Sunnybrook Park stop

Sunnybrook Park is a surface light rail transit stop under construction on Line 5 Eglinton, a future line that will be part of the Toronto subway system. It will be located at the intersection of Leslie Street and Eglinton Avenue. The intersection is largely surrounded by park lands in the valley of the West Branch of the Don River, which includes destinations such as E.T. Seton Park, Serena Gundy Park, Wilket Creek Park, Sunnybrook Park and Edwards Gardens. This will be the westernmost at-grade surface stop. The station is scheduled to open in 2022.
The stop is located on the east side of the intersection of Leslie Street and Eglinton Avenue East. The stop has parallel side platforms. Access to the platforms is via the pedestrian crossing on the east side of the signalized street intersection.
During the planning stages for Line 5 Eglinton, the stop was given the working name "Leslie", which is identical to the pre-existing Leslie station on Line 4 Sheppard. On November 23, 2015, a report to the TTC Board recommended giving a unique name to each station in the subway system (including Line 5 Eglinton). Thus, the LRT stop was renamed "Sunnybrook Park".
Location of tracks.
The environmental assessment was for the line to run in the middle of Eglinton Avenue through the valley at Leslie Street. However, in late 2012 and early 2013, there were proposals to locate the tracks elsewhere.
In 2012, Metrolinx discovered that there would be minimal cost differential between tunnelling under the West Don River at Leslie Street versus laying the track on the surface. Also, tunnelling here would have provided "significant improvements to construction staging, schedule and traffic impacts", according to Jamie Robinson at Metrolinx. Thus, in December 2012, Metrolinx proposed continuing the LRT tunnel from Laird station to Science Centre station and eliminating the planned surface stop at Sunnybrook Park (Leslie Street). It did not want to build an underground station at that location as it would cost $80 to $100 million (as compared to about $3 million for a surface stop). Metrolinx considered the cost of an underground station to be unjustified given its low projected ridership (650 passengers at the busiest hour). Local residents objected to the elimination of their stop, and by mid-2013, Metrolinx had relented and the surface stop was restored.
Members of the public asked Metrolinx why it was proposing a centre-of-road alignment instead of running the tracks on the south side of Eglinton Avenue through the valley at Leslie Street. The latter would have avoided going through the signaled intersection at Leslie Street. Jamie Robinson at Metrolinx explained that the latter "was more expensive and required an EA amendment. Due to project implementation timelines the project is proceeding with the EA option". He also stated, "It is very difficult (if not impossible) to relocate the portal from the centre of Eglinton (as proposed in the current design) and shift it to the south side of the right-of-way and continue to use the existing bridge." As for building a viaduct across the valley as suggested by some members of the public, Robinson said a viaduct "was more expensive and required an EA amendment".
Surface connections.
The following routes would serve this stop according to the report presented at the board meeting on February 25, 2016:


Semie Moseley

Semie Moseley (June 13, 1935 – August 7, 1992) was an American luthier and the founder of guitar manufacturer Mosrite.
Biography.
Moseley was born in Durant, Oklahoma, in 1935. His family migrated to California along a path similar to many Bakersfield Okies, first moving to Chandler, Arizona, in 1938, and two years later to Bakersfield, California. Moseley's mother worked in a dry cleaner’s shop, his father with the Southern Pacific Railroad.
In Bakersfield, Moseley started playing guitar in an evangelical group at age 13. Moseley and his brother Andy experimented with guitars since teen-age years, refinishing instruments and building new necks.
In 1954, Moseley built a triple-neck guitar in his garage (the longest neck was a standard guitar, the second-longest neck an octave higher, the shortest was an eight-string mandolin). He presented a double-neck to Joe Maphis, a Los Angeles-area TV performer. By 1956, with an investment from Reverend Ray Boatright, a local Los Angeles minister, the brothers started their company, Mosrite of California. Moseley, who built guitars for the Los Angeles-based Rickenbacker company, said to his co-workers that he was making his own product, and he was fired by Rickenbacker.
When they began, their production was all custom, handmade guitars, built in garages, tin storage sheds, wherever the Moseleys could put equipment.
In 1959, Andy Moseley moved to Nashville, Tennessee for a year to popularize the Mosrite name and sold a few to Grand Ole Opry entertainers, people, and to road musicians. Andy Moseley said: "And that’s how we kept the factory going at the time: custom guitars".
The brothers also got into the recording business by establishing Mosrite Records. They signed Barbara Mandrell, a teenage daughter of Irby Mandrell, a music-store owner who sold Mosrite guitars. They also signed guitarist Ronny Sessions and others.
At the peak of production in 1968, Moseley and his brother, with their crew of 107 employees, were making 1,000 Mosrite guitars per month, which included acoustics, standard electrics, double-necks, triple-necks, basses, dobros, and mandolins.
Mosrite of California went bankrupt in late 1968 after they contracted with a competitor to market their guitars. After this, they tried to deal directly with stores, and they sold 280 guitars in 1969 before they came to the shop one day and found their doors padlocked.
Two years after his bankruptcy, Moseley was able to get back the Mosrite name, and in 1970, he started making guitars again in Pumpkin Center near Bakersfield. He moved his factory three times in the next 20 years, to Oklahoma City in the mid-70s, to the township of Jonas Ridge in Burke County, North Carolina in 1981, and to Booneville, Arkansas in 1991.
Six months after moving to Arkansas, Moseley became ill with bone cancer and died six weeks later, in August 1992.
Moseley's daughter Dana is also a luthier and continues to build Mosrite guitars. She also helps kick off the monthly Mosrite Jam in Bakersfield.


French destroyer Boutefeu

Boutefeu was one of a dozen s built for the French Navy in the first decade of the 20th century.
Design and description.
The "Bouclier" class were designed to a general specification and varied significantly from each other in various ways. The ships had an overall length of , a beam of , and a draft of . Designed to displace , they displaced at normal load. Their crew numbered 80–83 men.
"Boutefeu" was powered by a pair of Zoelly steam turbines, each driving one propeller shaft using steam provided by four water-tube boilers. The engines were designed to produce which was intended to give the ships a speed of . "Boutefeu" handily exceed that speed, reaching during her sea trials. The ships carried enough fuel oil to give them a range of at cruising speeds of .
The primary armament of the "Bouclier"-class ships consisted of two Modèle 1893 guns in single mounts, one each fore and aft of the superstructure, and four Modèle 1902 guns distributed amidships. They were also fitted with two twin mounts for torpedo tubes amidships.
During World War I, a or anti-aircraft gun, two machine guns, and eight or ten Guiraud-type depth charges were added to the ships. The extra weight severely overloaded the ships and reduced their operational speed to around .
Construction and career.
"Boutefeu" was ordered from Dyle et Bacalan and was launched from its Bordeaux shipyard on 2 May 1911. The ship was completed later that year. During the First World War she was stationed at Brindisi in support of the Otranto barrage.
On 15 May 1917, during the Battle of the Strait of Otranto, "Boutefeu" struck a mine laid earlier that day by the Imperial German Navy submarine "UC-25" just outside Brindisi harbor. The destroyer broke in two and sank in under two minutes, with heavy loss of life.


