Gene Amondson

Gene C. Amondson (October 15, 1943 – July 20, 2009) was a painter, woodcarver, Christian minister and prohibition activist, who was the 2004 US presidential nominee for one faction of the Prohibition Party and the nominee of the unified party in 2008.
The son of a logger, Amondson was born into a Pacific Northwest lumberjack culture laden with alcoholism. He became interested in the temperance movement while attending Divinity School. After establishing himself as a preacher and artist in the community of Vashon Island, Washington, Amondson began touring the nation reenacting Billy Sunday sermons and attending events dressed as the Grim Reaper to protest alcohol corporations.
Amondson's activism attracted notice from the Prohibition Party, which had been divided into two factions in 2003. In 2004, Amondson received the presidential nomination of the larger faction. On Election Day, he tallied over a thousand votes and finished in third place in several Louisiana parishes. With the death of the other faction leader in 2007, the party reunified. In 2008, Amondson again received the party's presidential nomination, but fell short of his 2004 vote total. He died in 2009 after suffering a stroke.
Early life.
Gene Amondson was born to Owen and Ruby Amondson in Morton, Washington near the city of Centralia. His mother was a German American homemaker, originally from Nebraska and his father, who was nicknamed "Red", was a Norwegian American logger, an industry then rampant with alcoholism. As a child, neither of Gene's parents drank, but he saw drunken logger fights and attended school with children neglected by alcoholic parents. In addition, he remembered witnessing a drunk logger molest a five-year-old child.
Gene was also exposed to politics. His uncle, Orville "Porky" Amondson was elected and served as sheriff in Lewis County, and his brother Neil served in the Washington State Senate as a Republican.
Amondson attended Warner Pacific College in Portland, Oregon, and graduated with a Bachelor of Science degree in zoology. In college, he occasionally drank wine. His anti-alcohol views did not take root until he attended Asbury Theological Seminary in Kentucky in 1966, and learned about temperance leader and preacher Billy Sunday. Amondson estimated that after divinity school, he drank beer about twice a year. In the 1970s, he moved to the liberal community of Vashon Island, Washington, where he began preaching at Cove Road Church.
Activism.
After moving to Vashon Island, Amondson grew closer to the temperance movement. He started touring the nation reenacting the Billy Sunday sermons "Get on the Water Wagon", "Booze". and "The Sermon Against Alcohol". He visited churches, prisons, schools, and Alcoholics Anonymous meetings to spread the message of temperance. In addition, he traveled to New Zealand on a Women's Christian Temperance Union-financed trip, and toured Africa.
In protest of alcohol, Amondson often stood outside liquor establishments dressed as the Grim Reaper. He once stood outside a courtroom as the figure after a couple sued Jim Beam claiming its product caused their son to be born mentally retarded. During a 1989 interview, Amondson explained that he did not protest the individuals that drank, but the large corporations that distributed liquor. In 2005, he led a movement to stop the Washington legislature from allowing alcohol to be sold on Sundays, but was unsuccessful. Because of the passage, Amondson predicted "a lot more alcohol will be sold, [and] a few more children will suffer."
On Vashon Island, Amondson provided low rent housing for people with low income. He appeared in court a few times for zoning difficulties relating to the housing complexes but received legal aid from the Interfaith Council on Homelessness. Amondson was known to drive around Vashon Island in a Honda Civic accessorized with a fake elk head on the front and a license plate that read "Vote Dry." The car was also decorated with homemade bumper stickers that read "Dumb People Drink" and "Your Kids Need You Sober." While driving past taverns, he regularly honked the car horn twice in protest. In 2008, the car was installed with a hydrogen conversion kit that allowed it to be fueled by gasoline and water using electrolysis, significantly improving gas mileage. Amondson's car was one of the first in the nation to be fitted with such a kit.
Presidential campaigns.
2004.
In 2003, Amondson was approached by Thompson Township, Pennsylvania tax assessor James Hedges, the Prohibition Party's only elected official. He convinced Amondson to seek the nomination of his faction of the Prohibition Party, which split over perennial presidential nominee Earl Dodge's leadership of the party. Hedges' faction felt Dodge was more concerned with his campaign button business than advancing the party's goals. Dodge had run as the party's nominee in every election since 1984, but received only 208 votes in the 2000 election, down approximately 1,000 from the 1996 election. Amondson commenced his first presidential campaign with the nomination of Hedges' faction. Dodge received the other faction's nomination. According to Dodge, Amondson had previously contacted him about the vice presidential nomination, but it had already been filled. Dodge reasoned Amondson was "probably a very nice man ... [but] he may not have known exactly what he was getting into." Conversely, Amondson referred to Dodge as a "good man" with whom he shared the same message, but argued, "Dodge is just not getting the job done. He's too old. We need to send it to an earlier generation."
While speaking with the media during his campaign, Amondson voiced his anti-alcohol message and attempted to address concerns that prohibition increases crime. In an AP interview, he explained that during Prohibition, "the budget was balanced, prisons were emptied, mental institutions emptied and cirrhosis of the liver declined." He concluded, "I'd rather have 100 Al Capones in every city than alcohol sold in every grocery store." Amondson made an appearance on "The Daily Show" with comedian Jon Stewart. He spoke with correspondent Ed Helms who joked with the candidate. During the segment, Amondson remarked, "alcohol cuts the supply of oxygen to the brain and puts you in a kind of retarded state." A short clip followed that showed Amondson in his Grim Reaper attire. Earl Dodge also appeared on the show in a separate interview with Helms.
The race between Amondson and Dodge was viewed as a way to determine which faction would lead the party in the future. Amondson achieved ballot access in Louisiana as the nominee of the Prohibition Party and in Colorado as the nominee of the Concerns of People Party. Dodge achieved ballot access only in Colorado, where he was listed as the nominee of the Prohibition Party. Overall, Amondson won the contest, collecting 1,896 (1,512 of those were from Louisiana) votes compared to Dodge's 140. As expected, Amondson placed well behind both major candidates (George W. Bush received 1.1 million votes, and John Kerry received over 1 million votes). He placed eighth in a slate of 12 candidates on Colorado's ballot (Dodge placed last, even though it was his home state). Amondson's third-place finish in four Louisiana parishes was the first time since 1960 that the Prohibition Party nominee for President out polled-all other third party candidates for president in any county.
2008.
Amondson was nominated for President at the 2008 Prohibition Party National Convention in Indianapolis. About 10 to 15 people attended the event. Earl Dodge died late in 2007, which reunified the split party. Similar to 2004, Amondson's based his campaign on media interviews. He spoke with "Wikinews" in June 2008, admitting that third party candidates such as himself have no chance of winning elections. Instead, he remarked, they "say wise things." When given a choice, Amondson favored the election of a Republican over a Democrat because of the policies on Israel and the ideological difference in justices nominated to the Supreme Court. Amondson wanted former Speaker of the House Newt Gingrich as his running mate, but the designation went to activist Leroy Pletten.
During the summer, Amondson campaigned in Louisiana and walked Bourbon Street dressed as the Grim Reaper in protest of alcohol. While in New Orleans, he filmed a documentary with his three sons. In interviews, Amondson took stands on issues other than alcohol. He declared support for the War in Iraq and tougher immigration laws, and advocated limits on divorce, an increased role of religion in schools and a decrease in government welfare programs. In an August interview with "Weekend America", he explained his platform, "[w]e want to have protected borders and keep our gun rights and a lot of conservative things, but the main thing is help America realize that 95 percent of violent crime is connected with alcohol."
After John McCain selected Alaska Governor Sarah Palin to be his running mate, Amondson complimented the Republican for picking a "beautiful woman." Despite his own campaign, Amondson effectively endorsed McCain, revealing he would probably vote for McCain. Amondson attained ballot access in Colorado, Louisiana and Florida by Election Day, and received a total of 653 votes overall.
Personal life.
Amondson described himself as a "red-neck, Bible-thumbing preacher." He was married for 23 years and had four sons and one daughter, before divorcing. One of his sons died in infancy, and his remaining four children became involved in the motion picture industry upon adulthood.
Amondson appeared as a guest on "The Oprah Winfrey Show" in 1993 after writing a letter to the show expressing his interest in the 40,000 single women who entered a contest hoping to win a date with five widowers from Seattle. In the letter, which left "Oprah" staffers "quite interested" and "surprised," Amondson explained he was lonely and wanted someone "willing to work to help pay the taxes ... and my child support." On the show, he discussed his artwork, and was later invited for a second appearance. According to Amondson, following the appearance, he received hundreds of letters.
In his later years, Amondson split his time between Vashon Island and Alaska, where he hunted and found landscapes to paint. He cited painters John Singer Sargent and Joaquín Sorolla as his artistic influences. In addition, Amondson took an interest in woodcarving. His life-sized works can be found throughout Vashon Island. Along with painting and woodcarving, Amondson was an avid pie baker and published a book compiling his mother's pie recipes.
Death.
On July 18, 2009, Amondson, who had previously been diagnosed with hypertension, suffered a brain aneurism which caused him to fall into a coma. He died on July 20, 2009 at Harborview Medical Center. His death came two days after marrying a couple and attending a local strawberry festival. He was survived by his mother, his two brothers, his sister and four children. His funeral took place July 25 at the Bethel Evangelical Free Church in Vashon Island.


Pirate ship (ride)

A pirate ship is a type of amusement ride based on pirate ships, consisting of an open, seated gondola (usually in the style of a pirate ship) which swings back and forth, subjecting the rider to various levels of angular momentum. A variant where the riders must pull on ropes to swing the ride is known as a swing boat.
The first known predecessor of the ride was invented by Charles Albert Marshall of Tulsa, Oklahoma between 1893 and 1897. This ride was originally called "The Ocean Wave".
The Ocean Wave was first used in the Marshall Bros Circus in 1897. The circus was run by Charles and his brothers Mike, Will, Ed, friends, and family.
Height requirements.
Height requirements for this type of ride vary from park to park. For example, Hersheypark, which has a Huss Pirate Boat, has a height requirement of or more to ride, while at LaRonde, which also has a Huss Pirate Boat, riders must be or taller. Huss recommends that the lowest a height requirement should be is , but parks can make it higher if they choose to.
Pirate ship rides.
There are a number of Swinging Ship-type rides, and multiple manufacturers.
Variants.
The names listed are given by the manufacturers, and individual parks may change the name of the ride itself. Many parks use a Viking Ship theme for their ride. Smaller versions of the ride are often called "Swingboats".


