Eglinton West station

Eglinton West is a subway station on Line 1 Yonge–University in Toronto, Ontario, Canada. It is located in the median of Allen Road on the north side of Eglinton Avenue West.
Line 5 Eglinton will also serve Eglinton West station upon its completion, scheduled for 2022. At that time, Eglinton West will become an interchange station and be renamed Cedarvale. Metrolinx is building the line along Eglinton Avenue from to .
History.
The station opened in 1978, as part of the Line 1 extension from to station.
In 1978 when the station opened, a trolley bus route (63 Ossington) served the station and looped around the station building. To coincide with the station opening, the route was extended from its prior terminus at Oakwood Avenue and Eglinton Avenue. The route ran south to the loop at King Street. In 1992, the route was converted to diesel buses and the overhead wires were removed.
Eglinton West had been planned to be an interchange station as part of the proposed Eglinton West line (not to be confused with the Eglinton Crosstown line). This was one of the three proposed subway lines in the Network 2011 Plan created in 1985 by the Toronto Transit Commission. The project was cancelled in 1995 after the election of a Progressive Conservative government led by Mike Harris. Afterwards, the small amount of tunnel that had been dug under the station was refilled.
Since October 2005, the station has been wheelchair-accessible.
In December 2012, commuter parking lots formerly located east and west of the station building on the north side of Eglinton Avenue were taken out of service, leaving no immediately adjacent parking. The lots were used as staging areas for the tunnel boring machines (TBMs) during the construction of Line 5 Eglinton. On the weekend of April 18 and 19, 2015, the TBMs Dennis and Lea were extracted from the east-side staging area and then transported on a heavy truck trailer to relaunch from the west-side staging area. The two staging areas will each be the location of a new station entrance.
Description.
The station building is located on the north side of Eglinton Avenue West between the entry/exit ramps for Allen Road. The station currently has two levels: street level and the platform level for Line 1 trains. The station's pedestrian entrance, the station concourse and a bus terminal are all located at street level. The bus terminal, located in a fare-paid area, surrounds the concourse area with bays on three of its four sides.
After the opening of Line 5 Eglinton in 2022, Eglinton West will have two more station entrances: one just east of the Allen Road entry ramp, and the other just west of the Allen Road exit ramp. The current entrances, which will be retained for direct access to the bus terminal for walk-in patrons not riding the subway or LRT, and the new entrances will all be on the north side of Eglinton Avenue. On the south side of Eglinton Avenue just west of Everden Road, there is a possibility of an emergency exit or a fourth entrance to be incorporated into some future private development.
The Line 5 tunnel and platform will pass under the Line 1 platforms. Above the Line 5 platform level, there will be a new underground concourse divided in two sections by a gap where the Line 1 tracks cross. Crossover tracks to reverse Line 5 trains will be located just east of the Line 5 platforms.
Architecture.
The station was designed by Arthur Erickson and Clifford & Lawrie. The main ticketing and concourse area at surface level is sheltered by an exposed concrete space frame supported by eight circular columns. The concrete ceiling is, in effect, a large slab, and overhangs the entrance. With a glass curtain wall, it appears to float. Inside, it is coffered throughout the station, with skylights in certain areas, allowing for increased penetration of natural light. Eglinton West makes use of sandblasted concrete and brick wall finishes extensively, distinguishing it from most stations on Line 1 and Line 2 Bloor–Danforth, where tiles are predominant.
As the north end of the station is in Allen Road's median, the Line 1 platform level is partly built at surface level. Designers took advantage of this and added windows at platform level. The northbound platform has regular windows, allowing for a view onto Allen Road, while windows on the opposite platform are frosted. This combination of window treatments allows transit riders to view cars speeding onto Allen Road's northbound expressway lanes, while blocking views of cars stuck in traffic approaching Eglinton, where the expressway—originally planned to continue south to downtown—ends.
During July 2009, the TTC installed an $850,000 green roof over the northern end of the station to reduce maintenance costs, increase the lifespan to 40–50 years, reduce the heat island effect by lowering the temperature of the surrounding area by a few degrees, and to reduce runoff. The TTC had to repair the roof anyway, since it had been leaking since 2000. The plants atop the 835-square-metre roof are low-maintenance sedums. and stations are slated to have green roofs installed as well.
Art.
The station's artwork, on two enamel murals facing each other, is "Summertime Streetcar" by Gerald Zeldin, is a montage of PCC streetcars from differing perspectives. The artwork is two storeys high and is located in the appropriately high ceiling section of the platform level.
In future, as part of a program to install artworks at major interchange stations along Line 5 Eglinton, the station will feature the artwork "Super Signals" by Douglas Coupland consisting of aluminum panels with brightly coloured concentric circles against a background of black and white diagonal lines. The artwork is an exaggeration of traditional wayfinding graphics.
Line 1 infrastructure in the vicinity.
South of the station, Line 1 continues underground below Everden Road to reach the Cedarvale Ravine, then continues southeast below the ravine. Moving northward, tracks continue on the surface, in the median of Allen Road.
Nearby landmarks.
Nearby landmarks include the York–Eglinton BIA, Little Jamaica, and the Oakwood-Vaughan and Humewood-Cedarvale neighbourhoods.
Surface connections.
When the subway is closed, buses do not enter the station, but will service nearby stops. TTC routes serving the station include:


Clements Mountain

Clements Mountain () is located in the Lewis Range, Glacier National Park in the U.S. state of Montana. Clements Mountain rises to the west of Logan Pass and above the Hidden Lake Trail which leads to Hidden Lake just west of the continental divide. The peak was named after Walter M. Clements who had worked to set up a treaty between the Blackfeet and the U.S. Government for the purchase of tribal lands east of the continental divide which later became part of the park.
Geology.
Like other mountains in Glacier National Park, Clements Mountain is composed of sedimentary rock laid down during the Precambrian to Jurassic periods. Formed in shallow seas, this sedimentary rock was initially uplifted beginning 170 million years ago when the Lewis Overthrust fault pushed an enormous slab of precambrian rocks thick, wide and long over younger rock of the cretaceous period.