Elizabeth River Tunnels Project

The Elizabeth River Tunnels Project, a series of transportation projects in the South Hampton Roads region of Virginia, comprises the rehabilitation of the Downtown and existing Midtown Tunnels, the construction of a new parallel Midtown Tunnel, and the extension of the MLK Freeway/U.S. 58 to I-264. Intended to reduce congestion on area surface streets and arterial roads, the project was administered by Elizabeth River Crossings (ERC) and Virginia Department of Transportation (VDOT) as part of a 58-year public-private partnership. ERC maintains and operates the project ongoing.
History.
Transportation around South Hampton Roads is complicated by the various branches of the Elizabeth River (Virginia), which are crossed by two major highways. The busiest spur route in the area, I-264, crosses the river's Eastern Branch (via the Berkley Bridge) and its Southern Branch (via the Downtown Tunnel). Built in 1952, the westbound Downtown Tunnel is the oldest tunnel in Hampton Roads; much of it, including its ceiling tiles, has reached or exceeded its designed service life and requires repairs. The eastbound tube, built in 1987, also requires maintenance, as well as several updates to comply with NFPA 502 regulations.
The primary alternate route to the Downtown Tunnel is the Midtown Tunnel upstream. Built in 1962 to carry U.S. 58, the Midtown allows direct access to Portsmouth without passing through Downtown. Built with one lane in both directions, it served nearly 8,400 vehicles per day in its first operating year and nearly 40,000 per day in 2013, making it the "most heavily traveled two-lane road east of the Mississippi", according to the VDOT and ERC. Traffic is projected to rise to nearly 50,000 vehicles per day by 2026.
The Martin Luther King Jr. Freeway carries U.S. 58 after the Midtown Tunnel to its surface-street connection on London Boulevard in Portsmouth. As part of the long-term plan, regional leaders and VDOT looked to extend the freeway from its terminus at London Boulevard down to I-264, creating a highway-speed alternate that connected I-264 to the Midtown Tunnel and the new Western Freeway. Efforts to extend the MLK Freeway have been in the works with VDOT as far back as the early 1990s, when the agency completed its initial environmental assessment. The project received a new environmental assessment in 1999, when VDOT began pursuing the parallel Midtown Tunnel.
Financing studies and public funding attempts.
In June 2004, the Hampton Roads Planning District Commission wanted to add the parallel Midtown Tunnel and the extension of the Martin Luther King Freeway (along with several other congestion-relieving projects) to the 2026 Regional Transportation Plan (RTP). The construction cost was estimated at $686 million. However, the Commission removed the project from the RTP after concluding that state funding would be insufficient, and because VDOT determined that "reliance on a regional gas tax [was] not a reasonably foreseeable source of revenue" for the plan.
In 2006, the Hampton Roads Metropolitan Planning Organization (MPO) (formerly a subcommittee of the HRPDC, now known as the Transportation Planning Organization) concluded that new tolls could help secure funding for transportation projects that were removed from the 2026 RTP, including the Midtown Tunnel and MLK Extension. This would include tolling the parallel Downtown Tunnel to create a congestion-management plan to prevent the diversion of potential Midtown Tunnel traffic to a competing free facility. Both tunnels were initially tolled (25 cents, both ways) to pay off their construction bonds; both were made free in the late 1980s after the opening of the second (eastbound) Downtown Tunnel. Options included adding a 58-cent toll to the Midtown Tunnel (and a 19-cent toll to the MLK Extension), which could raise $427 million for the project; or adding a $2.05 peak/$1.50 off-peak toll for the Midtown, and a $2.20 peak/$1.60 off-peak for the Downtown Tunnel, which could raise nearly $4.8 billion. Based on this study, the MPO added the projects to the regions 2030 RTP, now estimated to cost around $779 million— if the Virginia General Assembly approved the new tolls and several tax increases.
After receiving the proposal, the General Assembly enacted House Bill 3202 introduced by State Delegate William J. Howell, which allowed the region to enact tolling on the project by creating the Hampton Roads Transportation Authority, as well as authorizing tax increases requested by the MPO to finance the other major projects in the region's plan, including the controversial civil remedial fees, a plan that would have allowed the HRTA to raise nearly $169 million in taxes in its first year. However, the authority's taxing authority was short-lived. On February 28, 2008, the State Supreme Court ruled in "Marshall v. Northern Virginia Transportation Authority" that the taxation authority granted to these non-elected bodies violated the Constitution of Virginia: The General Assembly also may not accomplish through Chapter 896 [HB 3202], indirectly, that which it is not empowered to do directly, namely, impose taxes on the citizenry in the absence of an affirmative, recorded vote of a majority of all members elected to each body of the General Assembly. Thus, by enacting Chapter 896 [HB 3202], the General Assembly has failed to adhere to the mandates of accountability and transparency that the Constitution requires when the General Assembly exercises the legislative taxing authority permitted by the Constitution. If payment of the regional taxes and fees is to be required by a general law, it is the prerogative and the function of the General Assembly, as provided by Article IV, Section 1 of the Constitution, to make that decision, in a manner which complies with the requirements of Article IV, Section 11 of the Constitution. The opinion did not find the existence of the HRTA (or the NVTA for that matter) to be unconstitutional, nor did it strike the authority of the regional authorities to impose tolling on the roadways.
Public–private partnership.
As early as 2004 while the political wrangling continued, VDOT had determined that in order to fund the project, it would need to be a public-private venture, sending out an informal request for information for private entities interested in pursuing such a project. Three companies
 expressed an interest in the project, including Skanska. Both Skanska and one of the other interested parties stated that tolling on the Downtown Tunnel and the Midtown Tunnel would bring about the best financial outcome for completing the project. Following that, VDOT began the process to solicit bids from private companies to partner with the state in executing the Elizabeth River Tunnels Project (which now included the rehabilitation of the Downtown Tunnel) through Virginia's Public Private Transportation Act. Transportation Secretary Pierce R. Homer said that "It desperately needs upgrading." and that "it's a very expensive project and we have no public‐sector resources to pay for it.", which was underscored in the solicitation request, which stated that "user tolls will ultimately pay for the work". Ultimately, although three companies expressed an interest, only one actually submitted a proposal, which was what is now Elizabeth River Crossings.
After the lengthy review process required under the PPTA, then-Governor Bob McDonnell and VDOT executed the Comprehensive Agreement with ERC on December 5, 2011. Under the agreement, VDOT retains ownership and oversight of the tunnels, while ERC finances, builds, operates and maintains the facilities for a 58-year concession period. Funding is expected from tolls, private equity, contributions from the Commonwealth and a low-interest Federal Highway Administration loan. ERC is responsible for paying back all debt on the project, as well as assumes the entire risk of a decrease in toll revenue if traffic counts do not meet projections. However, if traffic exceeds projections and increases revenue, VDOT will receive a portion of the excess revenue, after all other costs and debt service has been paid for the period.
The deal reached financial close on April 13, 2012. The cost of the project, at financial close was $2.1 billion. ERC eventually received $300 million from VDOT, $663.75 mil from the Virginia Small Business Financing Authority and $422 million from the U.S. Department of Transportation, all of which went to pay down the toll rate. The 58-year concession period will end on April 13, 2070.
Tolling.
The agreement gave ERC the authority to impose tolling on the roadway in order to recoup the private parties the money they put into the project. Initially, ERC estimated the toll rate to be between $2–3 (for cars), however the Comprehensive Agreement scheduled the tolls to begin at rates of $1.59/non-peak hours and $1.84/peak for cars and $4.77/non-peak and $7.34/peak for heavy vehicles after the infusion of VDOT and FHWA money and the extra eight years added to the concession. However, after public outcry at the rates, the incoming governor, Terry McAuliffe announced a further, $82.5 million buydown of the tolls through the completion of the construction. This buydown reduced tolls to 75-cents/off peak and $1.00/peak for the light vehicles, and $2.25 during non-peak or $4.00 during peak hours for heavy vehicles. Under Gov. McAuliffe's plan, toll rates would increase by 25-cents each year until January 2017 or until the new Midtown Tunnel is completed, at which point they would return to the rates set in the Comprehensive Agreement.
After 2017, rates increase annually by a factor equal to the greater of changes to Consumer Price Index or 3.5 percent.
Project description.
Each level of the project was laid out in detail in the Comprehensive Agreement as four separate projects/services, along with the dates that construction on them must be substantially completed to avoid the contract penalties.
Downtown Tunnel and Midtown Tunnel rehabilitation work.
The Downtown & Midtown Tunnel Rehabilitation Project consisted of 15 projects to bring the tunnels up to NFPA 502 standards, plus:
Rehabilitation work on the westbound Downtown Tunnel (Norfolk to Portsmouth) began on August 9, 2013. The plan initially called for closing the tunnel on about 25 consecutive weekends from 8 p.m. Friday to 5 a.m. Monday, with traffic to be primarily detoured to the High Rise Bridge using I-464. One-lane closures were not feasible because most of this work required overhead work (such as installing the fireproofing on the ceiling), or work that would cross the centerline. But after several weekends of closures, public outcry from businesses and citizens of Portsmouth forced VDOT and ERC to reconsider the plan. Portsmouth City Council asked VDOT to look at turning the eastbound tunnel into a two-way tunnel during the weekend closures, an idea VDOT and ERC had initially ruled out, insisting that "maintaining two lanes of eastbound traffic in the eastbound Downtown Tunnel while directing westbound traffic towards one of the four alternative routes (with the I-64 High Rise Bridge as the primary detour) is the best course of action, both for the Project and the traveling public." Eventually, ERC changed the plan from full weekend closures to nightly closures from 8 p.m. to 5 a.m.
Rehabilitation work on the eastbound tunnel began on July 25, 2014. ERC scheduled full weekend closures on the eastbound tunnel and little to no resistance was felt from city leaders or residents. To minimize delays, work on the Midtown Tunnel will begin after the completion of the new Midtown Tunnel.
The Downtown Tunnel rehabilitation work ended August 16, 2016.
Parallel Midtown Tunnel construction.
The Midtown Tunnel Construction consists of the fabrication and installation of the new, parallel Midtown Tunnel, as well as upgrading & replacing the Brambleton Ave/Hampton Boulevard interchange, which leads directly to the tunnel. Fabrication of the tunnel's 11 concrete elements began in November 2012 in Sparrows Point, Maryland and are towed down the Chesapeake Bay to the Project site in Portsmouth for immersion and placement under the Elizabeth River. As of March 2015, the first six elements are in place and production of the remaining five tunnel elements is in progress. Upon completion of construction, traffic in the existing Midtown Tunnel will be converted to one-way eastbound from Portsmouth to Norfolk and the new 2-lane tunnel will carry westbound traffic from Norfolk to Portsmouth.
The scheduled completion date of the new Midtown Tunnel is December 24, 2016. ERC will face the steepest penalty of all the projects -- $21,000 a day—if this project is not completed by its completion date. For the rehabilitation work on the Midtown Tunnel, ERC will face the same penalty as for the work on the Downtown tunnel ($7,000/day), if the work is not completed by May 11, 2018.
ERC completed the new tunnel a half year ahead of schedule, and opened the new, westbound tunnel to traffic at 1:40pm EST on June 17, 2016. Rehabilitation work on the Midtown was completed early as well, by mid-2017.
Martin Luther King Expressway.
The Martin Luther King Freeway Project consists of extending the freeway from U.S. 58/London Boulevard to an interchange with I-264 with an interchange at High Street (which carries U.S. 17 to the east of its interchange with U.S. 58). This requires the permanent closure of two I-264 ramps: eastbound to Des Moines Ave, and Westbound to South Street, in accordance with the projects FHWA approval of the VDOT proposal.
Construction on the extension began in November 2014 and was completed in 2016.
Maintenance and operations.
Operational control of the tunnel system was turned over to ERC on July 12, 2012. Under the agreement's turnover plan, ERC is responsible for all maintaining and operating:
The boundaries for incident management, which includes removal of disabled/wrecked vehicles as well as snow removal, extends the above limits:


Pinion

A pinion is a round gear—usually the smaller of two meshed gears—used in several applications, including drivetrain and rack and pinion systems.
Applications.
Drivetrain.
Drivetrains usually feature a gear known as the pinion, which may vary in different systems, including
Rack and pinion.
In rack and pinion system, the pinion is the round gear that engages and moves along the linear rack.


