Burnt mound

A burnt mound is an archaeological feature consisting of a mound of shattered stones and charcoal, normally with an adjacent hearth and trough. The trough could be rock-cut, wood-lined or clay-lined to ensure it was watertight. Radiocarbon dates vary quite widely, the earliest being late Neolithic, with clusters of dates between 1900–1500 BC and 1200–800 BC, with some outliers in the Iron Age. There are also some dates that go into the early Medieval period. The technology used at burnt mounds has much greater antiquity and is found from the palaeolithic onwards.
Description and creation.
The shattered rock fragments are thought to be the remains of stones heated in fires, which were used to heat water. The shattering of the rock appears to have been the result of thermal shock when the heated stones were dropped into liquid, normally believed to be water.
The mound is assumed to result from the periodic clearing out of the trough, with the stone fragments and charcoal being cast up into a mound. The mound is frequently a crescent shape, which is seen as being the result of the upcast.
There has been considerable debate about the time required to create the mounds. Some interpretations posit the rapid accumulation of material, as a trough was used intensively and very frequently; others suggest a slower accumulation, where the trough was used occasionally over a long period of time. One thesis is that mounds were created at hunting sites; this explanation would most likely result in the latter pattern of accumulation, while the former would suggest that the use of the trough was for an essentially domestic purpose.
Locations.
Britain and Ireland.
The vast majority of burnt mounds are found in the uplands of Britain, and in Ireland where they are called "fulachtaí fia". Recognised from the nineteenth century onwards, they attracted little significant interest until the 1980s. In Ireland they are often found in low-lying ground close to water. In Britain, they appeared to have a distribution pattern confined to the higher ground. However, this may be illusory, as examples have been found at lower altitudes during linear route excavations. The reason that they had not been recognised before was that the mounds have been ploughed out, although the trough may partially survive and there will be layers of the burnt mound material surviving as a spread of material. The mixture of burnt and shattered rock with charcoal, labelled as burnt mound material, is found on occasion without the trough. There are settlement sites on Orkney, where the burnt mound material is found as thick layers
, but there is no trough to explain the shattering of the rocks.
The upland bias in distribution in Britain has led to a suggestion that they were cooking sites for hunting parties, and there are images from Medieval Irish texts that appear to show this. The burnt mounds are always adjacent to water courses, and there can be several instances along the same burn or stream.
The implication found in many accounts of burnt mounds gives the impression that they are found in Ireland and Scotland, but they also are found in Wales and in England. The Welsh examples tend to be upland and rural, as are many of the English ones, but there are also many found in the lowlying English Midlands.
Other locations.
Burnt mound material has also been found elsewhere in northwestern Europe, such as in Sweden
and Switzerland.
Possible purposes.
It is not necessarily the case that all burnt mound material must have been created for the same purposes, and it would be a mistake to seek a single explanation for all the examples of burnt mounds and burnt mound material. Similar material has been produced all over the world
, and there may be a range of explanations.
Possible use for bathing.
Barfield & Hodder interpreted burnt mounds as possibly places for bathing in heated water or steam, based on their discoveries of structures that could have involved tents and broken stones next to streams in the Birmingham area. One example is in Moseley Bog where experiments were made in the late 1990s to assess the plausibility of the sauna hypothesis. A related thesis is that the hot stones were used to heat water in a large, rectangular pit lined with large, flat stones, and that the hot water could then be used for a variety of purposes - bathing being just one option.
Cooking.
Burnt mounds are also hypothesized to have been used as cooking sites. There are descriptions of the use of such places for cooking in some of the early Medieval tales, although the historicity of these accounts is open to question. The process has been found to work; experiments were carried out in Ireland in the 1950s to show that a joint of meat could be fully cooked in about three to four hours through this method.
However no burnt mounds have been found with any direct evidence of cooking. Bone is rarely if ever reported from burnt mound sites, which would be unusual for a cooking site. This has been explained as the result of the soils being too acidic for the bone to be preserved, but it would be unlikely that all of the soils relating to burnt mounds were so acidic that no bone survived, particularly as the pH of the soil will vary considerably from site to site, and there are also examples of burnt mounds that have been recorded on neutral or basic soils, without bone being apparent in the burnt mound material, In addition some mounds occur in places which are believed to have never been inhabited, but this may be explained as cooking by hunting parties or those who were outlawed from living near permanent settlements.
Other purposes.
Several other purposes have been suggested. A possible non-domestic purpose is salt production. More domestic purpose suggestions are heating water for bathing, dyeing or leather treatment, fulling, and the making of ale.