Bevel gear

Bevel gears are gears where the axes of the two shafts intersect and the tooth-bearing faces of the gears themselves are conically shaped.
Bevel gears are most often mounted on shafts that are 90 degrees apart, but can be designed to work at other angles as well. The pitch surface of bevel gears is a cone.
Introduction.
Two important concepts in gearing are pitch surface and pitch angle. The pitch surface of a gear is the imaginary toothless surface that you would have by averaging out the peaks and valleys of the individual teeth. The pitch surface of an ordinary gear is the shape of a cylinder. The pitch angle of a gear is the angle between the face of the pitch surface and the axis.
The most familiar kinds of bevel gears have pitch angles of less than 90 degrees and therefore are cone-shaped. This type of bevel gear is called external because the gear teeth point outward. The pitch surfaces of meshed external bevel gears are coaxial with the gear shafts; the apexes of the two surfaces are at the point of intersection of the shaft axes.
The use of a genuine bevel gear has even greater importance for the reliability of the axle than any other spare part.
Bevel gears that have pitch angles of greater than ninety degrees have teeth that point inward and are called internal bevel gears.
Bevel gears that have pitch angles of exactly 90 degrees have teeth that point outward parallel with the axis and resemble the points on a crown. That's why this type of bevel gear is called a crown gear.
Mitre gears are mating bevel gears with equal numbers of teeth and with axes at right angles.
Skew bevel gears are those for which the corresponding crown gear has teeth that are straight and oblique.
Types.
Bevel gears are classified in different types according to geometry:
Mitre gears.
Mitre gears are a special case of bevel gears that have equal numbers of teeth. The shafts are positioned at right angles from each other, and the gears have matching pitch surfaces and angles, with a conically-shaped pitch surface.
Mitre gears are useful for transmitting rotational motion at a 90-degree angle with a 1:1 ratio.
Geometry of a bevel gear.
The cylindrical gear tooth profile corresponds to an involute (i.e. a triangle wave projected on the circumference of a circle), whereas the bevel gear tooth profile is an octoid (i.e. a triangle wave projected on the normal path of a circle of a sphere).
All traditional bevel gear generators (such as Gleason, Klingelnberg, Heidenreich & Harbeck, WMW Modul) manufacture bevel gears with an octoidal tooth profile.
IMPORTANT: For 5-axis milled bevel gear sets it is important to choose the same calculation / layout like the conventional manufacturing method.
Simplified calculated bevel gears on the basis of an equivalent cylindrical gear in normal section with an involute tooth form show a deviant tooth form with reduced tooth strength by 10-28% without offset and 45% with offset [Diss. Hünecke, TU Dresden].
Furthermore, those "involute bevel gear sets" cause more noise.
Teeth.
There are two issues regarding tooth shape. One is the cross-sectional profile of the individual tooth. The other is the line or curve on which the tooth is set on the face of the gear: in other words the line or curve along which the cross-sectional profile is projected to form the actual three-dimensional shape of the tooth. The primary effect of both the cross-sectional profile and the tooth line or curve is on the smoothness of operation of the gears. Some result in a smoother gear action than others.
Tooth line.
The teeth on bevel gears can be straight, spiral or "zerol".
Straight tooth lines.
In straight bevel gears the teeth are straight and parallel to the generators of the cone. This is the simplest form of bevel gear. It resembles a spur gear, only conical rather than cylindrical. The gears in the floodgate picture are straight bevel gears. In straight bevel gear sets, when each tooth engages it impacts the corresponding tooth and simply curving the gear teeth can solve the problem.
Spiral tooth lines.
Spiral bevel gears have their teeth formed along spiral lines. They are somewhat analogous to cylindrical type helical gears in that the teeth are angled; however, with spiral gears the teeth are also curved.
The advantage of the spiral tooth over the straight tooth is that they engage more gradually. The contact between the teeth starts at one end of the gear and then spreads across the whole tooth. This results in a less abrupt transfer of force when a new pair of teeth come into play. With straight bevel gears, the abrupt tooth engagement causes noise, especially at high speeds, and impact stress on the teeth which makes them unable to take heavy loads at high speeds without breaking. For these reasons straight bevel gears are generally limited to use at linear speeds less than 1000 feet/min; or, for small gears, under 1000 r.p.m.
Zerol tooth lines.
Zerol bevel gears are an intermediate type between straight and spiral bevel gears. Their teeth are curved, but not angled. Zerol bevel gears are designed with the intent of duplicating the characteristics of a straight bevel gear but they are produced using a spiral bevel cutting process.
Manufacturing bevel gears.
Materials used in gear manufacturing process.
The various materials used for gears include a wide variety of cast irons, non
ferrous material and non – metallic materials.
The selection of the gear material depends
upon:
Some materials chosen include:
Bevel gearing.
Two bevel gears in mesh is known as bevel gearing. In bevel gearing, the pitch cone angles of the pinion and gear are to be determined from the shaft angle, i.e., the angle between the intersecting shafts. Figure shows views of a bevel gearing.
Applications.
The bevel gear has many diverse applications such as locomotives, marine applications, automobiles, printing presses, cooling towers, power plants, steel plants, railway track inspection machines, etc.
For examples, see the following articles on:
External links.
 What is a Bevel Gear


Hanna Lindberg

Hanna Lindberg (28 August 1865 - 2 January 1951) was a Swedish Municipal Politician (liberal), feminist and milliner. She was the first woman in the Örebro city municipal council. Alongside the other women elected into various municipal councils in Sweden in the 1910 elections, she was also the first woman to be elected in a municipal council in Sweden.
Hanna Lindberg had been a Gofer and a milliner before she opened her own hat shop in 1891 and her own hat-factory, "AB Lindberg Strå- & Filthattar" (AB Lindberg Straw- and felthats) in 1898. She was active within the women's suffrage society, YMCA as well as the frisinnade föreningen (liberals). Being unmarried and thereby of legal majority, as well as wealthy, she had been able to vote for many years, under the voting law of 1862, before all genders became eligible to the municipal elections after the 1909 reform, and after the 1910 municipal elections, she was one of the women elected into local councils, becoming the first elected woman of her country.
Her installation in the communical council attracted attention as an historical event and was carefully described:
Red as a Peony in the face was Hanna Lindberg, when she for the first time entered the localitites of the city council, where the governor Tersmeden stood before the table of the chairman focused on the door, awaiting to receive the first woman in the city council. As soon as Hanna Lindberg appeared at the door, he met her and escorted her galantly to her seat, which I had chosen for her in advance in the first line. He thereafter held an unusually warm welcome speech, despite his critical attitude toward the woman suffrage movement. During his installation of her among the "fathers", all remained standing.
Hanna Lindberg sat one full term, until 1914. In the city of Örebro, two more women sat in the council before the national women suffrage: Mathilda Tengwall in 1914-20, and Amalia Lundgren as a temporary replacement in 1916.


Ben Pearson (bowyer)

Ben Pearson (November 16, 1898 – March 2, 1971) was an archer, bowyer, and fletcher from Pine Bluff, Arkansas. He is most notable for starting the first company in the United States to mass-produce archery sets and equipment. In 1972, he was among the first inducted into the Archery Hall of Fame.
Legacy.
Pine Bluff Bowhunters hosts a tournament each May in memory of Ben Pearson. This tournament is the oldest and largest 3D tournament in the state of Arkansas. It attracts shooters from several nearby states. Mrs. Pearson attends each year.
History.
Ben Pearson made his first bow based on articles for Boy Scouts by Dan Beard. In 1926 Pearson entered the state championships using his own equipment; finishing next to last. Learning from the experience, he made new equipment and in 1927 he became the Arkansas State Champion. Pearson continued in competitive archery, and by 1938 he placed seventh in the NAA National Tournament, just behind future employee Pat Chambers, and 24 places above Fred Bear.
Prior to 1938 Pearson marketed his arrows through a series of eleven pamphlets, resulting in the first full Ben Pearson Inc. catalog being listed as "No. 12". That first catalog also only listed arrows, with bows added in the 1939 catalog.
By the early 1950s Ben Pearson Inc. was best known for its relatively inexpensive archery sets. To make more people aware of the higher end custom bows and arrows Pearson was still crafting to special order; the 1958 Catalog introduced higher-end bows with names rather than just model numbers.
In 1963, Ben Pearson Inc. was selling 3,000 bows and 3–4,000 arrows per day. In 1967 the company was acquired by Leisure Group, which dropped the highest-end bows from production. In 1972, Leisure Group sold Ben Pearson Archery to the Brunswick Corporation. By the company's 50th anniversary (1988) it had 350 employees and $100 million in payroll. That year, the company presented Governor Bill Clinton with the six millionth bow, and 200 millionth arrow manufactured.