Tip Lamberson

Nathaniel "Tip" Lamberson (1922–2005), also known as "N.D. Lamberson", was one of the premier American flute makers. Tip made a total of 730 flutes from 1968 to 1985, when he officially retired from the flute-making industry.
Biography.
Lamberson, a flutist and engineering student attending both the University of Arizona and Iowa State University, visited the Haynes and Powell flute factories wanting to upgrade to a professional level instrument. After testing flutes, Lamberson decided to purchase one of the fine woodwind instruments. Lamberson was dismayed when he was told there would be a 4-year wait for his flute. This inspired him to instead make his own flute.
Lamberson partnered with Pearl L. West of Iowa, founder of West Music, who was also trying to develop his own flute, although he was not far along in his endeavor. West did, however, provide Lamberson with the raw materials he needed to develop his first flute, serial no. 1. Lamberson's first flute had tuning issues which were quickly resolved. Lamberson's design changed little since flute serial no. 2.
It was at this time that Alton McCanless partnered with Lamberson and moved to Oskaloosa, Iowa where Lamberson was manufacturing flutes in his basement. The pair purchased Platz Oboe and McCanless was put in charge of producing the Oboes. West eventually separated his partnership with Lamberson citing that sales were not keeping up with costs. Soon after West's departure, Lamberson began finding success with his high-quality instruments.
In all there were 730 flutes made by Lamberson. Not all were complete: West bought one unfinished and one customer wanted a raw body only, with no holes. Most were solid coin silver, although 26 were made of red gold and 35 white gold. There were also 11 flutes made in conjunction with Jack Moore of Elkhart. These were labeled "MOORE-LAMBERSON".
Lamberson No. 1 now belongs to the Historical Society of Iowa, and resides in Des Moines. The last, No. 730, is a red gold flute with an extra C foot.
Lamberson's silver bodied flutes can easily sell for over $3,000 and his more rare white gold models for up to $10,000.
Lamberson died on September 13, 2005 in Oskaloosa, Iowa. Lamberson flutes continued to be made by Tip's business partner, Alton McCanless, in Oskaloosa up until his death on June 17, 2016.


Ivan Zarudny

Ivan Petrovich Zarudny was a Baroque wood-carver and icon-painter from Sloboda Ukraine who was active in Moscow in the reign of Peter the Great. Among his works are several elaborate icon screens and triumphal arches built in wood to celebrate Peter's victory in the Battle of Poltava. Very little is known about him. In the Soviet years much of early Petrine Baroque architecture in the Moscow region, including the Menshikov Tower and the Church of St. John the Warrior, was attributed to this mysterious figure. In more recent works Zarudny has been "classed as a skillful woodcarver and icon-painter in the employ of European masters imported by Peter I".


Lever escapement

The lever escapement, invented by British clockmaker Thomas Mudge in 1754 (albeit first used in 1769), is a type of escapement that is used in almost all mechanical watches, as well as small mechanical non-pendulum clocks, alarm clocks, and kitchen timers.
An escapement is a mechanical linkage that delivers impulses to the timepiece's balance wheel, keeping it oscillating back and forth, and with each swing of the balance wheel allows the timepiece's gear train to advance a fixed amount, thus moving the hands forward at a steady rate. The escapement is what makes the "ticking" sound in mechanical watches and clocks.
Invention.
The lever escapement was invented by British clockmaker Thomas Mudge around 1754, and improved by Abraham-Louis Breguet (1787), Peter Litherland (1791), Edward Massey (1800), and its modern ("table roller") form was developed by George Savage in the early 1800s. Since about 1900 virtually every mechanical watch, alarm clock and other portable timepiece has used the lever escapement.
Advantages.
The advantages of the lever are, first, that it is a "detached" escapement, it allows the balance wheel to swing completely free of the escapement during most of its oscillation, except when giving it a short impulse, improving timekeeping accuracy. Second, due to "locking" and "draw" its action is very precise. Third, it is self-starting; if the watch is jarred in use and the balance wheel stops, it will start again. A cheaper and less accurate version of the lever escapement, called the pin pallet escapement, invented by Georges Frederic Roskopf in 1867, is used in clocks and timers.
How it works.
The escape wheel is geared to the watch's wheel train, which applies torque to it from the mainspring. The rotation of the escape wheel is controlled by the pallets. The escape wheel has specially shaped teeth of either ratchet or club form, which interact with the two jewels called the entrance and exit pallets. The escape wheel, except in unusual cases, has 15 teeth and is made of steel. These pallets are attached solidly to the lever, which has at its end a fork to receive the ruby impulse pin of the balance roller which is fixed to the balance wheel shaft. The balance wheel is returned towards its static center position by an attached balance spring (not shown in the diagram). In modern design it is common for the pallet mountings and the fork to be made as a single component. The lever is mounted on a shaft and is free to rotate between two fixed banking pins.
At rest one of the escape wheel teeth will be locked against a pallet. As shown in the diagram, the escape wheel rotates clockwise and the entrance tooth is locked in place against the entrance pallet, the lever held in place by the left banking pin. The impulse pin is located within the lever fork and the balance wheel is near its center position. To get started, the lever fork must receive a small impulse from the anti-clockwise rotation of the balance wheel via the impulse pin (say by being shaken) which rotates the lever slightly clockwise off the left banking pin. This unlocks the entrance pallet allowing the wheel to rotate clockwise.
As the powered escape wheel rotates clockwise, the entrance tooth slides across the sloping impulse plane of the entrance pallet. This turns the pallets about their axis, which places the exit pallet into the path of the rotating escape wheel. Once the entrance tooth leaves the impulse plane of the entrance pallet, the wheel is able to turn a small amount (called the drop) until the exit tooth of the escape wheel lands on the locking face of the exit pallet. The wheel is said to be locked on the exit pallet. From the release from the entrance pallet to this point, the escape wheel will have turned through exactly one half of the 24 degree angle between two teeth.
The impulse received by the entrance pallet as the tooth moves over the impulse face is transferred by the lever to the balance wheel via the ruby impulse pin on the roller of the balance wheel. The lever moves until it rests against the right banking pin; it is held in this position by the force of the exit tooth against the exit pallet jewel (called the draw). This means that in order to unlock the wheel it must be turned backwards by a small amount, which is done by the return momentum of the balance wheel via the impulse pin.
After the exit tooth locks, the balance wheel rotates anti-clockwise, free of interference from the escapement until the hairspring pulls it back clockwise, and the impulse pin re-enters the fork. This will unlock the escapement, releasing the escape wheel so that the exit tooth can slide over the impulse plane of the exit pallet, which transfers a clockwise impulse to the balance wheel's impulse pin via the lever fork, while pushing the lever up against the left banking pin. The escape wheel drops again until the entrance tooth locks on the entrance pallet now being held in place by the left banking pin via the lever. The balance wheel continues clockwise, again free from interference until it is pulled back by the hairspring to the center position. The cycle then starts again.
Each back and forth movement of the balance wheel from and back to its center position corresponds to a drop of one tooth (called a beat). A typical watch lever escapement beats at 18,000 or more beats per hour. Each beat gives the balance wheel an impulse, so there are two impulses per cycle. Despite being locked at rest most of the time, the escape wheel rotates typically at an average of 10 rpm or more.
The origin of the "tick tock" sound is caused by this escapement mechanism. As the balance wheel rocks back and forth, the ticking sound is heard.
Draw.
The reliability of the modern lever escapement depends upon draw; the pallets are angled so that the escape wheel must recoil a small amount during the unlocking. The draw holds the lever against the banking pins during the detached portion of the operating cycle. Draw angle is typically about 11-15 degrees to the radial.
Early lever escapements lacked draw (indeed some makers considered it injurious as a cause of extra friction in unlocking); as a result a jolt could result in the escapement unlocking.
Lever watch movement.
Most modern mechanical watches are jeweled lever watches, using synthetic ruby or sapphire jewels for the high-wear areas of the watch.
Pin pallet escapement.
A cheaper, less accurate version of the lever escapement is used in alarm clocks, kitchen timers, mantel clocks and, until the late 1970s, cheap watches, called the "Roskopf", "pin-lever", or "pin-pallet escapement" after Georges Frederic Roskopf, who invented it in 1867. It functions similarly to the lever, except that the lever pallet jewels are replaced by vertical metal pins. In a lever escapement, the pallets have two angled faces, the locking face and the impulse face, which must be carefully adjusted to the correct angles. In the pin pallet escapement, these two faces are designed into the shape of the escape wheel teeth instead, eliminating complicated adjustments. The pins are located symmetrically on the lever, making beat adjustment simpler. Watches that used these escapements were called "pin lever watches", and have been superseded by cheap quartz watches.
Future directions.
One recent trend in escapement design is the use of new materials, many borrowed from the semiconductor fabrication industry. A problem with the lever escapement is friction. The escape wheel tooth slides along the face of the pallet, causing friction, so the pallets and teeth must be lubricated. The oil eventually thickens, causing inaccuracy, and requiring cleaning and reoiling of the movement about every 4 years. A solution is to make the escape wheel and other parts out of harder materials than steel, eliminating the need for lubrication. Materials being tried include silicon, nickel phosphorus, diamond, and diamond-on-silicon. Ulysse Nardin in 2001, Patek Philippe in 2005, and Zenith in 2013 introduced watches with silicon escape wheels.


Hongmiao station

Hongmiao station () is a station under planning on Line 14 of the Beijing Subway.
History.
The station will not open until Line 20 (R4) is constructed. This station will be a transfer station with Line 20.
Station Layout.
This station will have a side platform.


Amphibious Construction Battalion 2

Amphibious Construction Battalion TWO (abbreviated as ACB 2, or PHIBCB 2) is an amphibious construction battalion in the United States Navy based in Little Creek, Virginia. Amphibious Construction Battalion ONE is its sister unit based in Coronado, California.
Mission.
PHIBCB TWO combines the small craft expertise of the surface navy with the construction capabilities of the Naval Construction Force. We support Commander, Naval Beach Group Two in amphibious force projection with fully trained, combat ready forces.
History.