HMT Amethyst

HMT "Amethyst" was a naval trawler requisitioned by the Admiralty prior to the Second World War. She was sunk in the second year of the war.
"Amethyst" was built as the commercial trawler "Phyllis Rosalie" by Smiths Dock Company, South Bank-on-Tees and was launched on 15 January 1934. Her first owners were the Boston Deep Sea Fishing & Ice Co Ltd, based at Fleetwood. In 1935 she set a number of records for catches landed at Fleetwood, and was present at HM King George V's Silver Jubilee Spithead Review, representing the port of Fleetwood. She was sold later that year to the Admiralty, who had her converted into an anti-submarine warfare trawler with the addition of ASDIC and a four inch gun. They classed her and a number of other trawlers as the Gem group, and the name "Amethyst" was selected.
She continued to serve during the Second World War, but on 24 November 1940, whilst under the command of T/Lt. the Hon. W.K. Rous, RNVR, she struck a mine in the Thames Estuary and sank. There were no casualties, and the survivors were landed at Southend, where they were briefly arrested under the suspicion of being survivors from a sunken German craft.


Henry Greenway

Henry Greenway (Birmingham, England, 1833 - St. Louis, Missouri, 1903) was an English-born American harp maker. He created a type of chromatic cross-strung harp displaying X-shaped double pilar and double neck. His workshop was at 545 Atlantic Street in Brooklyn, N.Y.


John Edward Thornycroft

Sir John Edward Thornycroft, KBE (1872–1960) was a British mechanical and civil engineer. He worked for the family business of John I. Thornycroft & Company, a shipbuilder to the Royal Navy and others. He played a key role in the early development of destroyers and helped the business to branch into land-based transport as managing director from 1906. During the First World War Thornycroft developed the first coastal motor torpedo boats and launching systems for depth charges and was knighted for his work. He also played a key role in the Second World War, making technical decisions on warship armament. Shortly before his death his son, John Ward Thornycroft succeeded him as chairman and managing director of the company.
Early life.
Thornycroft was born in Chiswick on 5 September 1872, one of seven children and the eldest son of Blanche Ada née Coules and Sir John Isaac Thornycroft, the founder of the Thornycroft shipbuilding company. His sister, the naval architect Blanche Thornycroft played an increasingly recognised role in the family engineering business. His aunt and uncle were the sculptors Mary Thornycroft and Hamo Thornycroft. He was educated at St Paul's School, London before receiving engineering training at the Central Technical College in South Kensington. After receiving his college diploma in 1892 Thornycroft joined his father's shipyard at Church Wharf,
Chiswick where he received further training from his father and John Donaldson.
Family business.
Completing his training in 1895 Thornycroft was appointed a draftsman and assistant to the manager of the engine works at the Chiswick yard, where he helped install machinery to torpedo boats and destroyers. Between 1896 and 1902 he was responsible for carrying out sea trials on these vessels and also carried out experimental work on boilers and other machinery. He helped to develop HMS "Albatross" an 1898 torpedo boat destroyer, an early milestone in the development of the type.
The family business was converted into a publicly listed company in 1901 and Thornycroft was appointed technical director in 1902, with responsibility for all construction work and new designs, including motor vehicles. Thornycroft became managing director in 1906 and was responsible for establishing new shipyards and engine works at Southampton and a motor vehicle works at Basingstoke.
War work.
Thornycroft worked on the design and construction of vessels for the Royal Navy during the First World War, a service for which he was appointed a Knight Commander of the Order of the British Empire in 1918. This included design and construction of the first coastal motor torpedo boats and depth charge launchers. He also developed road vehicles, including a steam-powered wagon and an oil-engined tractor. After the war he continued development of ships and land vehicles. During the Second World War he proved vital in making technical decisions regarding changes to and modification of naval weapons. Thronycroft was key in the early development of the destroyer from the "Daring" of 1893 to the "Duchess" of 1951.
Thornycroft resigned as Chairman of the company on 20 July 1960, being then elected as president of its board. His eldest son, John Ward Thornycroft succeeded him as chairman and managing director. The elder Thornycroft died five months later on 21 November 1960.
Recognition.
Thornycroft was elected president of the Institution of Mechanical Engineers for the 1937 to 1938 session and of the Institution of Civil Engineers for the November 1942 to November 1943 session - he had become an associate member in 1899 and a full member in 1927. He was honorary vice-president of the Institution of Naval Architects from 1943 to his death and a member of the Institute of Transport and the Isle of Wight River Board. In 1946 Thornycroft was made a fellow of Imperial College London.


450 Lexington Avenue

450 Lexington Avenue is a 38-story office building located on Lexington Avenue between East 44th and 45th Streets, in East Midtown, Manhattan, New York City. The building, which was built in 1992, is clad in Sardinian gray granite and features a repeating diamond motif that highlights the building setbacks and its crown.
The tower was built within and on top of the preexisting Grand Central Post Office, which was designed by Warren and Wetmore and constructed from 1906 to 1909. It was originally developed by Hines after anchor tenant and original developer Prudential Financial backed out of the project. It was ultimately developed by Sterling Equities and still stands below the modern skyscraper.
The building was owned by Istithmar World from 2006 to 2012, and has been owned by RXR Realty since 2012. Istithmar purchased 450 Lexington in 2006 but refinanced the property the following year for $600 million. Current tenants include Brixmor Property Group, Davis Polk & Wardwell, Herbert Smith Freehills, Warburg Pincus, and WeWork.


Tilles Memorial City Park

Tilles Memorial City Park, also known as George Tilles Jr. Memorial Park, is the oldest municipal park in Oran, Missouri.
History.
The park was founded in 1962 by Frank Pellegrino, CEO of the International Hat Company in St. Louis, Missouri. The park was dedicated by Pellegrino as a memorial to George Tilles Jr., Pellegrino's, friend, business partner, and former CEO of International Hat. George Tilles was also the nephew of horse racing magnate Cap Tilles.
Throughout the 1950s to the mid-1980s, the company's hat factory was the largest employer in Oran and one of the largest employers in Southeastern Missouri. The Oran factory was also the first International Hat plant built outside of St. Louis. These factors led to Pellegrino's choice of Oran, as a way of giving back to the employees of an International Hat town. As a condition for founding the park, Pellegrino petitioned the city that future funding of the new recreational facilities and park upkeep be managed through municipal taxation. The measure was placed on the voting ballot and passed with 93 percent of voters approving.
Features.
Since 1995, a major feature of the park has been the annual car show, sponsored by the Oran Chamber of Commerce.


Canadian Landmine Foundation

The Canadian Landmine Foundation (French: La Fondation des Mines Terrestres du Canada) is a Canadian charity that seeks to "raise awareness and funds to end the human and economic suffering caused by anti-personnel landmines".
The organisation was launched in 1999 with backing from Queen Noor of Jordan, the then-Governor General of Canada Adrienne Clarkson, the then-Prime Minister Jean Chrétien and the United States Senator Patrick Leahy. It has worked in Afghanistan, Nicaragua, Bosnia-Herzegovina, Croatia, Mozambique, and Cambodia, and has partnered with the Canadian International Demining Corps.
"Peacekeepers' Day", August 9, was established by the Canadian Association of Veterans in United Nations Peacekeeping with support of the Foundation and Bernard Lord, then-Premier of New Brunswick.
Honorary directors of the Foundation are Norman Jewison, Patrick Leahy and Maurice Strong, whilst the board of directors includes the former ambassador for Mine Action Daniel Livermore, former Canadian Senator Sheila Finestone and statesman Lloyd Axworthy.
The Foundation runs the Canadian arm of "Adopt-A-Minefield", a global mine action campaign that has raised over C$22 million for mine clearance and survivor assistance.


Waring Brothers

Waring Brothers was an English company specialising in railway structures.
History.
The company was founded by Charles Waring, William Waring and Henry Waring in 1841 in York as a civil engineering business.
By 1853 the company was working for the Central Peninsular Railway Company in Portugal.
It went on to complete numerous railway structures including three viaducts in Luxembourg (including the Passerelle) and the station (but not the roof, which was tendered separately) of St Pancras in London.
Major projects.
Major projects included:
Demise of the company.
Charles Waring went into politics as Member of Parliament for Poole in 1865 after which time there were very few contracts entered into so it appears that the company was wound up in the early 1870s.


Linda Miller (engineer)

Linda Jean Miller (born 1961) is an American civil engineer who works for Bechtel. She is currently director of the excavation works for the Sydney Metro project, having recently been in charge of Crossrail's Farringdon Station.
Education.
Miller is from Arizona. She has a bachelor's degree in engineering from United States Military Academy in West Point, New York. After graduating, Miller started her career in the United States Army, where she flew helicopters. She earned a master's degree in engineering from the University of California, Berkeley.
Career.
Miller has worked as Bechtel for more than 25 years. Throughout her career she has been a champion of engineering projects that leave a positive legacy. While working on the Boston Central Artery, a 161-mile road and tunnel project, she appeared on a PBS documentary. She worked on a new launch project at Cape Canaveral and the Seattle Monorail Project.
She worked on the Connaught Tunnel, a Victorian rail tunnel built in 1878 between Stratford and North Woolwich. At the start the team only had 135 year-old drawings as a guide, and had to use giant props to support the excavation. She described the project as 'open heart surgery'. She thinks it is "boom time" for tunnelling, with new technology putting the UK at the cutting-edge. She was seconded as project manager of Farringdon station. The station includes platform and concourse tunnels, ticket halls, escalators, and adits built using sprayed concrete lining. In March 2017, Miller left the UK and moved to Australia to begin work on the Sydney Metro.
She encourages all young women she meets to consider careers in engineering; including the children of Crossrail staff. She was selected as one of the Top 50 Influential Women in Engineering in the UK in 2016. That year, she was shortlisted for the WISE Campaign 2016 Woman of the Year Award. She appeared on the BBC Two documentary about Crossrail, "The Fifteen Billion Pound Railway". She has been a speaker at the Royal Institution, the Institution of Civil Engineers and Farringdon station. In 2017 she was awarded an OBE in the Queen's Birthday Honours for "services to engineering and to promoting gender equality".


South Bend Watch Company

The South Bend Watch Company, a manufacturing company of pocket watches, was based in South Bend, Indiana.
History.
The assets of the bankrupt Columbus Watch Company of Columbus, Ohio, were purchased by two brothers from South Bend, Indiana, in 1903. The brothers were sons of Studebaker Brothers Manufacturing Company co-founder Clement Studebaker. Clement Jr. was named president of the newly formed South Bend Watch Company. Along with George, Studebaker built a new factory in South Bend, Indiana, and hired 145 former Columbus employees, along with watchmaker Walter Cross Shelton, Sr., from the Appleton Watch Company in Wisconsin. The factory was outfitted with mass production machinery, the workers were retrained, and in 1905 production began.
Several styles of pocket watches were manufactured and sold at prices ranging from $16 to $125. The watches were well received and the company was a success. Watch production was interrupted during World War I, when the company was contracted by the government to build gun sights. By the time watch production resumed in 1918, the market had changed, with the wristwatch rapidly gaining popularity over the pocket watch. Regardless, the South Bend Watch Company prospered through the 1920s.
The company introduced the Studebaker Watch, identical to the South Bend except for the name. It was sold by mail order and represented as being from the Studebaker Watch Company. Advertisements included the tagline "Directed by members of the Studebaker family – known for three-quarters of a century for fair dealing."
By 1929, the South Bend Watch Company had 300 employees and had produced nearly a million watches. The Studebaker line was sold on credit, requiring only one dollar down. When the stock market crashed on October 29, 1929, the company found itself with more delinquent accounts than it could handle. On November 27, 1929, the plant was closed. Employees were told it would remain closed until January 1, 1930. The plant never reopened.
Liquidation was completed in 1933. Some 35,000 watches were in production when the factory closed. Shelton, along with two other employees, completed the assembly of those watches and sold them. Shelton continued to operate the company's service department until his retirement in 1954 effectively ended the South Bend Watch Company story. The factory building, which had been used by a number of businesses over the years. This included Kay Line Industries, furniture manufacturer and was destroyed by fire in 1957.


Timothy Blackstone

Timothy Beach Blackstone (March 28, 1829 – May 26, 1900) was a 19th-century railroad executive, businessman, philanthropist, and politician. He is descended from William Blaxton, an early settler of New England. He worked in the railroad industry for most of his life after dropping out of school. At the time of his death, his estate was worth US$6 million ($ million today).
Blackstone served as president of the Chicago and Alton Railroad from 1864 through 1899, was a founding president of the Union Stock Yards, and served one term as mayor of La Salle, Illinois. He was the benefactor of the James Blackstone Memorial Library in Branford, Connecticut, and his widow donated the Blackstone Memorial Library to the Chicago Public Library in 1902, the first dedicated branch of the Chicago Public Library system. The Blackstones also funded Blackstone Hall for the Art Institute of Chicago Building, and his mansion became the site of the Blackstone Hotel and the Blackstone Theatre.
Early life.
Blackstone was born in Branford, Connecticut, the sixth child, and fourth son, of James Blackstone and Sarah Beach. His father, James, served in the Connecticut Senate representing the sixth district. James had also served in the Connecticut House of Representatives and the Connecticut militia. The family is descended from William Blaxton, an English settler who arrived in New England in the seventeenth century and became the first European settler in Rhode Island. William Blackstone, an English judge and jurist, is a distant cousin.
Health issues caused Blackstone to drop out of school in 1847, and he began working for Roswell B. Mason, surveying the New York and New Haven Railroad (NY&NH). He only worked on the NY&NH for a year before becoming an assistant engineer on the Stockbridge and Pittsfield Railroad. Again, he only remained with the firm a short time before leaving for the Vermont Valley Railroad. In 1851, Roswell invited Blackstone to supervise construction of the Illinois Central Railroad between Bloomington and Dixon, Illinois. Blackstone accepted the job and moved to La Salle, Illinois.
Career and life.
Blackstone was elected mayor of LaSalle in 1854 and served a single term, his only foray into politics. After leaving office, he returned to working on railroads, first as chief engineer of the Joliet and Chicago Railroad, which would eventually become the Chicago and Alton Railroad. Blackstone became president of the Joliet and Chicago Railroad in 1861, and he kept the line solvent while other divisions were filing for bankruptcy. When the system was reorganized, he was named president of the board of directors for the company, serving with John Drake. Although Blackstone served with the Alton Railroad for more than a quarter century, he refused a salary. When the directors voted to pay him $10,000 per year, he turned it down. In addition to his employment and activities with the railroads, Blackstone was the first president of the company that controlled the Union Stock Yards.
Although Blackstone had refused a salary from the railroad, he was an investor in it. In 1899, a competing group of investors headed by E. H. Harriman wanted to purchase the Alton Railroad but Blackstone disapproved of the sale. After many months of wrangling, Blackstone transferred all of his stock in the company to the United States Trust Company and resigned as president, effective April 1, 1899. This action allowed the Harriman-led group to assume control of the line.
In 1868, Blackstone married Isabella Farnsworth Norton, the daughter of a successful businessman from Norwich, Connecticut. Blackstone died of pneumonia on May 26, 1900, in Chicago, Illinois. His funeral was held at the Second Presbyterian Church and was then transported to Norwich, Connecticut for burial.
Blackstone Mansion.
Blackstone built a 19th-century mansion for himself at 252 Michigan Avenue in Chicago in what is now the Historic Michigan Boulevard District. The property later became the site of the Blackstone Hotel and the Blackstone Theatre. Following the Great Chicago Fire in 1871, he invited his friend John Crerar to stay with him, which Crerar did for twelve years. Crerar donated the John Crerar Library and Blackstone continued to donate funds toward the maintenance of the building throughout his life. The Crerar Library has now merged with the University of Chicago.
Bequests.
Blackstone donated a library of 5,000 books and a building to the city of Branford, Connecticut with the only stipulation that it be named in honor of his father. A charter was devised for the library by the Connecticut State Legislature vesting control of the library in a self-perpetuating board of trustees consisting of six residents of Branford and the librarian of Yale University. The building was designed by Chicago architect Solon Spencer Beman. The library was constructed from 1893–96.
In 1904, Isabella Blackstone donated the T.B. Blackstone Memorial Branch Library to the city of Chicago. Located at the intersection of Blackstone Avenue, Lake Park Avenue, and Forty-Ninth Street, the library is modeled after the James Blackstone Library in Branford, Connecticut. Blackstone Avenue running along the 1436 east block from 4900 south (starting behind Blackstone Library) to 10350 south is named after him.
Also, the Blackstone's funded Blackstone Hall in the Art Institute of Chicago Building. The two-story ground level gallery was added next to the east wall of the original building for display of architectural and sculptural casts.
"The New York Times" published details of his will. When Blackstone died, his will directed the disposition of his assets that amounted to US$6 million ($ million today). Of that total, $375,000 was bequeathed to relatives and $250,000 to public institutions (Chicago Art Institute, Chicago Orphan Asylum, Home for the Friendless at Chicago, St. Luke's Hospital, Passavant Memorial Hospital, Chicago Relief and Aid Society, $25,000 each and James Blackstone Memorial Library Association, $100,000). The remainder went to his widow. Blackstone was also a close associate of his cousin, William Eugene Blackstone.


Angus Paton

Sir Thomas Angus Lyall Paton (10 May 1905 – 7 April 1999) was a British civil engineer from Jersey. Paton was born into a family that had founded the civil engineering firms of Easton, Gibb & Son and Sir Alexander Gibb & Partners and he would spend his entire professional career working for the latter. Following his graduation from University College London one of his first jobs was the construction of a dam in Maentwrog in Wales. Paton later became an expert on dams and much of his career was devoted to their construction. In 1931 he undertook an economic survey of Canada which recommended a programme of works for its port system. This report was still being used into the 1970s. During the Second World War Paton was involved with the construction of gun emplacements in the Dardanelles, Turkey and of caissons for the Mulberry Harbours used after the Invasion of Normandy.
After the Second World War, Paton undertook an economic survey of Syria, which made recommendations for port, water infrastructure, irrigation and hydroelectric improvements. This was followed by a similar report on Lebanon and one on the possibility of extending railways from Northern Rhodesia to neighbouring countries. From 1946, Paton worked almost exclusively on hydroelectric projects, beginning with the Owen Falls Hydroelectric Scheme in Uganda. He also worked on the Kariba Dam in Zambia and Zimbabwe, which was the largest dam in the world when built and for which he was made a Companion of the Order of St Michael and St George. He was also involved with the Indus Basin Project, the Aswan High Dam, the Hendrik Verwoerd Dam, the P.K. Le Roux Dam, the Spioenkop Dam and the Tarbela Dam. Paton was knighted in 1973 and retired in 1977, remaining a senior consultant to Gibb and Partners. He spent his retirement in Jersey, where he died at St Helier on 7 April 1999. Paton was dedicated to his professional career and served as President of both the Institution of Civil Engineers (November 1970 – November 1971) and the Smeatonian Society of Civil Engineers.
Early life.
Angus, the name he preferred, was born on the island of Jersey in the Channel Islands on 10 May 1905. His father, Thomas Lyall Paton, was a journalist and author. His mother, Janet, was the daughter of Easton Gibb, founder of Easton, Gibb & Son, a firm of civil engineering contractors. His uncle on his mother's side, Alexander Gibb, was also a civil engineer; and had founded Sir Alexander Gibb & Partners, where Paton would spend his professional career. Paton left Jersey with his family in 1909 and spent a year in England before being sent to school in Boulogne-sur-Mer in France then Lausanne in Switzerland. He returned to England at the outbreak of the First World War in 1914. He spent the next six years living in St Leonards-on-Sea in Sussex where he lived next door to his future wife, Joan Delme-Murray.
Paton spent four years at Brunswick preparatory school in Haywards Heath, Sussex before studying at Cheltenham College. He was a good student, which he put down to an excellent maths teacher, a good memory and being "not much good at games". On Alexander Gibb's advice Paton read for a degree in civil engineering at University College London (UCL), where he had won a scholarship at the age of 17. Whilst at UCL Paton earned half-colours for long distance running and became the only student to graduate with a first class honours Bachelor of Science degree in engineering in 1925.
Work.
Post-graduation.
Upon graduation Paton joined Sir Alexander Gibb & Partners, which had been founded in 1922. One of his first jobs there was to assist with the design of a new jetty for Barking Power Station. In 1927 he worked on a dam at Maentwrog in North Wales and between 1932 and 1933 was resident engineer on the Glenlee portion of the Galloway hydro-electric power scheme. Paton was seconded to the Rangoon Port Trust in 1930 to construct a wharf for the export of lead from Burma. This wharf survived a serious earthquake on 5 May 1930 and was opened on 20 February 1931. On 10 April 1931 Paton sailed to Canada to undertake a survey of its ports and outline the additional facilities that would be required in the next 25–50 years. He was assisted in this for six weeks by Ralph Freeman who had designed the Sydney Harbour Bridge. The report was issued on 15 January 1932 but was not implemented until 1935 with the election of William Lyon Mackenzie King as Prime Minister of Canada. The report's findings continued to be in use until the 1970s. Paton was responsible for the construction of a new brewery for Guinness in Park Royal, London from October 1933 to October 1936. This was the biggest job of his career thus far and involved the construction of seven steel framed buildings, a power station, a storage silo, roads and railway sidings. Paton also built industrial and trading estates in Wales, West Cumberland and London. He was made a partner in the firm in 1938.
Second World War.
During the Second World War the running of Gibb and Partners fell largely to Paton and James Guthrie Brown. Gibb and Partners gained a large number of government contracts and within a few weeks of the start of the war in September 1939 the workforce increased by 2000. Paton designed and sited several Royal Ordnance Factories; and in March 1940 travelled to Turkey to construct an iron and steel works there. Whilst in Turkey he was contracted to build emplacements to contain guns from mothballed battleships in the Dardanelles. The construction of the emplacements was completed but the guns would later be prevented from reaching the site by the Axis occupation of Greece. Paton made his way back to Britain via Greece, Italy and France and arrived home two days prior to the Italian declaration of war against the Allies on 10 June 1940. He also constructed a plant at Barry in South Wales for the extraction of Magnesium Hydroxide from the sea, a turbine factory for British Thomson-Houston Company and a £7 million underground aircraft engine factory. From 1943–44 Paton supervised the construction, in London Docks, of the precast concrete caissons required for the construction of Mulberry Harbours following the Normandy Landings. From 1944–45 he was in charge of the rebuilding of houses damaged by V-2 rockets in the London districts of Wanstead and Woodford.
Post-war.
In 1945 Paton began construction of a wool factory at Darlington and a Rayon factory at Carrickfergus, both jobs were completed in 1951. In 1946 Paton was put in charge of an economic survey of Syria which required him to traverse the country by aircraft and car. The report, issued in 1947, recommended port, water infrastructure and irrigation improvements and the construction of a hydroelectric power station on the Euphrates River. Paton undertook a similar survey in Lebanon from 1947 to 1948. He was also involved in a report on the possibility of running a railroad from Northern Rhodesia to Dar es Salaam, Mtwara and Nyasaland.
Paton worked extensively in the field of hydroelectric power and became regarded as a world authority on the matter. From 1946 to 1955 he worked on the Owen Falls Hydroelectric Scheme in Uganda which resulted in the complete stoppage of the White Nile for the first time in history. Following the completion of Owen Falls Dam, Paton worked on the first stage of the Kariba Dam on the Zambezi River, of which he said that it was the "highlight of his professional career". Paton made 22 visits to the site, of a total duration of 267 days. The project itself was, at 420 ft high, the largest dam built until then and, despite some of the worst floods on record hitting the project, was completed in 1960 at £5 million under budget. In recognition of his work on the Kariba project Paton was made a Companion of the Order of St Michael and St George on 1 January 1960. As a result of the success of the Kariba project Gibb and Partners became involved with many of the biggest dam projects of the next two decades including works in Sudan, Argentina, South Africa and Pakistan.
Paton was later involved in the second stage of the Kariba Project and in the Aswan High Dam project. In 1955 he became a senior partner in Sir Alexander Gibb & Partners upon the death of Alistair Gibb in a polo accident. From 1960 until 1977, when he retired, Paton was the responsible partner for the firm's involvement in the supervision of the $1.2 billion World Bank Indus Basin Project. This included the construction of the Mangla Dam between 1962 and 1968.
In 1962 Gibb & Partners was one of two firms chosen (with Coyne et Bellier) by the South African government to build two dams on the Orange River. The first to be constructed was the Hendrik Verwoerd Dam which was officially opened in March 1972. The second, the P.K. Le Roux Dam, was finished in 1977. Following the success of this project Paton was retained to build a third, smaller dam, the Spioenkop Dam, which was finished in 1972. Paton was also involved with the tunnelling and underground powerhouse for the Drakensberg Pumped Storage Scheme. Paton was retained by the World Bank once more in 1967 to supervise the construction of the Tarbela Dam in Pakistan, which was completed in 1976. He also worked on the modernisation of the Royal Mint which involved the move from its 600-year home at Tower Hill to Llantrisant in Wales in time for decimalisation in 1971.
Retirement.
Paton retired from the firm in 1977 but worked for them again as a senior consultant between 1979 and 1985. During this time he worked on the James Bay Project, a large hydroelectric and infrastructure development in Quebec, Canada. Paton spent the last twenty years of his life in retirement in Jersey in the Channel Islands. In his working life he had visited 48 countries and spent 3152 days abroad. During his career with Gibb and Partners he had grown the company from a 400 employee, home-based company to one which employed more than 1500 engineers working in 63 countries. He was also largely responsible for leading the trend of exporting British technical expertise around the world.
Paton made an endowment to the Royal Academy of Engineering in 1986, as a result the Academy awards the Sir Angus Paton Bursary of £7000 annually to a masters student. Paton married on 7 June 1933 to Joan with whom he raised two daughters and two sons. Joan died on 7 January 1964, an event which spurred him to become more involved in his profession. Paton died at St Helier in Jersey on 7 April 1999.
Personal life.
Paton married Eleanor Joan Delmé-Murray on 7 June 1933, they remained married until her death at the age of 53 in 1964. He never remarried. They had two sons together, Alan and John and two daughters Eleanor (known by her second name, Anne) and Janet Paton. He had thirteen grandchildren and, at the time of his death, six great-grandchildren.
Professional recognition.
Institutional and committee memberships.
In addition to his busy work schedule Paton served his profession on numerous councils and committees. The first of these was as chairman of the Association of Consulting Engineers between 1949 and 1950, an association of which he was made an honorary member in 1984. Paton served on the council of the Institution of Civil Engineers from 1954 to 1959 and again from 1961 to 1966. He was elected vice president of that institution, a position he filled from 1966 to 1970 when he was elected president. Whilst serving as president he started "New Civil Engineer" magazine to keep members up to date with civil engineering news.
From 1960 to 1965 Paton was a board member of the Hydraulics Research Station of the Department of Scientific and Industrial Research and from 1964 to 1975 he served on the council of the Construction Industry Research and Information Association. Paton was also the British representative on the committee of the International Commission on Large Dams between 1966 and 1973. From 1968 to 1970 he was chairman of the National Economic Development Council's working party on large industrial construction sites and from 1969 to 1974 was a member of the Natural Environment Research Council. Paton was vice-chairman of the Council of Engineering Institutions from 1971 to 1972 and chairman for 1972 to 1973. From 1974 to 1979 he was chairman of the Ministry of Agriculture, Fisheries and Food flood protection research committee. Paton was also a member emeritus of the Smeatonian Society of Civil Engineers and served as their president in 1980.
Other honours.
Paton was awarded many honours for his contributions to civil engineering. In 1952 he was made an honorary fellow of University College London and he was also a fellow of the Institution of Structural Engineers and the American Society of Civil Engineers. Paton was made a fellow of the Royal Society in 1969 and served as one of its vice-presidents for the 1977–78 session. Paton became one of the few practising engineers to have held that post.
He was created a knight bachelor in the Queen's Birthday Honours of 1973 in recognition of his services to the construction industry. This knighthood was personally conferred upon him by Queen Elizabeth II on 7 November 1973. In 1976 Paton became a founding member of the Fellowship of Engineering and received an honorary Doctorate of Science (DSc) in engineering from the University of London in 1977. In 1978 he was made an honorary fellow of Imperial College London and received another honorary DSc in engineering from Bristol University.


Andover station (NJ Transit)

Andover is a planned New Jersey Transit passenger railroad station in Andover Township, in Sussex County, New Jersey, United States, providing service on its Lackawanna Cut-Off line. The line remains under construction. The station will be built at a site on Andover's Roseville Road, about from U.S. Route 206 and about from County Route 517. On the rail line, it will be located about west of Port Morris Junction.
Anticipated construction at the site includes a station and platform between the track and Roseville Road with 65 parking spaces initially, with room to expand to 125 spaces. Preparation to restore trackage between Port Morris and Andover was originally to begin in 2010 but was delayed until early 2011 due to a dispute over the exact location of the Andover Station area. Another delay was caused while environmental permits were sought. In August 2017, an agreement with a local landowner appeared to have cleared the way for the necessary environmental permits. At the time, service was projected to start in 2020, though in March 2020 it was pushed back to 2025.
The Andover station will be the terminus of the line, but plans exist for extending the Lackawanna Cut-Off line west of Andover.
History.
Early history.
From 1908 to 1911, the Delaware, Lackawanna & Western Railroad (DL&W) built a level-graded railroad line. This route, known as the Lackawanna Cut-Off, ran west from Port Morris Junction in Roxbury Township near the south end of Lake Hopatcong in northwestern New Jersey (about west-northwest of New York City) and to Slateford Junction near the Delaware Water Gap in northeastern Pennsylvania. With its rural landscape, tall fills, deep rock cuts, and two large viaducts, the line became renowned as a scenic highlight of the railroad's main line between Hoboken, New Jersey, and Buffalo, New York. Through the use of fewer and less-sharp curves, no steep hills, and no grade crossings, the route was faster and shorter than the Lackawanna Old Road, the rail line it replaced. The DL&W constructed structures on the new line of reinforced concrete, and the roadbed itself required the movement of millions of tons of fill material using techniques similar to those on the Panama Canal.
The Cut-Off route passed through Andover Township in northwestern New Jersey's Sussex County between Greendell Station in Green Township and the Roseville Tunnel in Byram Township. It did not stop in Andover at this time and passed over rail lines operated by the Lehigh & Hudson River Railroad and the Sussex Branch, and over U.S. Route 206 and county roads.
The Lackawanna Cut-Off route opened for passenger service on December 24, 1911, and was operated by the Lackawanna Railroad until October 17, 1960, when the Lackawanna merged with the Erie Railroad. The resulting Erie Lackawanna Railroad (EL) operated the line until April 1, 1976, when the EL was conveyed into Conrail, which would operate it until January 1979. The line was abandoned in 1983 and the track was removed the following year. Conrail sold the right-of-way to two land developers in 1985, and the State of New Jersey acquired it in 2001.
Planning and restoration.
New Jersey Transit's Board of Directors authorized consultant work for conceptual design, completion of the environmental assessment (EA) and preparation of the documentation required by the Federal Transit Administration for new transit lines to open service to northwestern New Jersey and northeastern Pennsylvania. The State of New Jersey completed the purchase of the Lackawanna Cut-Off right-of-way and property within the state in May 2001.
In May 2008, the North Jersey Transportation Planning Authority (NJTPA) approved funding to rebuild the first segment of track for restored service along the Cut-Off route between Andover and Port Morris Junction. After review of the submitted environmental assessment, the Federal Transit Administration issued a Finding of No Significant Impact (FONSI) for the first phase of the project to Andover on September 12, 2008. Preparation to restore trackage between Port Morris and Andover was originally slated to begin in 2010 but was delayed until early 2011 due to environmental concerns and questions over the exact location of the Andover Station area. In September 2011, the first new track was laid at Port Morris; three months later, Norfolk Southern delivered of continuously welded rail to Port Morris, enough to re-lay a single track to Andover. As of 2017, much of the right-of-way between Port Morris and Lake Lackawanna had been cleared of trees and debris. The section between Lake Lackawanna and Andover is still awaiting approval of environmental permits for roadbed clearing. A total of of track has been laid west of Port Morris Junction in three disconnected sections.
At present, New Jersey Transit intends to resume rail service between Andover and Hoboken, New Jersey and to New York Penn Station via transfer to Midtown Direct service, by connecting to the existing NJT Montclair-Boonton Line and Morris & Essex Lines. Service is projected to start in 2010. Construction began in 2011 to restore passenger service in phases, and the first phase includes opening service along of track to Andover. Extensions of service have also been discussed, including the potential of restoring service to nearby Blairstown, New Jersey, stations in Pennsylvania with a proposed terminus in Scranton, Pennsylvania.
Construction.
A disagreement over the replacement of a culvert on private property near the proposed station has delayed progress on the resumption of construction.
As of early August 2017, an agreement has been made to replace the culvert with the property owner and continue building track to Andover.


Joseph Fonclause

Joseph Fonclause (Claude Joseph 'le Mayeux' Fonclauze) (1799–1862) was a French archetier/bow maker.
Went to Paris to work for Lupot, Tourte and Vuillaume.
From 1840 he worked alone. Most of his bows are stamped.
Early in his career, he followed the Pajeot style. Nevertheless, later followed a very different direction on the basis of what was soon to happen in Paris (D. Peccatte's influence with the "hatchet-shaped" type head).
"...To our list of those affected by the Pajeot concept must also be added Claude Joseph Fonclause and Maire, as well as Nicolas Maline, who worked for Pajeot but who probably studied with Maire. These three initially followed the Pajeot example, but later in their careers followed very different directions on the basis of what was soon to happen in Paris (the Dominique Peccatte influence). Even there, though, the Pajeot style had influence, and was in Mirecourt the dominant stylistic influence into the 1840s, surviving until another dramatic sea-change in the late 1850s."
"...one of the top mid-19th century French Master Bow Makers whose bows are highly sought after." - Gennady Filimonov


Layshaft

A layshaft is an intermediate shaft within a gearbox that carries gears, but does not transfer the primary drive of the gearbox either in or out of the gearbox. Layshafts are best known through their use in car gearboxes, where they were a ubiquitous part of the rear-wheel drive layout. With the shift to front-wheel drive, the use of layshafts is now rarer.
The "driving shaft" carries the input power into the gearbox. The "driven shaft" is the output shaft from the gearbox. In car gearboxes with layshafts, these two shafts emerge from opposite ends of the gearbox, which is convenient for RWD cars but may be a disadvantage for other layouts.
For gearboxes in general, gear clusters mounted on a layshaft may either turn freely on a fixed shaft, or may be part of a shaft that then rotates in bearings. There may be multiple separate clusters on a shared shaft and these are allowed to turn freely relative to each other.
Origins.
The term "layshaft" originates with watermill machinery. The layshaft is the gear-carrying shaft that links the "wallower" (the small spur gear driven at increased speed by the waterwheel) to any "upright shafts" that carry the millstones. The term, layshaft, was also used by millwrights, in both wind- and watermills, to refer to a shaft that drove secondary machinery such as sack hoists, rather than the main milling machinery.
The term "layshaft" was also applied to back-geared lathes. These were lathes with a slow-speed mechanism in addition to their usual belt drive. This used two gears on a layshaft behind the headstock, giving a double reduction gear.
Car manual transmissions.
In the typical manual gearbox for a RWD car, the driving shaft ("input") is in-line with the driven shaft ("output"), but not permanently connected to it. A reduction gear on the driving shaft drives the layshaft. In car transmissions, the term countershaft is also used. A number of gears on the layshaft may then be connected, one at a time, to the driven shaft. Selecting each of these gears in turn gives the various ratios of the gearbox. All of these gear ratios are reduction gears, the engine speed being higher than the input speed to the final drive of the rear axle.
Early gearboxes used sliding gears to engage and disengage the drive. These were difficult to operate and also wore on the main working surfaces of the gears. An early improvement was to use separate dog clutches instead to engage gears, leaving the gears themselves in 'constant mesh'. A later, and more gradual development, was the introduction of synchromesh. This is an all-metal friction clutch in addition to the positive dog clutch, that gradually engages the gears and matches their speed before the dog clutch engages.
The top gear of the gearbox is achieved without these gears, but by coupling the driven shaft directly to the driving shaft through another dog clutch. This gives a 'direct drive' top gear, which has advantages for both efficiency and quietness at cruising speed. A typical gearbox had 2% losses in each gear set, so 4% for intermediate ranges through their two gears, but approaching 0% for the direct-drive top gear. As the direct top gear is not transmitting torque through the gears, it is also quieter.
In theory, it is also possible to provide an overdrive top gear, another indirect gear, but of a speed"-up" ratio rather than the reduction ratio of the other gears. The direct-drive ratio then becomes the second-to-top or third gear. This arrangement was used on some early cars, but was uncommon. Where overdrive is provided for a RWD car, this is almost always done by adding a separate overdrive gearbox to the output driven shaft of the gearbox, usually outside the gear casing.
Because of the layout of the gearbox, the layshaft is normally mounted low-down in the gearbox casing below the other shafts. The gear lever enters through the top of the casing and so it is more convenient for the sliding components of the dog clutches to be mounted on the driven shaft, rather than the layshaft. The layshaft gear cluster is thus often a simple one-piece component, typically cast iron gears running in bearings on a fixed steel shaft. The bearings may be plain phosphor bronze bushes, or for high-load applications needle rollers.
Where large numbers of gear ratios, six or more, are to be provided then these will require a third or more gear clusters on the layshaft. To maintain the proportions of the overall gearbox as more compact, rather than becoming long and thin, these gearboxes may use twin layshafts. This requires an additional driven gear for each layshaft, but the mechanism is otherwise very similar. The use of multiple layshafts also developed into the multiple clutch gearbox, used for some buses, where each ratio has its own layshaft and separate plate or hydraulic clutches, rather than dog clutches, are used to select between them.
Where a power take-off is required, usually for industrial vehicles to drive winches, hydraulic pumps etc., this is often driven from one end of the layshaft, as this is more accessible shaft than the main shafts, already in use by the drivetrain.
'All-indirect' gearboxes.
Some gearboxes do not use a layshaft, but rely on indirect gears throughout.
All-indirect were used for some very early cars, before the advantages of the direct-drive top gear were recognised. They contain no dog clutches; at the time, gear changing was still carried out by sliding the gears in and out of mesh. Once the dog clutch came into use, the further advantage of a direct-drive top gear was immediately recognised.
With the popularity of front-wheel drive from the 1960s, the all-indirect gearbox has become common. These have been used for both transverse engine layouts, where the offset of two shafts is more convenient than the in-line arrangement of a layshaft gearbox, and for longitudinal transaxle designs, such as the VW Beetle or many Renaults, where the requirement was to have both driven and driving shafts at the same end of the gearbox.
Although the loss of the direct-drive top ratio loses the ability for 0% losses when cruising, this is compensated for by reducing losses in other ratios from 4% to 2%. Noise is also reduced by modern metallurgy and gear cutting, which give quieter and more efficient gear profiles.
As the gearbox efficiency remains constant for all ratios of an all-indirect gearbox, it is now convenient to provide overdrive top gears, even when these are no longer direct-drive or 1:1 ratios. One of the first mass-market cars to offer such a feature was the VW Polo and the "Formel E", with a deliberately-labelled '-E' for 'economy' overdrive ratio.


Robin Lee Wilson

Robin Lee Wilson (March 1933 – 11 November 2019) wa a British civil engineer. He served as chairman of the Travers Morgan Consulting Group and EC Harris and also as president of the Institution of Civil Engineers in 1991–92. He was master of the Worshipful Company of Paviors in 2003 when the livery company updated its ordinances for the first time since 1479. Wilson also chaired the Construction Industry Council and the heritage trust which manages the Coultershaw Wharf and Beam Pump.
Career.
Wilson had a bachelor of science degree in engineering and was a fellow of the Royal Academy of Engineering. He was one of six engineers that formed a partnership with Travers Morgan Limited and traded as the Travers Morgan and Partners design consultancy, the partnership was dissolved in October 1990. At one point he also served as chairman of the Travers Morgan Consulting Group. Travers Morgan were bought by Huntingdon International in 1991 and by the Compagnie Générale des Eaux (now known as Vivendi) in 1995. Wilson has also been chairman of engineering consultancy EC Harris (now part of Arcadis).
Wilson was a fellow of the Institution of Civil Engineers and was its president for the November 1991 to November 1992 session. He was appointed a Commander of the Order of the British Empire in the Queens Birthday Honours of 13 June 1992.
Wilson served as chairman of the Construction Industry Council between 1994 and 1996 and in 1998 was chairman of the Engineering Council's Board for Engineers' Regulation. He was master of the Worshipful Company of Paviors in 2003 when the livery company sought to update its ordinances, last amended in 1479, and to apply for a Royal Charter. Wilson was also active in recruiting new members for the company.
Wilson was chairman of the Coultershaw Heritage Trust, which looks after the Coultershaw Wharf and Beam Pump in West Sussex, from before 2005. Between 2008 and 2012 he project managed the installation of an Archimedes' screw water turbine at the site that looked to supply 65,000 kilowatt hours of electricity per year to the National Grid and save 50 tons of carbon dioxide emissions. The project required a survey to ensure that sheet piling works would not affect a suspected unexploded bomb. The Coultershaw site, operational since 1782, previously supplied water to the town of Petworth and is a scheduled monument.
He died on 11 November 2019 at the age of 86.


Nine Elms tube station

Nine Elms is a London Underground station under construction in Nine Elms, London, as part of the Northern line extension to Battersea. The station is due to open in Autumn 2021. When open, it will serve the rapidly growing area, New Covent Garden Market and the Embassy of the United States.
It is close to the site of the former Nine Elms railway station, once the terminus of the London and South Western Railway.
Services.
The future station, which will be in Zone 1, will be served by the Northern line as part of the two-station extension from Kennington. The extension runs on to the redevelopment of Battersea Power Station.
Design.
The station will be designed and built by Ferrovial Agroman Laing O’Rourke, with over-station development by Assael Architecture. Art on the Underground has commissioned the artist Samara Scott to install a permanent artwork in the station's ticket hall: coloured liquid "spillages" containing objects and materials collected from the local area will be embedded into sections of the concrete panels of the ticket hall's walls.
Space around the station.
The future over-station development will provide over 400 new homes (with 40 percent being affordable), office space, retail and a new public square serving the station. This will allow Transport for London to recoup some of the costs of building the station, as well as providing long-term revenue for TfL.
Construction.
The station was given the final approval by the Secretary of State for Transport in November 2014, and construction began in 2015.
The station is being built using the cut-and-cover station box method, ensuring easy access during construction, as well as allowing future construction of a mixed-use development on top of the station.
The station was projected to open along with the rest of the extension in 2020, but in December 2018 the Mayor of London, Sadiq Khan, announced that the project's opening would be delayed for a year.
By June 2019, major tunnelling and track works had been completed, with an engineering train running on the extension for the first time. By February 2020, construction of the station was nearly complete, with platforms, escalators and the London Underground roundel installed on the station.


W. R. Ritchie

William Riley Ritchie (January 25, 1876 – January 18, 1970) was an American football coach. He served as the second head football coach at Baylor University, coaching in 1901 and compiling a record of 5–3. He was an alumnus of the University of Georgia. In 1906, Ritchie was residing at Campbell, Texas, working as a mathematics professor at Henry College. He died in 1970 in Sacramento, California.


Gear shaping

Gear shaping is a machining process for creating teeth on a gear using a cutter. Gear shaping is a convenient and versatile method of gear cutting. It involves continuous, same-plane rotational cutting of gear.
Process theory.
The types of cutters used for gear shaping can be grouped into four categories: disk, hub, shank, and helical cutters. The cutters are essentially gears that are used to form the teeth. This method of gear cutting is based on the principle that any two gears will mesh if they are of the same pitch, proper helix angle, and proper tooth depth and thickness.
Process characteristics.
By using a gear-shaped corresponding cutter that is rotated (in relation to a blank gear) produces the gear teeth. The cutters that are rotated are timed with the workpiece. This process produces internal gears, external gears, and integral gear-pinion arrangements.
Process schematic.
The process of gear shaping uses a toothed disk cutter which reciprocates in axial rotations. The workpiece (or blank gear) rotates on a second shaft (spindle). The workpiece is aligned with the cutter and it gradually feeds into the cutter while rotating. If a two-step process is used, all tooth spaces are partially cut before finishing.
Setup and equipment.
The machine used for gear shaping generally consists of a base, column spindle, and an arbor. The gear cutter is mounted on the spindle, and the gear blank is mounted on the arbor. The cutter reciprocates up and down while the workpiece is gradually fed into the cutter. At the end of each cutting rotation, the spindle is retracted slightly to discourage any more cutting into the new cut teeth of the gear.


Cut (archaeology)

In archaeology and archaeological stratification a cut or truncation is a context that represents a moment in time when other archaeological deposits were removed for the creation of some feature such as a ditch or pit. In layman's terms, a cut can be thought of a hole that was dug in the past, though cut also applies to other parts of the archaeological record such as horizontal truncations like terraced ground. A cut context is sometimes referred to as a "negative context" as opposed to a "positive context". The term denotes that a cut has removed material from the archaeological record or natural at the time of its creation as opposed to a positive context which adds material to the archaeological record. A cut has zero thickness and no material properties of its own and is defined by the limits of other contexts. Cuts are seen in the record by virtue of the difference between the material it was cut through and the material that back fills it. This difference is seen as an "edge" by the archaeologists on site. This is shown in the picture above (Fig 1.), where a half sectioned Saxon pit has had half its backfill removed and we can clearly see a difference between the ground the pit was cut into and the material originally filling the pit. Sometimes these differences are not clear and an archaeologist must rely on experience and insight to discover cuts.
Re-cuts.
Re-cuts are cuts made within the confines or near confines of other cuts, often to regain the function of the original cut or harvest material from the original fill. Re-cuts are considered quite valuable as a source of information because they can shed insight on function and attitude over time. An example of re-cutting would be a roadside ditch being re-cut and emptied of silt and detritus as a form of maintenance. Conversely, a roadside ditch that is never re-cut gives a certain impression about the attitude towards the investment in infrastructure the road represents. Re-cuts by their nature are hard to discern because the re-cut can truncate the original cut in part and be completely in the confines of the original fill in other parts. They can even be absent from the record. Cutting is the reason why not all past activity on a site leaves traces of its existence in the sequence.
Hypothetical ditch re-cuts shown in section.
Fig 2 shows how a ditch cut with at least two re-cuts may appear when viewed in section. It is possible that numerous other re-cuts took place and were truncated out of the archaeological record by one or more of the re-cuts that has survived.


John Cavanagh (hatter)

John J. Cavanagh (January 16, 1864 – January 24, 1957) was an American gentleman's hatter based in New York City. He was a Democratic mayor of South Norwalk and of Norwalk, Connecticut. He was a leader in both styling and manufacturing of hats for fifty years.
Political career.
In 1902, Cavanagh was elected mayor of South Norwalk and in 1908, he was elected mayor of Norwalk. He is the only person to have served as mayors of both cities prior to their consolidation in 1913.
He was very active in Democratic Party politics, and in 1925 was considered for the candidacy for governor of Connecticut. However, he was unwilling, due to his business responsibilities. He was a founder of the Norwalk Hospital, and was a member of its board of trustees for 20 years.
He was a founder of the Shorehaven Golf Club, a member of the Merritt Parkway Commission, the Norwalk Housing Authority, the Norwalk Kiwanis Club, and the State Prison Board.
Hat manufacturing business.
Cavanagh went to work for William A. Brown hatters of Norwalk at the age of 17. He worked as a sizer, trimmer, finisher, expert cutter, curler, and plant superintendent. In 1880 he began working for "Crofut & Knapp", where he was mentored by James H. Knapp. By 1907, Cavanagh was vice-president of Crofut & Knapp, and from 1923 to 1937, he was president of the company.
In 1928 Cavanagh created the company of Cavanagh-Dobbs Inc., which included his own hat label, "Cavanagh Hats", and a retail outlet in New York City, "John Cavanagh Ltd."
In 1932, he founded the "Hat Corporation of America", merging his brands with "Knox & Dunlap". In 1934 the "Cavanagh Hat Research Corporation" was founded to research materials and manufacturing methods to benefit the industry. He gave his name to a method of finishing hat brims known as the Cavanagh Edge. Cavanagh's other innovations included introducing regular, long and wide-oval fitting hats to enable customers to find better-fitting ready-to-wear hats. In 1939 John Cavanagh was awarded a Neiman Marcus Fashion Award in recognition of his services to the American hat industry.
He retired in 1947, though retained an honorary vice-presidency, and died in 1957. His son, J. Garvan Cavanagh, inherited vice presidency of the company, but left in 1961 to become a Roman Catholic priest.
Cavanagh Hats.
Al Webb (b. February 15, 1920), who joined the company after the Second World War, was by 1961 Vice President of Sales for the "Hat Corporation of America". Like J. Garvan Cavanagh, he was a close friend of John F. Kennedy, whose dislike of wearing hats had led to a downturn in hat sales. At a 1961 PT reunion in Washington, DC, Webb accused his friend of having ruined the American hat industry. In response, Kennedy began carrying a hat with the Cavanagh Hats label clearly visible. The first incidence of this was when Kennedy met with Dwight D. Eisenhower on April 22, 1961, at Camp David.


Ben Stewart

Benjamin Richard Stewart is a Canadian politician, who has represented the riding of Kelowna West in the Legislative Assembly of British Columbia since 2018 as a member of the British Columbia Liberal Party. He previously represented the riding of Westside-Kelowna from 2009 to 2013.
He was first elected in the 2009 provincial election. In the 39th Parliament, as a member of the provincial government he worked as Minister of Citizens' Services (June 2009 - June 2010), Minister of Community and Rural Development (June 2010 - October 2010), and Minister of Agriculture (October 2010 - March 2011). On September 5, 2012, he was reappointed to cabinet as Minister of Citizens' Services and Open Government.
Background.
Stewart was born and raised in Kelowna, British Columbia. His grandfather, Dick Sr., had moved to the Okanagan in 1911 where he started a nursery growing fruit and shade trees. Stewart's father Dick Jr. purchased a West Kelowna vineyard in 1956 which Ben would later incorporate as Quails' Gate Estate Winery. Along with his wife, Ruth, and brother, Tony, they began making their own wine in 1989, with bottling beginning in 1990. In the first couple of years, they were producing about 4,000 cases of wine. Sufficient demand allowed them to expand numerous times so that in 1997 they produced 28,000 cases. A $4 million expansion in 1998 increased their production to 60,000 cases. The winery specialized in pinot noirs. Their tasting room and wine shop was located in an historical building, built by one of the first white settlers in the area, before being replaced with a more modern facility during their 2007 expansion.
Stewart was a proponent of attracting tourism to the Okanagan, as well as promoting exports of British Columbia wine. In 2006, their local Chamber of Commerce awarded Stewart their President's Award for his efforts in promoting Okanagan businesses. The next year Quails' Gate Estate Winery was awarded the Canadian Association of Family Enterprise's regional Family Enterprise of the Year Award. Stewart also served as the marketing chair of the BC Wine Institute, chairman of the Vintners Quality Alliance, and as a member of the UBC Okanagan Advisory Council.
Politics.
In 2005, following Member of Parliament Werner Schmidt's announcement that he would not stand for re-election in the next federal election, Stewart campaigned to be the next Conservative Party of Canada candidate in the Kelowna—Lake Country riding. While six other candidates ran, Kelowna city councillor Ron Cannan eventually won the Conservative Party nomination and went on to win the 2006 general election. In 2008, following MLA Rick Thorpe decision not to stand in the next provincial election, and following the re-alignment of electoral boundaries to create the Westside-Kelowna riding, Stewart sought to be the B.C. Liberal Party candidate. Only two candidates stood for the nomination: Stewart and Rick de Jong, brother of then-Aboriginal Relations and Reconciliation Minister Mike de Jong. Stewart won the nomination and was the B.C. Liberal candidate in the 2009 provincial election. He campaigned on an economic platform: that the BC Liberals in power would be more beneficial for the provincial economy than a New Democrat government. Stewart won the election, with 53% of the vote, over the NDP candidate and mental health worker Tish Lakes, who received 29% of the vote and stated "I was never running against Ben Stewart. I was running against the policies of [Liberal leader] Gordon Campbell and the B.C. Liberals."
As the 39th Parliament began, BC Premier Gordon Campbell immediately promoted Stewart to the Executive Council of British Columbia as the Minister of Citizens' Services and the Minister Responsible for Multiculturalism and the Public Affairs Bureau. As minister, Stewart was immediately thrust into the spotlight as allegations against the Public Affairs Bureau arose concerning the suppression of a report, that should have been released prior to the election, showing a 50% increase in welfare enrollments in 2009. Stewart responded with the statement that the bureau was following protocol regarding the release of information during an election campaign and that the same bureau also withheld a report showing positive job growth during the month of April 2009, a month prior to the election. In December 2009 Stewart also had to defend the Ministry of Housing and Social Development who was under investigation regarding the leak of "mailed sensitive government information to someone in the United States" Stewart stated that "We don't exactly know who this other individual is, but it's believed they could be in the United States."
In his October 25, 2010 cabinet re-shuffling, Campbell promoted Stewart to Minister of Agriculture. Within the first few weeks, he toured the Peace River region, which had suffered a dry summer, and spoke about improving ministry programs like Agristability and production insurance. Shortly afterwards, he was consulted by the federal agricultural minister Gerry Ritz regarding Canada farm-disaster aid. Stewart has spoken favourably about local purchasing and considered re-establishing the "Buy B.C." program. Stewart signed a memorandum of understanding with the federal Minister of Fisheries and Oceans Gail Shea for regulating aquaculture as a "shared responsibility". In late 2010, a comprehensive review of the Agricultural Land Commission was done and recommendations submitted to Stewart who said he would review the report and discuss with fellow cabinet ministers before making it public.
In the 2011 BC Liberal Party leadership election, following Campbell's resignation, Stewart endorsed Kevin Falcon, noting his approval of Falcon's "support of deregulation for businesses" and his performance as Minister of Health; however, Christy Clark eventually won. Clark did not include Stewart in her first cabinet, but did appoint him Government Whip. He served on the Special Committee on Cosmetic Pesticides, the Select Standing Committee on Legislative Initiatives, as well as on the BC Liberals Priorities and Planning Committee and Legislative Review Committee.
Stewart was re-elected in the 2013 provincial election. Shortly after, on June 5, he resigned his seat so that Clark, who was defeated in her own riding of Vancouver-Point Grey, could contest the seat in a by-election.
In October 2013, Premier Clark appointed Stewart as BC Special Representative in Asia, a position based in Beijing. He departed the $150,000 salaried position on December 30, 2016, and the position was not re-filled.
In 2018, Stewart returned to politics following Clark's resignation from the legislature and ran to succeed her in a February 14, 2018 by-election in what is now Kelowna West. Ben Stewart won the riding with 56.46% of the votes.
On August 1, 2019, Stewart departed from the BC Liberal Party to sit as an independent due to a matter related to an Elections BC investigation involving him exceeding his contribution limit for the year of 2019. On October 1, 2019, he was cleared by Elections BC and rejoined the Liberal caucus.
Electoral history.
!align="right" colspan=3|Total Valid Votes
!align="right"|19,379
!align="right"|100%
!align="right" colspan=3|Total Rejected Ballots
!align="right"|107
!align="right"|0.55%
!align="right" colspan=3|Turnout
!align="right"|19,486
!align="right"|47%


Patrick Eggle

Patrick James Eggle is a British guitar designer and luthier.
The company he founded in the 1990s, Patrick Eggle Guitars, first based in Coventry and then in Birmingham, is known for designing and releasing such guitar ranges as the Berlin (1991) and the Fret King Espirit (1998). The company was producing 2,000 electric and acoustic guitars per year by the mid-1990s.
Eggle’s guitars have been used by artists such as Tony Iommi, Brian May, Bruce Watson, Bill Nelson, Midge Ure, Tony Remy, Oliver Leiber, and Ali and Robin Campbell. On 11 April 2014, the "JS Berlin Legend" made for Rory Gallagher sold for £25,000 at auction.
Eggle left the company in 1994, and moved to the USA to begin trading independently building acoustic and archtop guitars. In 2004 he returned to the UK, and started producing acoustic guitars from workshops in Oswestry under the brand name Patrick James Eggle Guitars. Notable artists of these guitars include guitarists such as Jake Bugg and Frank Turner. Turner played his custom made PJE guitar during his performance at the 2012 Summer Olympics.
During this time he was asked to re-develop and design the range of acoustic guitars for Faith Guitars. Various Eggle-designed models went on to be awarded 'The UK's Best Acoustic Guitar' Award at the MIA Music Awards every year from 2012 to 2016, including the Faith Venus Blood Moon in 2016.
In 2016, Eggle and his small team of craftsmen ceased producing acoustics and began focusing solely on building and developing his own line of electric guitars. These include models such as the 96 and Macon which were both awarded a rare 10/10 Gold rating by "Guitarist" magazine in 2017. Blues artist Krissy Matthews is a known player of the Macon.
In 2017, Eggle helped with the re-launch of the Shergold guitar brand by re-designing the Masquerader model shape, which is available with three pickup configurations and in four colour finishes.


Raynham Place station

Raynham Place (called Raynham Park in some documents) is a proposed MBTA Commuter Rail station in Raynham, Massachusetts. Under current plans, it would be constructed behind the Raynham Park racing center north of downtown Raynham and open in 2030 as part of the second phase of the South Coast Rail project.
History.
The Dighton and Somerset Railroad opened through Raynham in 1866. Raynham station was located in the village of North Raynham where the line crossed Broadway. In 1882, the Old Colony Railroad opened the Raynham Branch from the station to Whittendon Junction, allowing trains to use Taunton Central station instead of Dean Street station. Service was gradually rerouted onto the new branch; Raynham ceased to be a junction in 1932 when rails were removed between the station and Dean Street. The New Haven Railroad ended passenger service to Fall River and New Bedford via Raynham in 1958.
A new MBTA Commuter Rail station, Raynham Place, is proposed to be built by 2030 as part of the second phase of the South Coast Rail project. An 800-foot-long high-level island platform serving two tracks would be constructed next to an access road behind the Raynham Park racing center, two miles north of the former station site. Current plans have a pedestrian bridge crossing the tracks from the middle of the platform; a previous design placed the bridge at the north end of the platform.


Laurent Chappuzeau

Laurent Chappuzeau was Royal clockmaker to the Elector of Hanover (Later King George I of Great Britain).
He was the eldest son of the author and playwright Samuel Chappuzeau, but his birth year is not known, though it was probably between 1652 and 1655. Nothing is known of his early life, but it is certain that he was born in Lyon where his father was working as a proof-reader. He first appears in the records in 1658, when his father is in the Netherlands, and asks in a letter for him to be sent there from Lyon.
Samuel moved to Geneva in 1662, and he and his four sons, including Laurent, received citizenship there in 1666. In 1674, he is recorded as being apprenticed to watchmaker Antoine Rey. Nothing more is known about him until he arrived in London, where he lived from 1684 until 1689, and was married twice during this period at St James Duke's Place.
Note that due to the New Year starting on 25 March in the old calendar, the second marriage would have been in 1687, new style, and eighteen months after his first marriage. It is probable that his first wife Jean Goad (or Gode) died as a result of childbirth. In the registers of St Pauls, Covent Garden, vol IV, burials 1653-1752 we find on 25 May 1686 "Samuel son of Lawrence Chapeso" and "Jane, wife of Lawrence Lappuea" was buried in October. John Christian Chappuzeau, a watchmaker, was recorded in London between 1718 and 1745. It is possible that he was the child of the second marriage, which may explain why Laurent is recorded visiting England at least twice in the 1690s (1693 and 1697).
Laurent moved to Hanover in 1689, with his second wife Anne Noël (or Nouel), and probably one child (Jacob Chappuzeau). His daughter Helene Clara Chappuzeau was born in Hanover in 1690.
Not long after his father died, Laurent caused some controversy when he opened the "Electoral Café" in Hanover, opposite the castle. He is probably the French Café owner, M Chapezeau, referred to in the book ″The life and journal of Jonathan Belcher, the first-known, American-born Freemason″. Belcher stayed at the café for some days when he visited Hanover in 1704.


4 Street Southeast station

4 Street Southeast is a planned and approved CTrain light rail station in Calgary, Alberta, Canada part of the Green Line. Construction will begin in 2023 and complete in 2027 as part of construction stage one, segment 2A. The station is located in the Beltline, immediately southeast of downtown Calgary near the confluence of the Bow River and Elbow River.
The station will be an integral part of the redevelopment of Calgary's Rivers District, a high-density urban entertainment centre. There will be direct access to the future Calgary Event Centre, the Calgary Stampede grounds, the Scotiabank Saddledome, the National Music Centre, the Central Library, the BMO Centre, St. Patrick's Island and East Village from the station. It will be located under 11 Avenue SE near Olympic Way SE. Additionally, the station and the surrounding streetscape will feature Crime Prevention Through Environmental Design principals to mitigate crime.


MS Christiaan Huygens

Christiaan Huygens was a Dutch ocean liner that was built in 1927 by the Nederlandsche Scheepsbouw Maatschappij for the Stoomvaart Maatschappij Nederland (SMN). She was employed on the Amsterdam – Batavia route until the outbreak of the Second World War. Requisitioned as a troopship, she was employed in the Mediterranean Sea and Indian Ocean. Surviving the end of the war in Europe, she struck a mine in the Scheldt on 26 August 1945 and was beached. She broke in two on 5 September and was declared a total loss.
Ordering and construction.
The order for "Christiaan Huygens" became known in February 1926. Previously Stoomvaart Maatschappij Nederland (SMN) had ordered a comparable ocean liner, MS Pieter Corneliszoon Hooft at the French shipyard Ateliers et Chantiers de la Loire. The price offered was so advantageous that it fell outside the contractual limits up to which the Nederlandsche Scheepsbouw Maatschappij (NSM) was the preferred supplier for SMN. For "Christiaan Huygens" Stoomvaart Maatschappij Nederland did not get such an advantageous offer, and NSM offered to build her at a loss. Big delays during the construction of "P.C. Hooft" might also have been instrumental in securing the order for NSM, which was capable to deliver quickly.
"Christiaan Huygens" was built as yard number 186 by the Nederlandsche Scheepsbouw Maatschappij, Amsterdam, North Holland, Netherlands. She was laid down on 13 March 1926. She was launched on 28 September 1927, the biggest ship built in the Netherlands up to that date. On 11 December 1927 she was towed from the NSM yard to the drydock "Hendrik Dok" of Amsterdamsche Droogdok Maatschappij, where the propellers were added.
On 25 January "Christiaan Huygens" left IJmuiden for her technical trials on the North Sea. These were finished with positive results on the 26th. Later on the 26th, a second 'official' trial run was made with about two hundred technicians, prominent people from the shipbuilding industry and journalists. During the trial, there was a dinner at which Mr. Tegelberg announced that MSN would accept delivery. Having delivered months ahead of schedule, Mr. D. Goedkoop CEO of the NSM yard created a laugh by remarking that: "The most difficult part of building a ship is getting a contract that has a solid name under it. Really, construction itself is much easier." Almost immediately after the speedy delivery of "Christiaan Huygens" SMN ordered two much bigger ocean liners at NSM, MS Johan van Oldenbarnevelt and MS Marnix van Sint Aldegonde.
"Christiaan Huygens" port of registry was Amsterdam and the code letters NJWV were allocated. In 1934, her code letters were changed to PDKD.
Description.
Dimensions.
The ship was long, with a beam of . She had a depth of and a draught of .
Machinery.
The ship was powered by two ten-cylinder two-stroke Single Cycle Single Action diesel engines, They were rated at 2,490 nhp, 5,800 bhp. Each engine drove a single screw propeller, giving the ship a speed of . The engines were built by Sulzer Brothers, Winterthur, Switzerland. They were model 10ST68 engines. Her auxiliary engines were three Sulzer 5S38 and a Sulzer 6RKH30 diesel engine, together rated at 2,250 bhp.
Accommodation.
Accommodation for 638 passengers was provided. She had a crew of 230.
Service as a passenger ship.
"Christiaan Huygens"departed from Amsterdam on her maiden voyage on 28 February, bound for Batavia, Netherlands East Indies. She called at Southampton, Hampshire, United Kingdom on 1 March. She arrived at Batavia on 30 March, a day ahead of schedule. She departed for Amsterdam on 18 April, arriving on 18 May, also a day ahead of schedule. On a voyage in November 1928, she arrived at Amsterdam three days ahead of schedule. On 13 August 1933, the Norwegian cargo ship ran aground south of Cape Guardafui, Italian Somaliland. "Christiaan Huygens" was one of the vessels that went to her aid.
With the outbreak of the Second World War in 1939, "Christiaan Huygens" route was altered, running between Genoa, Italy and Batavia.
Service as a troopship.
After the Netherlands had been occupied by Germany in 1940, "Huygens" port of registry was changed to Batavia. She was placed under the management of the Orient Line and served as a troopship. Carrying 1,290 troops, "Christiaan Huygens" sailed from Fremantle, Western Australia on 22 September with Convoy US 5, arriving at Suez, Egypt on 12 October. She sailed from Suez on 28 October 1940 as a member of Convoy SW 2A, which dispersed off Aden on 1 November. Her destination was Bombay, India. "Christiaan Huygens" departed from Bombay on 12 November with Convoy BN 8A, which arrived at Suez on 23 November. She then joined Convoy BN 9A, which sailed on 30 November and dispersed off her destination of Aden on 5 December.
"Christiaan Huygens" then sailed to Colombo, Ceylon, from where she departed on 16 January 1941 with Convoy US 8, which arrived at Suez on 28 January. She departed on 17 February as a member of Convoy BSF 2, which dispersed at sea on 22 February. On 5 April, she joined Convoy SL 70, which had departed from Freetown, Sierra Leone on 29 March. At the time, she was carrying maize and personnel. She detached from the convoy on 20 April. "Christiaan Huygens" later reached the River Clyde, United Kingdom. Carrying 1,592 troops, she sailed from the Clyde on 22 May 1941 as a member of Convoy WS 8B. The convoy arrived at Freetown on 4 June. She sailed 20 June and joined Convoy WS 9A, which had departed from Oversay, Renfrewshire, United Kingdom on 3 June. She left the convoy at Durban, South Africa. Her movements are unknown until 13 November 1941, when she departed from Halifax, Nova Scotia, Canada as a member of Convoy TC 15, which arrived at the Clyde on 21 November.
Carrying 1,575 troops, "Christaan Huygens" sailed on 12 January 1942 as part of Convoy WS 15. On 16 January, was attacked by and damaged. The convoy arrived at Freetown on 25 January. Having called at Cape Town, South Africa, the convoy reached Durban on 13 February. Carrying 1,475 troops, "Christiaan Huygens" departed on 19 February as part of Convoy DM 3. The convoy was bound for Singapore, but during the voyage Singapore fell to the Japanese. The convoy's destination was changed, first to Batavia, then to Colombo and finally to Bombay as the Japanese advanced across south east Asia. The convoy arrived at Bombay on 6 March. "Christiaan Huygens" subsequently returned to the Clyde. Carrying 2,670 troops, she departed on 1 June with Convoy WS 19P, arriving at Freetown on 15 June. She then joined Convoy WS 19PA, which formed at sea on 17 July and dispersed off Aden on 26 July. Her movements are unknown until 14 November, when "Christiaan Huygens" departed from the Clyde with Convoy KMF 3, which arrived at Algiers, Algeria on 23 November. She returned with Convoy MKF 3, which sailed that day and arrived at the Clyde on 3 December.
"Christiaan Huygens" was a member of Convoy WS 27, which departed from Liverpool, Lancashire, United Kingdom on 24 February 1943 and arrived at Freetown on 8 March. She subsequently sailed to Aden, from where she departed on 30 March with Convoy MC 6, which arrived at Durban on 13 April. She sailed on 25 April as a member of Convoy CM 41, arriving at Bombay on 11 May. Her movements are unknown until 11 July when "Christiaan Huygens" sailed from Port Said with Convoy MWF 36 in support of Operation Husky. The convoy arrived at Sicily, Italy on 10 July. Malta with Convoy MEF 36. On 13 July, she was in collision with the Polish troopship . The convoy arrived at Port Said, Egypt on 15 July. She then sailed to Algiers, from where she departed to join Convoy MKF 22, which had sailed from Port Said on 19 August and arrived at the Clyde on 9 September. "Christiaan Huygens" sailed from the Clyde on 21 September with Convoy TU 2, which arrived at New York, United States on 30 September. Carrying general cargo and troops, she sailed from New York on 29 December as a member of Convoy UT 6, arriving at the Clyde on 8 January 1944.
In 1944, her port of registry was changed to Willemstad. Carrying 1,837 troops, "Christiaan Huygens" departed from the Clyde on 15 January with Convoy KMF 28, which arrived at Port Said on 30 January. She left the convoy at Algiers. Carrying 2,967 troops, she returned with Convoy MKF 28, which had departed from Port Said on 20 January and arrived at the Clyde on 2 February. Carrying 2,637 troops, she departed from the Clyde on 29 March with Convoy KMF 30, arriving at Port Said on 12 April. She then sailed to Oran, Algeria, from where she departed on 17 April as a member of Convoy NSF 20, which arrived at Naples, Italy on 20 April. She departed the next day with Convoy SNF 20, arriving at Oran on 24 April. "Christiaan Huygens" sailed with Convoy NSF 21 on 30 April, arriving back at Naples on 3 May. She then sailed to Taranto, Ital. She departed with Convoy IXF 14 on 5 May for Port Said, where she arrived four days later. A total of 2,499 personnel were embarked before she departed with Convoy MKF 31, which arrived at Liverpool on 29 May. "Christiaan Huygens" sailed from the Clyde on 24 August as a member of Convoy KMF 34. She had 3,168 troops embarked. Her destination was Naples, where 1,7416 troops embarked and 3,755 sacks of mail were loaded. She then sailed to join Convoy MKF 34, which had departed from Port Said on 3 September and arrived at Liverpool on 14 September. "Christiaan Huygens" sailed with Convoy KMF 36 on 6 November. She was carrying 2,740 troops. The convoy arrived at Alexandria, Egypt on 19 November. She sailed on to her destination of Trincomalee, Ceylon. From there, she sailed to Aden, from where she departed on 28 November as a member of Convoy ABF 6, which arrived at Bombay on 4 December. Escorted by , she detached from Convoy ABF 6 on 1 December. The two ships formed Convoy AJ 6, which arrived at Colombo on 5 December. Forming Convoy JA 1 on her own, "Christiaan Huygens" departed from Colombo on 11 December and arrived at Aden on 17 December. She then sailed to Gibraltar.
"Christiaan Huygens" sailed with Convoy MKF 37 on 1 January 1945, arriving at Liverpool on 6 January. Carrying 2,916 troops, she sailed with Convoy KMF 40 on 18 February, arriving at Gibraltar on 24 February. She sailed on 6 March with Convoy MKF 40, which arrived at Liverpool on 12 March. She then sailed to the Clyde to join her final convoy, KMF 43. Carrying 2,658 troops, she sailed on 17 April and arrived at Gibraltar on 23 April. Her final destination was Bombay. On 26 August, while on the way from Antwerp to Rotterdam, she struck a mine in the Scheldt () and was beached at the Zuid-Steenbank. The ship broke in two on 6 September and was declared a total loss.


Minister of State for Construction, Planning and Energy Efficiency