Ted Baker

Ted Baker plc is a British luxury clothing retail company. It is listed on the London Stock Exchange.
History.
Founder Ray Kelvin, who named the company after a self-styled alter ego, an “intrepid aviator, an all-round sportsman and the consort of princesses and Hollywood beauties”,- started his first store in March 1988 in Glasgow, and opened further stores in Manchester, and Nottingham. In 1990 Ted Baker opened a store in Covent Garden (with additional stores in London's Soho, Nottingham and Leeds) and Kelvin bought the company outright from part-owners Goldberg and Sons. A new range, Ted Baker Woman, was launched in 1995.
The company purchased its headquarters in London for £58.25 million in summer 2017.
Retail stores and outlets.
Ted Baker has a number of stand-alone stores in the UK. The Ted Baker range is also sold by other retailers (which it refers to as Ted Baker Trustees), in particular in stores of the John Lewis Partnership and House of Fraser. Ted Baker also has stores at Bicester Village Retail Outlet, Swindon Designer Outlet, Portsmouth's Gunwharf Quays and Cheshire Oaks Designer Outlet. There is a Ted Baker concession in all Selfridges & Co stores; London, Birmingham, Manchester and the Trafford Centre.
Ted Baker has stores and outlets in the rest of Europe, the United States, Canada, Australia, Asia, South Africa and the Middle East. It opened a store on Fifth Avenue in New York City in August 2012.
As of 2018, Ted Baker has 490 stores and concessions worldwide: 192 in the UK, 98 in Europe, 111 in the US and Canada, 80 in the Middle East, Africa and Asia and 9 in Australia.
In April 2020, Ted baker furloughed nearly 2,000 employees, including head office staff, due to the COVID-19 crisis. The company has also suspended non-essential capital expenditure and halted any discretionary operating expenses.
Wholesale operations.
Ted Baker has expanded its high street presence through its wholesale business which includes Australia, New Zealand, the United States, Canada, Norway, Greece, Spain, the Netherlands, Belgium, as well as the British Isles. Wholesale operations commenced in 1994 through careful selection of retail stores.
Governance.
In response to an online petition started by a former employee alleging that Ray Kelvin, who was then the company's chief executive, had hugged employees inappropriately, it was announced on 7 December 2018 that Kelvin was taking voluntary leave of absence from the company while the allegations were investigated and that Lindsay Page would act as chief executive. On 4 March 2019 it was announced that Kelvin had resigned and would be leaving the company immediately. Poor trading figures led to Page and executive chairman David Bernstein stepping down from their roles, and Rachel Osborne being appointed acting CEO, in December 2019.


HMS Isis (D87)

HMS "Isis" was one of nine s built for the Royal Navy during the 1930s.
Description.
The I-class ships were improved versions of the preceding H-class. They displaced at standard load and at deep load. The ships had an overall length of , a beam of and a draught of . They were powered by two Parsons geared steam turbines, each driving one propeller shaft, using steam provided by three Admiralty three-drum boilers. The turbines developed a total of and were intended to give a maximum speed of . "Isis" reached a speed of from during her sea trials. The ships carried enough fuel oil to give them a range of at . Their crew numbered 145 officers and ratings.
The ships mounted four 4.7-inch (120 mm) Mark IX guns in single mounts, designated 'A', 'B', 'X' and 'Y' from bow to stern. For anti-aircraft (AA) defence, they had two quadruple mounts for the 0.5 inch Vickers Mark III machine gun. The I class was fitted with two above-water quintuple torpedo tube mounts amidships for torpedoes. One depth charge rack and two throwers were fitted; 16 depth charges were originally carried, but this increased to 35 shortly after the war began. The I-class ships were fitted with the ASDIC sound detection system to locate submarines underwater.
Construction and career.
"Isis", named for the Egyptian goddess, was laid down by the Yarrow and Company, at Scotstoun in Glasgow on 6 February 1936, launched on 12 November 1936 and commissioned on 2 June 1937. "Isis" took part in the evacuation of Greece in April 1941. On 19 February 1943 she and the escort destroyer and a Vickers Wellington medium bomber attacked and sank the in the Mediterranean Sea north-east of Benghazi.
"Isis" was hit in 1941 off Beirut, Lebanon after the Battle of Crete. She pursued two Vichy French destroyers which escaped. A Junkers Ju 88 aircraft then attacked and severely damaged her. tried to tow her to Haifa, Palestine. The tow rope snapped, but the engines were started and she successfully reached Haifa.
"Isis" struck a mine and sank on 20 July 1944 at the position in channel 'T' off the western sector of the Normandy landing beaches. She was the last interwar standard destroyer lost in the war, with eleven officers and 143 ratings lost.


Hydrospring

A hydrospring is a mechanical device that performs a similar function to a spring. The advantage of a hydrospring over a normal spring is the increased damping that it performs. The damping is achieved by hydraulic fluid (typically oil) being driven through holes in a piston, as that piston moves in response to a force.
Hydrosprings are used in a variety of applications: shock absorbers, vibration dampers on train suspension, bulldozer blade shock absorbers and as recoil absorbers for artillery.


Carl Olof Trygg

Carl Olof Trygg (December 21, 1910 – 1993), was one of the recognized masters of 20th century woodcarving, most famous for Scandinavian flat-plane style of woodcarving.
Trygg was born in Stora Tuna, Kopparberg county, Dalarna, Sweden. He was one of three son of Carl Johan Trygg and Maria Axelina Andersson. Carl Olof worked with his father carving wooden figures of various common people in the Scandinavian flat-plane style of woodcarving. Between C. O. Trygg, his father (Carl Johan) and two brothers (Nils, and Lars), they carved over 10,000 figures. Many of his carvings were sold to tourists for approximately $10.00 USD. Adjusted for inflation what cost $10.00 in 1929 would cost $108.05 in 2005.
Migrating to Canada.
Carl Olof, at the age of 17, immigrated to Canada with his mother Maria (43), brother Nils Johan (13) and an unknown relative, possibly his sister, Kally Maria Trygg (8) arrived in Halifax, Nova Scotia on October 7, 1928. He was proceeded in immigrating by his father Carl Johan who arrived in Halifax on 3 March 1928.
The Trygg family eventually settled in Montreal, Quebec, Canada and there they continued to carve. Together they carved thousands of figures in the Scandinavian flat-plane style of woodcarving. Between C. J. Trygg and his sons they carved over 10,000 figures. Many of his carvings were sold to tourists for approximately $10.00 USD. Adjusted for inflation what cost $10.00 in 1929 would cost $108.05 in 2005.
Trygg was a craftsman in tune to the tourist trade. Trygg generally carved solo figures from basswood or pine, and mounted them on a base. He had a stylized execution with clean cuts, working from a single piece of wood. A highlight of Trygg’s carvings is his use of vibrant paint. He often painted his character’s clothing in plaid.
Return to Sweden.
Carl Johan Trygg and Carl Olof Trygg eventually returned to Sweden, where they continued their careers. Carl Johan died there 1954 and Carl Olof, based on the dates on his carvings, was producing figures as late as 1987.
The legacy.
Trygg family of woodcarvers.
Trygg family woodcarvings are still sought after today as collectibles. There are over 10,000 carved figures that were manufactured by the members of the Trygg family. Prices range from $50 to $500 depending upon the age, size, and condition of the piece.
Identifying Trygg woodcarvings.
Trygg woodcarvings can be identified by the signatures and dates on the bases.
Signatures commonly found are:
Most of the carvings are dated and include the location carved. For example, you may find a carving with "C.O. Trygg 1961 Sweden" meaning it was carved by Carl Olof Trygg in 1961 while he was living in Sweden.


Grant Simmer

Grant Simmer (born 1957) is an Australian sailor and yacht designer who has competed in multiple America's Cups.
He sailed as navigator on "Australia II" when it won the 1983 America's Cup. He stayed with Alan Bond's syndicate and was navigator on "Australia IV" during the 1987 Defender Selection Series.
He was a co-owner of North Sails Australia for 17 years until, in 2000, Simmer joined Alinghi as managing director and head of design. He helped design their winning 2003 and 2007 America's Cup boats as well as "Alinghi 5" for the 2010 America's Cup defence.
In 2010, he joined Team Origin as CEO. He joined Oracle Racing in 2012 as their general manager, overseeing day to day operations at the 2013 and 2017 America's Cups.
He was inducted into the America's Cup Hall of Fame in 2013.
Simmer joined Ben Ainslie Racing in late 2017 to prepare for the 2021 America's Cup.
Grant Simmer is CEO of Britain’s America’s Cup team. He has competed in 10 America's Cup cycles, winning sport's oldest international trophy four times. His first Cup experience was as a young navigator aboard Australia II's, during their historic victory in 1983, breaking America's 132-year stronghold on the Cup. It was the first time in the competition's history that the trophy had left American shores. The Australian born sailor/designer has gone on to win the America's Cup three further times as head of design, managing director and general manager with Swiss team Alinghi and more recently with ORACLE TEAM USA.
Career highlights:
2013: Winner 34th America’s Cup with OTUSA (San Francisco, USA)
2013: Inducted into the America’s Cup Hall of Fame
2003 & 2007: Winner America’s Cup with Alinghi (Auckland, New Zealand & Valencia, Spain)
1983: Winner America’s Cup Australia II (Newport, USA)


Pasquier Grenier

Pasquier Grenier (1447–1493), was a Flemish tapestry weaver who kept a workshop in Tournai.
He was active making and selling tapestries from his workshop in the late 15th century, which is first registered in 1477. His son Jean continued his workshop after he died.