ACB 2 has its beginnings in World War II. It started out as the 105th Naval Construction Battalion. She was commissioned 24 July 1943 at Camp Peary. From there she was sent to Camp Parks, in California, and then to Advance Base Depot Port Hueneme. While there the battalion became part of movie history by providing the men and equipment for staging portions of the filming of The Fighting Seabees. At Port Hueneme the 105th boarded the United States Army Transport Sea Devil bound for New Guinea via Townsville, Australia. There, she would join the 7th Fleet at Milne Bay and her sister battalion the 104th. At Milne, the primary tasks were the construction of an Amphibious Training Center, the battalion's camp, a Liberty ship pier, and a tank farm on Swinger Bay (adjacent the Coral Sea). The Seabee's historian William Huie states that if all the warehouses built by the 105th at Milne were combined it would create a structure 40' x 75,000' (15 miles). The battalion also assisted the Army with the construction of Turnbull Field on Stringer bay.
The battalion also had several detachments. One went to Hilimoi Bay to help the 91st CB build a hospital for shipment to a forward site. Another 150 men built a second sawmill to augment the one being run by the 84th CB at Milne Bay. Of note are two 105 specialized details of divers that traveled over a hundred miles on undisclosed missions. Milne Bay is one of the most malaria infested regions of the world and the 105th was there from January to October 1944. That month, several LSTs arrived to embark the battalion for Island "X". En route they laid up a few days at Hollandia. On 24 October 1944, or D-plus 4, the battalion landed at Tacloban, Leyte. The 105th was the first entire Seabee Battalion to land in the Philippines. Also landing at Tacloban were the 75th CB and the 1024 CBD (they all were part of the 12th Construction Regiment). The 104th would be sent there too. The following day, 400 men were sent to Anabong Point. 12 November saw the rear echelon arrive at San Pedro Bay, Leyte, from Milne Bay. On that same day, the OIC at Anabong Point sent a detachment to San Antonio, Northern Samar. Before the war was over there would be additional detachments sent to Talosa, Guiuan, Balingaga, and Osmena. The 105th's cruisebook states "the 105th is a battalion distinguished only by its normalcy." In the Philippines, she built an airfield, roads, barracks, camps and water tanks. During the first 31 days she came under air attack 138 times. On V-J Day, there were 32,000 Seabees in Subic Bay including those in the 105th. The battalion made itself a "reputation" known as far back as Australia for "moonlight acquisition" activities.
During WWII there were five battalions tasked with pontoons, barges and the building of ship to shore causeways: CBs 70, 81, 111, 128, and 302. The 105th Naval Construction Battalion was recommissioned 22 January 1947 at Little Creek, Virginia, and was placed under the operational control of Commander, Amphibious Training Command, U.S. Atlantic Fleet. At this time, the battalion "absorbed the duties and materials of the old Pontoon Training Unit of COMPHIBTRALANT". When Naval Beach Group Two was established in 1948, the 105th NCB became a component of that command. In October 1949, the 1st NCB was recommissioned at Little Creek also. The Navy changed CB designations that year and they both became Mobile Construction Battalions MCBs. This lasted less than a year for the 105th because the battalion was re-designated Amphibious Construction Battalion 2 (PHIBCB 2) in 1950. By the time the Korean War broke out the Naval Construction force had been reduced to 2,800 men, MCB 1, ACB 1, and ACB 2. That quickly changed by December as the force was rapidly expanded.
From 1972 to 1975, ACB 2 was a component of Naval Inshore Warfare Command following the decommissioning of Naval Beach Group 2. However, ACB 2 once again became a component of Naval Beach Group 2 when it was recommissioned in 1975.
Since World War II, ACB 2 has distinguished itself in multiple operations including:
Tektite I.
On 28 January 1969 a detachment from Amphibious Construction Battalion 2 augmented by an additional 17 Seabee divers from both the Atlantic and Pacific fleets as well as the 21st NCR began the installation of the Tektite habitat in Great Lameshur Bay at Lameshur, U.S. Virgin Islands. The Tektite program was funded by NASA and was the first scientists-in-the-sea program sponsored by the U.S. government. The Seabees also constructed a 12 hut base camp at Viers that is used today as the Virgin Islands Environmental Resource Station.
Unit awards.
ACB 2 has received several unit citations and commendations. Members who participated in actions that merited the award are authorized to wear the medal or ribbon associated with the award on their uniform. Awards and decorations of the United States Armed Forces have different categories, i.e. Service, Campaign, Unit, and Personal. Unit Citations are distinct from the other decorations. The following unit awards are 2's: ACB 2 was the first CB awarded the Joint Meritorious Unit Award. Also receiving the award were 100 men from ACB 1 that were attached to ACB 2 at that time.
Campaign and Service Awards
The Battalion also qualified for the Golden Anchor Award for retention excellence in FY 01 and FY 03.
With over 1,100 active duty and reserve men and women, Amphibious Construction Battalion TWO provides the U.S. Atlantic Fleet with the ship-to-shore link so vital to success in amphibious operations.


John G. Foster

John Gray Foster (May 27, 1823 – September 2, 1874) was an American soldier. A career military officer in the United States Army and a Union general during the American Civil War, he served in North and South Carolina during the war. A postbellum expert in underwater demolition, he wrote a treatise on the subject in 1869. He continued with the Army after the war, using his expertise as assistant to the Chief Engineer in Washington, DC and at a post on Lake Erie.
From 1862 to December 1863 Foster commanded the Department of North Carolina. After the Emancipation Proclamation, he appointed Horace James, a Congregational minister, to help freedmen prepare for independent life, and directed a former contraband camp to be developed as the Freedmen's Colony of Roanoke Island. By 1864, 2,200 freedmen were settled on household plots. Many worked for pay for the Army, which held the forts. Under President Andrew Johnson, after the war, the Army abandoned the colony. Most of the freedmen chose to return to the mainland for work.
Early life.
Foster was born in Whitefield, New Hampshire. When he was ten, his family moved to Nashua, where he attended the local schools before enrolling in the Hancock Academy. He graduated from West Point in 1846, fourth in his class of 59 cadets.
He first served as an engineer during the Mexican–American War, under Winfield Scott. Severely wounded at the Battle of Molino del Rey, he won two brevet promotions for bravery. After the war, Foster returned to West Point as an instructor. In 1858 he was on engineering duty in Charleston Harbor, where he helped in the construction of Fort Sumter.
Civil War.
Promoted to captain of U.S. engineers, Foster was in command of the garrison at Fort Moultrie when the Civil War began. He immediately transferred his small force to Fort Sumter and became second-in-command to Maj. Robert Anderson during the Battle of Fort Sumter. Foster was appointed a brigadier general of volunteers on October 23, 1861, and commanded the 1st Brigade in Maj. Gen. Ambrose Burnside's North Carolina Expedition. He was conspicuous in action at the battles of Roanoke Island and New Bern. After the Battle of Roanoke Island, the Union renamed the Confederate Fort Bartow as Fort Foster in his honor. The US Army dismantled the three forts on the island in late 1865 after the end of the war.
After General Burnside was transferred to Virginia, Foster assumed command of the Department of North Carolina. He was promoted to major general of volunteers on July 18, 1862, and led the . During Confederate Lieutenant General James Longstreet's Tidewater Campaign, upon hearing of a planned Confederate attack on Washington, North Carolina, Foster personally assumed command of its defenses. When D. H. Hill demanded the surrender of Washington, Foster defiantly replied, "If you want Washington, come and get it." Hill's forces besieged the garrison and two Union relief expeditions were turned back. Foster escaped the besieged city and personally lead a relief column back. Hill withdrew his forces shortly afterward. Both Confederate and Union forces burned down much of the town. In December, Foster led the Goldsboro campaign won two minor battle at Kinston and Goldsboro against inferior confederate forces led by brigadier general Nathan G. Evans, resulting in the shutdown of the vital Confederate supply line of the Wilmington and Weldon Railroad for merely two weeks.
After President Abraham Lincoln issued the Emancipation Proclamation freeing all slaves in rebel territory, in April 1863 Foster appointed Horace James, an experienced Congregational chaplain, as "Superintendent of Negro Affairs for the North Carolina District." To support the transition to freedom for former slaves, he was to develop a colony from the contraband camp that had developed on Roanoke Island. It became known as the Roanoke Island Freedmen's Colony (1863–1867). James also managed other camps for freedmen in the state, such as one at Trent River near his base at New Bern. Foster directed James to settle the people, give them farming tools and prepare them for a "free and independent community."
By 1864, 2,200 freedmen lived on Roanoke Island, settled on individual household plots, and working for pay for the Army. James recruited teachers and founded several schools. A sawmill was built and a fisheries started. More than 150 freedmen from the island joined the nearly 4,000 from North Carolina who joined the United States Colored Troops. After the war, the Army dismantled the forts. Due to President Andrew Johnson's returning lands to Confederate landowners, the colony was abandoned. Most of the freedmen chose to be transported to the mainland, where they looked for work. By 1870, only 300 remained on the island.
In December 1863, Foster was sent to Tennessee to assume command of the Department of the Ohio and its corresponding Army of the Ohio. He was in command for only a short time before he was badly injured in a fall from his horse. Upon his recovery, he took command of the Department of the South and aided in forcing the surrender of Savannah, Georgia. He was making preparations for the surrender of Charleston, but his wounds forced him to relinquish command to Maj. Gen. Quincy A. Gilmore.
Foster was assigned to command of the Department of Florida at the end of the war, receiving a promotion to the rank of major general in the volunteer service and brevet major general in the regular army.
Postbellum.
After the war, Foster remained in the army, being promoted to lieutenant colonel of engineers in 1867. Promoted to colonel of engineers in 1871, he was involved in military and underwater surveying. He became an expert in underwater demolition, publishing a definitive manual on the subject in 1869 that became the acknowledged reference work. From 1871 until 1874, he was assistant to the Chief of Engineers in Washington, D.C. His final post was as superintendent of the Harbor of Refuge on Lake Erie.
Foster died in Nashua, New Hampshire, and was buried in Nashua Cemetery. The first official reunion of the New Hampshire Veterans Association, which took place in Manchester, New Hampshire in October 1875, was named Camp J.G. Foster.