John Bailey (luthier)

John Bailey (1931–2011) was a British luthier who made and repaired guitars and other stringed instruments during the 1960s revival of English folk music and beyond. Bailey lived in London until 1972 when he moved to Dartmouth in Devon.
In the mid to late 1970s he moved back to London and for a time he was the Course Organiser of the Musical Instrument Repair Course (set up by Selwyn Jones, Paul Harvey and John Stone) at Merton College in Wimbledon. The demands of academic management however did not suit him and he was happiest when in the classroom passing on his skills to students. Hence in the late 70's he moved back to Dartmouth and he continued to make instruments there into the 1990s.
John was originally a woodwork teacher at a school in Hendon and made instruments in his spare time. His business card from the early seventies said "Albert John Bailey – Violin Maker"
Books.
He wrote two textbooks on making instruments, "Making a Folk Guitar" and "Making an Appalachian Dulcimer", that were published by The English Folk Dance and Song Society, Cecil Sharp House.
Illustrated with line drawings, cover designs by Bailey's wife Maurine and a few photographs by Russ Woolnough, these scarce booklets are titles in The Folk Shop Instrumental Series; complete texts on how to make acoustic folk-style instruments.
George Lowden the Irish luthier has talked about the influence of Bailey's book at the start of his professional career as a luthier:
Notable users.
Bailey's instruments have been played by many well known musicians:


Gridiron pendulum

The gridiron pendulum was a temperature-compensated clock pendulum invented by British clockmaker John Harrison around 1726 and later modified by John Ellicott. It was used in precision clocks. In ordinary clock pendulums, the pendulum rod expands and contracts with changes in temperature. The period of the pendulum's swing depends on its length, so a pendulum clock's rate varied with changes in ambient temperature, causing inaccurate timekeeping. The gridiron pendulum consists of alternating parallel rods of two metals with different thermal expansion coefficients, such as steel and brass. The rods are connected by a frame in such a way that their different thermal expansions (or contractions) compensate for each other, so the overall length of the pendulum, and thus its period, stays constant with temperature.
The gridiron pendulum was used during the Industrial Revolution period in regulator clocks, precision clocks employed as time standards in factories, laboratories, office buildings, and post offices to schedule work and set other clocks. The gridiron became so associated with quality timekeeping that to this day many clocks have pendulums with decorative fake gridirons, which have no temperature compensating qualities.
How it works.
Its simplest and later form consists of five rods. A central iron rod runs up from the bob to a point immediately below the suspension.
At that point a cross-piece (middle bridge) extends from the central rod and connects to two zinc rods, one on each side of the central rod, which reach down to, and are fixed to, the bottom bridge just above the bob. The bottom bridge clears the central rod and connects to two further iron rods which run back up to the top bridge attached to the suspension. As the iron rods expand in heat, the bottom bridge drops relative to the suspension, and the bob drops relative to the middle bridge. However, the middle bridge rises relative to the bottom one because the greater expansion of the zinc rods pushes the middle bridge, and therefore the bob, upwards to match the combined drop caused by the expanding iron.
In simple terms, the upwards expansion of the zinc counteracts the combined downwards expansion of the iron (which has a greater total length). The rod lengths are calculated so that the effective length of the zinc rods multiplied by zinc's thermal expansion coefficient equals the effective length of the iron rods multiplied by iron's expansion coefficient thereby keeping the pendulum the same length.
Harrison's original construction using brass (pure zinc not being available then) is more complex since brass does not expand as much as zinc does. A further set of rods and bridges is needed giving nine rods in all, five iron and four brass. The exact degree of compensation can be adjusted by having a section of the central rod which is partly brass and partly iron. These overlap (like a sandwich) and are joined by a pin which passes through both metals. A number of holes for the pin are made in both parts and moving the pin up or down the rod changes how much of the combined rod is brass and how much is iron. In the late 19th century the Dent company marketed a further development of the zinc gridiron in which the four outer rods were replaced by two concentric tubes which were linked by a tubular nut which could be screwed up and down to alter the degree of compensation.
Disadvantages.
Scientists in the 1800s found that the gridiron pendulum had disadvantages that made it unsuitable for the highest precision clocks. The friction of the rods sliding in the holes in the frame caused the rods to adjust to temperature changes in a series of tiny jumps, rather than with a smooth motion. This caused the rate of the pendulum, and therefore the clock, to change suddenly with each jump. Later it was found that zinc is not very stable dimensionally; it is subject to creep. Therefore, another type of temperature-compensated pendulum, the mercury pendulum, was used in the highest precision clocks.
By 1900, the highest precision astronomical regulators used pendulum rods of low thermal expansion materials such as invar and fused quartz.


