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<mask> MBE, FICE, FIEE, FIMechE (7 July 1910 – 13 August 2000) was a British rail engineer. He worked for the British Railways Board and was part of the team which electrified parts of the United Kingdom's mainline railway network in the 1960s. He was responsible for "design and procurement of all the equipment, and for the electrification side of the projects." He was made an MBE in 1969 for his work. Background and private life
<mask>'s parents were <mask> "Ted" <mask> (Marylebone 10 June 1883 – Hillingdon 5 February 1971), and Nellie Mildred "Helen" Petty (Hackney 20 August 1883 – Uxbridge 21 February 1945). They married on 1 August 1908, in Hammersmith. Ted was a poor law settlement officer, working around the country from the offices of St Marylebone Workhouse.At the same time he was registrar for births and deaths for Marylebone parish, working from an office in his home, as did his father Jesse. Helen was a music teacher, and the honorary piano accompanist for the Northwood Choral Society. A year after Helen's death, <mask> married Mary Browning Eustance (1887–1966) in Edmonton on 24 April 1946. <mask> was born in Marylebone  on 7 July 1910, and died in Oxford on 13 August 2000. He first appeared in the newspapers at the age of two years, having attended a family wedding. He attended Merchant Taylors' School, Northwood, and in 1939 he gained First Class Honours in engineering at University College London. On 11 July 1928, soon after <mask>'s 18th birthday, a motor car driven by <mask> of Roy Road, Northwood, who had "driven for a year, and previously driven a motor cycle", was involved in a collision with a motor cycle in Northwood.The pillion rider of the motorcycle, 19-year-old Beatrice Davis, died. At the inquest of 20 July 1928 it was found that the car had stopped before the impact, the motor cyclist had been driving too fast, and that <mask> was "exonerated from all blame." The verdict was "accidental death." Between 1952 and 1975 <mask> was living at 47 Grange Gardens, Pinner. He married Elizabeth "Betty" Welsh (1910–1986). They had several children. In 1996 he was the sponsor and main benefactor to St Laurence Church, Shotteswell, Warwickshire, when the six bells of the church were matched, re-tuned and re-hung, following long disuse.He is buried in Shotteswell churchyard. Career

Early career
<mask>'s first employment was with the engineering firm Kennedy & Donkin. This involved him with projects "mostly for generating and sub-stations, overhead lines and cables," including work in Northern Ireland and "construction of the National Grid in Scotland." In 1937 <mask> became a technical assistant, appointed by Sir Nigel Gresley to the London North Eastern Railway (LNER). This appointment involved "dealing with power supply and 33kV distribution systems and associated equipment for the impending Manchester–Sheffield and Liverpool Street–Sheffield electrical systems, and other works." In 1939 he was living in lodgings with other LNER staff at 11 North Road, Glossop, describing himself as a civil and electrical engineer, LNER traction staff. World War II
As an essential railway worker he did not do military service in World War II.Instead, he worked for the Admiralty Dockyard Department. Here, he "looked after planning, specifications and contracts for electrical distribution systems for dock works both at home and abroad." Later career
After the war, <mask> was again employed by LNER as senior technical assistant in the Electric Traction Section, "handling contracts for electric locomotives and rolling stock," developing diesel and electric shunting locomotives. He was involved in running trials in Zeist, Utrecht, for some years, with respect to Gresley's prototype electrical locomotive Tommy, LNER no.6701. By the end of 1951, <mask> was the assistant electrification engineer for the MSW electrification scheme, based at Dukinfield, "supervising all branches of the MSW electrification project from end to end," including Scotland. He was working with Metropolitan Vickers & Co., "installing electrical equipment into the newly formed fleet of locomotives for the re-started 1936 programme," i.e. the project plans in which he had been involved before the war.From 1952, <mask> was the assistant electrical engineer (development), for the chief electrical engineer's department, British Railways central staff, British Transport Commission (BTC). Following pioneer electrification of the Aix-les-Bains to La Roche-sur-Foron line, and the Valenciennes to Thionville line in 1954, the BTC asked <mask> to chair a "committee to review electrification strategy for main lines." He read a paper at the British Railways Electrification Conference in 1960. He "was part of the team setting up the first overhead wires for electrification of the mainline railway and was involved in the project commemorated" in the British Railways booklet, Change at Crewe (1960). This brochure details "the completion of Stage One, Manchester-Crewe of the Manchester-Liverpool-Euston Electrification Scheme." By 1969, <mask> was the fixed equipment projects engineer for the British Railways Board. He was "involved in all British Railway electrification projects throughout the country, and [was] responsible for the design and procurement of all the equipment, and for the electrification side of the projects."E.M. Johnson (2018) says: By the time of his retirement in 1975, <mask> had attained a post with the British Railways Board of Mechanical and Electrical Engineering (Electrification). Working with BR(LMR) he was therefore at the forefront of the biggest electrification schemes, both main line and suburban, of the 1950s and 1960s – notably the Manchester–Crewe and West Coast–Crewe to Euston and Crewe to Glasgow projects as well as such precursors as the Lancaster–Morecambe–Heysham ac experiments and those on the Colchester–Clacton–Walton and the Styal lines. Retirement work
Following his 1975 retirement, <mask> became a Transmark consultant. He was "heavily involved" in the electrification aspect of the design of the Channel Tunnel (with which he had had links since the 1950s) and in the railway electrification systems of Brazil, Romania and Finland. Awards and institutions
In 1946 when <mask> was living in Bath, he was elected an Associate of the Institution of Mechanical Engineers, and later became a FIMechE. He was a Fellow of the Institution of Civil Engineers (FICE), and a Fellow of the Institution of Electrical Engineers (FIEE). For his work he was made MBE in the 1969 Birthday Honours of Elizabeth II.<mask>'s team's overhead lines in 1960

According to <mask>'s Overhead Line Equipment paper of 1960, the lines included in the electrification plan were: Manchester–Crewe; Liverpool–Crewe; Crewe-Euston; Colchester–Clacton–Walton; Liverpool Street–Chelmsford–Southend; Liverpool Street–Enfield–Chingford–Hertford–Bishop's Stortford; London–Tilbury–Southend; Glasgow Suburban Stage I; Chelmsford–Colchester. <mask> and his team faced and resolved a number of challenges to the installation of the overhead electrification system. Overhead lines were considered less dangerous and more convenient than an electrified third rail which could not be used on level crossings and in the rail yards. However, there was dense traffic at speeds of up to  on the above routes and the trains would have to leave the main tracks when not in use. There was often little room between the train roofs and the bridges, bridges could not always be raised, and lowering the track level below bridges was not always feasible. The damp British atmosphere threatened to facilitate corrosion in electrical installations, while maintenance costs had to be limited. Where tunnels could not be adapted for space, lower-voltage equipment was fitted in."Welded-and-braced portal structures and extensive trials with tubular structures" formed part of the solution for carrying the equipment. They spent a lot on compound structures, non-ferrous fittings and special insulators to protect equipment from weathering and air pollution, making it safe for fast trains. Where there had to be neutral sections and gaps in electrification, special equipment was designed for the transition between differing power supplies. Regarding this challenge, Claxton said in 1960, "Section insulators of high performance have been provided and advanced high-speed bi-directional designs have now been developed." At that stage in 1960, the team was investigating "less expensive galvanised live-side fittings, simple high-speed sectioning devices and the use of glass-fibre and toughened glass." They were aiming to save construction and maintenance costs, and simplify the design, while making sure that the equipment would work properly and last well. In October 1960, Ernest Marples said, "It will be the technical advances that will decide the attraction of rail travel in the future.There is the news of the Manchester-Crewe electrification. There is the news of the Kent electrification, which has brought about a 36 per cent. increase in passengers over the previous steam traction." See also
 Railway electrification in Great Britain

Notes

References

External links

British Rail people
1910 births
2000 deaths
20th-century British engineers
British railway civil engineers
English civil engineers
English electrical engineers
English railway mechanical engineers
Members of the Order of the British Empire
People from Marylebone
Fellows of the Institution of Mechanical Engineers
Alumni of University College London
People educated at Merchant Taylors' School, Northwood

masks:
Edgar Claxton
Edgar Claxton
Edgar
Claxton
Ted Claxton
Edgar Claxton
Claxton
Edgar Claxton
Edgar Claxton
Claxton
Claxton
Claxton
Claxton
Claxton
Claxton
Edgar Claxton
Claxton
Claxton
Claxton
Claxton
Claxton
Claxton
Claxton


type: original

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<mask> (born 22 July 1949 in Plymouth, England), is a British writer. He is known for his Dream Lords trilogy, the Omaran Saga and Star Requiem series, and his young adult novels, Moorstones and The Sleep of Giants. Biography
<mask> was born in Plymouth, Devonshire in 1949. <mask>'s father was in the Army, and <mask> spent three years with his family in Malaya when he was a young child, before settling back in Devon. He became interested in fantasy and science fiction at an early age, through Tarzan of the Apes, King Solomon's Mines, movies such as Earth versus the Flying Saucers and comics such as the original Classics Illustrated War of the Worlds, as well as the works of Algernon Blackwood, Lovecraft, and Dennis Wheatley. He first read Lord of the Rings in the late 1960s while working in a public library in Birmingham, and was inspired by the book to write an epic entitled "The Barbarians," which was eventually revised into The Dream Lords trilogy, published by Zebra Books in the early 1970s. He began writing various ghost, horror, and fantasy tales, which he sold to various anthologies and magazines, and he had 4 novels published in England by Robert Hale.The novel Madness Emerging had a distinctly Lovecraftian flavour, set in a small Cornish village (based on one in which he had lived for 5 years) overrun by an alien force. He then had two "young adults" fantasy novels published in England, Moorstones and The Sleep of Giants, the first one set on Dartmoor, the second in the South West. A number of fantasy series followed, including The Omaran Saga and Star Requiem, as well as the novelizations of his stories about the Voidal, a S&S character and his elemental sidekick, Elfloq the Familiar. He edited a collection of Lin Carter's short stories about Thongor of Lemuria and the book, Young Thongor. His novel Night of the Heroes envisions various superheroes forming an unlikely union to battle an evil genius. He has had short stories published in The Year's Best Fantasy Stories (DAW Books) and Year's Best Fantasy and Horror, and he was once nominated for the former Balrog Award. His story "Dark Destroyer" was included in the anthology Swords Against the Millennium.His first shared-world novel was The Crimson Talisman, which is set in the realm of Eberron. <mask> has worked as a librarian, an administrator in education, and Director of Resources in a large secondary college in the town of Bideford, North Devon, where he lives with his wife Judy, son Sam, and daughter Katia in an old blacksmith's forge.

masks:
Adrian Christopher Synnot Cole
Adrian Cole
Cole
Adrian
Cole


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<mask> (September 21, 1903 – December 26, 1956) was an American automobile  entrepreneur. He is most remembered for his Tucker 48 sedan, initially nicknamed the "Tucker Torpedo", an automobile which introduced many features that have since become widely used in modern cars. Production of the Tucker '48 was shut down amidst scandal and controversial accusations of stock fraud on March 3, 1949. The 1988 movie Tucker: The Man and His Dream is based on <mask>'s spirit and the saga surrounding the car's production. Early life (1903–1933)

<mask> was born on September 21, 1903, on a peppermint farm near Capac, Michigan. His father was a railroad engineer named <mask> (1880-1907). His mother was Lucille Caroline (née <mask>) <mask> (1881-1960).He grew up outside Detroit in the suburb of Lincoln Park, Michigan. <mask> was raised by his mother, a teacher, after his father died of appendicitis when <mask> was two years old. First learning to drive at age 11, <mask> was obsessed with automobiles from an early age. At age 16, <mask> began purchasing late model automobiles, repairing/refurbishing them and selling the cars for a profit. He attended the Cass Technical High School in Detroit, but he quit school and landed a job as an office boy for the Cadillac Motor Company, where he used roller skates to make his rounds more efficiently. In 1922, young <mask> joined the Lincoln Park, Michigan, police department (against the pleas of his mother), his interest stirred by his desire to drive and ride the fast, high-performance police cars and motorcycles. His mother had him removed from the force, pointing out to department officials that at 19, he was below the department's minimum required age.<mask> and his new wife, Vera (married in 1923 at 20), then took over a six-month lease on a gas station near Lincoln Park, running the station together. Vera would run the station during the day while <mask> worked on the Ford Motor Company assembly line. After the lease ran out, <mask> quit Ford and returned to the police force again, but in his first winter back he was banned from driving police vehicles by the force after using a blowtorch to cut a hole in the dashboard of a cruiser to allow engine heat to warm the cabin. During the last couple of months at the gas station, <mask> began selling Studebaker cars on the side. He met an automobile salesman, Michael Dulian, who later became sales manager for the Tucker Car Corporation. Dulian hired <mask> as a car salesman at his Detroit dealership. <mask> did very well, but the dealership was a long drive from his Lincoln Park home and so <mask> quit and returned to the police force for the last time.A few months later, Dulian, still impressed with <mask>'s immediate success as a salesman, invited <mask> to move south with him to Memphis, Tennessee, to work as a sales manager. Dulian was transferred a couple of years later, but <mask> stayed in Memphis and was a salesman for Ivor Schmidt (Stutz) and John T. Fisher Motor Company (Chrysler), where he became general sales manager. While managing Chrysler sales in Memphis, <mask> made a connection with Pierce-Arrow. In 1933, <mask> moved to Buffalo, New York, and became regional sales manager for Pierce-Arrow automobiles, but after only two years, he moved back to Detroit and worked as a Dodge salesman for Cass Motors. Auto racing and the Indianapolis 500 (1932–1939)

During the early 1930s, <mask> began an annual one-month trek to the Indianapolis Motor Speedway. Having a heavy interest in the race cars and their designers, <mask> met Harry Miller, maker of more Indianapolis 500-winning engines than any other during this period. <mask> moved to Indianapolis to be closer to the racing car development scene and worked as the transportation manager for a beer distributor, overseeing the fleet of delivery trucks for the company.A better engineer than businessman, Miller declared bankruptcy in 1933 and was looking for new opportunities. <mask> persuaded Miller to join him in building race cars, and they formed "Miller and Tucker, Inc." in 1935. The company's first job was building 10 souped-up Ford V-8 racers for Henry Ford. The time to develop and test the cars was insufficient, however, and the steering boxes on all entrants overheated and locked up, causing them to drop out of the race. The design was later perfected by privateers, with examples running at Indy through 1948. Miller and Tucker, Inc. continued race car development and various other ventures until Miller's death in 1943. <mask> was close friends with Miller and even helped Miller's widow pay for her husband's funeral costs.While working with Miller, <mask> met the Chevrolet brothers and chief mechanic/engineer John Eddie Offutt, who would later help <mask> develop and build the first prototype of the Tucker '48. <mask>'s outgoing personality and his involvement at Indianapolis made him well known in the automotive industry by 1939. Tucker Combat Car and the Tucker Gun Turret (1939–1941)

In late 1937, while recovering in an Indianapolis hospital from an appendectomy, <mask> was reading the news about war looming on the horizon in Europe. He got the idea of developing a high-speed armored combat vehicle. In 1939, <mask> moved his family back to Michigan and bought a house and property in Ypsilanti. He remodeled an old barn on his property and began and operated a machine shop called the Ypsilanti Machine and Tool Company, planning to use the facility to develop various automotive products. Opportunity arose for <mask> from the Dutch government, who wanted a combat vehicle suited to the muddy Dutch terrain.Continuing his working relationship with Harry Miller, <mask> began designing a narrow-wheelbase armored combat car powered by a Miller-modified Packard V-12 engine. The car was nicknamed the "Tucker Tiger". At least one prototype of the combat car was built. Production of the car was to be done at the Rahway, New Jersey, factory owned by the American Armament Corporation. The Germans invaded the Netherlands in the spring of 1940 before <mask> could complete the deal, and the Dutch government lost interest, so he completed the prototypes and opted to try to sell the vehicle to the U.S. government. The car is said to have reached 100 mph (161 km/h), far in excess of the design specifications. The U.S. military felt the vehicle was too fast and had already committed to other combat vehicles.The highly mobile, power-operated gun turret featured on the Tucker combat car, which became known as the "Tucker Turret", earned the interest of the U.S. Navy. Harry Miller would later take some of the designs from the Tucker Combat Car to American Bantam, where he was involved in the development of the first Jeep. The Tucker Turret was soon in production (initially at Tucker's Ypsilanti machine shop). While the turret is often reported to have been used widely on bombers, like the B-17 and B-29, it was actually developed for a different bomber, the Douglas B-18 Bolo. In the end no Tucker turrets equipped any bombers. <mask>'s patent and royalty rights were confiscated by the US and <mask> was embroiled in lawsuits for years trying to recoup royalties for use of his patents on the turret. Tucker Aviation Corporation and Higgins-Tucker Aviation (1941–1943)

In 1940, Tucker formed the Tucker Aviation Corporation, with the goal of manufacturing aircraft and marine engines.The corporation (<mask>'s first) was initially based at his shop behind his Michigan home. A public corporation with stock certificates issued, <mask> raised enough to develop the design for a fighter aircraft, the Tucker XP-57, which earned the interest of the United States Army Air Corps (USAAC). Development of a single prototype of the airplane was started, powered by a straight 8-cylinder engine developed/influenced by Harry Miller, called the Miller L-510. Nicknamed the "Peashooter", this fighter competed for WWII government war contracts. However, financial problems within the company slowed the development of the prototype and the USAAC allowed the contract to lapse. During World War II, <mask> became associated with Andrew Jackson Higgins, builder of Liberty ships, PT boats and landing craft. Higgins acquired Tucker Aviation Corporation in March 1942, and <mask> moved to New Orleans, Louisiana, to serve as a vice-president of Higgins Industries, specifically in charge of the Higgins-Tucker Aviation division.This entity was to produce gun turrets, armament, and engines for Higgins' torpedo boats. This relationship did not work out and <mask> severed his association with Higgins in 1943. Higgins referred to <mask> as "The world's greatest salesman. When he turns those big brown eyes on you, you'd better watch out!" After 1943, <mask> moved back to Michigan, intending to start his own auto company, the Tucker Corporation. Tucker Corporation and the 1948 Tucker Sedan (1944–1947)

After the war, the public was ready for totally new car designs, but the Big Three Detroit automakers had not developed any new models since 1941, and were in no hurry to introduce them. That provided great opportunities for new small, independent automakers who could develop new cars more rapidly than the huge legacy automakers.<mask> saw his opportunity to develop and bring his "car of tomorrow" to market. Another small automaker, Studebaker, was first with an all-new postwar model, but <mask> took a different tack, designing a safety car with innovative features and modern styling. <mask>'s first design appeared in Science Illustrated magazine in December 1946, showing a futuristic version of the car with a hydraulic drive system designed by George Lawson, along with a photo of a 1/8 scale model blown up to appear full sized, titled the "Torpedo on Wheels". That was only an early rendering of the proposal, with its design features yet to meet reality, but the motoring public was now excited about the Tucker. To finish the prototype design and get construction under way, <mask> hired famed stylist Alex Tremulis, previously of Auburn/Cord/Duesenberg, on December 24, 1946, and gave him just six days to finalize the design. On December 31, 1946, <mask> approved Tremulis's preliminary design. <mask>'s future-car became known as the "Tucker Torpedo" from the first Lawson sketch; however, not desiring to bring to mind the horrors of WWII, <mask> quickly changed the name to the "Tucker '48".With Tremulis's design sketch, a full-page advertisement was run in March 1947 in many national newspapers claiming "How 15 years of testing produced the car of the year". <mask> said he had been thinking about the car for 15 years. The second advertisement described specifically many of the innovative features <mask> proposed for his car, many of which would not make it to the final car. This advertisement had the public very excited about this car, but <mask> had much work to do before a prototype was ready to be shown. To finalize the design, <mask> hired the New York design firm J. Gordon Lippincott to create an alternate body. Only the front end and horizontal taillight bar designs were retained for the final car. Another car, a sportier version of the Tucker '48 called the Tucker Talisman, was sketched as well but never left the drawing board.To diversify his corporation, <mask> imported Italian engineer Secondo Campini, who was well known and respected in the aviation industry. He was put in charge of pursuing a US Air Force development contract, hoping to use Tucker's huge Chicago factory to someday build more than just cars. Campini and Tucker also began developing plans for a gas turbine-powered car to be produced by Tucker. The Tucker Export Corporation was also formed, based in New York, which was established as an entity to manage worldwide sales of Tucker's cars. Headed by <mask>'s long-time friend, Colombian Max Garavito, distributorships were set up internationally, including South America and South Africa. <mask> assembled a group of leaders for his corporation that read like a "who's who" of the automotive industry:
Fred Rockelman; Tucker VP and Sales Director (Formerly president of Plymouth)
Hanson Brown; Executive VP (Formerly VP for General Motors)
KE Lyman; Development engineer (Formerly of Bendix Corporation and Borg-Warner)
Ben Parsons; Tucker engineering VP and chief engineer (International fuel injection expert)
Lee S. Treese; VP of manufacturing (Formerly a Ford executive)
Herbert Morley; (Borg-Warner plant manager)
Robert Pierce; VP and Treasurer (Formerly secretary of Briggs Manufacturing Company)
Tucker and his colleagues were able to obtain the largest factory building in the world, the  Dodge Chicago Aircraft Engine Plant, which was later known as the Chicago Dodge Plant, from the War Assets Administration. The facility had previously been used to build the massive Wright R-3350 Cyclone engines for B-29 Superfortress aircraft during WWII.<mask>, thinking long-term, believed this large facility would fit his long-term goal of producing an entire line of Tucker automobiles under one roof. <mask> signed the lease in July 1946, contingent on him raising $15 million in capital by March 1947. <mask> needed this money to get going, so he began raising money by selling dealership rights and floating a $20 million stock issue through the Chicago brokerage firm Floyd D. Cerf. With over $17 million in the bank by 1947, the Tucker Corporation was up and running. While <mask> ultimately got the plant, he was not able to move in until September 1947 because of delays caused by counter-claims and disputes over the plant between <mask> and the Lustron Corporation. That delayed <mask> by almost a year, during which time development of the car continued at his Michigan machine shop. <mask> planned for 60,000 cars a year, with 140 per day produced for the first 4 months and 300 per day produced afterward.<mask> suffered another setback when his bids to obtain two steel mills to provide raw materials for his cars were rejected by the WAA under a shroud of questionable

masks:
Preston Thomas Tucker
Tucker
Preston Tucker
Shirley Harvey Tucker
Preston
Tucker
Tucker
Preston
Tucker
Preston Tucker
Tucker
Tucker
Preston
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
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Tucker
Tucker
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Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Preston Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
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Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
Tucker
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Tucker
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Tucker


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 politics. <mask>'s specifications for his revolutionary car called for a rear engine, a low-RPM 589 cubic inch engine with hydraulic valves instead of a camshaft, fuel injection, direct-drive torque converters on each rear wheel (instead of a transmission), disc brakes, the location of all instruments within the diameter and reach of the steering wheel, a padded dashboard, self-sealing tubeless tires, independent springless suspension, a chassis that protected occupants in a side impact, a roll bar within the roof, a laminated windshield designed to pop out during an accident, and a center "cyclops" headlight which would turn when steering at angles greater than 10 degrees in order to improve visibility around corners during night driving. While most of those innovations made it to the final 51 prototypes, several were dropped for their cost and the lack of time to develop such mechanically-complicated designs. The low-RPM 589-cubic-inch engine, individual torque converters, mechanical fuel injection, and the disc brakes were all dropped during the design and testing phase. Having run out of time to develop the 589-cubic-inch engine for the car, <mask> ultimately settled on a modified 334 in3 (5.47 L) Franklin O-335 aircraft engine. He liked the engine so much he purchased its manufacturer, Aircooled Motors in New York for $1.8 million in 1947. That secured a guaranteed engine supply for his car.Turmoil surrounding Tucker Corporation (1946–1948)

The Securities and Exchange commission bothered the Tucker Corporation from its earliest days. The SEC was embittered after small automaker Kaiser-Frazer was given millions of dollars in grants towards development of a new car, and subsequently squandered the money. While <mask> took no money from the federal government, small upstart automakers were under intense SEC scrutiny, and <mask> was no exception. One of <mask>'s most innovative business ideas caused the most trouble for the company and was used by the SEC to spark its formal investigation. His Accessories Program raised funds by selling accessories before the car was even in production. Potential buyers who purchased Tucker accessories were guaranteed a spot on the dealer waiting list for a Tucker '48 car. <mask> also began selling dealerships before the car was ready for production, and at the time of the trial had sold over 2000 dealerships nationwide at a price of $7500 to nearly $30,000 each.Feeling pressure from the SEC, Harry Aubrey Toulmin, Jr., the chairman of the Tucker board of directors, resigned and wrote a letter to the SEC on September 26, 1947, in an attempt to distance himself from the company. In the letter, Toulmin indicated that he quit "because of the manner in which <mask> is using the funds obtained from the public through sale of stock." Describing <mask> as "a tall, dark, delightful, but inexperienced boy",  Toulmin added that the Tucker '48 machine "does not actually run, it just goes 'goose-geese'" and "I don't know if it can back up." In reply, <mask> stated that he had asked Toulmin to resign "to make way for a prominent man now active in the automobile industry." The "prominent man" turned out to be <mask> himself. In late 1947, a radio segment on <mask> by popular journalist Drew Pearson criticized the Tucker '48, calling it the "tin goose" (referring to Howard Hughes' "Spruce Goose") and noting that the first prototype "could not even back up". The first prototype lacked a reverse gear because <mask> had not had time to finish the direct torque drive by the time of the car's unveiling.This was corrected in the final driveline, but the public damage was done and a negative media feeding frenzy resulted. <mask> responded by publishing a full-page advertisement in many national newspapers with "an open letter to the automobile industry" wherein he subtly hinted that his efforts to build the cars were being stymied by politics and an SEC conspiracy. Nonetheless, dealership owners began filing lawsuits to recover their money, and Tucker's stock value plummeted. SEC trial and demise of the Tucker Corporation (1949–1950)
In 1949, <mask> surrendered his corporate records to the U.S. Securities and Exchange Commission. United States Attorney Otto Kerner, Jr. began a grand jury investigation in February 1949. On March 3, 1949, a federal judge handed control of the Tucker Corporation over to Aaron J. Colnon and John H. Schatz. Soon thereafter on June 10, 1949, Tucker and six other Tucker Corporation executives were indicted on 25 counts of mail fraud, 5 counts of violations of SEC regulations and one count of conspiracy to defraud.The indictment included 46-year-old <mask>, Harold A. Karsten, 58, "alias Abe Karatz"; Floyd D. Cerf, 61 (whose firm had handled the stock offering); Robert Pierce, 63; Fred Rockelman, 64; Mitchell W. Dulian, 50, Tucker sales manager; Otis Radford, 42, Tucker Corporation comptroller; and Cliff Knoble, 42, Tucker advertising manager. <mask> publicly called the charges "silly and ridiculous" and hailed the indictment as "an opportunity to explain our side of the story". <mask> and his colleagues' defense was handled by a team of attorneys led by William T. Kirby. Another publication, Collier's magazine, ran an article critical of <mask> on June 25, 1949, which included leaked details of the SEC report (which was never released publicly). This article was reprinted in Readers Digest as well, expanding the scope of the negative press concerning <mask>. The trial began on October 4, 1949, presided over by Judge Walter J. LaBuy. Tucker Corporation's factory was closed on the very same day.At that point, only 37 Tucker '48s had been built. A corps of 300 loyal employees returned to the factory (some without pay) and finished assembly of another 13 cars for a total production of 50 cars (not including the prototype). At trial, the government contended that <mask> never intended to produce a car. Throughout the trial, the SEC report on <mask> was classified as "secret" and <mask>'s attorneys were never allowed to view or read it, but it was leaked to the press nevertheless. As the trial proceeded, the government and SEC brought several witnesses (mostly former Tucker employees) to highlight the rudimentary methods used by <mask> to develop the car; the early suspensions were installed three times before they worked, and early parts were taken from junkyards to build the prototype. Answering back in <mask>'s defense, designer Alex Tremulis testified that it was common industry practice to use old car parts for prototype builds, and pointed out this had been done when he was involved with developing the 1942 Oldsmobile under General Motors. Tucker Vice President Lee Treese testified that Tucker's metal stamping and parts fabrication operations were 90% ready to mass-produce the car by June 1948 and that outside interference had slowed the final preparations for production.This back and forth between the prosecution and the defense continued until November 8, 1949, when the judge demanded the SEC prosecutors "get down to the meat of the case and start proving the conspiracy charge." Defense attorney Kirby directed attention to automaker Kaiser-Frazer, pointing out that early models of their government-funded new car model had been made of wood and that when this project failed, Kirby stated in court documents that "Kaiser-Frazer didn't get indicted, and they got 44 million dollars in loans from the government, didn't they?" All told Kaiser-Frazer had received nearly $200 million in government grants, but did not produce the car they promised. After a break for Christmas, the trial resumed in January 1950. The government's star witness, Daniel J. Ehlenz, a former Tucker dealership owner and distributor from St. Paul, Minnesota, testified that he had lost $28,000 in his investment in the Tucker Corporation. However, on cross-examination, the defense used this witness to their advantage when Ehlenz testified that he still drove his Tucker '48 given to him by <mask> and that the car had  on it and still cruised smoothly at . The tide turned in <mask>'s favor when the government called its final witness, SEC accountant Joseph Turnbull, who testified that <mask> had taken in over $28 million and spent less than one-seventh of it on research and development of the car.He stated that <mask> had taken over $500,000 of the investors' money for himself, but never delivered a production car. Kirby rebutted Turnbull's claims on cross-examination, asking for proof of the allegations of financial mismanagement from <mask>'s seized financial records. Turnbull was unable to offer such evidence. In closing his witness testimony, Kirby asked Turnbull, "You are not here suggesting these figures are figures of monies taken fraudulently, are you?" Turnbull's answer was, "Not exactly, no." After this final SEC witness, <mask>'s defense attorneys surprised everyone by refusing to call any witnesses to the stand. Defense attorney Daniel Glasser told the court, "It is impossible to present a defense when there has been no offense".In his closing arguments, Kirby became tearful and emotionally told the jury to "stop picking at the turkey," and stated that <mask> "either intended to cheat and that's all they intended to do or they tried in good faith to produce a car. The two are irreconcilable." He then invited the members of the jury to take a ride in one of the eight Tucker '48s parked in front of the courthouse before they made their decision. On January 22, 1950, after 28 hours of deliberations, the jury returned a verdict of "not guilty" on all counts for all accused. <mask> had prevailed at the trial, but the Tucker Corporation, now without a factory, buried in debt, and faced with numerous lawsuits from Tucker dealers that were angry about the production delays, thus, was no more. Speculation and controversy surrounding the Tucker Corporation
Despite the outcome of the trial, speculation has continued with regard to the question of whether Tucker genuinely intended to produce a new car and bring it to market, or whether the entire enterprise was a sham, designed for the sole purpose of collecting funds from gullible investors. Tucker collectors of the Tucker Automobile Club of America have amassed over 400,000 drawings/blueprints, corporate documents, and letters which they believe suggest that Tucker was, in fact, developing the manufacturing process necessary to mass-produce the Tucker '48.They also point to the fact that by the time of the investigation, <mask> had hired over 1900 employees, including teams of engineers and machinists. At the trial, the Tucker VP Lee Treese testified that they were 90% ready with industrial machinery at the Chicago plant to mass-produce the vehicle. Later life and death (1950–1956)

<mask>'s reputation rebounded after the acquittal. His optimism was remarkable; after the trial was over, he was quoted as saying, "Even Henry Ford failed the first time out". Tucker Corporation assets were auctioned off publicly in Chicago. One remaining Tucker '48 car was given to <mask>, and another to his mother. In the early 1950s, <mask> teamed up with investors from Brazil and auto designer Alexis de Sakhnoffsky to build a sports car called the Carioca.<mask> could not use the <mask> name for the car, as Peter Dun, of Dun and Bradstreet, had purchased the rights to the name. The Tucker Carioca was never developed. <mask>'s travels to Brazil were plagued by fatigue, and upon his return to the United States, he was diagnosed with lung cancer. <mask> died from pneumonia as a complication of lung cancer on December 26, 1956, at the age of 53. <mask> is buried at Michigan Memorial Park in Flat Rock, Michigan. Legacy

In 1954, a group of investors tried to revive the Tucker Corporation by soliciting investors (mostly former Tucker distributors and dealer owners) for a new car. This effort was led by George A. Schmidt, former president of the Tucker Dealers Association.They developed sketches for a sleek 2-door convertible, but were unable to generate enough support to get it off the drawing board. Tucker's defense attorney, William T. Kirby , later became Chairman of the Board of the John D. and Catherine T. MacArthur Foundation. Otto Kerner, Jr., the US attorney who had aggressively pursued the Tucker Corporation, was later convicted on 17 counts of bribery, conspiracy, perjury, and related charges for stock fraud in 1974. He was the first federal appellate judge in history to be jailed. He was sentenced to three years in prison and fined $50,000. The location of the former Tucker Corporation at 7401 S Cicero Ave, Chicago, IL 60629–5818, is now the corporate headquarters of Tootsie Roll Industries and the Ford City Mall (the building was owned for a time by Ford Motor Company). The building is so large that it was split in two, and even with a large open area between the two resulting buildings, each structure is still substantial.Tucker's 1948 Sedan's revolutionary ideas in car safety helped formulate car safety standards. The <mask> family held on to Aircooled Motors until 1961, when it was sold to Aero Industries. Today the remaining 47 Tucker cars are highly collectible. Some examples in very good condition can command prices of up to $3 million each. Today, remaining original stock certificates for Tucker Corporation common stock, circa 1947, are valuable to collectors, and are worth more than when originally issued. Over 10,000 stock certificates were personally signed by <mask>, making these the most desirable. External links

  – <mask> Documentary 45 minutes video

References

1903 births
1948 establishments in the United States
1956 deaths
People from St. Clair County, Michigan
American automobile designers
American automotive pioneers
Cass Technical High School alumni
Deaths from cancer in Michigan
Deaths from lung cancer
American founders of automobile manufacturers
20th-century American businesspeople
American automotive engineers
Automotive businesspeople
American military

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<mask> (born 7 June 1974), is an award winning Canadian Indian classical musician known for playing the Tabla while singing. Early years
<mask> was born in Lautoka, Fiji in 1974. As a young teenager in Vancouver, Canada, <mask> met Mushtari Begum, a Ghazal singer, Sheikh Mohyudean, a harmonium and Qawaali singer, and Ustad Rukhsar Ali, a Tabla player. He learned to sing Ghazal and play the Tabla simultaneously. <mask>'s repertoire also includes the Tarannum Ang Gayaki while playing the Tabla, and this became his trademark style. As a key figure in this rare style of performance, he was named "Ustad" or Maestro in 2016 by Pt Salil Bhatt during the 5th Annual Mushtari Begum Festival of Indian Classical Music and Dance in New Westminster, British Columbia. <mask>'s early career met with limited success after the recording and international tour of his first album, Cassius <mask>-The Young Tabla/Ghazal Wizard.After completing his education at college and university, he embarked on his music career, starting by touring the folk festival scene in North America, South Pacific, Europe and South America, performing solo and in collaboration with other artists as both a Tabla player and vocalist. Career
After performing as a sideman in various bands, in 2001, <mask> composed the "Asia Music" for the IAAF World Championships in Athletics under the guidance of composer Jan Randall. The same year, he was included in BBC Radio 2's list of the "Top 25 World Artists to look out for". In 2005, <mask> performed Ghazal and a Tabla solo recital at the National Arts Centre in Ottawa as part of Alberta Scene Festival, and presented his first classical Ghazal and Tabla recital at a Canadian folk festival at the Salmon Arm Roots and Blues Festival in 2006. He was selected out of 8,000 applicants to showcase Ghazal/Tabla at South by Southwest in Austin, Texas in 2008. That same year Ellen McIlwaine and <mask> were invited to perform for Juno Fest, as they were shortlisted for the 2008 Juno Awards for Roots & Traditional Album of the Year, and subsequently performed together at the Juno Awards in Calgary. The following year <mask> was a featured artist for the Canadian Music Week.<mask>'s recordings were also selected for the Japan Trade Mission in 2009. <mask> was also the first Canadian to perform at the Sa Ma Pa Music Festival in New Delhi, on 23 November 2013. <mask> was signed by the Yarlowe Artist Group in 2008. He fired his management in 2009 and hired Reboot Management in 2016, before terminating their service four months later. <mask>'s Ghazal album Mushtari, a live concert, released in 2011, was nominated for "World Album of the Year" by the Western Canadian Music Awards (WCMA) and was a tribute to <mask>'s guru and teacher, Mushtari Begum, with a selection of classical Ghazals and a tabla solo recital. This was the first album ever recorded with Ghazal and tabla simultaneously by one artist. He also released a tabla solo single, "Sparks of Energy", in 2011.Both of these albums feature <mask>'s wife Amika Kushwaha as the Harmonium soloist. <mask>'s other collaborations include: Dark Clouds (2006) with Jazz pianist Stu Goldberg of Mahavishnu Orchestra; a collaboration with slide guitarist Ellen McIlwaine entitled Mystic Bridge, a Blues/Indian music album which was shortlisted for the Juno Award for Roots & Traditional Album of the Year in 2008; I Feel Love Again (2002) with Mediterranean guitarist Pavlo; Mani Licks (2002) with Heavy Metal/shred guitarist Dan Mani; A Demon's Dream (2002) and The Alchemists (2002) with acoustic/electric guitarist Dave Martone; and Angel of Sevilla (1990) with the Spanish guitarist D'Arcy Greaves. <mask> has also collaborated with the inventor of the Mohan Veena, artist Pandit Vishwa Mohan Bhatt, Satvik Veena performer Pandit Salil Bhatt, Kathak artist/Harmonium soloist and many other figures of Indian classical music and Ghazal singers. <mask> has also worked in television and is featured in a commercial for Nanak Foods as a tabla player who finds musical inspiration after being served the halwa sweet dish by his wife, Amika Kushwaha. Recognition
<mask> was awarded the "Salute to Excellence Award" in 2005 by the City of Edmonton for his contribution to Indian classical music, and the "Bernie Legge Artist of the Year" by the City of New Westminster Chamber of Commerce in 2019. He was nominated (with Ellen McIlwaine) for a Juno Award for their album Mystic Bridge in 2008, and a WCMA Award nomination for his album Mushtari-a live concert. He has also performed in Geneva, Switzerland, for the United Nations, World Intellectual Property Organization and the Permanent Mission of India for Namaste Geneva, an initiative created by the Indian Ambassador to the UN, Rajiv Chander, in 2017/2018.With his wife, Amika Kushwaha, <mask> founded the Mushtari Begum Festival of Indian Classical Music and Dance, which took place for the first time on 25 August 2012 at the Massey Theatre in New Westminster, British Columbia.He is an honorary Cultural Ambassador to the City of New Westminster. He hosted a radio show entitled "The Cassius Khan Show: Connecting Classical Music to Your Hearts". <mask> is also the official spokesperson for the tabla makers Ustad Qasim <mask> Niyazi and Sons in Laxminagar, New Delhi, India, and is endorsed by Aman Kalyan's Lehra Studio apps based in Sydney, Australia. He is also the Curator of the Massey Unlimited Global Tea Series at the Massey Theatre in New Westminster, and was a 2021 Artist Resident at the Anvil Centre in the same city. <mask> is also a visiting music instructor at the international private Mulgrave School, where he teaches young students Indian Classical music. Personal life

<mask> lives in New Westminster, British Columbia. He married Kathak dancer Amika Kushwaha in 2006, and they are each other's chief accompanists in her solo Kathak dance concerts and his Ghazal and tabla concerts.<mask> refused to perform in Israel in 2009 in protest at the treatment of Palestinians. He has been critical of the term World Music, and the lack of representation of non-Western disciplines in the Canadian music scene. References

External links
Fijitimes.com
Eyeweekly.com
Mehfilmagaine.com
<mask> <mask> website

1974 births
Living people
Fijian Muslims
Male ghazal singers
People from Lautoka
Fijian emigrants to Canada
Tabla players
Canadian people of Fijian descent
Fijian musicians
21st-century drummers
21st-century Canadian male singers

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<mask> (March 20, 1856 – March 21, 1915) was an American mechanical engineer. He was widely known for his methods to improve industrial efficiency. He was one of the first management consultants. In 1911, <mask> summed up his efficiency techniques in his book The Principles of Scientific Management which, in 2001, Fellows of the Academy of Management voted the most influential management book of the twentieth century. His pioneering work in applying engineering principles to the work done on the factory floor was instrumental in the creation and development of the branch of engineering that is now known as industrial engineering. <mask> made his name, and was most proud of his work, in scientific management; however, he made his fortune patenting steel-process improvements. As a result, Scientific management is sometimes referred to as Taylorism.Biography
<mask> was born in 1856 to a Quaker family in Germantown, Philadelphia, Pennsylvania. <mask>'s father, <mask>, a Princeton-educated lawyer, built his wealth on mortgages. <mask>'s mother, Emily Annette <mask> (née <mask>), was an ardent abolitionist and a coworker with Lucretia Mott. His father's ancestor, <mask>, settled in Burlington, New Jersey, in 1677. His mother's ancestor, <mask>, was one of the fifteen original Mayflower Pilgrims who brought servants or children, and one of eight who had the honorable distinction of Mister. <mask> served for many years as the Governor of the Plymouth colony. Educated early by his mother, <mask> studied for two years in France and Germany and traveled Europe for 18 months.In 1872, he entered Phillips Exeter Academy in Exeter, New Hampshire, with the plan of eventually going to Harvard and becoming a lawyer like his father. In 1874, <mask> passed the Harvard entrance examinations with honors. However, due allegedly to rapidly deteriorating eyesight, <mask> chose quite a different path. Instead of attending Harvard University, <mask> became an apprentice patternmaker and machinist, gaining shop-floor experience at Enterprise Hydraulic Works in Philadelphia (a pump-manufacturing company whose proprietors were friends of the <mask> family). He left his apprenticeship for six months and represented a group of New England machine-tool manufacturers at Philadelphia's centennial exposition. <mask> finished his four-year apprenticeship and in 1878 became a machine-shop laborer at Midvale Steel Works. At Midvale, he was quickly promoted to time clerk, journeyman machinist, gang boss over the lathe hands, machine shop foreman, research director, and finally chief engineer of the works (while maintaining his position as machine shop foreman).<mask>'s fast promotions reflected both his talent and his family's relationship with Edward Clark, part owner of Midvale Steel. (Edward Clark's son Clarence Clark, who was also a manager at Midvale Steel, married <mask>'s sister.) Early on at Midvale, working as a laborer and machinist, <mask> recognized that workmen were working their machines, or themselves, not nearly as hard as they could (a practice that at the time was called "soldiering") and that this resulted in high labor costs for the company. When he became a foreman he expected more output from the workmen. In order to determine how much work should properly be expected, he began to study and analyze the productivity of both the men and the machines (although the word "productivity" was not used at the time, and the applied science of productivity had not yet been developed). His focus on the human component of production <mask> labeled scientific management. While <mask> worked at Midvale, he and Clarence Clark won the first tennis doubles tournament in the 1881 US National Championships, the precursor of the US Open.<mask> became a student of Stevens Institute of Technology, studying via correspondence and obtaining a degree in mechanical engineering in 1883. On May 3, 1884, he married Louise M. Spooner of Philadelphia. From 1890 until 1893 <mask> worked as a general manager and a consulting engineer to management for the Manufacturing Investment Company of Philadelphia, a company that operated large paper mills in Maine and Wisconsin. He was a plant manager in Maine. In 1893, <mask> opened an independent consulting practice in Philadelphia. His business card read "Consulting Engineer - Systematizing Shop Management and Manufacturing Costs a Specialty". Through these consulting experiences, <mask> perfected his management system.His first paper, A Piece Rate System, was presented to the American Society of Mechanical Engineers (ASME) in June 1895. In 1898 he joined Bethlehem Steel to solve an expensive machine-shop capacity problem. While at Bethlehem, he discovered the best known and most profitable of his many patents: between 1898 and 1900 <mask> and Maunsel White conducted comprehensive empirical tests, and concluded that tungsten alloyed steel doubled or quadrupled cutting speeds. The inventors received  for the English patents alone, although the U.S. patent was eventually nullified. <mask> was forced to leave Bethlehem Steel in 1901 after discord with other managers. Now a wealthy man, <mask> focused the remainder of his career promoting his management and machining methods through lecturing, writing, and consulting. In 1910, owing to the Eastern Rate Case, <mask> <mask> and his Scientific Management methodologies became famous worldwide.In 1911, <mask> introduced his The Principles of Scientific Management paper to the ASME, eight years after his Shop Management paper. On October 19, 1906, <mask> was awarded an honorary degree of Doctor of Science by the University of Pennsylvania. <mask> eventually became a professor at the Tuck School of Business at Dartmouth College. In early spring of 1915 <mask> caught pneumonia and died, one day after his fifty-ninth birthday, on March 21, 1915. He was buried in West Laurel Hill Cemetery, in Bala Cynwyd, Pennsylvania. Work

<mask> was a mechanical engineer who sought to improve industrial efficiency. He is regarded as the father of scientific management, and was one of the first management consultants and director of a famous firm.In Peter Drucker's description,

<mask>'s scientific management consisted of four principles:
Replace rule-of-thumb work methods with methods based on a scientific study of the tasks. Scientifically select, train, and develop each employee rather than passively leaving them to train themselves. Provide "Detailed instruction and supervision of each worker in the performance of that worker's discrete task" (Montgomery 1997: 250). Divide work nearly equally between managers and workers, so that the managers apply scientific management principles to planning the work and the workers actually perform the tasks. Future US Supreme Court justice Louis Brandeis coined the term scientific management in the course of his argument for the Eastern Rate Case before the Interstate Commerce Commission in 1910. Brandeis argued that railroads, when governed according to <mask>'s principles, did not need to raise rates to increase wages. <mask> used Brandeis's term in the title of his monograph The Principles of Scientific Management, published in 1911.The Eastern Rate Case propelled <mask>'s ideas to the forefront of the management agenda. <mask> wrote to Brandeis, "I have rarely seen a new movement started with such great momentum as you have given this one." <mask>'s approach is also often referred to as <mask>'s Principles, or, frequently disparagingly, as Taylorism. Managers and workers

<mask> had very precise ideas about how to introduce his system:

Workers were to be selected appropriately for each task. <mask> believed in transferring control from workers to management. He set out to increase the distinction between mental (planning work) and manual labor (executing work). Detailed plans, specifying the job and how it was to be done, were to be formulated by management and communicated to the workers.The introduction of his system was often resented by workers and provoked numerous strikes. The strike at Watertown Arsenal led to the congressional investigation in 1912. <mask> believed the laborer was worthy of his hire, and pay was linked to productivity. His workers were able to earn substantially more than those under conventional management, and this earned him enemies among the owners of factories where scientific management was not in use. Rhetorical techniques
<mask> promised to reconcile labor and capital. Scholarly debate about increased efficiency moving pig iron at Bethlehem's Iron and Steel
Debate about <mask>'s Bethlehem study of workers, particularly the stereotypical laborer "Schmidt", continues to this day. One 2009 study supports assertions <mask> made about the quite substantial increase in productivity, for even the most basic task of picking up, carrying and dropping pigs of iron.Management theory
<mask> thought that by analysing work, the "one best way" to do it would be found. He is most remembered for developing the stopwatch time study, which, combined with Frank Gilbreth's motion study methods, later became the field of time and motion study. He broke a job into its component parts and measured each to the hundredth of a minute. One of his most famous studies involved shovels. He noticed that workers used the same shovel for all materials. He determined that the most effective load was 21½ pounds, and found or designed shovels that for each material would scoop up that amount. He was generally unsuccessful in getting his concepts applied, and was dismissed from Bethlehem Iron Company/Bethlehem Steel Company.Nevertheless, <mask> was able to convince workers who used shovels and whose compensation was tied to how much they produced to adopt his advice about the optimum way to shovel by breaking the movements down into their component elements and recommending better ways to perform these movements. It was largely through his disciples' efforts (most notably Henry Gantt's) that industry came to implement his ideas. Moreover, the book he wrote after parting company with the Bethlehem company, Shop Management, sold well. Relations with ASME
<mask>'s written works were designed for presentation to the American Society of Mechanical Engineers (ASME). These include Notes on Belting (1894), A Piece-Rate System (1895), Shop Management (1903), Art of Cutting Metals (1906), and The Principles of Scientific Management (1911). <mask> was president of the ASME from 1906 to 1907. While president, he tried to implement his system into the management of the ASME but met with much resistance.He was able to reorganize only the publications department and that only partially. He also forced out the ASME's longtime secretary, Morris Llewellyn Cooke, and replaced him with Calvin W. Rice. His tenure as president was trouble-ridden and marked the beginning of a period of internal dissension within the ASME during the Progressive Age. In 1911, <mask> collected a number of his articles into a book-length manuscript, which he submitted to the ASME for publication. The ASME formed an ad hoc committee to review the text. The committee included <mask> allies such as James Mapes Dodge and Henry R. Towne. The committee delegated the report to the editor of the American Machinist, Leon P. Alford.Alford was a critic of the <mask> system and his report was negative. The committee modified the report slightly, but accepted Alford's recommendation not to publish <mask>'s book. <mask> angrily withdrew the book and published Principles without ASME approval. <mask> published the trade book himself in 1912. <mask>'s influence

United States

Carl G. Barth helped <mask> to develop speed-and-feed-calculating slide rules to a previously unknown level of usefulness. Similar aids are still used in machine shops today. Barth became an early consultant on scientific management and later taught at Harvard.H. L. Gantt developed the Gantt chart, a visual aid for scheduling tasks and displaying the flow of work. Harrington Emerson introduced scientific management to the railroad industry, and proposed the dichotomy of staff versus line employees, with the former advising the latter. Morris Cooke adapted scientific management to educational and municipal organizations. Hugo Münsterberg created industrial psychology. Lillian Gilbreth introduced psychology to management studies. Frank Gilbreth (husband of Lillian) discovered scientific management while working in the construction industry, eventually developing motion studies independently of <mask>. These logically complemented <mask>'s time studies, as time and motion are two sides of the efficiency improvement coin.The two fields eventually became time and motion study. Harvard University, one of the first American universities to offer a graduate degree in business management in 1908, based its first-year curriculum on <mask>'s scientific management. Harlow S. Person, as dean of Dartmouth's Amos Tuck School of Administration and Finance, promoted the teaching of scientific management. James O. McKinsey, professor of accounting at the University of Chicago and founder of the consulting firm bearing his name, advocated budgets as a means of assuring accountability and of measuring performance. France
In France, Le Chatelier translated <mask>'s work and introduced scientific management throughout government owned plants during World War I. This influenced the French theorist Henri Fayol, whose 1916 Administration Industrielle et Générale emphasized organizational structure in

masks:
Frederick Winslow Taylor
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 management. In the classic General and Industrial Management, Fayol wrote that "<mask>'s approach differs from the one we have outlined in that he examines the firm from the 'bottom up.'He starts with the most elemental units of activity – the workers' actions – then studies the effects of their actions on productivity, devises new methods for making them more efficient, and applies what he learns at lower levels to the hierarchy..." He suggests that <mask> has staff analysts and advisors working with individuals at lower levels of the organization to identify the ways to improve efficiency. According to Fayol, the approach results in a "negation of the principle of unity of command." Fayol criticized <mask>'s functional management in this way: In Shop Management,  <mask> said « ... the most marked outward characteristics of functional management lies in the fact that each workman, instead of coming in direct contact with the management at one point only, ... receives his daily orders and help from eight different bosses... these eight were (1) route clerks, (2) instruction card men, (3) cost and time clerks, (4) gang bosses, (5) speed bosses, (6) inspectors, (7) repair bosses, and the (8) shop disciplinarian. » Fayol said that this was an unworkable situation and that <mask> must have reconciled the differences in some way not described in <mask>'s works. Around 1922 the journalist Paulette Bernège became interested in <mask>'s theories, which were popular in France in the post-war period. Bernège became the faithful disciple of the Domestic Sciences Movement that <mask> had launched earlier in the United States, which Bernège adapted to French homes. <mask> had transferred the concepts of Taylorism from the factory to domestic work.These included suitable tools, rational study of movements and timing of tasks. Scientific standards for housework were derived from scientific standards for workshops, intended to streamline the work of a housewife. The Comité national de l'organisation française (CNOF) was founded in 1925 by a group of journalists and consulting engineers who saw Taylorism as a way to expand their client base. Founders included prominent engineers such as Henry Louis Le Châtelier and Léon Guillet. Bernège's Institute of Housekeeping Organization participated in various congresses on the scientific organization of work that led up to the founding of the CNOF, and in 1929 led to a section in CNOF on domestic economy. Great Britain
Older historical accounts used to suggest that British industry had less interest in <mask>'s teachings than in similarly sized countries. More recent research has revealed that British engineers and managers were as interested as in other countries.This disparity was largely due to what historians have been analysing: recent research has revealed that <mask>'s practices diffused to Britain more through consultancies, in particular the Bedaux consultancy, than through institutions, as in Germany and to a lesser extent France, where a mixture was most effective. Particularly enthusiastic were the Cadbury family, Seebohm Rowntree, Oliver Sheldon and Lyndall Urwick. In addition to establishing a consultancy to implement <mask>'s system, Urwick, Orr & Partners, Urwick was also a key historian of F.W. <mask> and scientific management, publishing The Making of Scientific Management trilogy in the 1940s and The Golden Book of Management in 1956. Switzerland
In Switzerland, the American Edward Albert Filene established the International Management Institute to spread information about management techniques. Lyndall Urwick was its director until the IMI closed in 1933. USSR
In the Soviet Union, Vladimir Lenin was very impressed by Taylorism, which he and other Bolshevik leaders tried to incorporate into Soviet manufacturing.When Joseph Stalin took power in the 1920s, he championed the theory of "Socialism in one country" which denied that the Soviet economy needed foreign help to develop, and open advocates of Western management techniques fell into disfavor. No longer celebrated by Soviet leadership, Taylorism and the mass production methods of Henry Ford remained silent influences during the industrialization of the Soviet Union. Nevertheless, "[...] <mask>'s methods have never really taken root in the Soviet Union." The voluntaristic approach of Stalin's Stakhanovite movement in the 1930s, fixated on setting individual records, was intrinsically opposed to <mask>'s systematic approach and proved to be counter-productive. The stop-and-go of the production process – workers having nothing to do at the beginning of a month and 'storming' during illegal extra shifts at the end of the month – which prevailed even in the 1980s had nothing to do with the successfully taylorized plants e.g., of Toyota which are characterized by continuous production processes (heijunka) which are continuously improved (kaizen). "The easy availability of replacement labor, which allowed <mask> to choose only 'first-class men,' was an important condition for his system's success." The situation in the Soviet Union was very different."Because work is so unrhythmic, the rational manager will hire more workers than he would need if supplies were even in order to have enough for storming. Because of the continuing labor shortage, managers are happy to pay needed workers more than the norm, either by issuing false job orders, assigning them to higher skill grades than they deserve on merit criteria, giving them 'loose' piece rates, or making what is supposed to be 'incentive' pay, premia for good work, effectively part of the normal wage. As Mary McAuley has suggested under these circumstances piece rates are not an incentive wage, but a way of justifying giving workers whatever they 'should' be getting, no matter what their pay is supposed to be according to the official norms." <mask> and his theories are also referenced (and put to practice) in the 1921 dystopian novel We by Yevgeny Zamyatin. Canada
In the early 1920s, the Canadian textile industry was re-organized according to scientific management principles. In 1928, workers at Canada Cotton Ltd. in Hamilton, Ontario went on strike against newly introduced Taylorist work methods. Also, Henry Gantt, who was a close associate of <mask>, re-organized the Canadian Pacific Railway.With the prevalence of US branch plants in Canada and close economic and cultural ties between the two countries, the sharing of business practices, including Taylorism, has been common. The Taylor Society and its legacy
The Taylor Society was founded in 1912 by <mask>'s allies to promote his values and influence. A decade after <mask>'s death in 1915 the Taylor Society had 800 members, including many leading U.S. industrialists and managers. In 1936 the Society merged with the Society of Industrial Engineers, forming the Society for Advancement of Management, which still exists today. Criticism of <mask>
Many of the critiques of <mask> come from Marxists. The earliest was by Antonio Gramsci, an Italian Communist, in his Prison Notebooks (1937). Gramsci argued that Taylorism subordinates the  workers to management.He also argued that the repetitive work produced by Taylorism might actually give rise to revolutionary thoughts in workers' minds. Harry Braverman's work Labor and Monopoly Capital: The Degradation of Work in the Twentieth Century, published in 1974, was critical of scientific management and of <mask> in particular. This work pioneered the field of Labor Process Theory as well as contributing to the historiography of the workplace. Management theorist Henry Mintzberg is highly critical of <mask>'s methods. Mintzberg states that an obsession with efficiency allows measurable benefits to overshadow less quantifiable social benefits completely, and social values get left behind. <mask>'s methods have also been challenged by socialists. Their arguments relate to progressive defanging of workers in the workplace and the subsequent degradation of work as management, powered by capital, uses <mask>'s methods to render work repeatable and precise yet monotonous and skill-reducing.James W. Rinehart argued that <mask>'s methods of transferring control over production from workers to management, and the division of labor into simple tasks, intensified the alienation of workers that had begun with the factory system of production around the period 1870 to 1890. Criticism of <mask> and the Japanese model, according to Kōnosuke Matsushita:

"We are going to win and the industrial west is going to lose out; ... the reasons for failure are within yourselves. Your firms are built on the <mask> model. Even worse, so are your heads. With your bosses doing the thinking while workers wield the screwdrivers, you’re convinced deep down that it is the right way to run a business. For the essence of management is getting ideas out of the heads of the bosses and into the heads of labour. We are beyond your mindset.Business, we know, is now so complex and difficult, the survival of firms so hazardous in an environment increasingly unpredictable, competitive and fraught with danger, that their continued existence depends on the day-to-day mobilisation of every ounce of intelligence." (See https://vanguard-method.net/library/management-thinkers/konosuke-matsushita/)

Tennis and golf accomplishments
<mask> was an accomplished tennis and golf player. He and Clarence Clark won the inaugural United States National tennis doubles championship at Newport Casino in 1881, defeating Alexander Van Rensselaer and Arthur Newbold in straight sets. In the 1900 Summer Olympics, <mask> finished fourth in golf. Publications
Books:
 1903, 1911. Shop management, by <mask> <mask> ... with an introduction by Henry R. Towne .... New York, London, Harper & Brothers. 1911.The Principles of Scientific Management. New York and London, Harper & Brothers. 1911. A treatise on concrete, plain and reinforced: materials, construction, and design of concrete and reinforced concrete. (2d ed). New York, J. Wiley & Sons. 1912.Concrete costs. New York, J. Wiley & Sons. Articles, a selection:
 1894. "Notes on Belting," Transactions of the American Society of Mechanical Engineers, Vol. XV, 1893, pp. 204–259. 1895."A Piece-rate System" in: The adjustment of wages to efficiency; three papers ....
 1903. "Shop management," Transactions of the American Society of Mechanical Engineers 24: 1337-480
 1906. "On the Art of Cutting Metals," Transactions of the American Society of Mechanical Engineers, Vol. XXVIII, 1906, pp. 31–350. References

Sources

Atta, Don Van (1986), "Why Is There No Taylorism in the Soviet Union?" in: Comparative Politics, Vol.18, No. 3. (Apr. 1986), pp. 327–337
Copley, Frank Barkley, <mask><mask>, Father of Scientific Management (Harper and Brothers, 1923) 2 vols. online at Archive.org
Head, Simon (2005), The new ruthless economy. Work and power in the digital age, Oxford University Press, Paperback Edition

Epstein, Marc J."<mask>, <mask> (1856-1915)." In History of Accounting: An International Encyclopedia, edited by Michael Chatfield and Richard Vangermeersch. New York: Garland Publishing, 1996. pp. 579–580. Fayol, H. (1987). General and industrial management: Henri Fayol's classic revised by Irwin Gray. Belmont, CA: David S. Lake Publishers.Montgomery, David (1989), The Fall of the House of Labor: The Workplace, the State, and American Labor Activism, 1865-1925, Cambridge University Press, Paperback edition

Further reading
Aitken, Hugh (1960), Taylorism at Watertown Arsenal. Scientific management in action, 1908–1915, Harvard UPCompara
Braverman, Harry (1974) Labor and Monopoly Capital: The Degradation of Work in the Twentieth Century (Monthly Review Press, New York, 1974)

Copley, Frank Barkley (1923) <mask><mask>, Father of Scientific Management (Harper and Brothers, 1923) 2 vols. online at Archive.org

Kanigel, Robert (1997) The one best way: <mask> <mask> and the enigma of efficiency (London : Little, Brown)

Primary sources

<mask>, <mask>, Scientific Management (includes "Shop Management" (1903), "The Principles of Scientific Management" (1911) and "Testimony Before the Special House Committee" (1912)), Routledge, 2003,

External links

 Special Collections – F.W. Taylor Collection , Stevens Institute of Technology has an extensive collection at its library

American industrial engineers
American mechanical engineers
American steel industry businesspeople
1856 births
1915 deaths
American business theorists
American management consultants
Bethlehem Steel people
Motivational theories
Patternmakers (industrial)
Presidents of the American Society of Mechanical Engineers
Fellows of the American Society of Mechanical Engineers
Public administration scholars
Quality experts
Amateur golfers
American male golfers
American male tennis players
American people of English descent
Burials at West Laurel Hill Cemetery
Germantown Academy alumni
Golfers at the 1900 Summer Olympics
Golfers from Philadelphia
Grand Slam (tennis) champions in men's doubles
Deaths from pneumonia in Pennsylvania
Members of the American Philosophical Society
Olympic golfers of the United States
Phillips Exeter Academy alumni
Stevens Institute of Technology alumni
Tennis players from Philadelphia
Time and motion study
Tuck School of Business faculty
United States National champions (tennis)
19th-century male tennis players
19th-century American engineers
20th-century American engineers
19th-century American writers
20th-century American writers
19th-century American

masks:
Taylor
Taylor
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Christine Frederick
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Frederick Winslow
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Frederick Winslow
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Taylor
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texts:
<mask> (June 30, 1931 – April 20, 2007) was an American jazz pianist and composer. Jazz critic John Fordham described <mask> as a "uniquely gifted composer, pianist and educator" although "his status remained largely inside knowledge in the jazz world for most of his career." <mask> recorded for Blue Note Records for nearly a decade, producing a dozen albums. Biography

Early life
<mask> was born in Chicago, Illinois (not in Port-au-Prince, Haiti, nor was he born in 1937, as was reported by many earlier jazz reference books), to William and <mask>. He had a brother, Robert, who was a singer and classical violin player. <mask> took up the piano at the age of thirteen, and was encouraged by Earl Hines. As a child, he attended the University of Chicago Experimental School.He was referred by jazz composer Bill Russo to Paul Hindemith, with whom he studied informally until 1952. While a teenager, he performed in rhythm and blues bands and with touring jazz musicians, including Charlie Parker and Miles Davis. <mask> recalls some of his experience as a youngster, during a 1964 interview with Leonard Feather: "I started out in music as a boy soprano, singing and playing the accordion, and tap dancing. I had a little act and made quite a few of the talent shows around town from 1943 until 1947. I won turkeys at two Thanksgiving parties at the Regal Theatre," parties sponsored by the newspaper Chicago Defender, which <mask> coincidentally used to sell on the streets. Career
In 1950, <mask> learned his first blues changes on the piano from the saxophonist Pat Patrick and in 1953, he played his first professional job as a musician, with Paul Williams' band. "At that time", he recalls, "I was playing baritone sax as well as piano."During the next few years, the piano gigs brought him into contact with many musicians, some of whom became relevant influences: Joe Segal and Barry Harris, among others. In 1961, after travelling as an accompanist for Dinah Washington, the young pianist settled in New York City in 1961, where he worked for Johnny Hartman and Al Hibbler, then briefly moved to Los Angeles County, where he worked with Roland Kirk's quartet and at the jazz club Lighthouse Café, in Hermosa Beach. <mask> first recorded as a sideman in 1954, but his reputation was made by his Blue Note recordings as leader from 1963 to 1970, which featured several other important post-bop musicians including Joe Chambers, Richard Davis, Eric Dolphy, Bobby Hutcherson, Joe Henderson, Freddie Hubbard, Elvin Jones, Woody Shaw, Tony Williams, and John Gilmore. <mask> also played on albums by Henderson, Hutcherson, and Hank Mobley. His compositions accounted for three of the five pieces on Bobby Hutcherson's Dialogue album. <mask> rarely worked as a sideman after the 1960s, preferring to play his own compositions. This may have limited his public exposure.He later taught in California and held a tenure-track faculty appointment at Portland State University from 1989 to 1996. While at PSU, he established a Summer Jazz Intensive program, in addition to performing, conducting workshops and attending residencies at Wesleyan University, the University of Michigan, the University of Toronto, Harvard University, Bennington College and other schools. <mask>'s album Dusk was selected best album of 2001 by both DownBeat and JazzTimes; and in 2003, <mask> received the Jazzpar Prize. <mask>'s earlier work also received renewed attention as a result of the belated release of several unissued sessions recorded in the 1960s for Blue Note, notably the ambitious large-group date Passing Ships. In 2004, he appeared on SOLOS: The Jazz Sessions. As a consequence of his renewed prominence, a new Blue Note album titled Time Lines was released on February 21, 2006. His final public performance was on March 29, 2007 at Trinity Church in New York City.Private life
It was while working at the Lighthouse Café, in Hermosa Beach that he met his future wife, Laverne Gillette, at the time an organist at the Red Carpet. They married in 1963 and moved to New York. Laverne died following a long illness in California, where the couple had settled, in 1989. He married dancer/educator Joanne Robinson <mask> in Portland in 1992. They moved to New York City in 1995. From 2000, <mask> and his wife lived in Jersey City, New Jersey. <mask> suffered from lung cancer during the last years of his life.He died at his home in Jersey City, New Jersey. In May 2007, he became the first person to receive a posthumous honorary doctorate from Berklee College of Music. Playing style
<mask>'s main influences were pianists Thelonious Monk, Bud Powell and Art Tatum. "Monk's like Ravel and Debussy to me, in that he put a lot of personality into his playing [...] it's the personality of music which makes it, finally," he said in a 1963 interview with A. B. Spellman. Powell was an even greater influence, but <mask> thought that his music was a dead end: "If you stay with Bud too much, you'll always sound like him, even if you're doing something he never did." <mask> referred to Tatum as the epitome of "all modern piano playing".

masks:
Andrew Hill
Hill
Hill
Andrew Hill
Hattie Hill
Hill
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Andrew Hill
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texts:
<mask> (born 23 June 1961) is a Scottish journalist, broadcaster and Scottish National Party (SNP) politician. Since the 2019 general election he has been the SNP Member of Parliament (MP) for Ochil and South Perthshire. He was previously the MP for East Dunbartonshire, having been elected at the 2015 general election, and defeated at the 2017 general election. He is the SNP Shadow Secretary of State for Digital, Culture, Media and Sport, a member of the House of Commons Digital, Culture, Media and Sport Committee and Depute Chair of the APPG on Global LGBT+ Rights. Early life
<mask> was born in Glasgow, the son of <mask> and <mask>. His ancestry is Hebridean and Orcadian on his father's side. His mother came from Scotstoun in Glasgow.His father died of lung cancer when he was at school. He won a bursary to Hutchesons' Grammar School. <mask> is the first generation of his family to go to university. He graduated from the University of Glasgow with a MA (Hons.) in English literature and Politics. He was awarded a Kennedy Scholarship for postgraduate study in the United States, and was Harkness Fellow in American Government at the Kennedy School of Government, Harvard. He was a member of Adams House at Harvard.As a student, he won the Scottish, British Isles Observer Mace (now the <mask> Memorial Mace), and World Universities Debating Championship in the same year, winning the World Championship with his debate partner Frank McKirgan at Princeton University, New Jersey. He returned to the Glasgow University Union in 2012 to debate against other former World Universities' Championship winners on a motion welcoming Scottish independence. After Harvard, he worked as a speechwriter on Capitol Hill for Senator Daniel Patrick Moynihan (Democrat, New York) specialising in Israel-Palestinian issues, the Irish peace process, and gun control. Broadcasting career

BBC
While a student, <mask> appeared on BBC Scotland's Mr Speaker Sir – a series pitting undergraduate debaters against prominent politicians and public figures. He went on to replace Magnus Magnusson as presenter of the show. He returned from Washington D.C. to work full-time for the BBC when offered a job presenting the network 'DEF 2' youth strand discussion programme 'Open to Question'. After three series he moved to London as one of the launch reporters for the BBC's flagship Sunday politics programme On the Record.He made the pivotal documentary 'A Question of Consent' for the BBC's Public Eye. The documentary examined the discriminatory laws targeting gay men in the UK, and asked why the Conservative Party continued to support them. He went on to work as a reporter for a range of high-profile BBC news and current affairs shows including Panorama, Assignment, and Newsnight. He also presented Watchdog Healthcheck on BBC1, appeared as a panellist on Radio 4's comedy show The News Quiz and was a guest reporter on both the BBC's arts magazine The Late Show and its travel show Holiday. He was a correspondent on numerous live General Election, European Election, and Budget programmes. He was the BBC presenter on 11 September 2001 when the Twin Towers in New York were attacked, anchoring and providing live commentary on BBC News 24 and BBC One – a broadcast which won the BBC a Foreign Press Association award for best live breaking news coverage. Of the broadcast, <mask> has said, "My time on air seemed dream like, with hours passing in an instant, and yet individual moments seeming to linger endlessly."ITV
After more than fifteen years at the BBC, <mask> moved to ITV as a presenter, anchoring both ITV 1 news bulletins, and the ITV News Channel show Live with <mask>, a three-hour morning news magazine. Other media work
<mask> has written for a wide range of newspapers and magazines including The Times, The Herald, The New York Times, The Boston Globe, The Sunday Times, The Sunday Telegraph, The Guardian, New Statesman, The Daily Record, and the Harvard International Review. He appeared as himself in The Trial of Tony Blair for Channel 4. He has worked as a radio presenter for BBC Radio Scotland, BBC Radio 4 where he presented The Westminster Hour, and BBC Radio 5. He is a regular commentator on UK politics for American audiences on the Cumulus Media Networks radio programme The John Batchelor Show. He presented the daily breakfast '<mask>lson and Jane Moore Show' on LBC 97.3 and has, since 2017, been the host of The Week with <mask> on Talkradio. His final Talk Radio show was on Sunday 28 March 2021.He has been one of the SNP's most prominent media spokespeople since being elected to Parliament in 2015 with regular appearances on The Andrew Marr Show, Question Time, Any Questions?, This Week with Andrew Neil, Westminster Hour on Radio 4, Channel 4 News and The Wright Stuff on Channel 5. During his campaign to be re-elected in 2017, <mask> told The Irish Times, "People like that they can see me on the telly, talking about East Dunbartonshire." In 2020 <mask> worked 98 and a half hours for News UK – three hours each Sunday – as a journalist. He declared outside earnings of £19,700, amounting to an hourly wage of £200. In 2021 his contract with the outlet was terminated, something he alleged was due to an editorial desire for "uniform views". Political career

Early career
<mask> joined the Scottish National Party aged 16, but let his membership lapse whilst working as a BBC and ITV journalist. He rejoined the party in the run up to the Scottish independence referendum.He was a member of the National Collective, the cultural movement campaigning for Scottish independence during Scotland's Referendum. Member of Parliament for East Dunbartonshire (2015–17)
Ahead of the 2015 United Kingdom general election, <mask> took part in SNP candidate selection contests in Linlithgow and East Falkirk, North Ayshire and Arran, Midlothian and West Dunbartonshire and East Dunbartonshire. Upon being selected as the SNP candidate for East Dunbartonshire, <mask> withdrew his candidacies in the other seats. He became an MP after defeating the sitting MP, Jo Swinson, in the 2015 general election. <mask> was appointed Shadow SNP Spokesperson for Culture, Media and Sport shortly after his election. A strong supporter of public service broadcasting, he led the campaign at Westminster to prevent Channel 4 from being privatised. He also campaigned for the establishment of a separate BBC Scottish Six O'Clock News – a proposal which won the unanimous support of members of the Commons Culture, Media and Sport Select Committee on which he sat.The BBC subsequently announced a separate Scottish channel with a 9 o'clock news hour. <mask> used his position to cross examine the BBC Chair Rona Fairhead, revealing the unorthodox way in which she had been appointed without due process. She withdrew her candidacy for the new BBC Board shortly afterwards. He also proposed that the BBC publish all presenter pay, arguing that it would reveal some hugely inflated salaries, a shortage of BME presenters at the top of the BBC earnings league, and a significant gender pay gap. His proposal was accepted by the DCMS Select Committee, and the Government. When BBC presenter salaries were subsequently published there was public controversy as a significant underpayment of women at the corporation was revealed. As a member of the DCMS Select Committee, <mask> used the platform to talk about homophobia in sport, persuading the committee to launch an inquiry.He was also actively involved in the parliamentary inquiries into "fake news", the abuse of ticket sales by touts, complaints against the press, combating doping in sport, and the impact of Brexit on the creative industries, tourism and the digital single market. An opponent of Brexit, <mask> campaigned for Scotland to remain in the Single Market. A supporter of Palestinian rights and an independent homeland for the Palestinian people, <mask> visited Israel and the Palestine territories with Medical Aid for Palestinians and the Council for the Advancement of Arab-British Understanding soon after his election. In 2016, <mask> put forward a Private Member's Bill for an "Alan Turing law" which would retrospectively pardon all gay men who had been convicted of offences no longer on the statute books. The Conservative government initially promised to support his proposed legislation, but then reversed its position following Theresa May's election as Conservative leader, causing a number of Tory MPs to condemn their own front bench as untrustworthy. <mask>'s bill was filibustered by Conservative government Justice Minister Sam Gyimah. The SNP Scottish Government subsequently announced that it would pick up and pass a Scottish version of the bill with all party support at Holyrood.In 2016, The Herald newspaper dubbed him "bottom of the league for written questions", after reporting that he had submitted fewer than any other newly elected SNP MP. Commenting on the story, the Scottish National Party said this was "traditional for senior frontbenchers who can question ministers in other ways." In 2016, <mask> repeatedly criticised on social media STV's Digital Politics and Comment Editor, Stephen Daisley, who had published critical opinion pieces about the SNP. He tweeted: "[Daisley] is meant to be a neutral journalist – not an activist." <mask> and another SNP MP, Pete Wishart, complained about him to STV bosses and Daisley alleges he was told, "We can't afford to have a member of the Culture, Media and Sport Committee complaining about us." Daisley stopped writing opinion pieces for STV and <mask> and Wishart were accused of "gagging" him. However, the SNP said: "At no point did they ask for Mr Daisley to stop writing and any suggestion otherwise is completely untrue.Any editorial decisions are entirely a matter for STV." STV denied censoring any of its journalists. <mask> described the 2017 campaign against him by the Liberal Democrats in East Dunbartonshire as "relentlessly negative". However, 61% of <mask>'s constituents in East Dunbartonshire had voted for the Union in 2014 and, amid strong opposition to a second independence referendum from voters, Jo Swinson retook the seat with a majority of 5,339 over the SNP. East Dunbartonshire was one of 21 SNP seats lost on election night as the party's vote dropped nationwide by 13%. The election was investigated by Police Scotland who launched an inquiry into Swinson's election expenses, though later said they were “unable to establish criminality". Member of Parliament for Ochil and South Perthshire (2019–present)

At the 2019 general election, <mask> stood as the SNP candidate in Ochil and South Perthshire.During the 2019 general election campaign, <mask> was heckled at a hustings in Alloa after telling the audience, "Only the Scottish National Party can beat the Tories here in East Dunbartonshire." Afterwards, <mask> said "I made a slip of the tongue. We're all human." He gained the seat from Luke Graham with a majority of 4,498. As a member of the DCMS Committee, <mask> has taken evidence from witnesses and cross-examined ministers as part of inquiries on a number of issues including public service broadcasting, the economics of music streaming, concussion in sport and the impact of Brexit and the COVID-19 pandemic on culture and the arts. Following an exchange between <mask> MP and BBC Director-General Tim Davie on the DCMS Committee, the BBC revealed it had spent in excess of a million pounds on external lawyers fighting women and BAME staff over equal pay and race discrimination cases. During the first coronavirus lockdown, <mask> fundraised to donate tablet devices to hospitals serving constituents of Ochil and South Perthshire, so that patients in COVID-19 ICU wards could stay in contact with friends and family members.He said, "Having my own mum in hospital recently brought home to me again how important it is for patients to be able to stay in touch with relatives and friends, especially now that hospital visits aren’t possible." As a result of the coronavirus pandemic, in-person constituency surgeries were not permitted and <mask> became the first parliamentarian in Britain to launch an automated 'virtual surgery' booking system. In March 2021 <mask> called for a debate in parliament on the disposal of unexploded mines and bombs on the seabed left there during the World Wars: "These explosions will kill any sea life nearby. If they do not die instantly, the pressure wave causes traumatic harm, such as lesions, haemorrhages and decompression sickness." Personal life
In 1999, when he was a presenter on BBC Breakfast, <mask> came out as gay in various newspapers. He was the first BBC network television presenter to do so. He told the House of Commons that although the decision was tough, and not welcomed by his bosses at the BBC who were unsupportive, he is glad that he made it."I've lost track of the number of people who've told me subsequently that when I came out in the papers they told their parents. Gay kids should have role models. They should know that being gay doesn't stop you doing anything as an adult." <mask> lives with his long-term partner Juliano Zini in Bearsden. <mask> is a landlord. References

External links

 profile on SNP website

 <mask> on talkRADIO

Alumni of the University of Glasgow
BBC newsreaders and journalists
BBC World News
Harkness Fellows
Harvard Kennedy School alumni
Living people
ITN newsreaders and journalists
LGBT politicians from Scotland
LGBT writers from Scotland
Gay politicians
Members of the Parliament of the United Kingdom for Glasgow constituencies
Politicians from Glasgow
Scottish National Party MPs
Scottish television journalists
UK MPs 2015–2017
UK MPs 2019–present
LGBT members of the Parliament of the United Kingdom
1961 births
People educated at Hutchesons' Grammar School

masks:
John MacKenzie Nicolson
John Nicolson
John Donald Nicolson
Marion Nicolson
Nicolson
John Smith
John Nicolson
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John Nicolson
John Nicolson
John Nico
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John Nicolson
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