Elijah Pierce

Elijah Pierce (1892-1984) was a renowned wood carver throughout the 1900s. Pierce was the youngest in his family born from a former slave on a farm in Baldwyn, Mississippi on March 5, 1892. He began carving at a young age using a pocket knife. He first started carving animals because of his prior life of growing up on a farm. Pierce was honored with the National Heritage Fellowship for his art and influence in the woodcarving community in 1982.
Early life.
Elijah Pierce was the second-youngest son of a former slave, who was sold away from his mother by the age of four. He began woodcarving at the age of seven, when his father gave him his first pocketknife. His uncle, Lewis Wallace, taught him how to carve more complex pieces. Pierce would give away his carvings to other children at his school. As a teenager, Pierce decided he did not want to work as a farmer like his father. He began to hang out at the local barbershop, and this is where he found another passion of his. Aside from being a skilled woodcarver, Pierce was also a renowned barber. Many of Pierce's carving were done for his wives. In the 1920s, Pierce made an entire zoo of wood carved animals for his wife, Cornelia. Each animal represented a different story, sometimes referencing the beasts of Genesis, or animals from folktales of his youth. Pierce's favorite work of his own was the "Book of Wood", quite literally a large wooden book that Pierce carved into. The book portrayed the story of Jesus. The "Book of Wood" was the first type of carving Pierce ever made differing from his typical small sculptures. He would go on to make many more carvings similar to the "Book of Wood", each with its own story and universal theme.<ref name="NPR 2020/10/01"></ref>
Accomplishments.
Elijah Pierce was honored to participate in exhibitions at galleries such as the Krannert Art Museum, the Phyllis Kind Gallery of New York, the National Museum of American Art, and the Renwick Gallery. His work is in the collection of the American Folk Art Museum, and in the permanent collection of the Philadelphia Museum of Art.
In 1973, Pierce won first prize in the International Meeting of Naive Art in Zagreb, Yugoslavia. He was a recipient of a 1982 National Heritage Fellowship awarded by the National Endowment for the Arts, which is the United States government's highest honor in the folk and traditional arts. That year's fellowships were the first bestowed by the NEA.
Pierce is generally regarded and commemorated as one of the greatest and most influential woodcarvers from within the past few centuries.
The Martin Luther King Jr. Performing and Cultural Arts Complex in Columbus, Ohio named the Elijah Pierce Gallery in his honor. The Columbus Museum of Art has over 300 pieces of his work. Much of Pierce's work and influence was not appreciated until after his death.
Family.
Pierce was born to two former slaves. His uncle, Lewis Wallace, taught him how to take his woodcarving to the next level.
Pierce married his first wife, Zetta Palm, and had a son with her. Palm died during the birth of their son. In September 1923, Pierce would marry Cornelia Houeston, his second wife. At the age of 61, Houeston died of cancer in 1948. In 1949, Pierce would marry his third and final wife, Estelle Green.
Pierce remained distant from his only son.


Profile angle

The profile angle of a gear is the angle at a specified pitch point between a line tangent to a tooth surface and the line normal to the pitch surface (which is a radial line of a pitch circle). This definition is applicable to every type of gear for which a pitch surface can be defined. The profile angle gives the direction of the tangent to a tooth profile.
In spur gears and straight bevel gears, tooth profiles are considered only in a transverse plane, and the general terms profile angle and pressure angle are customarily used rather than transverse profile angle and transverse pressure angle. In helical teeth, the profiles may be considered in different planes, and in specifications it is essential to use terms that indicate the direction of the plane in which the profile angle or the pressure angle lies, such as transverse profile angle, normal pressure angle, axial profile angle.
Types.
Standard.
In tools for cutting, grinding, and gaging gear teeth, the profile angle is the angle between a cutting edge or a cutting surface, and some principal direction such as that of a shank, an axis, or a plane of rotation.
Standard profile angles are established in connection with standard proportions of gear teeth and standard gear cutting tools. Involute gears operate together correctly after a change of center distance, and gears designed for a different center distance can be generated correctly by standard tools. A change of center distance is accomplished by changes in operating values for pitch diameter, circular pitch, diametral pitch, pressure angle, and tooth thicknesses or backlash. The same involute gear may be used under conditions that change its operating pitch diameter and pressure angle. Unless there is a good reason for doing otherwise, it is practical to consider that the pitch and the profile angle of a single gear correspond to the pitch and the profile angle of the hob or cutter used to generate its teeth.
Transverse.
The transverse pressure angle and transverse profile angle are the pressure angle and the profile angle in a transverse plane.
Normal.
Normal pressure angle and normal profile angle are the pressure and profile angles in a normal plane of a helical or a spiral tooth. In a spiral bevel gear, unless otherwise specified, profile angle means normal profile angle at the mean cone distance.
Axial.
Axial pressure angle and axial profile angle are the pressure angle and the profile angle in an axial plane of a helical gear or a worm, or of a spiral bevel gear.


Mechanical snubber

A mechanical snubber is a mechanical device designed to protect components from excess shock or sway caused by seismic disturbances or other transient forces. During normal operating conditions, the snubber allows for movement in tension and compression. When an impulse event occurs, the snubber becomes activated and acts as a restraint device. The device becomes rigid, absorbs the dynamic energy, and transfers it to the supporting structure.
The image at right shows an isometric view of one style of mechanical snubber. When a disturbance occurs that exceeds the acceleration threshold of the snubber, the ball screw and drum produce angular momentum to the inertia mass. The inertial resistance of the mass engages the resilient capstan to tighten around a hardened mandrel, which is part of the structural tube. This, in turn, causes restraining force against the rotation of the ball screw. During standard operation, the associated acceleration is far below the threshold limit of the snubber and will not activate the capstan spring.
Applications.
Process Impulse Events


David Klavins

David Klavins is a German-Latvian piano maker. With his "Modell 370" (1987) he introduced the world's largest piano. In 2012, a digital version of the Modell 370 was published as a software instrument under the name "The Giant".
Life.
In 1945, David Klavins's parents, Paulis and Zeltite, arrived as refugees from Latvia in Germany. David is the third of eight children. His mother played the piano and his father was a violinist. After finishing middle school in 1971, David Klavins started an apprenticeship as a piano maker at the Wilhelm Schimmel Pianofortefabrik in Braunschweig. In 1976, he started his own business, the "Klavierhaus Klavins" in Bonn. He mainly restored and sold used home and grand pianos. In 1980, he became a master craftsman, which, in Germany, meant that he could officially train apprentices.
Modell 370.
While restoring and studying the architecture of grand pianos, Klavins became a critic of the traditional way to construct these instruments. He stated that the materials used in common piano making are outdated and don't reflect the current status of materials science. With this in mind, Klavins designed a piano with a size, shape and interior construction based on modern knowledge of acoustics – rather than the historical construction guidelines used in traditional piano making. In November 1987, he presented the "Klavins Klavier Modell 370" to the public in the German city of Bonn. It had its name from its height: 370 centimetres. In contrast to horizontally built grand pianos, the Modell 370 is laid out vertically. It weighs two tons and stretches over two floors. The piano player sits on the bench in the top floor, while the main part of the strings and the resonance body continue below his feet. Due to this construction, the sounding board, responsible for the acoustic breadth of the instrument, is of double size of an ordinary concert grand piano. This leads to a rich sound and a larger spectrum of overtones. The lowest bass string is 3.03 meters long – about three times longer than in a standard piano. As of 2012, the Modell 370 is the largest piano worldwide.
The instrument was first played to the public by the classical pianist Cyprien Katsaris. Today it is stored in the Pfleghofsaal of the Institute Of Music Science, University of Tübingen. Klavins never intended to produce the instrument in series. Many pianists asked Klavins for a (horizontally built) grand piano with his construction technique. This led to the "Modell 408", which was scheduled to enter production in the summer of 2014. In May 2012, the Berlin music software developer Native Instruments introduced the Modell 370 as a software instrument, sampled by Uli Baronowsky, under the name "The Giant".
Una Corda.
On June 7, 2014, working closely with Nils Frahm, the Una Corda piano was released. The construction was inspired by building a portable upright piano similar to Model 370, which features an open design with no cabinet, and 64 individually stringed keys, altogether weighing at 100 kg. This further led to a live showcase on June 10, 2014 with Nils Frahm in Michelberger Hotel, Berlin. On December 12, 2015, Uli Baronowsky and Galaxy Instruments collaborated with Native Instruments releasing a fully realized virtual instrument that closely captures the original Una Corda.
Modell 450.
Announced by Piano day in 2015 and again working with Nils Frahm, Klavins was developing a vertical concert grand piano, being 4.5m high and weighing over a tonne.
Music label.
In order to publish music played on the Modell 370, David Klavins, in 1988, founded his own record label, "Klavins Music", which was later bought by "Elite Music" in Taiwan and BMG-Asia. Among the concert pianists performing on that label were Michael Ponti, Thomas Duis, Joachim Arnold, Gülsin Onay, Michael Denhoff, Simon Nabatov and Wadik Polyonow.
Years of travel.
In 1988 David Klavins moved to Latvia, the birth country of his parents, and worked in politics. In July 2006 he traveled to Orange County, California, where he entered into a partnership with Liana Marie Sive, to pursue his piano research. In August 2006 Sive and Klavins moved their research operations to Woodbridge, Connecticut. In October 2007 Sive and Klavins formally organized their research activities as PianoTectonics, Inc. Mr. Klavins was appointed Chief Operating Officer of the company, and for the next three years he engaged in intensive research that led to the development, among other things, of the technology for the Una Corda and M450 pianos. In 2011 he moved to Balingen, Germany and since late 2016 has resided in Vác, Hungary.


Hongliannanli station

Hongliannanli station () is a station under construction on Line 16 of the Beijing Subway. The station will open in 2021.
Station Layout.
The station has an underground island platform.


Antin Paplynsky

Antin Paplynsky ( (c. 1870-c.1919) was a Ukrainian musical instrument maker who crafted banduras from 1905-1918. He was rumoured to have been shot by the Bolsheviks in 1919 or 1920. Paplynsky's instruments had 32-34 strings and were diatonically tuned. He was a popular bandura maker because of the quality of his instruments. In 1909 he received a Grand Prix award at the World Trade Exhibition held in Paris. His instruments were sought after not only in Ukraine, but in Russia and Canada.
Instruments.
Paplynsky's instruments were extremely lightweight and produced a rich and bright sound. Few instruments have survived. Those that have can fetch up to $5000 in private sales.