Duplex worm

A duplex worm or dual lead worm is a worm gear set where the two flanks are manufactured with slightly different modules and/or diameter quotients. As a result of this, different lead angles on both tooth profiles are obtained, so that the tooth thickness is continuously increasing all over the worm length, while the gap between two threads is decreasing. This allows control of backlash.
At the worm wheel, the different modules result in different addendum modification coefficients and rolling circle diameters at both flanks. Because of this the profiles are different at the front and at the rear flank. The thickness of each tooth and the tooth gaps remain constant at the circumference of the wheel.
Backlash adjustment is done by shifting the worm axially, so that the section of the worm with the needed tooth thickness will be in contact with the wheel, giving the desired backlash (fig. 1).
This way, backlash can be easily adjusted to any desired value when mounting the gear, and even worn gears can be readjusted at any time delicately and continuously, without modifying the tooth contact or creating meshing interference.
Other possibilities of backlash adjustment.
Besides the above explained duplex method, there are various possibilities to adjust the backlash of worm gears:
However all these methods demonstrate substantial disadvantages:
Duplex gearings do not create these kind of problems.
They permit an always geometrically accurate teeth contact and beyond that, very delicate backlash adjustment. Neither the evolved contact area, the load-carrying capacity nor the actual efficiency are affected. In addition as duplex teeth are executed as involute gear they are insensitive in regards to modifications of the center distance, e.g. caused by worm shaft deflections.
Setting of backlash.
Installing and resetting of a duplex worm wheelset is typically done as follows:
Applications.
Duplex gears are mainly utilized where any backlash is unwanted or can be harmful, to maintain repeated high precision positioning in both directions, to prevent impulse loaded damage, and when the contact flanks are alternating. Common applications include: rotary and tilting tables, milling machines, and presses.


John Vernon Bartlett

John Vernon Bartlett (born 1927) is a British civil engineer particularly associated with developments in tunnelling technologies. He was President of the Institution of Civil Engineers from November 1982 to November 1983, and has received various industry honours including the Telford and Sir Frank Whittle Medals.
Early life and career.
Bartlett was born in London on 18 June 1927.
Bartlett was an officer cadet in the Royal Engineers and held a regular army commission, being promoted to Second Lieutenant on 20 June 1947. (Bartlett returned to the British Army on 30 November 1978, being commissioned a Major in the Engineer and Railway Staff Corps, an unpaid voluntary unit providing engineering and logistics expertise.)
Bartlett has a Master of Arts degree.
Bartlett spent most of his career with consulting engineers Mott, Hay and Anderson from 1957 until his retirement as chairman and senior partner in 1988. He worked on the first Dartford Tunnel, the first tunnelled sections of the Toronto subway and was the project engineer responsible for London's Victoria line. He also had design responsibility for the Channel Tunnel, first as a principal designer for the scheme and following the project's revision in the early 1970s, as a principal design consultant for all civil and geotechnical engineering on the UK section.
He was appointed Commander of the Order of the British Empire in the 1976 New Year Honours.
He was elected President of the Institution of Civil Engineers for the November 1982 to November 1983 session, and was a founder member and chairman of the British Tunnelling Society.
Tunnelling expertise.
John Bartlett's work included the invention of the Bentonite tunnelling machine, the precursor of all the world's tunnel boring machines for loose, sandy soils. Boring tunnels in non-cohesive soils – sands, silts, gravels and mixed ground – is a difficult and often dangerous task, with the tunnel face needing continuous support and a risk of groundwater flooding the works. Tunnelling in such loose soils was possible before the invention of the Bentonite tunnelling machine, but the traditional processes used, such as workers digging by hand under compressed air, were extremely hazardous and expensive.
John Bartlett's solution was inspired by a visit to Milan, where he observed how the city's first metro line had been built using a ‘cut and cover’ method rather than boring tunnels. The engineers had used bentonite clay to support the trenches while they were being excavated. Bentonite clay is frequently used in construction because it is thixotropic: a thick gel when at rest but a liquid when agitated. Bartlett began developing a new type of tunnelling machine that combined slurry trenches with mechanical digging technology.
The result was the Bentonite tunnelling machine, which he patented in 1964. The machine uses pressurised bentonite slurry in a sealed bulkhead behind the cutting face to balance the water pressure in the ground and stabilises the tunnel while supporting rings are installed. The excavated soil is then separated from the slurry, which is recirculated to the cutting face. Bartlett's Bentonite tunnelling machine became the prototype for a whole new class of slurry tunnelling machines and by the end of the 1970s more than 1000 had been used worldwide.
Lord Mair, when President of the Institution of Civil Engineers, said: "There can be no doubt that a major revolution in the worldwide tunneling industry was triggered by John Bartlett’s invention of the Bentonite Tunnelling Machine. It has enabled a rapid increase in tunnel construction around the world, particularly in urban areas, for water supply, sanitation, and transport – with remarkable benefit to humanity."
Sir Frank Whittle Medal 2018.
The Sir Frank Whittle Medal is awarded to an engineer whose sustained achievements have had a profound impact upon their engineering discipline. Academy president Professor Dame Ann Dowling presented the award at the Royal Academy of Engineering's AGM in London to Bartlett on 18 September 2018. On receiving the award, John Bartlett said: "Civil Engineering today is a team game. I hope members of my team will enjoy sharing the recognition given by this award. Many thanks to those who put me forward."
Bartlett Library.
Bartlett also has a passion for ships. The Bartlett Maritime Research Centre and Library at the National Maritime Museum Cornwall is named after him, marking his 2003 donation of 6,000 volumes of maritime history to add to its now 18,000 volume collection. The Centre is growing its digital material as volunteers transcribe further documents Bartlett wrote in his spare time.
References.
Bibliography.