Type 72 metallic anti-tank mine

The Type 72 is a Chinese metal-cased circular anti-tank blast mine, it is similar to the Russian TM-46 mine, a plastic cased version of the mine is also produced, the Type 72 non-metallic anti-tank mine. The mine has a central plastic cased blast resistant fuze.


Richard L. Stevens

Major General Rick Stevens is a retired United States Army officer. He served as Deputy Chief of Engineers and Deputy Commanding General of the United States Army Corps of Engineers from 2014 to 2017, and was previously the 30th Commander and Division Engineer for the Pacific Ocean Division.
Early life.
Stevens is from Vincennes, Indiana. He graduated from the United States Military Academy at West Point in 1982. He also holds Masters of Science degrees in Applied Mathematics from Purdue University and National Security Strategy from the National War College. He also served as an Army Senior Military Fellow at the Brookings Institution in Washington, DC.
Military career.
Upon graduation from West Point, Stevens received his commission as an Engineer officer. He has held a variety of command and staff positions including service with the 101st Airborne Division (Air Assault) at Fort Campbell, Kentucky, Department of Mathematical Sciences at West Point, New York, Third United States Army in Kuwait and both the 24th and 3rd Infantry Divisions at Fort Stewart, Georgia.
Stevens commanded the 11th Engineer Battalion at Fort Stewart, Georgia and the 36th Engineer Brigade at Fort Hood, Texas. He has served multiple duty assignments within the Headquarters, Department of the Army at the Pentagon, most notably with the Army G-8, Office of the Chief of Engineers, and culminating with his most recent assignment as the Executive Officer to the 36th Army Chief of Staff.
Steven's operational assignments included service in Kosovo, Iraq and Afghanistan.
Division Engineer.
Stevens became the 30th Commander and Division Engineer for the Pacific Ocean Division of the United States Army Corps of Engineers on June 30, 2011. He became the Deputy Chief of Engineers and Deputy Commanding General of the United States Army Corps of Engineers on September 2, 2014.
As the Division Engineer, Stevens was responsible for a mission that includes engineering design, construction and real estate management for the Army in Hawaii, Army and Air Force in Alaska, and for all Department of Defense agencies in Japan, the Republic of Korea, and Kwajalein Atoll, Marshall Islands. Pacific Ocean Division administers the Corps’ federal water resource development program and waters and wetlands regulatory programs in Alaska, Hawaii, American Samoa, Guam, and the Commonwealth of the Northern Mariana Islands. The Division program includes the $10 billion multi-year Korea Transformation Program and the $9 billion multi-year Japan Defense Program Realignment Initiative. Pacific Ocean Division also supports U.S. Pacific Command and U.S. Army Pacific's Theater Security Cooperation strategies, Humanitarian Assistance Program, and Civil Military Emergency Preparedness with projects throughout the Asia Pacific region.
Personal life.
Stevens is married to the former Terri Steckler, also from Vincennes, and they have three children; Matthew, Keller, and Aly.
In politics, Stevens claimed that he was "politically independent in the military, describing himself as a fiscal conservative who is progressive on social and environmental issues."


European Rail Infrastructure Managers

European Rail Infrastructure Managers (EIM) is a sector association that represents the interests of European rail infrastructure managers. Members consist of owners/managers of infrastructure from most European/EEA countries.
EIM was formally established in 2002 following the liberalisation of the EU railway market to promote the interests of independent rail infrastructure managers in the EU and the EEA.
EIM is a founding member of the Platform for European Rail Infrastructure Managers (PRIME), a member of the Group of Representative Bodies and a member of the Management Board of the European Union Agency for Railways (ERA).
Purpose.
The role of EIM is to provide a single voice to represent its members vis-à-vis the relevant European institutions and sector stakeholders. EIM also assists members in developing their businesses through the sharing of experiences and contributing to the technical and safety activities of the European Union Agency for Railways (ERA).
Organisational structure.
Based in Brussels, EIM is registered as an international, non-profit association under Belgian law. EIM is led by a President and three Vice-Presidents, who are elected for two-year terms. The President, the Vice-Presidents and the Executive Director form the Board of Directors. The General Assembly is the highest and final governance authority of the association. It gathers normally twice a year.
Members meet informally at the highest level to share experiences and discuss matters of common importance at the CEOs Club meetings which usually take place twice a year.
The Executive-Director leads the Secretariat which consists of three organizational units employing an international staff of approximately ten people. Members are represented at EIM via the Policy and Management Committee (PMC) for the policy activities and via the Technical Steering Group (TSG) for technical matters.
The PMC and the TSG may be assisted by internal working groups to address specific questions and to monitor special areas of interest.
EIM currently has 13 Working Groups whose work is being co-ordinated and supervised by the TSG. The Working Groups frequently interact with their equivalents in the European Union Agency for Railways, which is aiming to create an efficient railway network in Europe by promoting interoperability and common standards for railways.
Members.
The following are full members of EIM (voting rights):
The following are associate members of EIM (no voting rights):
Activities.
EIM's main areas of interest include:
EU Policy
Technical issues
Business


White Matlack

White Matlack (October 7, 1745; Haddonfield, New Jersey – January 7, 1824) to Elizabeth Martha Burr Haines and Timothy Matlack: a couple that had both lost their first spouses. His grandparents were William Matlack and Mary Hancock; and Henry Burr and Elizabeth Hudson. His siblings were Sybil, Elizabeth, Titus, Seth, Josiah and Timothy Matlack. He was a New York Quaker and abolitionist.
He married Mary Hawhurst on March 6, 1768. They had four children; White, Timothy, Mary, and Hannah.
White was a watchmaker and silversmith in New York City from around 1769 to 1775. In 1775, he also worked in Philadelphia. Then he ran a brewery located not far from the Fraunces Tavern. By the 1780s he moved into steel manufacturing.
In 1782, he and Isaac Howell signed a document titled "The memorial and remonstrance of Isaac Howell and White Matlack, in behalf of themselves, and others, who have been disowned by the people called Quakers, &c". White and his brother Timothy had been disowned by Orthodox Quakers for their support of the American Revolution. They formed a group with others called the Society of Free Quakers.
In 1786, he signed a letter to the Senate and assembly of the State of New York, against the shipping of African slaves through the port of New York.
Three years later he became a member of the New York Manumission Society. In 1787, the society founded the African Free School.
He died at Bay Side, near Flushing on Long Island, aged 80.


William Weston (engineer)

William Weston (1763 – 29 August 1833) was a civil engineer who worked in England and the United States of America. For a brief period at the end of the 18th century, Weston was the pre-eminent civil engineer in the new United States and worked on the Schuylkill and Susquehanna Navigation Company, the Western and Northern Inland Lock Navigation Companies in New York, the Middlesex canal in Massachusetts, the Schuylkill Permanent Bridge at Philadelphia, Pennsylvania and the Potomac navigation.
The bulleted information is sourced from the book "Billingsley, Brampton and Beyond ... in search of The Weston Connection" by Pamela (Theophilus) Gardner, pub Matador/Troubador Publishing Ltd., 2010
Career.
William Weston is first noticed with his work on Trent Bridge, Gainsborough between 1787 and 1791.
In 1792 he sailed from Falmouth to the United States of America to start a five-year engagement as Engineer to the Schuylkill and Susquehanna Navigation Company in Pennsylvania.
Among others, Weston trained (in 1794) Benjamin Wright later chief engineer of the Erie Canal and Loammi Baldwin chief engineer of the Middlesex Canal.
He returned to England in 1801, but retained his connection with the United States and was a consultant to the Erie Canal Commissioners.