Bartell (guitars)

Bartell was a Riverside, California-based maker of guitars and basses, founded by Paul Barth and Ted Peckels. The company was active from 1964 to 1969. According to Peckels, approximately 2,000 instruments were made during this period. The company also made instruments for Hohner, St. George, and Lancer.
In March 2020, a prototype fretless electric guitar made by Bartell was shown on the BBC Television programme "Antiques Roadshow".
George Harrison was gifted the Bartell Fretless Guitar (the first prototype) by Hollywood session player and music shop owner Al Casey, who’s wife Maxine on the 1st August 1967 took it up to Blue Jay Way, where Harrison was staying.
Harrison took the guitar back to the U.K. where it ended up at Abbey Road in the locker in studio 2.
Lennon was intrigued by the Bartell, but he found it difficult to play. They passed it around, but then put it in the studio locker. Harrison referred to it as 'the mad guitar’. 6th June 1968 Lennon is playing it while being interviewed by Kenny Everett.
The Beatles were recording the White Album at the time, with the fretless likely being used on tracks such as Happiness is a Warm Gun and Helter Skelter. When the Beatles split up in 1969, Harrison took the guitar back to Friar Park, where it sat in his collection until 1985. The fretless guitar was gifted to its current owner, session musician Ray Russell, by Harrison In 1985 while recording the film WATER.
In 2019 the Bartell was appraised on the BBC Antiques Roadshow (Broadcast 1st March 2020) where Jon Baddeley
Managing direct of Bonhams said “this is an incredibly rare Beatles guitar with an enviable history, which turns out to be  one of the most valuable items ever seen on the show.” It was valued at £300,000 - £400,000 by Jon Baddeley. The programme included a picture of Harrison with his guitars, in which the Bartell is clearly visible.
Another Bartell guitar, a twelve-string electric, 'St. George XK12', was owned by John Frusciante. The company also made guitars for Jimi Hendrix.
John Paul Jones of Led Zeppelin played a Hohner-branded Bartell fretless bass during the band's 1972 Australian tour.


Danyang Road station

Danyang Road () is a station under construction on the future Line 18 of the Shanghai Metro. Located at the intersection of Yangshupu Road and Jiangpu Road in Yangpu District, Shanghai, the station is scheduled to open with the rest of phase one of Line 18 in 2021. The station is named after the nearby Danyang Road, which intersects Jiangpu Road north of the station. To the south, the line will cross the Huangpu River into Pudong.


HMS Hyperion (H97)

HMS "Hyperion" was an H-class destroyer built for the Royal Navy during the mid-1930s. During the Spanish Civil War of 1936–1939, the ship enforced the arms blockade imposed by Britain and France on both sides as part of the Mediterranean Fleet. During the first few months of World War II, "Hyperion" searched for German commerce raiders in the Atlantic Ocean and blockaded German merchant ships in neutral harbours until she returned to the British Isles in early 1940. The ship participated in the Norwegian Campaign before she was transferred back to the Mediterranean Fleet shortly afterwards. "Hyperion" participated in the Battle of Calabria and the Battle of Cape Spada in July 1940 while escorting the larger ships of the fleet. The ship covered several convoys to Malta before she struck a mine and was deliberately scuttled in December 1940.
Description.
"Hyperion" displaced at standard load and at deep load. The ship had an overall length of , a beam of and a draught of .
She was powered by Parsons geared steam turbines, driving two shafts, which developed a total of and gave a maximum speed of . The other G- and H-class destroyers were built with three Admiralty 3-drum water-tube boilers, but as a trial "Hyperion" uniquely used a Johnson boiler in the aft position instead. This is an O-type boiler with a single lower water drum and curved tubes, rather than the triangular arrangement with two drums used by the Admiralty. The first boiler design suffered from poor circulation and so external cold downcomers were added, making the reworked boiler 10% heavier. The boiler was well-regarded in service as it reduced the amount of potentially troublesome refractory firebrick usually used for the base of the furnace.
"Hyperion" carried a maximum of of fuel oil that gave her a range of at . The ship's complement was 137 officers and men in peacetime, but this increased to 146 in wartime.
The ship mounted four 45-calibre 4.7-inch Mk IX guns in single mounts. For anti-aircraft (AA) defence, "Hyperion" had two quadruple Mark I mounts for the 0.5 inch Vickers Mk III machine gun. She was fitted with two above-water quadruple torpedo tube mounts for torpedoes. One depth charge rail and two throwers were fitted; 20 depth charges were originally carried, but this increased to 35 shortly after the war began. The ship's anti-aircraft armament was increased when the rear set of torpedo tubes was replaced by a 12-pounder 12 cwt AA gun, although when exactly the modification was made is not known.
Career.
Ordered on 13 December 1934, "Hyperion" was laid down by Swan Hunter & Wigham Richardson at Wallsend-on-Tyne, England, on 27 March 1935. She was launched on 8 April 1936 and completed on 3 December 1936. Excluding government-furnished equipment like the armament, the ship cost £251,466. She was assigned to the 2nd Destroyer Flotilla of the Mediterranean Fleet upon commissioning. "Hyperion" patrolled Spanish waters during the Spanish Civil War enforcing the policies of the Non-Intervention Committee. The ship received an overhaul at Malta between 30 September and 30 October 1937 and resumed patrolling Spanish waters for the rest of the war. "Hyperion" was sent to Portsmouth for another refit in August 1939 that lasted from 16 to 27 August.
When World War II began on 3 September, the ship was en route to Freetown, Sierra Leone, to search for German commerce raiders. "Hyperion" was transferred to the North America and West Indies Station in late October where he blockaded various German merchant ships in American and Mexican harbours. She intercepted the German ocean liner off Cape Hatteras on 19 December, but "Columbus" scuttled herself before she could be captured. "Hyperion" was transferred to the British Isles in mid-January 1940 and began a refit at Portsmouth that lasted from 25 January to 6 March. The ship rejoined the 2nd Destroyer Flotilla of the Home Fleet at Scapa Flow.
On 5 April "Hyperion" escorted the battlecruiser as she covered the minelayers preparing to implement Operation Wilfred, an operation to lay mines in the Vestfjord to prevent the transport of Swedish iron ore from Narvik to Germany. The ship and her sister pretended to lay a minefield off Bud, Norway on 8 April and reported its location to the Norwegians. "Hyperion" escorted the aircraft carriers and from 21 April as their aircraft attacked German targets in Norway. She remained with "Ark Royal" when "Glorious" returned to Scapa Flow to refuel on 27 April. In early May the ship escorted the light cruiser on an unsuccessful sweep of the North Sea looking for German ships.
"Hyperion" evacuated British personnel from the Hook of Holland from 8 to 12 May and was then ordered to reinforce the Mediterranean Fleet at Malta on 16 May. On 9 July she participated in the Battle of Calabria as an escort for the heavy ships of Force C and unsuccessfully engaged Italian destroyers and suffered no damage. During the Battle of Cape Spada on 19 July, the ship escorted Australian light cruiser and rescued some of the 525 survivors from the together with the other escorting destroyers. Together with her sister and two other destroyers, she bombarded Italian positions around Sidi Barrani on 25 September. "Hyperion" escorted the carrier during the Battle of Taranto on the night of 11/12 November. With "Hereward", she sank the Italian submarine "Naiade" on 14 December 1940 near Bardia.
"Hyperion" struck a mine on 22 December 1940 off Pantelleria as she escorted the battleship on passage from Alexandria to Gibraltar while covering a convoy to Malta. The destroyer attempted to tow "Hyperion", but the tow cable broke twice and the destroyer was ordered to sink her after "Ilex" took off the crew. Only two members of the crew were not rescued and were presumed killed in the explosion.


Aqua Ventus I


Slider crank chain inversion

Slider-crank chain inversion arises when the connecting rod, or coupler, of a slider-crank linkage becomes the ground link, so the slider is connected directly to the crank. This "inverted slider-crank" is the form of a slider-crank linkage that is often used to actuate a hinged joint in construction equipment like a crane or backhoe, as well as to open and close a swinging gate or door.
Slider-crank and its inversions.
A slider-crank is a four-bar linkage that has a crank that rotates coupled to a slider that moves along a straight line.
This mechanism is composed of three important parts: The crank which is the rotating disc, the slider which slides inside the tube and the connecting rod which joins the parts together. As the slider moves to the right the connecting rod pushes the wheel round for the first 180 degrees of wheel rotation. When the slider begins to move back into the tube, the connecting rod pulls the wheel round to complete the rotation.
Inversions.
Different mechanism by fixing different link of slider crank chain are as follows :
This inversion is obtained when link 1 (ground body) is fixed.
Application- Reciprocating engine, Reciprocating compressor etc...
This inversion is obtained when link 2 (crank) is fixed.
Application- Whitworth quick return mechanism, Rotary engine, etc...
This inversion is obtained when link 3 (connecting rod) is fixed.
Applications - Slotted crank mechanism, Oscillatory engine etc..,
This inversion is obtained when link 4 (slider) is fixed.
Application- Hand pump, pendulum pump or Bull engine, etc.


Richard Dudgeon

Richard Dudgeon (1819, Tain – 9 April 1895, New York City) was a mechanic, noted for his inventions of the hydraulic jack and steam carriage. Born in Scotland, he emigrated as a boy with his family to the United States, where he became a mechanic in New York. He founded an engineering machine shop on Broome Street and this prospered, so that he was able to live well nearby and have a country estate in Harlem. The business still exists as "Richard Dudgeon, Inc."


Cam actuator


Sleeve or muff coupling


Thomas Inkerman Thomson

Thomas Inkerman Thomson (March 21, 1855 – February 9, 1919) was a hardware merchant and political figure in Ontario, Canada. He represented Grey North in the House of Commons of Canada from 1903 to 1904 as a Conservative.
He was born in Napanee, Canada West, the son of John Thomson and Annie Oswald, both natives of Ireland, and was educated in Uxbridge. In 1877, Thomson married Maggie Walden. He served as reeve and then mayor of Owen Sound. Thomson was elected to the House of Commons in a 1903 by-election held after the death of Edward Henry Horsey. He was defeated when he ran for reelection in 1904.