Albert Delin

Albert Delin (17 April 1712, Ath – 26 Nov 1771, Tournai; also known as Albertus Delin) was a Flemish harpsichord maker.
Biography.
Born in Ath in Southern Netherlands (now in Belgium), he soon moved to the nearby town of Tournai to practice his trade. Little is known of his training but a remarkable number of his instruments have survived. His building style is quite contrary to his more famous contemporaries, like his neighbours Dulckens in Antwerp, the Hass family in Hamburg or the Taskins of Paris, that at the time created complex machines with an extensive variety of registers and knee levers. Delin's surviving instruments are simple, reminiscent of the old Ruckers instruments of a century before and of good workmanship as witnessed by the number of surviving instruments.
Decor of the instruments.
Delin's original case decor seems to have been simple, but some of his instruments later received "makeovers". Most notably his 1760 clavicytherium, was retrofitted with an extravagant gilded, rococo door. The 1738 spinet is elaborately painted with a forest scene on the inside of the lid, while the case is covered with a menagerie of monkeys playing musical instruments.
The soundboard paintings in Delin's instruments are typical Flemish floral motifs, with visible outlines, flat coloring and little detail, a style similar to the Ruckers.
Bibliography.
J. Tournay, "À propos d’Albertus Delin (1712-1771). Petite contribution à l'histoire du clavecin", in "La facture de clavecin du XVe au XVIIIe siècle", Louvain-la-Neuve, 1976, pp. 139–232.
J. Tournay, "The Double Orientation in Harpsichord Building in the Low Countries in the Eighteenth Century", in "The Harpsichord and its Repertoire", Utrecht, 1990, pp. 21–45.


Richard Frys

Richard Frys was a weaver and the member of the Parliament of England for Marlborough for the parliaments of April 1384 and 1394.


Katong Park MRT station

Katong Park MRT station is a future underground Mass Rapid Transit station on the Thomson–East Coast line situated at the boundary of the planning areas of Kallang and Marine Parade, Singapore.The station is located underneath the junction of Fort Road, Tanjong Rhu Road and Meyer Road and will serve the Katong Park.
Announced in 2014, construction of the station started in 2016. It is expected to be opened along with the Phase 4 stations of the TEL in 2023. Like the DTL Stevens and Promenade stations, the station will have a stacked platform arrangement, with platforms on different levels serving the two directions of the line.
History.
On 15 August 2014, LTA announced that Katong Park station would be part of the proposed Thomson East-Coast line (TEL). The station will be constructed as part of Phase 4, consisting of 8 stations between Founders' Memorial and Bayshore, and is expected to be completed in 2023.
Contract T305 for the design and construction of Katong Park station was awarded to Shanghai Tunnel Engineering Co. (Singapore) Pte Ltd at a sum of in January 2016. Construction has started in 2016, with completion in 2023. The construction of the bored tunnels required the use of diameter Earth pressure balance (EPB) machines.
The station was constructed with considerable difficulty. The site has limited space allowed for construction due to a narrow construction corridor along Meyer Road, and the ground at the station is primarily soft clay since it is built on reclaimed land. Hence, the station will have a stacked platform arrangement, similar to the DTL Promenade and Stevens stations, to avoid having to acquire more land for the construction. To minimise construction risks due to the soft ground, selected stretches of the ground were strengthened to facilitate tunnelling works and the diaphragm walls have a depth of , beyond the height of the station box which is only .
Station details.
Located underneath the junction of Fort Road, Tanjong Rhu Road and Meyer Road, the station will serve residents of nearby condominiums such as The Line @ Tanjong Rhu, The Waterside, Fulcrum, De Centurion, Palazzetto, Crystal Rhu, The View @ Meyer, La Ville, Fort Gardens, Emerald East, Fortville, The Meyer Place and Meyer Residence, as well as Dunman High School. When the station is completed, it will be between the Tanjong Rhu and Tanjong Katong stations. The station code will be TE24.


Mechanical amplifier

A mechanical amplifier, or a mechanical amplifying element, is a linkage mechanism that amplifies the magnitude of mechanical quantities such as force, displacement, velocity, acceleration and torque in linear and rotational systems. In some applications, mechanical amplification induced by nature or unintentional oversights in man-made designs can be disastrous. When employed appropriately, it can help to magnify small mechanical signals for practical applications.
No additional energy can be created from any given mechanical amplifier due to conservation of energy. Claims of using mechanical amplifiers for perpetual motion machines are false, due to either a lack of understanding of the working mechanism or a simple hoax.
Generic mechanical amplifiers.
Amplifiers, in the most general sense, are intermediate elements that increase the magnitude of a signal. These include mechanical amplifiers, electrical/electronic amplifiers, hydraulic/fluidic amplifiers, pneumatic amplifiers, optical amplifiers and quantum amplifiers. The purpose of employing a mechanical amplifier is generally to magnify the mechanical signal fed into a given transducer such as gear trains in generators or to enhance the mechanical signal output from a given transducer such as diaphragm in speakers and gramophones.
Electrical amplifiers increase the power of the signal with energy supplied from an external source. This is generally not the case with most devices described as mechanical amplifiers; all the energy is provided by the original signal and there is no power amplification. For instance a lever can amplify the displacement of a signal, but the force is proportionately reduced. Such devices are more correctly described as transformers, at least in the context of mechanical-electrical analogies.
Transducers are devices that convert energy from one form to another, such as mechanical-to-electrical or vice versa; and mechanical amplifiers are employed to improve the efficiency of this energy conversion from mechanical sources. Mechanical amplifiers can be broadly classified as resonating/oscillating amplifiers (such as diaphragms) or non-resonating/oscillating amplifiers (such as gear trains).
Resonating amplifiers.
Any mechanical body that is not infinitely rigid (infinite damping) can exhibit vibration upon experiencing an external forcing. Most vibrating elements can be represented by a second order mass-spring-damper system governed by the following second order differential equation.
where, "x" is the displacement, "m" is the effective mass, "c" is the damping coefficient, "k" is the spring constant of the restoring force, and "F(t)" is external forcing as a function of time.
"A mechanical amplifier is basically a mechanical resonator that resonates at the operating frequency and magnifies the amplitude of the vibration of the transducer at anti-node location."
Resonance is the physical phenomenon where the amplitude of oscillation (output) exhibit a buildup over time when the frequency of the external forcing (input) is in the vicinity of a resonant frequency. The output thus achieved is generally larger than the input in terms of displacement, velocity or acceleration. Although resonant frequency is generally used synonymously with natural frequency, there is in fact a distinction. While resonance can be achieved at the natural frequency, it can also be achieved at several other modes such as flexural modes. Therefore, the term resonant frequency encompasses all frequency bandwidths where some forms of resonance can be achieved; and this includes the natural frequency.
Direct resonators.
All mechanical vibrating systems possess a natural frequency "f"n, which is presented as the following in its most basic form.
When an external forcing is applied directly (parallel to the plane of the oscillatory displacement) to the system around the frequency of its natural frequency, then the fundamental mode of resonance can be achieved. The oscillatory amplitude outside this frequency region is typically smaller than the resonant peak and the input amplitude. The amplitude of the resonant peak and the bandwidth of resonance is dependent on the damping conditions and is quantified by the dimensionless quantity Q factor. Higher resonant modes and resonant modes at different planes (transverse, lateral, rotational and flexural) are usually triggered at higher frequencies. The specific frequency vicinity of these modes depends on the nature and boundary conditions of each mechanical system. Additionally, subharmonics, superharmonics or subsuperharmonics of each mode can also be excited at the right boundary conditions.
“As a model for a detector we note that if you hang a weight on a spring and then move the upper end of the spring up and down, the amplitude of the weight will be much larger than the driving amplitude if you are at the resonant frequency of the mass and spring assembly. It is essentially a mechanical amplifier and serves as a good candidate for a sensitive detector."
Parametric resonators.
Parametric resonance is the physical phenomenon where an external excitation, at a specific frequency and typically orthogonal to the plane of displacement, introduces a periodic modulation in one of the system parameters resulting in a buildup in oscillatory amplitude. It is governed by the Mathieu equation. The following is a damped Mathieu equation.
where "δ" is the squared of the natural frequency and "ε" is the amplitude of the parametric excitation.
The first order or the principal parametric resonance is achieved when the driving/excitation frequency is twice the natural frequency of a given system. Higher orders of parametric resonance are observed either at or at submultiples of the natural frequency. For direct resonance, the response frequency always matches the excitation frequency. However, regardless of which order of parametric resonance is activated, the response frequency of parametric resonance is always in the vicinity of the natural frequency. Parametric resonance has the ability to exhibit higher mechanical amplification than direct resonance when operating at favourable conditions, but usually has a longer build up/transient state.
“The parametric resonator provides a very useful instrument that has been developed by a number of researchers, in part because a parametric resonator can serve as a mechanical amplifier, over a narrow band of frequencies.”
Swing analogy.
Direct resonance can be equated to someone pushing a child on a swing. If the frequency of the pushing (external forcing) matches the natural frequency of the child-swing system, direct resonance can be achieved. Parametric resonance, on the other hand, is the child shifting his/her own weight with time (twice the frequency of the natural frequency) and building up the oscillatory amplitude of the swing without anyone helping to push. In other words, there is an internal transfer of energy (instead of simply dissipating all available energy) as the system parameter (child's weight) modulates and changes with time.
Other resonators/oscillators.
Other means of signal enhancement, applicable to both mechanical and electrical domains, exist. This include chaos theory, stochastic resonance and many other nonlinear or vibrational phenomena. No new energy is created. However, through mechanical amplification, more of the available power spectrum can be utilised at a more optimal efficiency rather than dissipated.
Non-resonating amplifiers.
Levers and gear trains are classical tools used to achieve mechanical advantage "MA", which is a measure of mechanical amplification.
Lever.
Lever can be used to change the magnitude of a given mechanical signal, such as force or displacement. Levers are widely used as mechanical amplifiers in actuators and generators.
It is a mechanism that usually consist of a rigid beam/rod fixed about a pivot. Levers are balanced when there is a balance of moment or torque about the pivot. Three major classifications exist, depending on the position of the pivot, input and output forces. The fundamental principle of lever mechanism is governed by the following ratio, dating back to Archimedes.
where "FA" is a force acting on point "A" on the rigid lever beam, "FB" is a force acting on point "B" on the rigid lever beam and "a" and "b" are the respective distances from points "A" and "B" to the pivot point.
If "FB" is the output force and "FA" is the input force, then mechanical advantage "MA" is given by the ratio of output force to input force.
Gear train.
Gear trains are usually formed by the meshing engagement of two or more gears on a frame to form a transmission. This can provide translation (linear motion) or rotation as well as mechanically alter displacement, speed, velocity, acceleration, direction and torque depending on the type of gears employed, transmission configuration and gearing ratio.
The mechanical advantage of a gear train is given by the ratio of the output torque "TB" and input torque "TA", which is also the same ratio of number of teeth of the output gear "NB" and the number of teeth of the input gear "NA".
Therefore, torque can be amplified if the number of teeth of the output gear is larger than that of the input gear.
The ratio of the number of gear teeth is also related to the gear velocities "ωA" and "ωB" as follows.
Therefore, if the number of teeth of the output gear is less than that of the input, the output velocity is amplified.
Others.
The above-mentioned mechanical quantities can also be amplified and/or converted either through a combination of above or other iterations of mechanical transmission systems, such as, cranks, cam, torque amplifiers, mechanical comparator such as Johansson Mikrokator and many more.


Alfred Pippard

Alfred John Sutton Pippard MBE FRS (6 April 1891 – 2 November 1969) was a British civil engineer and academic. Pippard was the son of a carpenter and joiner and spent much of his early life helping his father on construction sites. Initially supposed to follow his father into the family business, Pippard instead decided to study for a bachelor's degree in civil engineering at the University of Bristol, supporting himself with an Exhibition award. Pippard worked for a Bristol based consulting engineer and for the Pontypridd and Rhondda Valley Joint Water Board in his early career. He also completed his master's degree during this period.
At the start of the First World War Pippard joined the Admiralty Air Department where he studied aircraft stresses. After the war he joined an aeronautical engineering consultancy with many of his colleagues and was involved in accident investigation cases. He gained his Doctorate of Science from Bristol in 1920 and took up the chair in Civil Engineering at University College, Cardiff in 1922. This began a long career in academia at Cardiff, Bristol and Imperial College during which he was responsible for the analysis of the methods used in the design of the R100 and R101 airships. The public enquiry into the latter's crash, which ended British participation in airship development, found no faults with Pippard's work but he withdrew from the field of aeronautical engineering – feeling keenly the loss of several of his friends amongst the 48 dead.
During the Second World War Pippard was a member of the Civil Defence Research Committee which met at Princes Risborough and continued his teaching at Imperial College. Pippard was a member of the council of the Institution of Civil Engineers for fifteen years and was their president for the 1958-9 session. During his later career he chaired the fifteen-year investigation into pollution in the Thames tideway the length of which he was criticised for by the press. He was elected a Fellow of the Royal Society in 1954 and was pro-rector of Imperial college for the next year. He retired in 1956 and began a lecture tour of the United States and received honorary degrees from Bristol, Birmingham and Brunel Universities.
Early life and training.
Alfred John Sutton Pippard was born on 6 April 1891 in Yeovil and was the son of Alfred Pippard, a carpenter, joiner and devout Baptist. His family had a strong connection with the construction industry and included masons, stonecutters and plasterers. The elder Alfred was a renowned craftsman and worked on Yeovil Post Office, the offices of the Western Gazette, Yeovil Girls' High School, a bank in Weymouth and several private houses, often working as his own architect and drawing up the plans. During his youth the younger Alfred helped his father on several building sites.
Alfred attended several kindergarten schools before progressing to Yeovil School after which it was presumed that he would enter into the family business. However he particularly enjoyed his studies and wished to further them, to that end he applied to study at the Merchant Venturers College (which would become the Faculty of Engineering at the University of Bristol in 1909). He spent one year working for a local architect and engineer and studying for the London Matriculation exam which he passed in the summer of 1908 and started at the college in the autumn of that year.
During the Easter vacation of his first year at Bristol Pippard's father died and the family was put under great financial strain. With three siblings still at school it was only Pippard's winning of the Proctor Baker Exhibition with the accompanying payment of his tuition fees that allowed him to continue his studies. He graduated from Bristol with first class honours in 1911.
Apprenticeship.
The laws of the Institution of Civil Engineers (ICE) at the time required prospective members to undertake articled work for two years for a corporate member and Pippard arranged to work for Mr Cotterell of Bristol, the father of one of his friends who he had undertaken work for with his father as a joiner. However the family finances were still poor and his mother could not afford to provide him with his keep for two years and pay the premium that all apprenticeships entailed. Fortunately the Royal Commission for the Exhibition of 1851 had just started an industrial bursary scheme and invited applications from universities across the country. Bristol University submitted Pippard's name and he was accepted as one of ten successful applicants from across the country.
With the financial security provided by the bursary Pippard began work at Cotterell's offices in 1911. One of his first jobs was to design the steelwork for a warehouse in Bristol on which he gave a talk to the local students association of the ICE in 1913 for which he was awarded the Miller Prize and a set of drawing instruments which he used for the rest of his life. He completed his apprenticeship in 1913 and obtained a position as assistant engineer to the Pontypridd and Rhondda Valley Joint Water Board, he did not enjoy this routine work and disliked his district. To continue his interest in civil engineering he began a master of science dissertation on masonry dams which he wrote at evenings and weekends. This was submitted to his alma mater in April 1914, was approved and he subsequently received his MSc.
He began repaying his mother's financial assistance in 1915 and deeply regretted her death in 1921 before he could make any substantial contribution to her retirement.
Admiralty Air Department.
A few months after the start of World War I Pippard resigned from the water board with the intention of helping the war effort. His poor eyesight barred him from a commission in the Royal Engineers so he entered his name of a register organised by the Institution of Civil Engineers to place their members in appropriate wartime jobs. Pippard's name was brought to the attention of HC Watts, who was a university classmate and a member of the technical section of the Admiralty Air Department. Pippard accepted a post as a technical advisor to the director of the department in January 1915.
Pippard's work with the department was to analyse stresses in airframes to ensure that they could survive the rigours of aerial combat, the work was of great importance to the war effort and he often found himself working for ten to twelve hours at a time. In December 1917 he married Olive Field, also from Yeovil, and they moved into a flat together at Earls Court, London. He was appointed a Member of the Order of the British Empire in the New Year Honours of 1918. Pippard joined an engineering consultancy in 1919 which was set up by Alec Ogilvie, an Air Department engineer, and several colleagues. Later that year Pippard and JL Pritchard, another colleague, wrote "Aeroplane Structures" which became a standard reference for aeronautical engineers and was revised in 1935. For this work, amongst others, he was awarded a Doctorate of Science by Bristol University in 1920. The firm was awarded several accident investigation contracts such as investigating the failure of the Tarrant Tabor triplane and the R38 airship disaster but was unable to win many large contracts due to the military and large aeronautical firms controlling the market. Pippard preferred his work as a visiting lecturer at Imperial College, London which he had started in 1919 and applied, and was accepted, for the chair of engineering at University College, Cardiff in 1922. He also wrote a series of scripts for radio broadcasts, including two made for schools.
Academic life.
Upon arriving at Cardiff Pippard set about modernising the department and attracting research opportunities. Pippard's most important research client was the Aeronautical Research Committee which agreed to pay the salary of a full-time assistant from January 1924. During this time Pippard and his assistant, John Baker, worked on proving the methods used to analyse airship frames which were proposed for use on the R100 and R101 airships. In 1928 Pippard was invited to take over the chair of civil engineering at Bristol University which he accepted.
At Bristol Pippard implemented many of the modernising methods he has developed at Cardiff and continued his work on the R100 and R101. He took part in the first test flight of the R101 but due to political pressure for quick development he was unable to finish his structural report before the R101 crashed on her final test flight on 5 October 1930, spelling the end for airship development in the United Kingdom. The public enquiry found that there were no faults with the airship's structure or the design methods employed by Pippard. However Pippard was so affected by the episode, particularly as several of his friends were among the 48 dead, that he withdrew from the field of aeronautical engineering and thereafter concentrated on civil engineering. He moved to Imperial College in London in 1933 and took over the running of the civil engineering department there where he actively encouraged a more research centric teaching method. This attitude was demonstrated in a paper presented to the Royal Aeronautical Society in 1935 in which he states that "University years should be devoted to the study of engineering science with as little emphasis as possible on the practical interests of the work". Pippard himself remained involved with the department's research, being particularly interested in the structural aspects of dams. For example, he recognised the importance of soil mechanics very early on, arranged lectures by Karl von Terzaghi in 1939 and supported Alec W. Skempton, that later doyen of British soil mechanics.
Pippard was also influential in the career of Letitia Chitty, recruiting the then promising mathematician to work at the Admiralty Air Department during World War I, an experience that prompted her to switch to engineering. She later joined Pippard at Imperial College working on aircraft and airship structural analysis projects.
Second World War.
In April 1939, predicting the approaching war, Pippard joined the Civil Defence Research Committee at the invitation of Sir John Anderson, Lord Privy Seal and minister in charge of air raid precautions. At the outbreak of the Second World War on 3 September 1939 he was assigned to the research and experiments section located in Princes Risborough. The section had little work to do and Pippard found himself bored, especially compared to his frantic work with the Air Department during the First World War. Fortunately the government's decision to allow university students to complete their degrees before compulsory national service meant that Pippard could spend four days of his week lecturing at Imperial College whilst remaining a member of the committee, a practice he continued for the rest of the war.
Post-war.
Pippard was elected to the council of the Institution of Civil Engineers in 1944 in which he continued to sit for the next fifteen years, advocating an increased academic presence in that body. His dedication to the institution led to his election as president for the 1958-9 session. In 1946 he introduced concrete and soil mechanics lecturers to the staff of Imperial College for the first time. In 1951 he was appointed by Hugh Dalton, the Minister of Local Government and Planning, to investigate pollution in the Thames tideway. This was a highly complex task which involved fifteen years of detailed investigation for which he was, perhaps unfairly, ridiculed in the press. Pippard was elected a Fellow of the Royal Society in 1954 and became pro-rector (assistant to the rector) of Imperial College the next year. After a year in this capacity Pippard retired in September 1956.
Retirement.
Upon retirement Pippard began a series of visiting lectures at Northwestern University in Illinois, United States. During his time in the US Pippard also delivered lectures at Berkeley, Purdue, Harvard and Urbana. Upon returning from America he took on the duties of the president of the Institution of Civil Engineers, which included a two-month visit to South Africa. In 1966 Pippard was awarded honorary degrees from both Bristol and Birmingham Universities and from Brunel University in 1968. Pippard continued to write on the theory of structures throughout his retirement and over the course of his life authored (or co-authored) more than 80 academic papers and six books. Towards the end of his life he began writing an autobiography which remained unfinished on his death. Pippard died in Putney, London on 2 November 1969 and the memorial service was held at St. Margaret's Church in Westminster.