Silas Jones Vail

Silas Jones Vail was an American hatter and composer, notable for hymns such as "Scatter Seeds of Kindness", "The Guiding Hand", "Nothing But Leaves", "O, Be Saved" and "The Gate Ajar for Me."
Silas Jones Vail was born on October 16, 1818 at Southold, New York.
He was a hatter by trade, but a musician and composer by passion, notable for writing hymns, some of which were set to music by Mrs. Albert Smith. Phillip Phillips published his first book of hymns. He was also associated with famous hymnists such as Fanny J. Crosby, Stephen Foster and William Sherwin.
Publications include "The Athenaeum Collection" (1863) and "Songs of Grace and Glory" (1874).
Vail died in Brooklyn, New York on May 20, 1883.


M42 (sub-basement)

M42 is a sub-basement of Grand Central Terminal in Midtown Manhattan, New York City. The basement contains an electrical substation that provides electricity to the terminal and helps power its tracks' third rails.
The facility opened in 1918 as a steam plant; the closest electrical substation at the time was at 50th Street. In 1929, New York Central closed the 50th Street location and reconstructed the basement facility, opening it in February 1930. It fell into obscurity for several decades, until tours were held and media was written in the 21st century focusing on the space.
Site and surrounding facilities.
The M42 sub-basement is in an underground section of Grand Central Terminal in Midtown Manhattan, New York City. It is part of the station's basements, together among the largest in the city. The M42 basement was installed in the former boiler facility excavated in the bedrock beneath the present-day Grand Central Market and the entrance to the Graybar Building, three levels below the lower Metro-North level. Though sources vary on its exact depth, it is thought to be located below ground, or either 10 or 13 stories deep. It is considered the deepest basement in New York City, deeper than at the World Trade Center or Federal Reserve Bank of New York. However, the new Grand Central LIRR terminal is being constructed in areas deeper, descending more than below street level at its lowest point.
The space just above the substation, originally built as a steam supply metering room, has ventilating fans that circulate air throughout the substation, with exhaust air funneled through the Grand Hyatt hotel's smokestack. The former coal bunker space, located above the ventilating room and right below street-level, now houses a backup battery, moved from the 50th Street Plant. In a nearby underground facility just to the north, Substation 1B provides DC power to the Graybar Building and Grand Hyatt. The facility opened in 1927 with four 2,000-kW rotary converters and an adjacent battery room.
The space is accessed by a single elevator and staircase. According to a reporter for "The Poughkeepsie Journal", the staircase is inconspicuously placed in a public corridor and dug straight out of the underlying bedrock. M42's precise location is not listed on any blueprints.
Equipment.
The basement contains an electrical substation with AC-to-DC converters that has provided electricity to the terminal and to power its tracks' third rails. The substation is divided into substation 1T on the eastern half of the room, which provides for third-rail power, and substation 1L on the western half, which provides for lighting and power throughout the terminal.
It has rows of transformers, which replaced all but the two remaining rotary converters, which remain as a historical record. M42 also included a system to monitor trains in and around the terminal, which was used from 1913 until 1922, when it was supplemented by telegraphs.
The room has a 30-ton overhead crane built by the Whiting Corporation of Illinois. The double girder crane was used to install the original equipment in 1929 and replacement pieces from World War II through to the 1990s.
History.
Earlier substations and early use of the space.
Grand Central Terminal and its predecessors contained their own power plants. The first such plant, built for Grand Central Depot in the 1870s, stood in the surface-level railroad yards at Madison Avenue and 46th Street. The second was built in 1900 under the west side of Grand Central Station near 43rd Street.
When Grand Central Terminal was constructed, a new power and heating plant was built with it, located on the east side of Park Avenue between 49th and 50th streets, atop part of the terminal rail yard. The two-smokestack 50th Street Plant could supply a daily average of of heating steam. The plant also provided electricity to the tracks and the station, supplementing other New York Central power plants in Yonkers (later renamed the Glenwood Power Station) and Port Morris in the Bronx (since demolished). While the Port Morris and Yonkers plants provided 11,000-volt alternating current for arriving and departing locomotives, the Grand Central plant converted the alternating current to 800 volts of direct current for use by the terminal's own third-rail-powered locomotives. In addition, the Grand Central power plant provided steam and hot water to nearby buildings. The surrounding buildings had no basement space for boiler rooms, as they stood above Grand Central's rail yard.
By 1918, the plant had reached its capacity, and so a second steam plant was constructed, in the current-day M42 basement, but only consisting of a boiler room, and utilizing the Commodore Hotel's smokestack on its northwest corner. At the time, the plant consisted of four floors, all underground. The main floor had a set of boilers, with a basement for handling the boiler's ashes, a steam meter room above the main floor, and coal bunkers above that floor. M42 also contained an electric device that printed out ticker tape whenever a train stalled, noting the location of the stalled trains. This device, manufactured by Westinghouse Electric Corporation in 1913, was obsolete by 1922.
The power plant was torn down in 1929, to be replaced by a new building for the Waldorf Astoria New York hotel. It had reached its capacity a decade earlier, and was seen as an eyesore along Park Avenue. The land was valuable, and the New York Central opted to purchase steam from the New York Steam Corporation rather than continue producing it. The decision eliminated the need for the steam plant in the M42 basement, allowing it to become a new electrical substation. The Waldorf Astoria building opened on the 50th Street Plant's site in 1931. The only remaining vestige of the plant is the storage yard under the hotel.
Current electrical substation.
The current facility was built in 1918 as a secondary steam plant, but was converted into a power plant in 1929. The equipment from the old plant was still usable, so the New York Central devised a plan to move 850 tons of machinery from the 50th Street Plant into the new 43rd Street location. A new circuit breaker house was built at 49th Street to ensure a seamless move, allowing train service to continue while power equipment was moved. The most practical option for the move was to lower the equipment into rail cars in the yard below the 50th Street Plant and transport it to the terminal, where it would be again lowered 50 feet down through a hatchway into the new space.
During the renovation process, additional space was carved out beneath the Graybar Building, housing heaters and pumps to heat water and circulate it to the terminal and nearby buildings. The entire moving process began in March 1929 and was completed by Christmas of that year. It was directed by F.B. Freeman, the railroad's chief engineer. The work was contracted out, with assistance from General Electric engineers. The substation opened on February 16, 1930.
According to author Sam Roberts, the facility was featured in a navy training film as the safest place in New York during a nuclear strike. Roberts also notes that the space was removed from the building's floorplans, and contains a red button that can shut down the railroad.
The facility is often reported as a target of sabotage during World War II. Operation Pastorius, a plan by Nazi Germany to disrupt rail lines and destroy manufacturing sites and infrastructure, was staged and foiled in 1942. There is no direct evidence that M42 was a target, though the saboteurs did meet at the station's information booth and newsreel theater, and M42's entrances were patrolled by armed guards during this time.
The room originally had ten rotary converters five for each of the substations. Seven of these were from 50th Street, one was fairly new when installed, and two were newly-constructed.


Yingchun Road station

Yingchun Road () is a station under construction on the future Line 18 of the Shanghai Metro. Located at the intersection of Jinxiu Road and Minsheng Road in Pudong, Shanghai, the station is scheduled to open with the rest of phase one of Line 18 in 2021. The station is named after the nearby Yingchun Road, which intersects Minsheng Road one block north of the station.


Wire gauge

Wire gauge is a measurement of wire diameter. This determines the amount of electric current the wire can safely carry, as well as its electrical resistance and weight.
Types of wire gauge.
Wire gauges may be broadly divided into two groups, the empirical and the geometric. The first includes all the older gauge measurements, notably the Birmingham gauge (B.W.G. or Stubs) and the Lancashire. The origin of the B.W.G. is obscure. The numbers of wire were in common use earlier than 1735. It is believed that they originally were based on the series of drawn wires, No. 1 being the original rod, and succeeding numbers corresponding with each draw, so that No. 10, for example, would have passed ten times through the draw plate. But the Birmingham and the Lancashire gauge, the latter being based on an averaging of the dimensions collated from a large number of the former in the possession of Peter Stubs of Warrington, have long held the leading position, and are still retained and used probably to a greater extent than the more recent geometrical gauges.
The first attempt to adopt a geometrical system was made by Messrs Brown & Sharpe in 1855. They established a regular progression of thirty-nine steps between the English sizes, No. 0000 (460 mils or about 12 mm) and No. 36 (5 mils or about 0.13 mm). Each diameter was multiplied by 0.890526 to give the next lower size. This is now the American wire gauge (AWG), and is prevalent in North America and used to some extent in over 65 countries, with a market share of about 30% of all power and control wires and cables.
The Imperial Standard Wire Gauge, which has been sanctioned by the British Board of Trade, was formulated by J. Latimer Clark. Following one of its recommendations, it differs from pre-existing gauges scarcely more than they differ among themselves, and is based on a rational system, the basis being the circular mil. No. 7/0, the largest size, is 0.50 inches (500 mils or 12.7 mm) in diameter (1570 circular mils circumference), and the smallest, No. 50, is 0.001 inches (1 mil or ) in diameter (80 circular mils area). Between each step the diameter, or thickness, diminishes by 10.557%, and the area and weight diminish by ~ 20%.
None of the above systems of measurement is part of the metric system.
The current British Standard for metallic materials including wire is BS 6722:1986, which is a solely metric standard, superseding 3737:1964, which used the SWG system.
The IEC 60228, used in most parts of the world, defines standard wire sizes based on their cross-sectional areas as expressed in mm2. Each wire size has to respect a maximum resistivity value.
Measuring.
In commerce, the sizes of wire are estimated by devices, also called gauges, which consist of plates of circular or oblong form having notches of different widths around their edges to receive wire and sheet metals of different thicknesses. Each notch is stamped with a number, and the wire or sheet, which just fits a given notch, is stated to be of, say, No. 10, 11, 12, etc., of the wire gauge.
The circular forms of wire gauge measurement devices are the most popular, and are generally in diameter, with thirty-six notches; many have the decimal equivalents of the sizes stamped on the back. Oblong plates are similarly notched. Rolling mill gauges are also oblong in form. Many gauges are made with a wedge-like slot into which the wire is thrust; one edge being graduated, the point at which the movement of the wire is arrested gives its size. The graduations are those of standard wire, or in thousandths of an inch. In some cases both edges are graduated differently in order to allow comparison between two systems of measurement. A few gauges are made with holes into which the wire has to be thrust. All gauges are hardened and ground to dimensions.
In some applications wire sizes are specified as the cross sectional area of the wire, usually in mm². Advantages of this system include the ability to readily calculate the physical dimensions or weight of wire, ability to take account of non-circular wire, and ease of calculation of electrical properties.


Justin Smith (milliner)

Justin Smith (born 1978) is a leading British milliner based in London. He creates bespoke millinery under the J Smith Esquire brand for a portfolio of private clients that includes Angelina Jolie, Brad Pitt and Amal Clooney. Smith's hats have been exhibited around the world, and have been acquired by such museums as the Fashion Institute of Technology in New York and the Victoria & Albert Museum in London for Hats: An Anthology curated by Stephen Jones. His work is in continuous demand by stylists and photographers for the quality style press. He has been visiting lecturer at London's Royal College of Art and has conducted seminars and teaching workshops for the British Council.
Early life.
From 1998 to 2002, Smith was Creative Director and Head of Avant Garde for the Toni & Guy Group. In 2003 he established his own J Smith Esquire hairdressing salon in London's Soho, specialising in conceptual and avant-garde styles, session styling for the style press, advertising campaigns and a large portfolio of private clients that he retains to the present day. During his early career Smith was a British Hairdressing Awards finalist as Avant-Garde Hairdresser of the Year in 2001 and winner of the first prize at the 2000 London Alternative Hair Show. A graduate of the London College of Fashion and Kensington and Chelsea College, Justin gained an MA in Millinery from The Royal College of Art in 2007.
Millinery career.
Smith established the J Smith Esquire brand in 2007, following the acclaim of his Royal College of Art graduation collection called Le Cirque Macabre. Sixteen collections mixing couture and ready-to-wear pieces with highly elaborate showpieces, have been produced since the launch of the brand. A new collection is expected to be launched in the first half of 2017. Smith's work upholds the traditions of millinery while seeking continuously to redefine classic headwear.
Since 2007 J Smith Esquire has been shown at London, Paris and Milan fashion weeks, alongside new and emerging fashion events such as Rome Couture and Jakarta Fashion Week. He continues to collaborate with highly regarded international designers such as Stella McCartney, Moschino, Manish Arora, Oscar Lawalata, Aganovich, Emilio de la Morena and Aveda.
J Smith Esquire has featured in numerous shows and exhibitions such as Hats: An Anthology curated by Stephen Jones for the Victoria and Albert Museum of London, 2009 to 2012, Hedonism at London Fashion Week by the British Fashion Council, three seasons of Alta Roma Limited / Unlimited supported by Sylvia Fendi, the 2010 Vogue Young Talents exhibition in Milan, and the 2009 Fashion in Motion exhibition of selected milliners at the Victoria and Albert museum in London.
In 2011 a retrospective exhibition, installation and book launch took place at the Royal Horseguards Hotel, London, supporting the introduction of the Guoman Group bespoke doorman hats made by J Smith Esquire. In 2012 as part of London's Jubilee celebrations, Justin was invited to take part in BT Artbox, transforming a replica phone kiosk, and Hatwalk, commissioned by the Mayor of London, in partnership with BT and Grazia magazine, putting a hat on the statue of Queen Victoria on London's Blackfriars Bridge.
Awards.
Smith was awarded the 2016 Generali Future Award, supporting creativity and innovation, by International Talent Support at a live presentation in Trieste, Italy in July 2016. This is the second time Justin has been awarded by International Talent Support, having previously won the Maria Louisa and I-D Styling awards at ITS6 in 2007. His previous awards include Young Fashion Entrepreneur of the Year Award for 2011 awarded by the British Council and New Generation sponsorship and inclusion over several years in the Hedonism millinery collective, awarded by the British Fashion Council.
Collections.
A list of hat collections produced under the J Smith Esquire brand since 2007.
2017: Gold
2014: Black
2013: Destination
2013: Signature
2012: Elemental
2012: Jubilee
2012: Invincible
2012: Air Squared
2012: Air
2012: Unclassified
2011: Illuminated
2010: Shade
2010: Light
2009: Three
2008: Kaliedoscope
2008: Dance With Me
2007: Le Cirque Macabre
Films.
In 2012, Smith created the leather head wraps for Angelina Jolie in "Maleficent" on which he worked in close collaboration with the actor. Since "Maleficent" he has expanded his work for cinema to include hats for Jolie and Brad Pitt in "By The Sea", for Amanda Seyfried, Kathy Burke and sundry nuns in "Pan" and for Armie Hammer and Alicia Vikander in "The Man from U.N.C.L.E.".
Music.
Smith's hats have featured in the live performances of musicians Neil Tennant, Kelis and Matthew Herbert.


Isaac B. Desha

Isaac Bledsoe Desha (January 1, 1802 – August 13, 1828) was a 19th-century American tanner who was convicted of murdering one man in Kentucky, and confessed to murdering another in Texas. He was notable as the son of the Kentucky Governor, Joseph Desha. Shortly after his father's election as governor in 1824, Desha was accused of robbing and killing a man named Francis Baker, who was passing through Kentucky. Circumstantial evidence implicated Desha, who denied the crime.
Given the heated political environment of the Old Court-New Court controversy, allies of his father claimed that the governor's political enemies had framed his son. The governor's legislative allies passed legislation providing for a favorable change of venue for the trial, and the governor used his appointment power to ensure that sympathetic judges would hear the case. Isaac Desha was twice convicted, but both times, the judge in the case set aside the verdict on procedural grounds. While awaiting a third trial, Desha attempted suicide by slitting his throat, but doctors saved his life, reconnecting his severed windpipe with a silver tube. Shortly after the suicide attempt, Governor Desha issued a pardon for his son.
Isaac Desha left Kentucky and assumed an alias. He went to New Orleans. From there, he traveled with a man named Thomas Early to San Antonio, Texas. When Early went missing during their travels, Desha fell under suspicion. A former Kentuckian living in Texas recognized Desha. Arrested soon after Early's body was found, Desha confessed to the murder after being recognized by a second man from Kentucky. A day before his trial was to start, Desha died of a fever. A legend soon arose that he had faked his death and fled to Hawaii, where he married a native woman and fathered several children. Later historians have debunked that myth.
Early life and education.
Isaac Bledsoe Desha was born January 1, 1802; he was one of thirteen children of Margaret (Bledsoe) and Joseph Desha. He was named for his maternal grandfather. Educated mostly in the local (Maysville, Kentucky) schools, for a time Isaac attended a school run by Mr. Bailey and boarded with Bailey's father. In October 1817, he was apprenticed to Archibald Logan, a tanner. He lived and studied with Logan until May 1821.
Marriage and family.
In November 1823, the young man married Cornelia Pickett. Desha's sister Ellen had previously married Pickett's brother James.
Political environment.
Desha's father Joseph was elected as governor of Kentucky in August 1824. The primary issue in the campaign was relief for the state's large debtor class, still reeling from the Panic of 1819. The state's voters split between those supporting laws favorable to debtors – called the Relief Party – and those supporting laws that protected creditors – called the Anti-Relief Party. Shortly before Desha's election, the Kentucky Court of Appeals had struck down some legislation as unconstitutional that had been passed by the Relief Party, then a majority in the Assembly.
After Desha was elected, Relief legislators, who held majorities in both houses of the General Assembly, attempted to remove the offending judges from office. Failing to achieve the needed two-thirds majority, the legislature passed a reorganization act abolishing the Court of Appeals and replacing it with a new court. Desha appointed justices favoring relief. The original court continued to claim authority as the court of last resort in the state; during what became known as the Old Court-New Court controversy, both courts operated simultaneously, with both claiming legitimacy. It was a politically tumultuous time.
Murder of Francis Baker.
On the night of November 1, 1824, Desha attended a celebration at a neighbor's house. He later stayed the night at Doggate's Tavern in Fairview, just over the county line in Fleming County. The next morning, he ate breakfast at the tavern, joined by eight other men, including Francis Baker. Editor of the "Mississippian" newspaper in Natchez, Baker was returning to his hometown of Trenton, New Jersey to marry a young woman there. Over breakfast, Baker mentioned wanting to visit a friend, Captain John Bickley, who lived in the area. Desha remarked that he knew where Bickley lived and, intending to ride in that direction, asked if Baker wanted to join him. Baker accepted, and the two men left about 8 a.m. toward Maysville. Desha rode his bay mare and Baker his gray mare, a fine horse that had already attracted much attention during his travel through Kentucky.
About 10 a.m., one of Desha's neighbors encountered the riderless gray mare, still rigged with saddle and bridle. Catching the horse, he rode it up the road, shortly finding Desha's riderless bay (which he recognized), with a saddle but no bridle. He noticed blood on the neck and withers of Desha's horse. Further along, the neighbor encountered Desha on foot, carrying two saddlebags. Desha said that he had just accepted the gray mare as payment from a man who owed him money. He did not volunteer how the two horses had escaped his control, but mounted the gray mare and returned home. Later that day, friends at Desha's tannery noticed that he was unusually quiet and repeatedly asked what was wrong. He said that he had been kicked by a horse and severely cut his finger in separate incidents the previous day.
His unusual behavior continued to the point that Desha's pregnant wife Cornelia moved out of the house and refused to return. She later gave birth to their daughter and only child, who she named after her mother. She never returned to Desha.
Over the next few days, neighbors began to discover items along the route Desha and Baker had taken from Doggate's Tavern to Maysville. These included a bloody glove, a pair of saddlebags with the bottoms cut out, and Desha's missing horse bridle. On November 8, three men discovered a man's body – its upper half covered by a log – about off the road on the Fleming County side. The men did not move the body, but reported it to local authorities, who returned to recover it. The victim had four or five bludgeon wounds to the head, stab wounds in the chest and shoulder, and his throat had been slit, severing his windpipe. The man wore a shirt, waistcoat, socks, and a single glove; a search of the area yielded pantaloons and a coat. Authorities brought the body to town, where Captain John Bickley (whom Baker had been riding to visit) identified it as Francis Baker.
Investigators examined the body for several days before burying it on November 11 in a local church cemetery. Returning to search the area again, authorities found several changes of clothes and other accoutrements, all with marks identifying the owner cut out. Also located were several pieces of paper – one with the name "Baker" written on it – a hat, a pocketbook similar to the one Desha was known to carry, and lead and a cap from a riding whip, which Desha was also known to use.
Arrest and trials.
With evidence strongly pointing to Desha as the murderer, General William Reed summoned Desha to his house on November 9 and ordered him to remain until an examining trial could be held. Desha complied, showed no emotion when viewing Baker's body, and did not attempt to flee although left unguarded in the house. The examining trial resulted in Desha's formal arrest, and he was imprisoned in Flemingsburg, Kentucky. Relief Party partisans said that Desha was innocent and his arrest was fabricated by the Anti-Relief Party to embarrass his father Governor Desha and weaken him politically.
On November 24, State Representative John Rowan – a Relief partisan – introduced legislation in the Kentucky General Assembly ordering the Fleming Circuit Court to convene a special session in December for Desha's trial; it provided that, at the trial, Desha would be given the option of a change of venue from Fleming County, where he lived and the murder was committed, to Harrison County, where his father lived. Governor Desha appeared before the committee reviewing the bill to advocate its passage. The bill was reported favorably by the committee, passed by both houses of the General Assembly, and signed by the governor on December 4, 1824. On December 20, 1824, the Fleming Circuit Court returned an indictment against Desha for the murder of Francis Baker. At that time, Desha requested the change of venue.
Judge John Trimble, the circuit court judge in Harrison County who would have presided over the case, was appointed before the trial by Governor Desha to a seat on the "New" Court of Appeals authorized by the Assembly. Trimble personally selected Judge George Shannon of Lexington to preside in his stead.
Desha's trial began January 17, 1825, in Cynthiana. William K. Wall, Commonwealth's Attorney for Harrison County, was the prosecutor, assisted by Fleming County Commonwealth's Attorney (and future Congressman) John Chambers and Martin P. Marshall. Rowan, who had just been elected to the U.S. Senate, was Desha's primary defense counsel, assisted by the governor's Secretary of State (and later U.S. Senator) William T. Barry, former Congressman William Brown, T. P. Taul, and James Crawford. It took two days to empanel a jury. Witness testimony consumed the next week, and Governor Desha attended each day of the trial. The closing statements of Rowan and Barry, both known as outstanding orators, took several days, and Chambers spoke last.
The defense maintained that the evidence against Desha was largely circumstantial. They said that Desha's personal items could easily have been planted where they were found. They pointed out that, despite the stab wounds on Baker's body, no blood was found on the ground near the road or on the path along which the murderer had dragged the body to conceal it. Finally, they contended that, although the days had been unusually warm and wild boars were known to inhabit the area, Baker's body showed no obvious signs of decomposition or disturbance by animals, as might have been expected had it been there for six days, as the prosecution had charged.
On January 31, 1825, Desha was found guilty and sentenced to death by hanging. The next day, Rowan filed a motion for a new trial, citing jury tampering, and Judge Shannon sustained Rowan's motion. Throughout the court's March and June terms, a jury was unable to be empaneled due to the extreme publicity the case received.
During the September term, a jury was finally selected, and the trial consumed the rest of the term. Much of the same evidence was presented, and the second jury also voted for a guilty verdict. The date for Desha's execution was set for July 14, 1826. Harry O. Brown, the judge in the case, had been temporarily appointed by Governor Desha to fill a vacancy. He set aside the verdict, ruling that the prosecution had failed to prove that the murder occurred in Fleming County, as charged in the indictment. The prosecution unsuccessfully argued that because a change of venue had already been granted, the place of the murder was immaterial.
The process of selecting a third jury consumed a year and a half. During the delay, Desha attempted suicide by cutting his throat and severed his windpipe. Doctors used a silver tube to repair his windpipe, and Desha survived. On the last day of the court's term in June 1827, the judge announced another continuance, since the court had not yet empaneled a jury. Governor Desha stood and produced a pardon for his son. Although legend holds that Governor Desha resigned immediately after issuing the pardon, records show that he served out the rest of his term. The pardon damaged the governor's reputation and that of the Relief Party, which lost a number of legislative seats in the subsequent elections.
Departure of Isaac Desha.
Freed, Desha left Kentucky, traveling down the Ohio and Mississippi rivers. According to legend, he attempted to rob a flatboat skipper near Vicksburg, Mississippi. It happened the skipper was a longtime acquaintance of Desha, named G. W. Crawford. Crawford recognized Desha and asked why he would try to rob him. Desha confessed that he had been living as an outlaw since his father's pardon. Crawford urged Desha to abandon his illegal activities and offered to give him free passage to New Orleans, Louisiana. Desha accepted, telling Crawford that he planned to travel on to a distant place, assume a new name, and seek a fresh start.
In New Orleans, Desha assumed the name John Parker. Meeting an Ohio native named Thomas Early, he learned the man was carrying a substantial amount of money and was on his way to Texas to purchase some horses and mules. Desha joined Early, traveling with him on a schooner dubbed the "Rights of Man" across the Gulf of Mexico into Galveston Bay. In April 1828, Desha and Early disembarked at Rightors Point (now Morgan's Point, Texas), and from there, they traveled to San Felipe de Austin, arriving in early May. After a brief stay, the two set out on horseback toward San Antonio. By the time Desha reached Gonzales, he was traveling alone.
Desha continued on to San Antonio, where he lost a substantial amount of money playing Monte Bank. He decided to return to San Felipe. Meeting two Americans and a Mexican cigar maker travelling that way, with their permission, he traveled with them. After his return to San Felipe, the citizens began to suspect Desha of murdering Early. A few days after Desha's arrival, Early's clothing was found in a nearby creek. Scattered nearby, a search party located skeletal remains believed to be Early's.
Thomas Duke Marshall, a nephew of Chief Justice John Marshall and former resident of Washington County, Kentucky, was living in San Felipe. He noticed that the man called John Parker bore a strong resemblance to the Desha family of Kentucky and that he breathed through a silver tube like the one used by Isaac Desha. Marshall arrested Desha. After another former Kentuckian in the area also said he believed the suspect was Isaac Desha, Desha admitted his identity and confessed to murdering Early. He said he had intended to rob the Americans who had traveled with him from San Antonio, but the Mexican had watched him too closely. Although there was no jail in the town, a local blacksmith was commissioned to construct irons to restrain Desha until his trial.
Death and legend of escape to Hawaii.
Desha's trial for Early's murder was set for August 14, 1828, but he died of a fever the day before the trial was to start. He was buried in San Felipe de Austin.
After his death, a legend arose that he had not died, that his funeral was staged, and that he had escaped to Hawaii, married a native woman, and fathered several children with her. Andrew Forest Muir, writing in 1956 in the "Filson Club History Quarterly", debunked this legend. He documented that the first Deshas in Hawaii did not arrive until nearly two decades after Isaac Desha's death. At the time of Baker's murder, the progenitor of the Hawaiian Desha family had been four years old. That progenitor was John R. Langherne Desha, a grandson of Governor Joseph Desha and nephew of Isaac Desha. In Honolulu, he helped establish Queen's Hospital and worked there until his death.


Edward Woods (engineer)

Edward Woods FRSA (28 April 1814 – 14 June 1903) was a British civil engineer.
Early life and career.
Woods was born in London on 28 April 1814, the son of Samuel Woods, a merchant. After education at private schools, and some training at Bristol, he became in 1834 an assistant to John Dixon, recently appointed chief engineer of the Liverpool and Manchester Railway. Woods was placed in charge of the section, 15 miles in length, between Liverpool and Newton-le-Willows, including Wapping Tunnel between the Cavendish cutting and Park Lane goods stations; and in 1836 he succeeded Dixon as chief engineer, taking also charge of the mechanical department. The Liverpool and Manchester railway was amalgamated with the Grand Junction Railway in 1845. Woods remained until the end of 1852 in charge of the works appertaining to the Liverpool and Manchester section, including the construction of the Victoria Tunnel (completed 1848) between Edge Hill station and the docks, a large goods station adjoining the West Waterloo Dock, and a line between Patricroft and Clifton, opened in 1850. In 1853 he established himself in London as a consulting engineer.
Academic works.
During his eighteen years' work on the Liverpool and Manchester line Woods took a prominent part in various early experimental investigations into the working of railways. In 1836 he made observations on the waste of fuel due to condensation in the long pipes conveying steam a quarter of a mile to the winding engines used for hauling trains through the Edge Hill tunnel, the gradient of which was then considered too steep for locomotives. He was a member of a committee appointed by the British Association in 1837 to report on the resistance of railway trains. In 1838 he presented to the Institution of Civil Engineers a paper 'On Certain Forms of Locomotive Engines,' which contains some of the earliest accurate details of the working of locomotives, and for which he was awarded a Telford Medal in silver. The consumption of fuel in locomotives was the subject of a paper presented by him to the Liverpool Polytechnic Society in 1843 (published in 1844), and of a contribution to a new edition of Thomas Tredgold's "Steam Engine" in 1850.
In 1853 Woods carried out, with W. P. Marshall, some experiments on the locomotives of the London and North Western Railway, between London and Rugby, and three joint reports were made to the general locomotive committee of the railway, recommending certain weights and dimensions for various classes of engines. These were followed, in 1854, by a joint report on the use of coal as a substitute for coke, which had been used hitherto.
Work in South America.
From 1854 onwards his practice was chiefly connected with the railways of South America, including the Central Argentine Railway, the Copiapó extension, Santiago and Valparaiso, and Coquimbo railways in Chile, and the Mollenda-Arequipa and Callao-Oroya lines in Peru. He was responsible not only for surveys and construction, but also for the design of rolling stock to meet the somewhat special conditions. Other engineering work included a wrought-iron pier, 2400 feet long, built in 1851 on screw piles at Pisco on the coast of Peru, and a quay-wall built at Bilbao in 1877.
In the 'battle of the gauges' he favoured the Irish gauge (5 feet 3 inches) or the Indian gauge (5 feet 6 inches). He regarded break of gauge as a mistake.
Professional institutions.
In 1877, as president of the mechanical science section of the British Association, he delivered an address on 'Adequate Brake Power for Railway Trains.' Elected a member of the Institution of Civil Engineers on 7 April 1846, he became a member of its council in December 1869, and was president between November 1886 and November 1887. His presidential address contains much information as to the early history of railways. In 1884 he was president of the Smeatonian Society of Civil Engineers.
Later life.
He died at his residence, 45 Onslow Gardens, London, on 14 June 1903, and was buried at Chenies, Buckinghamshire. His portrait in oils, by Miss Porter, is in the possession of the Institution of Civil Engineers.
He married in 1840 Mary, daughter of Thomas Goodman of Birmingham, by whom he had three sons and two daughters. Among their descendants are a number of senior clergymen, including Theodore Woods (1874–1932), Bishop of Winchester, Edward Woods (1877–1953), Bishop of Lichfield, Frank Woods (1907–1992), Archbishop of Melbourne, and Robin Woods (1914–1997), Bishop of Worcester.
References.