in 2020 Hessing was the focus of "Shimmering", an exhibition by a selection of artists from the Eurobodalla Fibre and Textile Artist Group (EFTAG) at the Basil Sellers Art Centre, Moruya, NSW.
External links.
E-gallery of some art works: