HMS E24

HMS "E24" was an E-class submarine of the Royal Navy built by Vickers, Barrow-in-Furness. She was launched on 9 December 1915 and was commissioned on 9 January 1916. E24 was a mine-laying submarine.
"E24" was mined off Heligoland Bight on 24 March 1916. A salvage operation was attempted in 1973 as she was believed to be a German U-boat.
Design.
Like all post-"E8" British E-class submarines, "E24" had a displacement of at the surface and while submerged. She had a total length of and a beam length of . She was powered by two Vickers eight-cylinder two-stroke diesel engines and two electric motors. The submarine had a maximum surface speed of and a submerged speed of . British E-class submarines had fuel capacities of of diesel and ranges of when travelling at . "E20" was capable of operating submerged for five hours when travelling at .
"E24" was armed with a 2-pounder deck gun, mounted forward of the conning tower. She had five 18 inch (450 mm) torpedo tubes, two in the bow, one either side amidships, and one in the stern; a total of 10 torpedoes were carried.
E-Class submarines had wireless systems with power ratings; in some submarines, these were later upgraded to systems by removing a midship torpedo tube. Their maximum design depth was although in service some reached depths of below . Some submarines contained Fessenden oscillator systems.
Crew.
Her complement was three officers and 28 men.
Loss.
"E24" belonged to the Harwich-based 9th Flotilla at the time of her loss. She was the second E-class boat to be converted into a minelayer. "E24" left Harwich on the morning of 21 March 1916 to lay mines in the Heligoland Bight. A positional report was issued late that night. Her commander, Lieutenant-Commander Naper, was ordered to enter the Bight in darkness on the surface via the Amrum Bank. Once in position he was to lay mines in a zigzag formation. As mines were known to have been laid by the Germans off Ameland, Naper was ordered to return by the same route. She did not return from the mission, and was logged as missing on 24 March 1916.
Salvage.
Divers hunting for a Second World War-era U-boat in 1973 raised sections of a mined submarine wreck, including the conning tower. The boat was towed to Cuxhaven where the wreck was identified as a British E-class boat, rather than a German submarine. The German government then informed the Admiralty.
Human remains found in the wreck are buried in Ohlsdorf Cemetery, Hamburg. "E24"s commander is buried in a separate grave to others. Lieutenant-Commander Naper was identified because of the 2+half rings on sleeve, and the fact that his skeleton was 6 ft tall. All the skulls of those in the boat were found in a pyramidal formation. The sunken wreck lay at a downward angle, causing the heads to become detached from the bodies and to roll down the slope into that position. Three bodies were found lying under the battery boards directly on top of the batteries, with arms folded. They may have died of the effects of chlorine gas before the rest of the crew. Artefacts from "E24" and her crew, such as smoking pipes belonging to Naper, a bottle of blackberries, the sextant, a firing pistol and boots are on display at Cuxhaven, as are the submarine's conning tower and propellers.


Varshavskaya (Moscow Metro)

Varshavskaya () is a temporarily closed Moscow Metro station in the Moscow. It will be is on the Bolshaya Koltsevaya line, between Kakhovskaya and Kashirskaya stations.
Varshavskaya opened on 11 August 1969 as part of the Zamoskvoretskaya line and up until 1995 was served by its trains. It the station on the line of the Metro.
Name.
Varshavskaya is named after Varshavskoye Highway, under which it is situated. The highway in turn takes its name from Warsaw, the capital of Poland.
Design.
The station was designed by architects Nina Alyoshina and Nataliya Samoylova to a typical 1960s Moscow pillar-trispan design - "sorokonozhka" (centipede) and features two rows of 40 square pillars which flare towards the top faced with pink-yellow marble. A floor laid with grey granite of various shades and asphalt on the platform edges. The walls are covered by indigo ceramic tiles and blue marble socle. In addition there are several metallic artworks depicting silhouette images of famous landmarks in the city of Warsaw (work of Kh. Rysin, A. Lapin, D. Bodniyek)
The station is located next to two important southbound arteries – the Varshavskoye Highway and the Kolomenskoye Railway station of the Paveletsky suburban railway line, but neither are pointed in Warsaw's direction and neither reach the city. The eastern vestibule has subways leading directly to the rail platforms, whilst the western vestibule is situated under the T-junction of the highway and the Chongarsky Boulevard that comes off it. In 2019, as part of the reconstruction of the Kakhovskaya line and its future inclusion in the Bolshaya Koltsevaya line, work began on replacing the entire decoration of the station.
Behind the station is a branch that leads to the Zamoskvoretskoye depot which serves both the Kakhovskaya and the Zamoskvoretskaya lines. Because of this, on occasion there is a direct service from Varshavskaya to all northbound stations on the Zamoskvoretskaya line and vice versa. Trains that do that are singled out by being eight rather than six cars long.


Francis Jones (Lord Mayor)

Sir Francis Jones (1559-1622) was an English merchant who was Lord Mayor of London in 1620.
Career.
Jones was a city of London merchant and a member of the Worshipful Company of Haberdashers. On 18 July 1610, he was elected an alderman of the City of London for Aldgate ward. He was Sheriff of London for the period 1610 to 1611, and also Master of the Haberdashers Company from 1610 to 1611. He was Master of the Haberdashers again for 1613 to 1614 and for 1616 to 1617. He was knighted on 12 March 1617. In 1620 he was elected Lord Mayor of London and was Master of the Haberdashers Company again for 1620 to 1621.
Family.
Sir Francis was the son of John Jones of Cleverley in Shropshire. He married twice and had three sons and a daughter by his first wife. They lived in London and at his country estate at Welford Park in Berkshire, which he bought in 1618 from the Parry family.


Friedrich Bassler

Friedrich Bassler (21 June 1909, Karlsruhe – 7 September 1992, Freiburg im Breisgau) was a German hydraulic engineer.
From 1961 to 1977 he was director of the "Institut für Wasserbau und Wasserwirtschaft" (Department of water engineering and management) at the Technische Hochschule Darmstadt. From 1964 till 1973 Bassler helped to develop the hydro-solar energy project at the Qattara Depression further. He directed the "Board of Advisers" which was responsible for the planning and financing of the project. For the Egyptian government he served as an advisor on the project.
Life.
Friedrich Bassler descended from Alemannic-Swiss forefathers paternally. However, his mother's family originated from Neumark (now in Poland). His father, Fritz Bassler, was an employee with the local newspaper, while his mother took on the role of housewife.
In World War II he was conscripted into the Wehrmacht and was stationed in Egypt in 1941 and 1942. During the German North Africa Campaign he served as a Luftwaffe officer under Field Marshall Rommel in the Western Desert near the Qattara Depression. He sustained a war injury and was captured by the Americans.
He returned to Karlsruhe in 1947, where he became the founder of an engineering company and started working for Schluchseewerk AG at Freiburg. For twelve years he was in charge of planning activities and oversaw construction of tunnels and power plants. Simultaneously he took up the position of Operating Director of a three-stage pumped-storage hydroelectricity plant in the Black Forest. During this Freiburg period, he married Janine in 1951, and they had two children: Michael (1952) and Sibylle (1957).
Academic career.
From 1927, Bassler studied electrical engineering at the Technischen Hochschule Karlsruhe for two semesters, before switching to civil engineering. After the 1932 exams, he became a research fellow. He successfully completed the subsequent traineeship in late 1936. A water management exploration expedition took him to Liberia.
In 1956, he received his doctorate at the 'Technischen Universität Berlin' with his dissertation on „Gesichtspunkte bei der Wahl einer Talsperren-Bauart“ or "Considerations when choosing a dam design". In 1961, he became a professor at the Technische Hochschule Darmstadt. As holder of the then new chair he became director of the "Institut für Wasserbau und Wasserwirtschaft". From 1964 onward, he committed himself to the "Qattara Depression Project" in Egypt. In 1966, he founded the scientific journal "Darmstädter Wasserbau-Mitteilungen" or, in short, "Wasserbau-Mitteilungen". Apart from that he was a member of the planning committee for six years, and chairman from 1967 till 1971.
Besides his activities for the university and his numerous publications and consultancies, he assumed various offices at research and industrial institutes, e.g. at the Deutsche Forschungsgemeinschaft. Guest lectureships took him to Berlin, Madras, Alexandria and Cairo. Additionally he worked on regional models and water management of water-rich and water-poor countries such as Peru, Argentina, Ecuador, India, Saudi Arabia and Egypt. For the OECD and the European Communities he produced studies on the reserves and future needs of water.
In 1977, he retired as professor emeritus, but still kept working as a consultant.
Qattara Depression Project.
This project envisaged bringing water from the Mediterranean Sea near El Alamein into the Qattara Depression to generate hydroelectricity. The power plant was to have more output than the Aswan High Dam. Bassler led from 1964 onward the international "Board of Advisers" which was responsible for planning and financing activities of the project. He also advised the Egyptian government on the matter from 1975 onward.
He was appointed to make a first preliminary feasibility study by the German Federal Ministry of Economics in Bonn.
Bassler was the driving force behind the Qattara Project for nearly a decade. Halfway through the seventies a team of eight mostly German scientists and technicians was working on the planning of the first hydro-solar depression power station in the world. The first "Bassler-study" of 1973 laid the basis for the Egyptian government to commission a study of its own. It decided in 1975 that Bassler and a group of companies known as "Joint Venture Qattara" should conduct a feasibility study of the project.
The project concept was: Mediterranean water should be channelled through a canal or tunnel towards the Qattara Depression which lies below sea level. This water would then fall into the depression through penstocks for electricity generation. The water would evaporate quickly because of the very dry and hot weather once in the depression. This would allow for more water to enter the depression and would create a continuous source of electricity.
A canal of 60 meters deep would connect the Mediterranean with the depressions edge at this narrow isthmus. This canal would deliver water to the depression as well as being a shipping route towards the Qattara lake with a harbour and fishing grounds in the depression. The depression was to be filled to a height of 60 m below sealevel. It would take a total of 10 years to fill to that level. After that the incoming flow would balance out against the outgoing evaporation and the lake level would stop changing.
In the first phase of the project the Qattara 1 station was to generate 670 Megawatt. The second phase was to generate an additional 1.200 Megawatt. A pumped-storage hydroelectricity facility would increase the peak production capacity with another 4.000 Megawatts, totalling about 6.800 Megawatts.
The core problem of the entire project was the water supply to the depression. Calculations showed that digging a canal or tunnel would be too expensive. Bassler decided to use peaceful nuclear explosions to excavate the canal. Exactly 213 boreholes would each have a nuclear explosive charge of 1,5 Megatons. Everyone of these bombs would have an explosive yield fifty times that of the atomic bomb of Hiroshima.
Evacuation plans cited numbers of at least 25,000 evacuees. Further problems arose with the tectonically unstable Red Sea Rift located just 450 km away from the blast site on which the shockwaves of the explosions would not have remained without result. Also salinization or outright contamination of groundwater had to be counted among the problems because of the salt water Qattara sea. This groundwater is vital to the oases of Bahariya and Siwa.
Another danger was increased coast erosion because sea currents could change in such a way that even very remote coast started to erode. Also a massive demining operation would have to be executed to remove millions of mines and UXOs left from the Second World War.
All this convinced the stakeholders of the project to give up the project especially as the atomic dug canal-idea had to be abandoned because of ecological reasons.
Present day scientists still explore the viability of such a project, as a key to resolving economic, population, and ecological stresses in the area. However interest in the project has waned and as of 2011 has not been undertaken.


Bakersfield station (California High-Speed Rail)

Bakersfield is a proposed California High-Speed Rail station in Bakersfield, California. The station is part of the Initial Construction Segment.
History.
The initial 2005 Environmental Impact Report for the system considered two general alignments for the Fresno to Bakersfield segment: one following the BNSF Railway right-of-way down the center of the Central Valley, and another following the Union Pacific Railroad right-of-way farther to the east. The BNSF alignment was chosen because it avoided urban areas, making it less expensive and having fewer constructibility concerns. The preferred Bakersfield station option co-located it with the existing Bakersfield station at Truxtun Avenue due to its central location and connectivity with existing transportation. The city of Bakersfield had endorsed the Truxtun Avenue station location in 2003, but reversed its position in 2011 to oppose the High-Speed Rail project due to concerns on the impact to new facilities and revitalization to the downtown area that had occurred in the interim.
The Environmental Impact Report for the Fresno to Bakersfield segment was approved in May 2014 by the California High-Speed Rail Authority, preserving the BNSF Railway alignment and Truxtun Avenue station location. Construction of this alignment would have impacted 526 structures, including 231 residences. The City of Bakersfield filed a lawsuit in June 2014 opposing this alignment. The lawsuit was settled in December 2014 with an agreement to instead adopt a "locally generated alignment" that uses the alignment of the slightly-farther-north Union Pacific Railroad, stopping at a new station near the intersection of F Street and Golden State Avenue. The new alignment is shorter, and its construction would be much less disruptive, impacting only 150 buildings, almost all of which are non-residential.
This change, along with an ongoing lawsuit with the nearby city of Shafter, California, caused the southernmost of the Initial Construction Segment to be delayed and not included as part of the first package of construction bids. A station planning agreement with the city was announced on September 15, 2015.
In February 2016, the California High-Speed Rail Authority's draft business plan stated that the funding on hand would only allow construction of the segment from San Jose to just northwest of Shafter, raising the possibility that a temporary station might be built near Shafter, 23 miles north of Bakersfield, if additional funds could not be obtained. The April 2016 revisions to the plan cut back the initial construction segment to Wasco, 30 miles north of Bakersfield, given its better connectivity to existing transportation.
In March 2019, the Kern County Board of Supervisors approved a proposal calling for the "immediate abandonment of the high-speed rail project" and any surplus state funds to be redistributed to community programs among the Central Valley.
As of December 2019, an elevated station design was being planned for the Bakersfield station.


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Willem Essuman Pietersen

Willem Essuman Pietersen (c. 1844 – 6 January 1914), also known as Willem Edmund Pietersen, was a Gold Coast merchant, politician, and educationist. He is also remembered as a goldsmith and watch repairer. Pietersen was co-founder of Mfantsipim School in Cape Coast, Ghana.
Biography.
Early years in Elmina.
Pietersen was born in Elmina to Essuman and Nana Ambaam. His paternal grandfather Nana Kobina Gwira had introduced the salt industry to Elmina. He was educated at the Dutch government school in Elmina, and was employed as a clerk for the Dutch governor of Elmina on 30 April 1864. He was however fired on 24 November of the same year because of unsuitability. Pietersen then became a trader and a personal clerk to Mr. Stoové, before establishing himself as a goldsmith and watchmaker.
During the early 1870s, it became apparent that the Dutch would soon cede their possessions on the Gold Coast to the British, which led to protest among the Elminese and Ashanti, who feared an end to their substantial autonomy in a Gold Coast increasingly dominated by the United Kingdom. Pietersen, however, was part of the pro-British faction in Elmina led by George Emil Eminsang, who later became the first mayor installed in Elmina by the British. Pietersen was a member of the Gold Coast Volunteers and took part in the Fante-Elmina war of 1868 and in the Third Anglo-Ashanti War. He left Elmina after the British bombardment of the town in 1873, and moved to Cape Coast.
Cape Coast.
In Cape Coast, Pietersen founded a flourishing business under the name W.E. Pieterson & Co. For a time, he was a business partner of Hendrik Vroom. He also started his political career in Cape Coast, eventually becoming president of the Aborigines' Rights Protection Society in 1907.
Pietersen already had links to the Wesleyan mission in Cape Coast before 1873, and became an active member of the Wesleyan Church after moving to Cape Coast. Among other things, he was superintendent of Sunday Schools, and a lay member of Synod.
Pietersen died on 6 January 1914 of cardiac failure, after having been ill for eight weeks. He was buried the next day at the Old Wesleyan Cemetery.
Personal life.
Pietersen married Nancy Akyere and had two sons and two daughters with her. Pietersen was the maternal uncle of Henry van Hien and the maternal grandfather of Kobina Sekyi. Pietersen regarded Kobina Sekyi as his heir, and even accompanied him to the United Kingdom when Sekyi started his law studies there.


Bowesville station

Bowesville is an under construction station on the Trillium Line in Ottawa, Ontario. It is being constructed as part of the Stage 2 O-Train expansion and is scheduled for completion in 2022. The station will consist of two side platforms and is located southeast of the intersection of Bowesville and Earl Armstrong roads.


Japanese destroyer Kuri

The Japanese destroyer was one of 21 s built for the Imperial Japanese Navy (IJN) in the late 1910s. She struck a mine off of Pusan, Korea, in October 1945 and was subsequently stricken from the naval list.
Design and description.
The "Momi" class was designed with higher speed and better seakeeping than the preceding second-class destroyers. The ships had an overall length of and were between perpendiculars. They had a beam of , and a mean draft of . The "Momi"-class ships displaced at standard load and at deep load. "Kuri" was powered by two Brown-Curtis geared steam turbines, each driving one propeller shaft using steam provided by three Kampon water-tube boilers. The turbines were designed to produce to give the ships a speed of . The ships carried a maximum of of fuel oil which gave them a range of at . Their crew consisted of 110 officers and crewmen.
The main armament of the "Momi"-class ships consisted of three Type 3 guns in single mounts; one gun forward of the well deck, one between the two funnels, and the last gun atop the aft superstructure. The guns were numbered '1' to '3' from front to rear. The ships carried two above-water twin sets of torpedo tubes; one mount was in the well deck between the forward superstructure and the bow gun and the other between the aft funnel and aft superstructure.
Construction and career.
"Kuri", built at the Kure Naval Arsenal in Hiroshima, Japan, was launched on March 19, 1920 and completed on April 30, 1920. During the Sino-Japanese War she supported the naval landing at Anqing during the Battle of Wuhan. At the start of the Pacific War she took part in the blockade of Corregidor island and Manila during the Battle of the Philippines and spent the rest of the conflict on patrol duty convoy escort. She was surrendered at Tsingtao at the end of the war, but struck a mine off of Pusan on October 8, 1945 while on minesweeping duty. The ship was officially stricken from the naval list on October 25th.


Yuanshen Road station

Yuanshen Road () is a station under construction on the future Line 14 of the Shanghai Metro. Located at the intersection of Yuanshen Road and Pudong Avenue in Pudong, the station is scheduled to open with the rest of Line 14 in 2021.


John Rylands

John Rylands (7 February 1801 – 11 December 1888) was an English entrepreneur and philanthropist. He was the owner of the largest textile manufacturing concern in the United Kingdom, and Manchester's first multi-millionaire.
After having learned to weave, Rylands became a small-scale manufacturer of hand-looms, while also working in the draper's shop which his father had opened in St Helens. He displayed a "precocious shrewdness" for retailing, and in partnership with his two elder brothers expanded into the wholesale trade. So successful were they that, in 1819, Rylands' father merged his retail business with theirs, creating the firm of Rylands & Sons. At its peak, the company employed a workforce of 15,000 in 17 mills and factories, producing 35 tons of cloth a day.
Biography.
Rylands was the third son of Joseph Rylands, a manufacturer of cotton goods, of St Helens, Lancashire, and his wife Elizabeth (née Pilkington). He was educated at St Helens Grammar School.
His aptitude for trade quickly became obvious and manifested itself early and, before the age of eighteen, he entered into partnership with his elder brothers Joseph and Richard. Their father joined them in 1819, when the firm of Rylands & Sons was established, the seat of operations being established in Wigan. Their manufactures for some years consisted of ginghams, checks, ticks, dowlases, calicoes and linens.
John, the youngest partner, occupied himself with travelling over several counties for orders until 1823, when he opened a warehouse for the firm in Manchester. Business increased rapidly, and in the course of a few years extensive properties at Wigan, along with dye works and bleach works, were purchased. Valuable seams of coal were afterwards discovered under these properties, and proved a great source of wealth to the purchasers.
In 1825 the firm became merchants as well as manufacturers, and about the same time they erected a new spinning mill. The Ainsworth mills, near Bolton, and other factories were subsequently acquired.
Joseph and Richard retired around 1839 and the death of their father in July 1847 made John Rylands sole proprietor. The business continued to expand and in 1849 a warehouse was opened in Wood Street, London.
A great fire occurred at the Manchester warehouse in 1854 but the loss, although very large, was speedily repaired. By 1864 the warehouses were seven storeys high and extended all the way along New High Street (now High Street) in Manchester: "they had become the summit of the firm's hierarchical organization, the seat of its central power and the goal of all ambitious employees" (D. A. Farnie, in "John Rylands of Manchester", 1973).
In 1873, Rylands converted his business into a limited company but he retained sole management of it. The extra capital from this move led to the purchase of more mills and the company entered into fresh business in many quarters of the globe. The firm, which had a capital of £2 million, became the largest textile manufacturing concern in the UK. His business made him Manchester's first multi-millionaire. He employed 15,000 people in his 17 mills and factories, which produced 35 long tons (39 short tons) of cloth a day.
From 1857, John Rylands lived at Longford Hall, in Stretford, an Italianate mansion he built on the site of an earlier house. In 2009 the local council placed a "blue plaque" at the site of Longford Hall to commemorate John and Enriqueta Rylands.
He was a liveryman of the Worshipful Company of Curriers.
Public works.
Rylands was retired and reserved except in the company of his friends, and always shrank from public office of any kind, although he was not indifferent to public interests. He was politically liberal in his enterprises. When the Manchester Ship Canal was mooted, and there seemed a doubt as to the ways and means for the enterprise, he took up £50,000 worth of shares, increasing his contribution when the project appeared again in danger. Rylands was a Congregationalist, with leanings to the Baptist form of faith. He was of an ecumenical spirit and hoped that sectarian differences would tend to decrease: a number of Union Chapels (including one in Stretford and two in Manchester) were supported by him. His charities were numerous but unobtrusive. Among other benefactions he established and maintained orphanages, homes for aged gentlewomen, a home of rest for ministers of slender means, and he provided a town hall, public baths, library and a coffeehouse in the town of Stretford, where he lived. He also built an institute for the benefit of the villagers of Havenstreet on the Isle of Wight, where Rylands passed some of his later years from 1882, having built a house named Longford there after his mainland estate. His donations to the poor of Rome were so generous as to induce the king to decorate him in 1880 with the Order of the Crown of Italy.
For many years he employed the Rev. F. Bugby, John Gaskin, and other competent scholars to prepare special editions of the Bible and religious works which he printed for free distribution. These included:
Marriages and death.
He married three times: first, in 1825, Dinah, daughter of W. Raby of Ardwick, Manchester (by her he had six children, none of whom survived him); secondly in 1848, Martha, widow of Richard Carden; and thirdly in 1875, Enriqueta Augustina, the eldest surviving daughter of Stephen Cattley Tennant.
Rylands's widow erected in Manchester a permanent memorial of her husband in the John Rylands Library, of which the famous Althorp Library, purchased by her from Earl Spencer in 1892, and Lord Crawford's manuscripts, purchased by her in 1901, form part of the contents. The library was inaugurated on 6 October 1899, when Mrs Rylands received the Freedom of the City of Manchester. The first day of opening was 1 January 1900. A posthumous grant of arms to John Rylands was obtained in 1893 in which the arms of Tennant are impaled with those of Rylands.
Rylands died at his home, Longford Hall, on 11 December 1888, at the age of 87. He was buried in the Southern Cemetery, Manchester: a fine tomb was erected over the vault and his widow was buried there in 1908. The tomb was designed by C. H. Heathcote and completed in 1892. The elaborate superstructure of the tomb which included four angels was taken down in 1927 after it was vandalised and the bronze railings were stolen in 1967.
The tomb has several Bible texts inscribed upon it which reflect his deep Christian faith:
1. "Redeemed with the precious blood of Christ." (1 Peter 1:18-19)
2. "They shall be mine saith the Lord of Hosts In that day when I make up my jewels." (Malachi 3:17)
3. "Looking for the mercy of our Lord Jesus Christ unto eternal life." (Jude 1:21)
4. "Kept by the power of God through faith unto salvation." (1 Peter 1:5)
5. "The Lord stood with me and strengthened me." (2 Timothy 4:17).
6. "Not slothful in business, fervent in spirit serving the Lord." (Romans 12:11).
His estate, the bulk of which was left to his wife Enriqueta, was valued at £2,574,922 (£ as of ), greater than that left by any other cotton manufacturer to that time.


HMS Adventure (M23)

HMS "Adventure", pennant number M23, was a minelaying cruiser of the Royal Navy built in the 1920s that saw service during the Second World War. Her commander between 1928 and 1929 was the future First Sea Lord John H. D. Cunningham.
Laid down at Devonport in November 1922 and launched in June 1924, "Adventure" was the first vessel built for service as a minelayer, she was also the first warship to use diesel engines, being used for cruising.
On entering the service she joined the Atlantic Fleet. From 1931 to 1932, she underwent a refit. During this refit she received a rounded stern in place of the original square one.
In the early months of the Second World War, she was damaged in the Thames Estuary and was repaired at Sheerness.
In 1940, she laid minefields in the Orkney Islands and St. George's Channel and in 1941 was damaged by a mine while off Liverpool.
In 1944, she was converted to a landing craft repair and accommodation ship; in 1945 was reduced to reserve; and in 1947 was sold to Thos W Ward. and broken up at Briton Ferry.
"Adventure" was adopted by the City of Plymouth. Her name is carried by TS Adventure, the Harlow Sea Cadet unit (formerly known as TS Galatea, another reference to a RN Cruiser, HMS Galatea.
Design.
"Adventure" was built to replace the converted First World War veteran "Princess Margaret", and her design was dictated by a requirement for a large mine capacity and a good cruising range. The mineload was to be carried completely internally, dictating a long, tall hull, and there were four sets of rails running the length of the hull to chutes at the stern. She was built with a transom, or flat, stern, to improve cruising efficiency, but the dead water caused by such a form meant that mines tended to be sucked back into the hull when they were launched; an obviously dangerous situation for a minelayer. As a result, she was rebuilt with a traditional cruiser, or rounded, stern, increasing the length by .
As built, "Adventure" was long overall and between perpendiculars, with a beam of and a draught of at deep load. Displacement was standard and deep load.
Propulsion was by plant as installed in the C-class cruisers, but to increase cruising efficiency a novel diesel-electric plant was trialled, the propellers being driven by either set of machinery through gearboxes. The diesel-electric plant was removed by 1941, along with the small diesel exhaust that had been trunked up the second funnel. "Adventure"s high topweight resulting from the mineload carried high up in her hull meant that typical cruiser type armament could not be fitted. Instead, four QF 4.7 in (120 mm) guns on high-angle mounts were carried in 'A', 'Q', 'X' and 'Y' positions, in hindsight a more useful arrangement. The anti-aircraft armament was completed by a single octuple multiple pom-pom in 'B' position (not fitted until the late 1930s) and a pair of quadruple Vickers machine guns.
By 1941, she had been fitted with Radar Type 291 air warning at the masthead, Radar Type 285 on the high-angle HACS Director Control Tower on the foremast spotting top and Radar Type 272 centimetric target indication on the foremast, below the spotting top. By 1944, nine 20 mm Oerlikon guns had been added, two of which had replaced the useless Vickers machine guns. "Adventure" was converted to a repair ship for landing craft for the Normandy landings.
Service.
The Adventure served on the China Station from 1935 to 1938.
World War Two service.
On the outbreak of the Second World War, the Royal Navy started laying a series of defensive minefields in British coastal waters and the English Channel. From 11 to 16 September 1939, "Adventure", together with the coastal minelayer and the converted train ferries "Shepperton" and "Hampton", escorted by the cruiser and the destroyers of the 19th Destroyer Flotilla, laid 3119 mines in the Straits of Dover, sealing the east end of the Channel from penetration by German submarines. Following the completion of this operation, "Adventure" was deployed in laying mines off the Yorkshire coast.
On 13 November 1939, at 05.25, "Adventure" was badly damaged near the Tongue Light Vessel, in the Thames Estuary by an underwater explosion. 23 of her crew were killed or fatally injured. The bridge was wrecked and crew and fittings were thrown against bulkheads and down hatchways with lethal effect. She was successfully taken in tow to the Medway by tugs from Ramsgate, and later repaired at Chatham Dockyard. She had been en route from Grimsby to Portsmouth, and escorted by the Harwich-based destroyers and . "Blanche" was also mined at 08:10 and sank with the loss of one man. Originally floating mines were blamed, but it soon transpired that magnetic mines laid by German destroyers a few hours before were responsible. "Adventure" returned to service in October 1940.
In January 1941 "Adventure" was again damaged by a mine in Liverpool Bay and was out of action for five months. In July she sailed with the task force involved in Operation EF, the raid of Kirkenes and Petsamo, in support of the Soviet Union following the German invasion. On 1 August she arrived in Murmansk with a cargo of parachute mines for use by the Russians.
In February 1942 "Adventure" was due to make another run to Murmansk, but was damaged in a collision in the Clyde. She was under repair for three months. In June 1942 "Adventure" took part in a decoy operation (Operation ES) to cover the passage of convoy PQ 17. Her captain from 1940–42 was Norman Vere Grace. In the winter of 1942/43 she made several fast re-supply missions to Gibraltar and the Mediterranean.
In April 1943 "Adventure" was involved in an operation to catch blockade runner "Irene". On 10 April "Irene" was intercepted and sunk off the coast of Spain.
In November she was taken in for conversion as a tender and repair ship for landing craft.
In her four years of service as a mine-layer "Adventure" undertook some 20 mining operations, laying minefields throughout the Western Approaches and the North Sea.
During the Normandy landings in 1944 "Adventure" was deployed off Mulberry B as a support and repair vessel; she landed repair parties on 19 June for extensive salvage work on damaged landing craft.


Tekstilshchiki (Bolshaya Koltsevaya line)

Tekstilshchiki is a station on the Bolshaya Koltsevaya line of the Moscow Metro which is currently under construction. It will be opened in 2022.


Egawa Tomekichi

Egawa Tomekichi (fl. ) was a master carver of Japanese woodblock prints in Edo period Japan.
He is known for his exceptional work on Hokusai's illustrated books ("e-hon") such as the "Hokusai Manga" and his "100 Views of Mount Fuji" which is considered a masterpiece of the artform.
Hokusai had studied carving as an apprentice and as an exceptional draughtsman he relied on the woodblock carver to accurately replicate the quality of his line when it came to printing. In an 1835 letter sent to various publishers he complained about the standard of cutting in earlier editions of his "Manga", "Musha-e zukushi", and other books, and urged repeatedly that they employ Egawa Tomechiki of Asakusa in future. Egawa is credited in the twelfth volume of the "Manga" published in 1834, and Hokusai praised his work on his recently issued "100 Views of Mount Fuji", writing that: "From the first to the third volume, I found not a singe corner of the carving that left me dissatisfied. For this reason, if Egawa were to take care of the carving I should also be more motivated and could concentrate better on my own work ... My one concern is to produce a well-made book."
Previous editions of "Hokusai Manga" had been well carved but the quality was uneven and varied between work done by the master carver ("kashirabori") and that of his assistants ("dobori"). The "100 Views of Mount Fuji", however, is faultless in execution and is regarded as a masterwork of the genre. Judging from names in the first volume of "100 Views", Egawa ran a workshop of six craftsmen: "Esen", "Bairin", "Wasuke", "Yoshitora", "Hisayuki", and "Yonekichi". Egawa supervised the first two volumes as confirmed by the colophon, but may have appointed Egawa Sentaro ("Esen") to oversee the third.
Of note in Hokusai's 1835 letter is that in return for securing Egawa, he would not take a portion of the woodblock carving fee, which suggests that it was normal practice for an artist to demand a share of the carvers' commission in return for supplying them with work.


Zhang Guangdou

Zhang Guangdou (; 1 May 1912 – 21 June 2013) was a Chinese hydraulic engineer. He was a specialist in hydraulic engineering, professor and vice president of Tsinghua University, and a member of the Chinese Academy of Sciences and Chinese Academy of Engineering.
Biography.
Zhang graduated from National Chiao Tung University (now Shanghai Jiao Tong University) in 1934, obtained his master's degree in Civil Engineering from University of California, Berkeley in 1936, and a master's degree in engineering mechanics from Harvard University in 1937.
Zhang was the chief designer of the Miyun Reservoir and Yuzixi powerplant. He was also involved in the design of many major hydraulic and hydropower projects, including Sanmenxia, Danjiangkou, Gezhouba, Ertan, Geheyan, Xiaolangdi, and the Three Gorges Dam.
Zhang received numerous awards, including the Haas International Award from UC Berkeley (1981), the National Award for Technology Advancement (2nd Prize, 1985), the Ho Leung Ho Lee Technology Advancement Award (1995), and the Technology Achievement Award from the Chinese Academy of Engineering (1996). He was elected to the Chinese Academy of Sciences in 1955, and the Chinese Academy of Engineering in 1994. He was also elected as a foreign member of Mexico National Academy of Engineering in 1981.


William V. Marquis

William Vance Marquis (May 1, 1828 – December 17, 1899) was an American politician who served as the 22nd Lieutenant Governor of Ohio from 1890 to 1892 under Governor James E. Campbell.
Biography.
Marquis was born at Mt. Vernon, Ohio May 1, 1828. He was moved to Bellefontaine, Ohio at age five. He was in merchandising. He worked at his father's store until it closed in 1848. On November 12, 1860, Marquis was married to Annie M. Sterritt, of Logan County, Ohio,
Career.
He was named postmaster of Bellefontaine in 1853 by President Pierce, serving until 1861. 1862–1870 he was in partnership as a hardware merchant, and continued alone after that. Along with William Lawrence, he organized the Bellefontaine National Bank in 1871. Marquis was a delegate to the 1876 Democratic National Convention, (St. Louis). He was nominated in 1878 for the 4th Congressional District, but lost to J. Warren Keifer. In the 1889 election for Lieutenant Governor, Republican Elbert L. Lampson defeated Democrat Marquis by a margin of 375,090 to 375, 068. Lampson was unseated after serving eighteen days, when the Democratic Ohio State Senate seated Marquis in his place.
Death.
His wife, Annie, died in August 1868.


Grand Central Terminal art

Grand Central Terminal, one of the main railroad stations in New York City, features public art by a variety of artists. Through its status as a transportation and architectural icon, the terminal has also been depicted in many works of art.
Grand Central features permanent works of art, including the celestial ceiling in the Main Concourse, the "Glory of Commerce" work and the statue of Cornelius Vanderbilt in front of the building's south facade, and the two cast-iron eagle statues adorning the terminal's facades. As well, Vanderbilt Hall is regularly used for temporary art exhibitions and events. The Dining Concourse has a series of lightboxes also used to display temporary art exhibits. The terminal is also known for its performance and installation art, including flash mobs and other spontaneous events.
Artwork on display or part of the terminal.
Facade.
"Glory of Commerce".
The "Glory of Commerce" sculptural group rests atop the terminal's facade, directly above a broken pediment featuring a large clock. The work is also known as "Progress with Mental and Physical Force" or "Transportation". It is about tall, wide, and weighs about . At its unveiling in 1914, the work was considered the largest sculptural group in the world.
The work includes representations of Minerva, Hercules, and Mercury. The sculptures were designed by French sculptor Jules-Félix Coutan and carved by the John Donnelly Company. Coutan created the model in his Paris studio and shipped it to New York City later.
Mercury is standing at the top center of the work, depicted traditionally with a caduceus and wearing a winged helmet, with loose drapery concealing otherwise complete nudity. He is standing in a contrapposto pose in front of an eagle, wings outstretched, peering around his right leg. Two other gods are depicted to Mercury's left and right: the male figure to his right is typically and officially deemed to be Hercules, though he lacks the god's characteristic club and lionskin. Instead, the god is depicted among an anchor, cogwheel, anvil and hammer, a beehive, grapes, wheat ears and a sickle. Many of these are symbols of Vulcan, who is depicted with Minerva and Mercury in other works. He is also nearly naked, staring at Mercury above him. The female figure, Minerva, is resting her head on her left arm, looking down at a roll of parchment on her lap. She is depicted among a globe, a measuring compass, volumes of books and thick wreaths of laurel.
The work is seen as attempting to fulfill several goals: portraying the terminal itself as a new technology, representing the Vanderbilt family, and serving as an artistic piece to parallel European art and architecture of the time.
Clock.
There is a clock on top of the south facade. The clock, like several others in the terminal, was designed by the Self Winding Clock Company. The clock face uses Roman numerals; its numeral "IIII" is traditional for clock faces displaying the number four, instead of the more common "IV". The numeral "VI", on the bottom of the clock, hides a flap that is used for maintenance.
Statue of Cornelius Vanderbilt.
A statue of Cornelius Vanderbilt, longtime owner of the New York Central, stands at the center of the terminal's south facade, directly below its clock and facing the Park Avenue Viaduct. The work was sculpted by Ernst Plassmann, and is of bronze, tall and weighing 4 tons, with a 9-foot-tall granite pedestal. It depicts Vanderbilt bareheaded and in his commonly-seen winter clothes, including a heavy double-breasted and fur-trimmed overcoat. He is posed in a noble way, described as Jeffersonian, with one hand on his chest and another outstretched. It was the largest bronze statue cast in the United States at the time.
The statue was created as part of a bronze bas-relief on the facade of the Hudson River Railroad depot at St. John's Park in the present-day neighborhood of Tribeca. The bas-relief was long and depicted various components of Vanderbilt's life, including his steamships and trains. The relief and statue were generally designed by Albert De Groot, a steamship captain under Vanderbilt, though they were sculpted by Plassmann.
Unveiled and dedicated in November 1869, the works received much criticism from newspapers and other writers; the "New York Times" said such a tribute ought to include "the dismembered bodies of men, women and children" killed in the New York Central's open railyards to the north.
This criticism may have convinced Vanderbilt to abandon his plans for another statue of himself, to have been installed at Grand Central Depot, which was built in 1871. The planned statue was to have been part of a grouping designed by De Groot with a sailor at one side and Native American at the other.
In 1929, Plassmann's statue was moved to Grand Central Terminal. Once again, it received criticism in the press.
Eagles.
Grand Central Terminal has two cast-iron eagle statues on display. The eagles weigh about each, and have a wingspan of about .
They are two of the 11 or 12 eagle statues that ornamented the terminal's predecessor, Grand Central Station. In 1910, when the station was demolished to build Grand Central Terminal, the eagles were dispersed throughout the city and New York state.
The two eagles that sit atop the terminal were donated to the MTA around the turn of the 21st century. One had stood for years in a backyard in Bronxville, New York; in 1999, it was placed atop the Lexington Avenue entrance to Grand Central Market. The other was at a monastery in Garrison, New York (the present-day Garrison Institute), and was installed in 2004 at the terminal's southwest entrance by Vanderbilt Avenue and 42nd Street.
Eight identical eagle statues are elsewhere, including one at a private home in Kings Point, New York; one at the Space Farms Zoo and Museum in Beemerville, New Jersey; two at the Vanderbilt Museum in Long Island; one, known as the "Shandaken Eagle", in Phoenicia, New York; two at Saint Basil Academy in Garrison; and one at the Philipse Manor station in Sleepy Hollow, New York. One or two of Grand Central Station's eagles remain lost.
New York City's former Penn Station was adorned with 22 eagle sculptures, many of which were similarly dispersed across the United States after the building's demolition.
Interior.
Ceiling.
The Main Concourse's ceiling is an elliptical barrel vault. A false ceiling of square boards, installed in 1944, bears an elaborate celestial mural painted with more than 2,500 stars and several bands in gold set against a turquoise backdrop. This ceiling covers the original 1913 version, which had degraded because of water damage.
Original plans called for the ceiling to contain a skylight, but money and time ran out. Instead, a mural was painted directly on the ceiling. It was conceived in 1912 by architect Warren and painter Paul César Helleu. The latter, who had come to the United States for a three-month stay to create portraits of eight women for a Parisian magazine, sketched a conceptual design for Warren. Helleu worked from a chart given by Columbia astronomy professor Harold Jacoby, who had derived it from the "Uranometria", a star atlas published in 1603. The mural was executed in 1913 by James Monroe Hewlett and Charles Basing of Hewlett-Basing Studio. They were assisted in the design by Helleu and multiple astronomers, and in the painting by more than 50 painting assistants. Around 63 electric bulbs were installed to amplify the visual impact of the stars. The depicted constellations include those of the winter zodiac viewable from October to March, from Aquarius to Cancer. Also depicted are Pegasus, Triangulum Majus and Minus, Musca Borealis, and Orion, as well as two broad gold bands spanning the ceiling, representing the ecliptic and the equator.
By the 1920s, the roof began to leak, damaging the mural with water and mold. Over the next two decades, the mural "faded to a hue something like that of a khaki shirt overdosed with Navy blue". In August 1944, New York Central covered the original ceiling with 4-by-8-foot cement-and-asbestos boards and painted them in a facsimile of the original mural. Unveiled in June 1945, the new mural contained less astronomical detail; it also lacked light bulbs to mimic stars. The boards' outlines remain visible today.
By the 1980s, the new ceiling was obscured by decades of grime. The dirt buildup was sometimes reported to be tar and nicotine from tobacco smoke, or diesel or coal soot from the trains in the terminal's train shed (trains have utilized electric power in Manhattan since 1908). Spectroscopic examination revealed that it was made up of air pollutants from trucks, cars, and emissions and contaminants from incinerators and factories. As a general renovation of the terminal got underway, historians and preservationists called for the 1944 boards to be removed and the original ceiling mural restored. But Beyer Blinder Belle, the architecture firm that led the renovation, deemed the original mural irreversibly damaged and noted that the asbestos-laden boards would be hazardous to remove. So, starting in September 1996, the ceiling boards were cleaned and repainted. Lights were installed into the ceiling boards to imitate the stars, restoring a feature previously only seen from 1913 to 1944. A single dark patch near the crab constellation (representing Cancer) was left untouched by renovators to remind visitors of the grime that once covered the ceiling.
The ceiling bears a small dark circle amid the stars above the image of Pisces. In a 1957 attempt to improve public morale after the Soviet Union launched Sputnik, an American Redstone missile was set up in the Main Concourse. With no other way to erect the missile, a hole was cut into the 1944 false ceiling to allow a cable to be lowered to lift the rocket into place. Historical preservation dictated that this hole remain as a reminder of the many uses of the Terminal over the years.
The starry ceiling contains several astronomical inaccuracies. While the stars within some constellations appear correctly as they would from earth, other constellations are reversed left-to-right, as is the overall arrangement of the constellations on the ceiling. For example, Orion is correctly rendered, but the adjacent constellations Taurus and Gemini are reversed both internally and in their relation to Orion, with Taurus near Orion's raised arm where Gemini should be. There are various explanations that are often given for this error. One possible explanation is that the overall ceiling design might have been based on the medieval custom of depicting the sky as it would appear to God looking in at the celestial sphere from outside, but that would have reversed Orion as well. A more likely explanation is partially mistaken transcription of the sketch supplied by Harold Jacoby, the explanation Jacoby gave when the issue was brought to him. Jacoby surmised that Basing had placed the sketch at his feet, rather than holding it up toward the ceiling, when copying its details. Though the astronomical inconsistencies were noticed promptly by a commuter within a month of the station's opening, they have not been corrected in any of the subsequent renovations of the ceiling.
Graybar Passage mural.
The Graybar Passage extends from the northeast corner of the Main Concourse, underneath the Graybar Building, directly east to Lexington Avenue. The ceiling is composed of seven groin vaults, each of which has an ornamental bronze chandelier. One of the vaults features a mural depicting American transportation. The work was painted in 1927 by muralist Edward Trumbull. The first two vaults viewed from leaving Grand Central featured cumulus clouds, while the third remains, featuring technologies that had significantly affected the world. These include a train pulled by an electric locomotive, a bridge resembling the original design of the city's High Bridge, the construction of a skyscraper, the manufacturing of steel, and several airplanes (including the "Spirit of St. Louis") along with a searchlight and radio tower. The mural has a caramel color; the once-bright colors present have faded over time.
"Sirshasana".
"Sirshasana", an aluminum and polyester resin sculpture with crystals, was created by Donald Lipski in 1998. The sculpture hangs from the ceiling of Grand Central Market just inside its 43rd Street entrance. The chandelier has the shape of an olive tree, with branches spanning 25 feet and featuring 5,000 crystal pendants. The base of the tree is finished in gold and crystals, in place of olives. The sculpture is named after a headstand posture in yoga: the inverted tree. The work alludes to Grand Central's decorative chandeliers, and is a "comment on the allure of the exotic and tempting wares sold in the marketplace".
"As Above, So Below".
"As Above, So Below," a work of glass, bronze, and mosaic in several Grand Central North passageways, was made by Brooklyn-based artist Ellen Driscoll in 1998. The mosaic's five scenes, each stemming from a different continent, depict myths and legends about the heavens that reflect life on earth. The work reminds passengers of humanity's spiritual and worldly past. Like the terminal's astronomical ceiling, it symbolizes the connection to the wider world and heavens.
"A Field of Wild Flowers".
"A Field of Wild Flowers," a mural on the walls of the Station Master's Office, was made by Roberto Juarez in 1997. The work uses many materials to give texture, strength, and beauty. Layers include gesso, under-painting, urethane, and varnish, along with rice paper and a dusting of peat moss. It depicts a bountiful garden landscape as viewed though windows of a slow-moving train. It repeats some of Grand Central's architectural details, including fruit, acorns, and garlands.
Other.
One of the retail areas of the Graybar Passage, currently the alcohol vendor Central Cellars, was the Grand Central Theatre or Terminal Newsreel Theatre. The movie theater lobby had walls covered with large world maps and an astronomical mural painted by Tony Sarg. The theater opened in 1937 and operated for about 30 years before being gutted for retail space. A renovation in the early 2000s removed a false ceiling, revealing the theater's astronomical mural (similar in colors and style to the Main Concourse ceiling) and projection window.
The Dining Concourse has 16 lightboxes that form a quadriptych. MTA Arts & Design maintains a rotating art exhibition in the space. The first non-photographic exhibit in the space was "On Paper/ Grand Central at 100," which was created for the terminal's centennial and was displayed from September 2013 to September 2014. It featured four works by contemporary and international paper cut artists: Thomas Witte's "Cutting Shadows", Xin Song's "Time · Light · Gate · Clock", Laura Cooperman's "Overhead", and Rob Ryans' "There Is Only Time". The works use themes from Grand Central's architecture and grandeur, and family memories.
On Paper/ Grand Central at 100
, the space features "Landmark City", a photographic exhibit by Marc Yankus. The exhibit shows New York City landmarks, altered to appear on empty streets.
Exhibitions and performances.
Special exhibitions.
Grand Central Terminal has held a number of special exhibits, including:
Events.
The Main Concourse and Vanderbilt Hall frequently host special exhibits and events. These include:
Musical performances.
The terminal hosts numerous performances. It is also a host site for Music Under New York, where musicians can perform within various transit hubs controlled by the MTA. In Grand Central, artists can perform in the Graybar Passage as well as in the Dining Concourse, opposite Tracks 105 and 106. Auditions for the program take place each spring in the terminal's Vanderbilt Hall.
Beginning during the Christmas season of 1928 and continuing on certain holidays until 1958, an organist performed in Grand Central's North Gallery. The organist was Mary Lee Read, who initially performed on a borrowed Hammond organ. Grand Central management eventually bought an organ and a set of chimes for the station and began paying Read an annual retainer. In addition to the weeks before Christmas, Read played during the weeks before Thanksgiving and Easter and on Mother's Day. On one Easter, a choir composed of Works Progress Administration employees performed with her. Following the attack on Pearl Harbor, she attempted to lift spirits by playing "The Star-Spangled Banner", which brought the main concourse to a standstill. The stationmaster subsequently asked her to avoid selections that would cause passengers to miss their trains, and Read became known as the only organist in New York who was forbidden to play the United States' national anthem.
In 2018, Paul McCartney gave a private concert in the terminal on the premiere date of his new album "Egypt Station", with guests including Jon Bon Jovi, Meryl Streep, Amy Schumer, Kate Moss and Steve Buscemi. In February 2020, South Korean pop group BTS staged a live performance of their song, "ON", at the Main Concourse.
Art featuring Grand Central.
Grand Central is one of the most-photographed places in New York City and the United States. A 2009 Cornell University study mapping out geotagged photos worldwide indicated the building was the fourth most photographed in New York City.
One of the most famous photographs of the terminal shows light streaming from Main Concourse windows down to the floor. The work is reproduced online through hundreds of different images, with variations in angles, cropping, flipping, filters, and watermarks, as well as the author and date attributed to the works. Photographer Penelope Umbrico collected a sample of such images in "Four Photographs of Rays of Sunlight in Grand Central", on display in the terminal's Dining Concourse.
Paintings depicting Grand Central include:


Luman Watson

Luman Watson was an early Cincinnati clockmaker. He worked in Cincinnati, Ohio from 1819 to 1834. His clocks had wooden works. He made both tall clocks and shelf clocks.
Luman Watson, son and grandson of prosperous farmers, was born at Harwinton, Connecticut, on October 10, 1790. He spent his boyhood in the center of Connecticut's clock making country, and between chores on the farm probably slipped away to follow his natural bent for mechanics. By the time he was nineteen years old, Watson had moved to Cincinnati and established the clock making partnership of Read and Watson with the Read brothers, Abner, Ezra, and Amassa. The sale of a Read and Watson clock is recorded as early as 1809 in Clark County, Ohio.
At that time there was a severe shortage of brass, American manufacturers used hardwood for making clock movements. This proved to be an adequate substitute for short duration clocks. Wheels had to have large teeth for strength so a running time of more than 30 hours was not possible.
By the 1820s eighteen workmen were employed producing first wooden and, after 1830, brass shelf clocks. The opening of the Erie Canal in 1825 however also opened the door to great numbers of cheaper Connecticut made clocks which by the time of Watson’s death had put an end to Ohio clockmaking.
The Watson firm was prolific. It is estimated that between 1815 and 1834, more than 30,000 tall case clocks were manufactured. This figure is staggering considering that after about 1820 tall case clocks began to fall out of favor. By about 1830, the firm had begun making many clocks designed to sit on a mantel or special shelf.
Hiram Powers was an assistant to Luman Watson, Powers was “skilled in modelling figures... he went on to become one of America’s first great sculptors.”
Luman Watson and J. Bonsall were founders of the Ohio Mechanics Institute in 1828.
Watson died in Cincinnati November 28, 1834.
A Luman Watson tall case clock is on display in the Cincinnati Art Museum Cincinnati Wing and in the Old State Capitol in Iowa.


Hiren Roy

Hiren Roy (1920–1992) was for many years considered to be the best sitar maker in India. Many great musicians, including Nikhil Banerjee, Vilayat Khan, Annapurna Devi, and Ravi Shankar, have sworn by his creations.
Early life.
Born in East Bengal, India (which later became Bangladesh) in 1920, Roy went to Kolkata in West Bengal, India at the age of 12 to learn the art of sitar playing. However, he didn't have money enough to buy his own instrument and pay for his lessons, so he took a job in the instrument shop of Yogesh Chandra Chakraborty. He started making his own sitars and soon found that local musicians praised his work.
Career.
Roy started his own shop in 1942 and spent his whole life researching the various aspects of sound, design, and composition as they impacted the sitar. His brief studies in different styles of playing gave him not only a craftsman's eye for the making of a sitar, but also a player's ear for its sound, and he quickly developed original avenues in terms of look and tonal quality. For instance, he made the tabli (wooden cover on top of the gourd) and the Dandi (the neck) strong enough to withstand heavier strokes and tapings on thicker strings, thus making it more appropriate for meend (bending), an essential element of Hindustani classical music.
Honors.
For his lifetime achievements, Roy was honoured in 1971 by the cultural forum called "Nikkon" in Kolkata. In the 1980s, he was selected by Vishwabharati University as a member of their interview board.
Roy died in December 1992, but his tradition has been carried on by his sons. Oldest son Himangshu ran the business until his own early demise in 1997. Fourth son Amit pursued a career as a sitarist, leaving the shop to now be run by third son Barun. Like his father a musician and an innovator, Barun has won praise from great musicians for maintaining the family quality and also adapting to changing times. The Hiren Roy shop also produces other Indian instruments, including the surbahar and tanpura.


John Marshall (sailor)

John Knox Marshall (born April 9, 1942 in Santiago, Chile) is an American competitive sailor and Olympic medalist. He won a bronze medal in the Dragon class at the 1972 Summer Olympics in Munich, together with Donald Cohan and Charles Horter.
America's Cup.
In 1974 he sailed as a crew member on "Intrepid" during the trials, although she was not chosen to defend. In 1977, Marshall crewed for Lowell North on "Enterprise" although again the boat failed to be picked as the defender In 1980, Marshall was a part of the successful crew aboard "Freedom". As president of North’s company North Sails, Marshall was in charge of the sail inventory and the trimming of the mainsail that year.
Marshall was involved in the 1983 America's Cup as a mainsheet trimmer on board "Liberty". He then helped design "Stars & Stripes 87" for the 1987 America's Cup and the "Stars & Stripes" catamaran for the 1988 America's Cup.
For the 1995 America's Cup, Marshall led the PACT 95 syndicate whose yacht, "Young America", narrowly lost the 1995 Citizen Cup to Stars & Stripes. For the 2000 Louis Vuitton Cup, the "Young America" syndicate represented the New York Yacht Club.
He was inducted into the America's Cup Hall of Fame in 2017.
He graduated from Harvard University in 1963.


Fall River station

Fall River station (Fall River Depot) is an under-construction MBTA Commuter Rail station in Fall River, Massachusetts. The station is being constructed as part of the South Coast Rail project and is expected to open in late 2023.
History.
Former station.
The Fall River Railroad opened from Myricks to Fall River on June 9, 1845, and to the Old Colony Railroad at South Braintree in December 1846. They merged as the Old Colony and Fall River Railroad in 1854. As the Old Colony and Newport Railroad, it opened a line from Fall River south to Newport, Rhode Island in 1864. The Dighton and Somerset Railroad opened in 1866, joining the Fall River mainline at Somerset Junction, north of Fall River.
Bowenville station opened in the north part of Fall River around 1870. The railroad changed names again to become the Old Colony Railroad in 1872. The Old Colony constructed a station building at Bowenville, located on the east side of the tracks between Turner Street and Old Colony Street, in 1874. An extension of the Providence, Warren and Bristol Railroad opened over the new Slade's Ferry Bridge on December 5, 1875, connecting to the Fall River mainline north of Bowenville.
A new station designed by Bradford Gilbert opened in 1892 between Lincoln Avenue and Pearce Street, just north of the existing Bowenville station. Named Fall River, it became the main station for the city. The station was raised as part of a 1902–1905 project that eliminated eleven grade crossings in the city.
Service to Providence, and to Taunton over the Dighton and Somerset, both ended in 1932. Newport service ended in 1938 due to the 88 stations case; Ferry Street station was closed until around 1950, leaving Fall River as a terminal. Fall River service was suspended from 1949 to 1952, and ultimately ended on September 5, 1958.
South Coast Rail.
In September 2008, MassDOT released 18 potential station sites for the South Coast Rail project, including Fall River Depot off Davol Street. A 2009 conceptual design called for a single side platform serving the west track, with a second track allowing freight trains to pass the high-level platform; a two-story parking deck would be located on the west side of the tracks. Plans released as part of the Final Environmental Impact Report in 2013 were nearly identical. On June 11, 2010, the state took ownership of the Fall River Subdivision and several other CSX lines as part of a sale agreement.
In 2017, the project was re-evaluated due to cost issues. A new proposal released in March 2017 called for early service via Middleborough by 2024, followed by full service via Stoughton by 2029. The January 2018 "Draft Supplemental Environmental Impact Report" reconfigured the planned parking lot configuration, as part of the previously planned deck site had been developed for use by a business. A parking lot on the west side of the tracks will be constructed during Phase 1, with a possible eastern lot (on the site of an existing retail structure) to be added later.
The MBTA awarded a $159 million contract for construction of the Fall River Secondary portion of the project, including Fall River station, in May 2020. Service was then planned to begin in November 2023. Two former industrial buildings were demolished in 2020 to make room for the station and its parking lot.


Flying arm


UTD/Synergy Park station

The UTD/Synergy Park station is a future train station along the Dallas Area Rapid Transit Silver Line. The station will be located near Rutford Ave at the north end of the University of Texas at Dallas campus in Richardson, Texas.
The station will serve the University of Texas at Dallas campus and Synergy Park.


Jon Eriksson Helland II

Jon Eriksson Helland II (1849–1869) was a Norwegian Hardanger fiddle maker from Bø in Telemark.
The eldest son of Erik Jonsson Helland, Jon died at 20 years of age. He was considered very gifted, and his father had great expectations for him, as seen from the fact that he took him on his travels to Kristiania (now Oslo) and Horten.
Because of his early death, he did not make many violins. However, it is likely that he would have been a greater violin maker still, than his father.


Multi-plate clutch


Ximen Bao

Ximen Bao was a Chinese hydraulic engineer, philosopher, and politician. He was a government minister and court advisor to Marquis Wen of Wei (reigned 445–396 BC) during the Warring States period of ancient China. He was known as an early rationalist, who had the State of Wei abolish the practice of sacrificing people to the river god He Bo. Although the earlier statesman Sunshu Ao is credited as China's first hydraulic engineer (damming a river to create a large irrigation reservoir), Ximen Bao is nonetheless credited as the first engineer in China to create a large canal irrigation system.
Life.
Ximen Bao became well known in his lifetime and posthumously for his grandiose works in hydraulic engineering during the 5th century BC. He organized a massive diversion of the Zhang River, which had formerly flowed into the Yellow River River at Anyang. The new course that the river took under his diversion project brought the river to meet the Yellow River further down its course at a bend near modern-day Tianjin. The Zhang River rises in the mountains of Shanxi province, flowing southeastwards, and at the time added to the burden of overflow for the Yellow River. Ultimately though, the purpose of this enormous project of engineering was to irrigate a large agricultural region of Henei (in the left lower Yellow River basin) by providing it with a natural contour canal.
Work on the canal system began sometime between 403 BC and 387 BC, when Marquis Wen and his successor Marquis Wu reigned over the State of Wei. Due to several setbacks (including some temporary local resistance to corvee labor service) it was not fully completed until a century later, during the time of Wen's grandson, King Xiang (襄王) (r. 319–296 BC). It was during this time that the Wei engineer Shi Chi completed the work of Ximen Bao.
Hebo's Bride.
Ximen Bao is the central figure in a popular historical event called "Hebo's Bride".
Around 400BC, Ximen was appointed to oversee the County of Ye (鄴城), a poor region that experienced constant flooding. He met with the locals to inquire on the challenges facing the populace. To Ximen's surprise, instead of naming the flooding as their biggest challenge, locals told him it was the high taxes they had to pay for providing a bride for Hebo, the River God - it was severely draining their finance and for those who have young daughters, lived in fear. With support from many village elders, three powerful elders known as San Lao (三老) colluded with the local officials (廷椽) and a shamaness to concoct a legend that the flooding was caused by the wrath of Hebo. To appease the god, the locals must sacrifice a beautiful young maiden as his bride every year. The cabal heavily taxed the county, used a small portion of the money to arrange for the bridal ceremony and divided the rest for themselves. Any family that could not afford to pay the tax would have its daughter taken as sacrifice - she would be dressed up the day of, and following a ceremony - put on a makeshift boat, and send floating on the river until it fell apart and together they sunk into the river. Many families with young daughters, fearing they would be taken, would send their daughters away; resulting in further social and economic issues for the county.
On the day of the ceremony, Ximen arrived at the sacrificial site by the river and met with the shamaness, her disciples, the three elders, the local officials, several village elders, and the maiden; with an estimated over a thousand onlookers also in attendance. Ximen insisted on inspecting the maiden and concluded her beauty would not meet the standard of a God. Declaring that the delivery of an inadequate bride would trigger the wrath of the River God, Ximen ordered the ceremony be postponed until after a suitable bride is found. He had his soldiers threw the shamaness into the river to report to the River God about the postponement and to report back to Ximen on the God's response. Sometime after, as the drowned shamaness had obviously not returned from the river, he tasked each of her disciples with the same mission and to locate the shamaness before submerging each one into the river. After neither of them returned, Ximen tasked each of the three elders with the same mission and threw them into the river. As neither the shamaness, her disciples, nor the elders returned from the river; Ximen ordered the local officials and the village elders to go into the river to fetch them. All of them instead knelt before him in terror and promised not to do the sacrifice again. After that day, bridal sacrifice for the River God became a thing of the past in the County of Ye.
Legacy.
In honor of the Zhang River diversion project, the local populace made a popular song about it, as recorded in the historical work of the later Han Dynasty historian Ban Gu.


Fudan University station

Fudan University () is a metro station under construction on the future Line 18 of the Shanghai Metro. Located west of the intersection of Handan Road and Guoquan Road in Yangpu District, Shanghai, the station is located on the western edge of the Handan campus of Fudan University, the main campus of the university. It is scheduled to open with the rest of phase one of Line 18 in 2021.


Stuart Mossman

Stuart Mossman (May 13, 1942 – March 2, 1999) was an American guitar maker, entertainer and entrepreneur who built 6,000 guitars from 1968 to 1984 that were played by several professional guitarists, including John Denver, Eric Clapton, Albert Lee, Doc Watson, Hank Snow, Cat Stevens and Merle Travis. Mossman's work is seen as the foundation for today's generations of Luthiers who build guitars from fine tone woods.
Background.
Mossman was born in Hinsdale, Illinois, on May 13, 1942. He began making nylon-string guitars in 1961 and spent several years designing 40 to 50 prototypes in his garage in Winfield, Kansas. Mossman took his first steel-string flat top to legendary acoustic singer-songwriter Doc Watson and asked for his "brutal" opinion. Watson gave it to him, and Mossman took his advice and applied it to his next design. He took another guitar to Watson at the 1969 Philadelphia Folk Festival, where, this time, the guitarist used it on stage, and reportedly told Mossman it was the "second best guitar he'd ever played." In 1970 Mossman moved his operations to Strother Field just outside Winfield and it was there that he established S.L. Mossman Guitars. Using old-world building techniques, top-quality woods, and a proprietary bracing structure, Mossman guitars entered series production in the early 1970s.
S.L. Mossman Guitars.
Mossman felt that the boom in folk music during the 1960s/70s pushed a popular demand for acoustic instruments. While Gibson, Martin and Guild were increasing production, imports from the Pacific rim countries were beginning to exploit the lower end of the market. He had a strong disdain towards the use of plywood and insisted on solid-wood construction for the production of his guitars. In an early catalog for Mossman guitars he stated: "The vile abomination is currently being perpetrated on the unsuspecting guitar-playing public on a grand scale. There are so many of these plywood things on the market at this writing that there is a possibility you may not have even heard a real guitar. We at Mossman considered plywood briefly one day, and unanimously decided that plywood makes the best cement forms available. We do not now, nor will we ever, stoop to the level of plywood construction and we apologize for our contemporaries who have lowered the station of our craft by using laminated backs and sides."
Since the Mossman shop was small enough for Mossman to oversee every model, he was able to offer a variety of custom options for his customers which included: an extra-wide neck, 12 strings and custom inlay and engravings. Also, customers were able to order a specific type of voicing for their guitars described in the catalog as "overbalanced bass, overbalanced treble, or balanced bass and treble." One of the unique features on the Mossman guitars are their thin neck arrangements, which were carved by a worker at the factory who played banjo and preferred the feel and playability of "lower-profile necks."
Despite the fact that he lost a lot of business in comparison to competing companies like Martin Guitars, who also used high-quality tone woods and manufactured over 20 times the number of guitars Mossman did daily, Mossman never wanted to produce guitars on a mass scale.
The company gained notable recognition by 1974 and was producing up to eight to ten guitars a day, each one personally inspected by Mossman himself.
"I Personally inspected each guitar we made before shipment. Eight to ten per day is as many as we would ever want to make because it would be difficult to personally inspect more than that amount."
Guitar models.
Tennessee Flat Top- constructed with mahogany back and sides, rosewood fingerboard and bride, dot inlay, and black plastic binding on top and back of body. Suggested retail $350 in 1972.
Flint Hills- East Indian Rosewood back and sides with white plastic binding and herringbone inlay around sound hole. $450 retail(1972).
Great Plains- Brazilian rosewood back and sides and herringbone inlay around the perimeter of the body. Suggested retail (1972) at $525.
Golden Era- This was Mossman's top line instrument and it featured select Brazilian rosewood back and sides, German spruce top, abalone inlay around the top, 3-piece back with abalone back strip inlay, bound neck and headstock, gold Grovers, and an intricate abalone vine inlay up the length of the fingerboard. Retailed at $875(1972).
Factory Fire.
In 1975 a fire erupted in the finishing area, which contained a number of flammable chemicals, resulting in the loss of one of the company's buildings that was used for manufacturing and the assembly line. No injuries or deaths were sustained during the course of the fire, and only a few guitars were incinerated; however, the complete supply of rare Brazilian rosewood was destroyed. Fortunately, Mossman had secured a $400,000 loan from a government-backed Small Business Administration before the fire, so the money was used to rebuild and expand the production facilities.
C.G. Conn Company.
The same year of the company fire Mossman initiated a deal with the C.G. Conn Company and produced 1,200 guitars for dealer set for distribution. The guitars were stored in a warehouse in Nevada, which had minimal controls for heat and humidity and the solid wood of the Mossman guitars were repeatedly 'heated during the day and frozen at night' causing the finish on the guitars to suffer cracks and breaks.
Responsibility and compensation for the loss of guitars was disputed between Mossman and Conn. Conn withheld payment for the instruments already purchased and this initiated a lawsuit between the two companies. Ultimately the lawsuit settled the dispute and the financial costs of the matter forced Mossman to fire most of his staff. By the late 70s Mossman guitars had but only a few employees producing a modest number of instruments a month. Subsequently, the model line was downsized as well and this resulted in heavy financial losses for the company.
The start of the new decade took a toll on Mossman and his company. As the popularization of synthesizers and electric guitars sales skyrocketed, acoustic guitar sales were dwindling. Mossman struggled to continue, his factory workers even offered to work for two months without pay to get the company back on its feet again.
Health concerns.
In 1983 Mossman decided to sell the company after suffering from serious respiratory problems. Mossman began to feel that his breathing was being affected by years of inhaling 'sawdust, lacquer fumes and ablaone shell fragments'. In a press release issued by the guitar publication, "Frets", Mossman stated:
It is with a great deal of sadness that I must write this letter, for it closes a chapter of nearly 20 years in my guitar making life. Unfortunately, due to carelessness in the early years regarding safety precautions in the finish room (for the first five years, I didn't even wear a mask), I have developed sensitivity to glues and lacquers, and my doctor has recommended that I pursue other interests. I would like to take this opportunity to thank you for your support-not only for my efforts, but on behalf of many other small companies-and to express my sincere appreciation to your readers for electing me 'Best Luthier' once and 'Runner Up' several times. Working for awards is not why one strives for higher achievement, but they are a delightful acknowledgment. I would also like to make special thanks to both Dan Crary and John Denver for their use of our instruments and the personal interest in us-a kindness that cannot be replaced. And last and most important, I would like to thank the owners of Mossman guitars everywhere. Without them, I could never have turned a dream into reality. It is my hope that the collectors' items they own give them years of joy.
One of Mossman's employees, Scott Baxendale, offered to buy the Mossman name, inventory and equipment to continue the production of Mossman guitars. Before turning over the company to Baxendale, however, Mossman designed 25 guitars using the finest wood that had been set aside for years. These "final 25" have become a tale of popular folklore as Mossman dedicated a lifetime of experience and the most selective woods to create the instruments.
After Mossman signed over the rights to his company, Baxendale owned and operated S.L. Mossman guitars until it was sold to John Kinsey and Bob Casey in 1989. The company relocated to Sulphur Springs, Texas, where it continues to manufacture top-of-the-line custom-made guitars today. 'We bought the company because of the history and reputation that Mossman had established and because we felt it was a real opportunity," stated Kinsey.
Death.
Mossman spent the remaining years after his retirement at his home in Winfield, Kansas, with his wife and two daughters. Mossman frequently volunteered and performed at festivals and elementary schools, influencing younger audiences towards folk and bluegrass music.
Mossman died on March 2, 1999, from cardiac arrest. He was 56 years old.
His work and legacy continue to be recognized today through his guitars, musical contributions and appearances in films.
Walnut Valley Music Festival.
Mossman is attributed as one of the founding members of the Walnut Valley Music Festival in Winfield, Kansas. The festival hosts a variety of contests, art and musical performances that celebrates the diversity and art of bluegrass and folk music. Some notable performers who have frequented the festival are Jimmy Driftwood, Art Eskeridge, Glenda Bickell, Mance Lipscomb, Johnny Vandiver & Jo Wright, Harry Weldon, Poor Bill Miller, Doc Watson, Merle Watson, Charles Cloud, Shannon Singers, Very & Ray, Pat and Victoria Garvey and the Revelators.
Filmography.
The actors David, Keith and Robert Carradine all owned and adored Mossman guitars and even found Mossman cameo roles in their films such as Cloud Dancer, The Long Riders and the television movie Murder Ordained.
Keith Carradine's Oscar- and Golden Globe-winning song, "I'm Easy", which appeared in the 1975 Robert Altman film, Nashville was performed on his custom-made S.L. Mossman guitar. The same guitar was featured throughout the film as Carradine's character, who is a renowned folk singer, performs with it.
Stuart Mossman: A Modern Stradivari.
"Stuart Mossman: A Modern Strativari", directed by Barry Brown, premiered at the 25th Santa Barbara International Film Festival, in February 2010 to a sold out audience. In attendance at the screening were Mossman's wife, and his daughters who thanked the director and audience for the interests and support for their father. The film also screened at the Tallgrass Film Festival in Wichita in October 2010.
The documentary chronicles Mossman's life through testimonials from Mossman's employees, fans, and friends who recount his work, influence and their time shared with the luthier. One scene in the film showcases the world's largest collective of Mossman guitar players gathered at the Smithsonian Memorial to Mossman, in Winfield, Kansas which commemorates his contribution to the guitar and music industries.
The film features the Carradine brothers, David, Keith and Bobby performing on their custom-built Mossman guitars, they all divulge stories of how they became supporters of Mossman and his art. "The story is spoken by those who lived it, directly to the audience with unfiltered emotion-told with purposeful simplicity." Mossman had appeared with David Carradine in "Cloud Dancer" (1980), which Brown also directed, and with all three of the Carradine brothers mentioned in "The Long Riders" (1980). The film is also noted as David Carradine's final onscreen performance and the end of the movie attributes to both him and Mossman as Carradine's brother Bobby and his son perform on their Mossman guitars at David Carradine's gravesite.


Human chain (politics)

A human chain is a form of demonstration in which people link arms or hands as a show of political solidarity.
The chains can involve thousands of people, with the world record being claimed in 2020 by Bihar, India, which was estimated to include 51.7 million people across , to support the government's efforts towards environment conservation and eradication of social evils.


H. W. Withers

Henry Wilson Withers (September 10, 1884 – June 15, 1949) was an American gymnast who was the head coach of the William & Mary Tribe men's basketball team in 1906–07. He led the team to a 1–4 record, the exact opposite of their inaugural 4–1 campaign.
Withers was also William & Mary's head football coach in 1906, finishing 2–6.
Withers died of a heart attack in 1949. At the time of his death, he was working as a hardware merchant in Abingdon.


Montpellier station (REM)

Montpellier is a future Réseau express métropolitain station, expected to open in the third quarter of 2023. It is located in Montreal, Quebec, Canada. Until May 2020, the station was a commuter rail station operated by Exo on the Deux-Montagnes line.
Origin of name.
Prior to the modernization of the Deux-Montagnes line, between 1993 and 1995, the station was called Vertu because of its location on Côte-Vertu Boulevard. One of the reasons the name was changed, was to avoid confusion with the metro station which opened in 1986. The current name Montpellier, comes from the name of a nearby street and shopping mall. The name of the street probably refers to Montpellier in France. The station was also supposed to be renamed to Saint-Laurent but ultimately was not, in order to avoid confusion with the Saint-Laurent station.
Location.
The station is located at 465 Côte-Vertu Boulevard in Saint-Laurent between the intersections of Côte-Vertu/Jules-Poitras Boul. and of Côte-Vertu/Muir St.


Railway coupling by country

The railcar couplers or couplings listed, described, and depicted below are used worldwide on legacy and modern railways. Compatible and similar designs are frequently referred to using widely differing make, brand, regional or nick names, which can make describing standard or typical designs confusing. Dimensions and ratings noted in these articles are usually of nominal or typical components and systems, though standards and practices also vary widely with railway, region, and era. Transition between incompatible coupler types may be accomplished using Dual or Compromise couplings or a Barrier wagon.


The Shoemaker and the Doll

The Shoemaker and the Doll is a 1913 American silent short drama film starring William Garwood.


Carl Dolmetsch

Carl Frederick Dolmetsch (1911–1997) was a French instrumentalist who specialised in the recorder.
The son of Arnold Dolmetsch, he was born in Fontenay-sous-Bois on 23 August 1911 but lived in England from 1914. After three years in Hampstead he lived in Haslemere for the rest of his life. Dolmetsch was educated at St George's Wood in Haslemere, before leaving to work alongside his father in the Dolmetsch workshops.
He took part in the first of his father's Haslemere Festival of Early Music, and from then on throughout his life. Dolmetsch developed and improved the production of recorders at Haslemere. workshops. He became an accomplished player and gave his first recital at Wigmore Hall in 1939.
After the death of his father in 1940 he became head of the firm. During the war it produced plastic aircraft parts, and when peace returned Dolmetsch began producing huge numbers of plastic recorders for use in schools. In 1978 the firm split in two after a boardroom dispute but reunited in 1982. Dolmetsch was also pivotal in getting composers to write pieces for the recorder. He was "the first virtuoso recorder player in England in the twentieth century". and toured annually between 1961 and 1981. Dolmetsch died on 11 July 1997
and is buried in Shottermill Cemetery.


Leo Trippe

Leonard Lawton Trippe (November 20, 1891 – 1964) was an American-born Canadian hardware merchant, farm implement dealer and political figure in Saskatchewan. He represented Turtleford from 1948 to 1952 in the Legislative Assembly of Saskatchewan as a Liberal.
He was born in Schuyler, Nebraska, the son of Dr. E.R. Trippe, and was educated in the United States. In 1917, Trippe married Maude Wright. He served in the Canadian Expeditionary Force during World War I. He was defeated by Bob Wooff when he ran for reelection in 1952.


Nasir Mazhar

Nasir Mazhar is a British fashion designer. He is best recognised for his inventive approaches to sports caps and headwear. Lady Gaga has worn a few of Nasir Mazhar's hats.
Biography.
Mazhar was born in East London and brought up in Leytonstone, London, to Turkish Cypriot parents. Once he left school Mazhar began an apprenticeship at Vidal Sassoon. While working in a Brick Lane salon, he started designing headpieces and soon progressed to hats. He recently created the hats for the 2012 Summer Olympics opening ceremony (the clubbing scene), and launched his first full clothing for men and women in his 2013 collection at London Fashion Week.


Starter ring gear

A starter ring gear is a part attached to an internal combustion engine that is part of the assembly which transfers the torque from the starter motor to the engine's crankshaft, in order to start the engine. The starter ring gear is usually made from medium carbon steel.
Starter ring gears are attached to either the flywheel or the flexplate of an engine. The teeth of the ring gear are driven by the smaller gear (known as the pinion) of the starter motor. The pinion engages the starter ring only during starting and once the engine is running the pinion withdraws.
Manufacture.
The starter ring gear is most commonly made by forming a length of square or rectangular steel bar into a circle and welding the ends together. This ring is then machined to create flat surfaces of the required inner and outer diameters. The gear teeth are then created using a hobbing tool, followed by processes to chamfer, deburr and clean the gear teeth. Induction hardening is used to increase the surface hardness of the teeth for abrasion resistance and also increase the core strength of the tooth to resist the bending forces applied to the tooth during starting. This heat-treatment is usually followed by tempering to reduce internal stresses and increase the toughness of the teeth. The hardness at pitch circle diameter is typically in the range 45-55 HRc.
Attachment.
In cars with a manual transmission, the starter ring gear is fitted to the outer diameter of the flywheel. The ring gear is usually fixed to the flywheel through use of an interference fit, which is achieved by heating the ring gear and so that thermal expansion allows it to be placed around the flywheel.
In cars with an automatic transmission, the starter ring gear is usually welded to the outside of the flexplate.


Nanyang Crescent MRT station

Nanyang Crescent MRT station is a proposed Mass Rapid Transit (MRT) station on the Jurong Region Line in Western Water Catchment, Singapore. The station will be located within the Nanyang Technological University (NTU).
History.
On 9 May 2018, the Land Transport Authority (LTA) announced that Jurong Pier station would be part of the proposed JRL. The station will be constructed as part of Phase 3, consisting of 7 stations – a 4 station extension to this station from Boon Lay and a 3 station extension to Peng Kang Hill from Tawas. It was expected to be completed in 2028. However, the restrictions on construction due to the COVID-19 pandemic has led to delays, with the completion date pushed to 2029.
The contract for the design and construction of the Nanyang Gateway and Nanyang Crescent stations and of associated viaducts – Contract J113 – was awarded to Hwa Seng Builder Pte Ltd at S$263 million (US$ million) on 6 April 2021. Construction is scheduled to start in the second quarter of 2021, with expected completion in 2029.
Location.
The station will serve the JRL and will be located between the Nanyang Gateway and Peng Kang Hill stations. The official station code will be JW4. The station complex will be located with the Nanyang Technological University (NTU), along Nanyang Drive near the junction with Nanyang Walk.


8th Engineer Brigade (United Kingdom)

8 Engineer Brigade is a formation of the British Army under 1st (United Kingdom) Division that has control over most Royal Engineers units.
History.
The brigade was formed at Upavon in 2005 and, under the Army 2020 reorganisation, moved to Gibraltar Barracks at Minley in 2014. 25th Close Support Engineer Group subsequently moved from 8th Engineer Brigade to 3rd UK Division. The Brigade has been also regionally aligned with the South Asian region as part of defence engagement.
Structure.
The brigade consists of the following units:


Toh Guan MRT station

Toh Guan MRT station is a proposed Mass Rapid Transit (MRT) station on the Jurong Region Line (JRL) in Jurong East, Singapore. Announced on 9 May 2018, it will be constructed as part of Phase 2 of the JRL.
The station is located in the Jurong East planning area at the junction of Toh Guan Road and Jurong East Avenue 1 to the north.
History.
On 9 May 2018, LTA announced that Toh Guan station would be part of the proposed Jurong Region line (JRL). The station will be constructed as part of Phase 2, JRL (East), consisting of 7 stations between Tengah and Pandan Reservoir, and is expected to be completed in 2028.
Contract J109 for the design and construction of Toh Guan Station and associated viaducts was awarded to Daewoo Engineering & Construction Co. Pte Ltd - Yongnam Engineering and Construction Pte Ltd Joint Venture at a sum of S$320.4 million in July 2020. Construction is expected to start in 2020. Contract J109 also includes the design and construction of the Jurong Town Hall and Pandan Reservoir stations and the associated viaducts.
Initially expected to open in 2027, the restrictions on the construction due to the COVID-19 pandemic has led to delays in the JRL line completion, and the date was pushed to 2028.
Location.
The station complex will be straddled over the existing Jurong East Central, with the junction with Toh Guan Road and Jurong East Avenue 1 to the north, and the junction with Jurong East Street 21 to the south. It is located in the Jurong East planning area between the Yuhua East and Toh Guan Subzones, parallel to the North South line approach tracks to Jurong East station, nested within housing estates.
Access to the station will be via 2 exits on each side of the Jurong East Central.


Dominic Di Mare

Dominic L. Di Mare (born 1932) is an American artist and craftsperson, known for his weaving, abstract mixed-media sculpture, watercolor paintings, cast paper art, and fiber art. His work touches on themes of personal spirituality. He is based in Tiburon, California.
Biography.
Dominic Di Mare was born 1932 in San Francisco, California. He grew up in Monterey, California where his Sicilian-born father owned a fishing boat. He was primarily a self taught artist, however he had taken classes at San Francisco State University (SFSU) and summer classes at California College of the Arts (formally known as California College of Arts and Crafts). He learned about weaving while at SFSU, and he taught himself how to weave by studying photos of Kay Sekimachi woven wall hanging in "Craft Horizons" magazine.
He had his first art exhibition in the early 1960s in San Francisco. In the mid-1960s, he had been a junior high school art teacher while creating his work. He taught in the public school system for 17 years. In the 1970s he began making handmade rag papers, often incorporating things you may find on a beach like feathers. Dominic Di Mare had a few retrospective exhibitions including at Palo Alto Art Center (formally called the Palo Alto Cultural Center) in 1997, "Dominic Di Mare: A Retrospective" at Renwick Gallery of the National Museum of American Art in 1999, and "Anchors in Time: Dominic Di Mare" at the San Francisco Museum of Craft and Design in 2018.
He was awarded the American Craft Council's Gold Medal in 1999.
His work is included in various public museum collections including the Metropolitan Museum of Art, Centraal Museum, Fine Arts Museums of San Francisco (FAMSF), Smithsonian American Art Museum, Oakland Museum of California, Minneapolis Institute of Art, the Museum of Fine Arts, Houston, Memphis Brooks Museum of Art, and others.