Louis Morizot

Louis Morizot (1874–1957) was an influential French bow maker of great reputation.
Biography.
Louis was born in Darney (Vosges), and worked in Mirecourt, France where he started a family dynasty.
Louis Morizot began his apprenticeship with Eugene Cuniot-Hury, before joining the workshop of Charles Nicolas Bazin.
Circa 1914 he worked for Eugene Sartory an experience which influenced greatly his personal production.
In 1919 Louis Morizot established his own workshop at 5 rue Saint Georges in Mirecourt.
After 1920, his sons ( Marcel, Louis, Paul, André, and George Morizot) joined him as pupils before succeeding him in 1937 and renaming the firm "MORIZOT Frères".
Morizot Dynasty.
"Louis Morizot trained many pupils including Bernard Millant and his five sons Marcel, Louis, Paul, André, and George Morizot.."
Among the six sons son's of Louis Père, the well-known Mirecourt bow maker, René (the youngest), is the only one to have dedicated his life to violin making."
René Morizot served his apprenticeship in Mirecourt with Emile Audinot. He settled in Mirecourt at 8 rue Saint Georges, in 1933.
In 1969, he joined the National school of violin making as a Master teacher, in Mirecourt, where he stayed until 1982.
His great grandson, Didier Claudel, entered the Mirecourt school in 1974 and became a master bow maker, he is still working at the craft today, based in South West France.
Honors and awards.
Louis Père won the Grand Prix at the first exhibition Artisanale de Paris in 1924. (Meilleur Ouvrier de France).
Gold medal at the Exposition Artisanale de Paris in 1927.
Quotes.
"Morizot brothers (Marcel, Louis, Paul, André, and George Morizot) trained with their father Louis Morizot. They in turn have trained many pupils including Jean-Jacques Millant, Bernard Millant, Roger François Lotte, Marcel Lapierre and Charles Alfred Bazin


Thomas Grissell

Thomas Grissell (4 October 1801 – 26 May 1874) was an English public works contractor who was responsible for constructing a number of prestigious buildings in England.
Early life and education.
Thomas Grissell was born in Shoreditch, Middlesex, the eldest son of Thomas de la Garde Grissell, who worked with the East India Company. He was educated at St. Paul's School, London and intended to train in medicine. In 1815 his family articled him to Henry Peto, his uncle, a leading public works contractor.
Career.
Grissell took to the business and became Peto's partner in 1825. After Henry Peto died in 1830, Grissell took as partner his cousin Samuel Morton Peto, who had married his sister Mary. The new partnership was called Grissell and Peto.
Together Grissell and Peto built up a rapidly growing business, controlling all their operations from stone-quarrying to the manufacture of fittings for their buildings. Grissell claimed to have made innovations in building technique, including a form of braced and bolted timber scaffolding. They were awarded the contract for Birmingham Grammar School (with Charles Barry as architect). They next constructed a number of prestigious buildings in London, including Hungerford Market in the Strand; Nelson's Column; the Reform Club, Conservative Club, Oxford and Cambridge Club, Clerkenwell Prison, the Lyceum Theatre and St. James' Theatre.
The firm became engaged in railway building, including parts of the Great Western Railway and the South Eastern Railway. Not liking the risks involved in these massive public works projects, Grissell dissolved the partnership in 1846. Grissell had numerous contracts for work building the Houses of Parliament, again with Charles Barry as architect. But, due to a dispute about the pricing of some of the refined craftwork, Grissell was not able to fully complete the building.
Private life.
One of his sons was Hartwell de la Garde Grissell, the Catholic tractarian. Two of his brothers, Henry and Martin, founded the Regent's Canal Iron foundry and constructed major ironworks.
As a result of the profits from his business, Thomas Grissell was able to live well. From about 1847 he lived at 19 Kensington Gardens, London in one of a pair of houses designed in Barry's offices and built by Grissell's firm. He used surplus stone selected for the project of the Houses of Parliament. There his family had a staff of 9 servants.
In 1850 he bought Norbury Park in Mickleham, Surrey. There he was appointed a magistrate, and in 1853, high sheriff of the county. While at Norbury Park, he collected Italian and English paintings and sculptures.
Thomas died there in 1874 and was buried in the churchyard at St. Michael's Church in Mickleham. He left an estate of under £200,000.


Samuel Pierce

Samuel Riley Pierce Jr. (September 8, 1922 – October 31, 2000) was an American attorney and politician who served as Secretary of Housing and Urban Development from January 23, 1981 until January 20, 1989, during the administration of Ronald Reagan.
Early life.
Born in Glen Cove, New York, Pierce was an Eagle Scout and recipient of the Distinguished Eagle Scout Award from the Boy Scouts of America. Pierce was a member of Alpha Phi Alpha fraternity and Alpha Phi Omega service fraternity. He was also elected to Cornell's oldest senior honor society, the Sphinx Head Society. He was a member of the New York Young Republican Club.
Pierce served in the United States Army's Criminal Investigation Division during World War II. Pierce graduated from Cornell University in 1947 and received a law degree from Cornell Law School in 1949. He earned a master of laws degree from New York University School of Law in 1952.
Political career.
Pierce was an assistant United States attorney in New York from 1953 to 1955. A lifelong Republican, he first entered government when Eisenhower was president. He became an assistant to the Undersecretary of Labor in 1955.
Pierce was appointed by Governor Nelson Rockefeller to serve as a judge in New York City, 1959–1960. Pierce was named a partner of the law firm of Battle Fowler in 1961, the first African-American partner of a major New York firm, and was there until 1981 except for a period from 1970 through 1973 when—during the Nixon presidency—he was general counsel for the Department of the Treasury. Pierce argued before the United States Supreme Court on behalf of Martin Luther King Jr. and the "New York Times" in the important First Amendment case styled New York Times v. Sullivan.
In 1981, Pierce became Secretary of Housing and Urban Development under Ronald Reagan. Pierce was Reagan's only African American cabinet member and the only cabinet member to serve in his post throughout both of Reagan's terms as President. On June 18, 1981 during a luncheon for the US Conference of Mayors in Washington DC, President Reagan mistook Pierce for one of the mayors on the dais, with the famous "Hello, Mr. Mayor" comment. Due to his perceived low profile within the Reagan administration, he was sometimes derided as "Silent Sam." During Pierce's tenure, HUD appropriations for low-income housing were cut by nearly half and funding all but ended for new housing construction.
Political scandal.
After leaving office, he was investigated by the United States Office of the Independent Counsel and the United States Congress over mismanagement, abuse and political favoritism that took place in the department during his tenure. These investigations found that under Pierce's stewardship the department engaged in political favoritism and trading of influence. Millions of dollars of federal government money was given to projects sought by connected politicians of both parties, in violation of rules governing such grants and expenditures. Through the 1990s many of Pierce's closest aides and confidants at the department were charged and convicted on felony charges related to the political favoritism and inappropriate expenditures that pervaded the department during Pierce's tenure (Thomas Demery, Phillip Winn, Joseph Strauss and Deborah Gore Dean). Pierce himself was not charged, however.
Death.
Pierce died at the Holy Cross Hospital outside Washington, D.C., on October 31, 2000, at the age of 78.


Gunnar Olavsson Helland

Gunnar Olavsson Helland (July 15, 1852 – 1938) was a Norwegian Hardanger fiddle ("hardingfele") maker from Bø in Telemark, Norway.
Biography.
Gunnar Olavsson Haugen was a brother-in-law of Knut Eriksson Helland who was married to his sister, Liv Olavsdatter Haugen (1849-1883). In 1871, Gunnar Haugen married the twin sister of Knut Helland, Gunnhild Eriksdatter Helland (1851–1907). Gunnar and Gunnhild were the parents of:
Following his marriage to Gunnhild, Gunnar Olavsson Haugen re-located to Helland and shortly after began learning the art of making violins from his brother-in-law. He became a successful violin maker, winning prizes and medals both in Norway and abroad. When Knut Helland died in 1880, Gunnar took over both the family farm and the fiddle workshop, at which time he adopted the surname Helland. He had the farm for 26 years and then bought a larger farm below Bø Church ("Bø kyrkjelyd"), now the site of the trade and research center "Hellandtunet Forsknings og Næringssenter".


Louis Maurice Adolphe Linant de Bellefonds

Louis Maurice Adolphe Linant de Bellefonds better known as Linant Pasha (Lorient, France, 23 November 1799 – Cairo 9 July 1883) was an explorer of Egypt and, as the chief engineer of Egypt's public works, 1831–1869, an influential engineer of the Suez Canal. He is listed as a founder of the Suez Canal Company.
Biography.
Having taken advantage of a sound education that emphasized mathematics, drawing and painting, then having been given some experience at sea through the efforts of his father, Antoine-Marie, a naval officer, charting the coastal waters of Newfoundland, in 1814, aged fifteen. Having passed his entrance exams, young Linant embarked as a naval cadet on the frigate "Cléopâtre", engaged on a mission to Greece, Syria, Palestine and Egypt, which he spent making drawings and doing relief mapping. One of the artists attached to the expedition having suddenly died, Linant was commissioned to replace him, drawing sites and ruins in Athens, Constantinople, Ephesus, Akka and Jerusalem. At Jaffa the expedition reached Damiatta by camel caravan, then sailed up the Nile to disembark at Cairo in December. The expedition was completed, but Linant decided not to return to France, and through a recommendation from the comte de Forbin, the expedition's director, briefly entered the service of the viceroy of Egypt, Muhammad Ali, before setting out on a series of explorations that lasted from 1818 to 1830, which he described later in his "Mémoires".
In 1818–19 he was in lower Nubia, beyond the Cataracts of the Nile. In 1820 he joined the expedition of the French consul general and explorer Bernardino Drovetti to the oasis of Siwa in the Libyan Desert, where the oracle of Ammon had been consulted by Alexander the Great but to which no modern European had penetrated; his drawings illustrated the "Voyage à l'Oasis de Syouah", published by E. Jomard (1823). Within a few months he travelled with the Italian Alessandro Ricci to Sinai: the party left Cairo and followed the peninsula's eastern coast, passing through the Wells of Moses, Wadi Gharandel and Khazne Firaoun, to arrive at Maghara, where they made copies of the hieroglyphic inscriptions. Their intention to reach Petra was foiled by the insecurity of the area, but in returning to Cairo they passed through Sarbout el-Khadem and sketched its monuments. This first trip to Sinai enabled him to establish contacts with the Bedouin and prepare himself for the successful trip to Petra finally undertaken with Léon de Laborde in 1828.
Meantime he visited the Fayum in 1821, then was sent by the Englishman William John Bankes to the Sudan commissioned to get geographical information and draw the monuments there. He was gone from Cairo thirteen months from June 1821, discovering the ruins at Messaourat and at Naga, only slightly in advance of Frédéric Cailliaud, the first European to reach Meroe.
In 1824, Linant spent a couple of months in London, where the African Company proposed to support him in a voyage of exploration, as they had supported Burckhardt. After further travels in Nubia and Sudan, in 1827 he set out funded by the Association, to make his way as far up the White Nile as could be, in search of the fabled source of the Nile: tribal hostility forced him back at 13 degrees north latitude. In 1831 the Société de Géographie of Paris commissioned a further attempt, which was postponed by the viceroy, who sent him instead to find the gold mines in Atbai.
In these travel Linant did not completely lose sight of his early experience in hydrology. In the Sinai in 1822 he had noted the traces of Trajan's canal, and had visited Suez and the peninsula's other lakes, and later he had roamed the Eastern Desert between the Nile and the Red Sea. "In 1827 and 1828" he wrote later, "I returned once more to the Isthmus, which I visited once again and its environs, and it was then that I began the first studies of a project of communication between the two seas." These projects he discussed with Laborde as they recrossed the peninsula on the way to Petra in 1828. There is a valley in the Sinai, once his contracts with the African Association were successfully terminated, Linant "passed more than a year alone with a choice library in order to study seriously and without distractions in order to acquire what I lacked in scientific understanding to take up service with the Egyptian government in the character of an engineer."
Linant as engineer.
At his return to Cairo in 1831 Linant was named chief engineer of the public works of Upper Egypt, a position that associated him in a long and fruitful career with most of the great works of modernizing Egypt's network of irrigation canals, the grand levées along the Nile. By 1837, fully in charge of public works in the Ministry of Public Instruction, he received the title of bey.
All along, the idea of a communication between the Mediterranean and the Red Sea never left him. From 1830 he was expressing his ideas, first with the consul general of France, then with Ferdinand de Lesseps. In 1841 he submitted a preliminary plan for a canal to the Compagnie Péninsulaire et Orientale and in 1844, set before Lesseps his complete plans. In 1854 Lesseps obtained from the viceroy Muhammad Sa'id the "firman" for the canal concession on behalf of the Compagnie universelle du canal maritime de Suez, and Linant was named chief engineer, in which capacity he was soon assisted by the French hydraulics engineer Mougel, for Linant continued in charge of public works, as director general (1862), as Minister of Public Works (1869) and member of the viceroy's council.
He retired in 1869 to write his vast memoir. In June 1873, the viceroy conferred upon him the title of pasha. He died leaving a vast accumulation of notes, memoirs, drawings, most of which remain unedited. A great number of visiting Europeans left their impressions of Linant.
Publications.
See also:


Marc Laberte

Marc André Joseph Laberte (29 May 1880 – 29 March 1963) son of Pierre Alexis Auguste Laberte, was trained as a luthier as well as a bow maker. As early as 1911, he began to play an active role in the Laberte-Humbert Frères company.
The Laberte workshop produced large range of instruments and bows consistent in quality, employed over 300 people by 1920. In addition, many skilled master makers worked for Laberte, including Camille Poirson, Charles Brugere, and Georges Apparut. The workshop owned a fine collection of instruments from all the famous makers including Antonio Stradivari, Guarneri del Gesù, Giuseppe filius Andrea Guarneri, Francesco Ruggeri, Nicolas Lupot, Jacob Stainer, and Jean-Baptiste Vuillaume. They were meticulously examined and used as models for their own instruments. The workshop was disrupted in the war, and productions resumed after the war ended. The workshop continued for several years before it eventually closed down.
Family.
Marc Laberte was born into a family of violin makers. His great grandfather set up a workshop in Mirecourt around 1780. On 21 May 1904, he married Marie Adeline Josephine Thérèse Drouin but she died on 15 December 1909. Before her death, she gave birth to André Emile Philippe Laberte; Philippe, as he was known, would become a violin maker like his father. After the death of his first wife, he married again, this time to Geneviève Josephine Paule Francine Thouvenin on 15 April 1912 in Besançon. They had a daughter on 6 June 1916 named Claude.
Career.
Thanks to his efforts, the firm Laberte Humbert Frères developed a production of high quality instruments alongside its "workshop-like" production. As a sign of legacy instruments bearing the Laberte Humbert label, with or without the round stamp that reads LH, are always of the highest standard. Those bearing the Marc Laberte label, with or without the reference to one of the instruments of his collection, are always made with careful attention to the choice of wood and craftsmanship. These best instruments were produced by a small team of skilled craftsman known as “l’Atelier des Artistes”. The list includes Joseph Aubry, Charles Brugère, and Camille Poirson, among many others, who worked with this special team of violin makers.
Georges Apparut, who joined Laberte Humbert Frères toward the end of 1902 and who remained with the firm for 21 years, was in charge of this “artistic” production.
The Workshop.
In 1915 Marc Laberte joined Fourier Magnié (1868–1946) and established the new firm under the name "Laberte-Humbert Frères, Fourier Magnié Réunis". A comprehensive catalogue, including the complete range of products and instruments in the lutherie field was published by the firm that same year.
In 1927, the firm continued its development by buying the well-known trademark "A La Ville de Cremonne” from Paul Mangenot. One can find this mark stamped with its characteristic triangular shape on the inside back of many good Mirecourt violins of the 19th century. Included in the deal was the use of names such as Honoré Derazey, Just Derazey, Paul Mangenot, and Didier Nicolas aîné, the last of whom was first to have used this trademark. Soon thereafter in that same year, a new catalogue including the recently acquired brands was published, this time under the name Laberte & Magnié. This same catalogue includes two pages dedicated to the collection of antique Italian instruments belonging to Marc Laberte and the “copies” available for purchase that were made after the originals. On these instruments, the label of "Marc Laberte, Maître Luthier" appears beside a reproduction of the Italian maker's label.
In 1931, Laberte received the Grand Prix for the Stradivox Magné, a phonograph, which was produced in different versions. These attempts at diversification were made to help the firm withstand the increasing competition and recession effects during that period.
Unfortunately, World War II brought despair on Mirecourt as well as the rest of Europe. The Laberte production ended entirely, as the stock and production tools were raided and stolen. By 1944 the firm resumed its activity, but the production never reached the same levels as prior to the war and eventually the difficult economic climate during the post war years, led to the unavoidable decline of the Laberte production. Philippe Laberte, Marc Laberte's son, joined the firm during this period and tried to maintain a production catered toward the high end of the market. Marc Laberte died in 1963.
Labels.
List of names used in Laberte Humbert Frères trade instruments.
External links.
An informative booklet from 1920 "L'éclat de la lutherie française" contains some information about the collection of famous violins that Marc Laberte has collected and studied.


Alex Rose (labor leader)

Alex Rose (15 October 1898 – 28 December 1976) was a labor leader in the United Hatters of North America (UHNA) and the United Hatters, Cap and Millinery Workers International Union (UHCMW), a co-founder of the American Labor Party, and vice-chairman of the Liberal Party of New York.
Background.
Alex Rose, the son of a wealthy leather tanner, was born in Warsaw, Poland. After secondary school, Rose immigrated to the United States, having been denied a Polish university education because he was Jewish.
Career.
However, the outbreak of the First World War forced Rose to abandon professional aspirations and take a job as a millinery worker; in 1914 he joined the Cloth Hat, Cap, and Millinery Workers' International Union (CHCMW) and became interested in organized labor. In 1918, Rose joined the British Army, and upon returning to America in 1920 resumed union organizing activities. He worked his way through union leadership and was elected president of the United Hatters, Cap and Millinery Workers International Union (UHCMW) in 1950, where Rose sought to root out Communist and gangster influence from unions.
In 1934, the CHCMW merged with the United Hatters of North America to form the United Hatters, Cap and Millinery Workers International Union.
In 1936, Rose assisted in founding of the American Labor Party.
Because the communists acquired influence in the ALP, in 1944 Rose, along with David Dubinsky, Ben Davidson, and others founded the Liberal Party of New York. Rose became its vice-chairperson. Under Rose's leadership, the Liberal Party was quite influential in New York politics and somewhat influential in national politics, exercising power by endorsing Democratic and occasionally, liberal Republican candidates. In 1966 Rose successfully lobbied Senator Robert F. Kennedy to campaign on behalf of judge Samuel Silverman to clean up corruption from the surrogate court.
Rose was one of the most brilliant political strategists of the 20th century. Perhaps his greatest triumph was in the New York City mayoral election of 1969. John V. Lindsay was elected mayor as a fusion candidate (Republican-Liberal) in 1965, but was denied the Republican nomination in 1969. Alex Rose directed Lindsay's reelection campaign in 1969 as the Liberal candidate against both Democratic and Republican opponents so successfully that he not only was reelected, but he brought on his coat-tails enough Liberal councilmen to displace the Republicans as minority party in the City Council.
Legacy.
One block of W. 186th Street in Manhattan (between Chittenden Avenue & Cabrini Boulevard) is named "Alex Rose Place."
After Rose's death in 1976, leadership of the Liberal Party passed to Raymond B. Harding, who also exerted a considerable amount of influence in New York State politics until the party lost its ballot line in 2002.


Nalin Angammana

Lieutenant General Nalin K. B. Angammana () (1945 – 1995) was a senior Sri Lanka Army officer, who was the former General Officer Commanding, 3 Division.
Early life and education.
Born in Kandy, Angammana was educated at Dharmaraja College, Kandy.
Military career.
Joining the Ceylon Army, Angammana as an officer cadet and received his basic officer training at the Army Training Centre, Diyatalawa. Thereafter he was commissioned as a Second Lieutenant in the 1 Field Engineer Regiment, Sri Lanka Engineers. He attended the dthe Defence Services Staff College, Wellington gaining the Psc qualification and served as the commanding officer of the 1 Field Engineer Regiment from March 1987 to September 1988. He was serving as the General Officer Commanding, 3 Division when he was killed on 30 July 1995. He was returning to his headquarters following an inspection of army detachment that had been attacked the LTTE few hours prior. His vehicle hit a pressure mine buried by the LTTE off Valaichenai the resulting explosion killed Major General Angammana and three other officers and wounded 13 other soldiers. He is the most senior officer of Sri Lanka Army to be killed in the field during the Sri Lankan Civil War, he was posthumously promoted to the rank of Lieutenant General and the Lieutenant General N K B Angammana Memorial Hall named in his honor at the regimental headquarters of the Sri Lanka Engineers.