Main bearing

In a piston engine, the main bearings are the bearings which hold the crankshaft in place and allow it to rotate within the engine block.
Main bearings are usually plain bearings or journal bearings, held in place by the engine block and bearing caps. The number of main bearings per engine varies between engines, often in accordance with the forces produced by the operation of the engine.
Number of main bearings.
The number of main bearings is primarily determined by the overall load factor and maximum engine speed. Increasing the number of bearings in an engine will generally increase the size and cost of the engine, but also reduces bending stress and deflection caused by the distance from the crank pins to the nearest bearings.
Most engines have at least two main bearings— one at each end of the crankshaft. Additional bearing may be located along the crankshaft, sometimes as many as one bearing per crank pin, as used on many modern diesel engines and petrol engines designed for high RPM.
Some small single-cylinder engines have only one main bearing, in which case it must withstand the bending moment created by the offset distance from the connecting rod to the main bearing.
When describing a crankshaft design, the number of main bearings is generally quoted, as the number of crank pins is determined by the cylinder layout. For example, the Toyota VZ V6 engine is described as having a "four bearing crankshaft" and the Jaguar XK6 straight-six engine has a "seven bearing crankshaft".
Bearing caps.
The lower half of the main bearings are typically held in place by 'bearing caps' which are secured to the engine block using bolts. The basic arrangement is for each bearing cap to have two bolts, but some engines may have four or six bolts per bearing cap (often referred to as "four-bolt mains" or "six-bolt mains" engines). The additional bolts result in increased strength, allowing the engine to withstand higher power output or RPM.
4 bolt main.
The first car engine to use four-bolt main bearings was the V12 Maybach Zeppelin of 1928, that used them on three of its eight main bearings.
6 bolt main.
The typical design for a six-bolt main bearing is four vertical bolts (two on each side of the crankshaft) from the bottom extending into the block and two lateral cross-bolts coming from the left and right side pan rails into the side of the main caps to provide additional lateral strength.


Zhenguang Road station

Zhenguang Road () is a station under construction on the future Line 14 of the Shanghai Metro. Located at the intersection of Zhenguang Road and Tongchuan Road in the city's Putuo District, the station is scheduled to open with the rest of Line 14 in 2020.


James Arthurs

James Arthurs (4 October 1866 – 7 October 1937) was a Canadian senator for the Conservative party, representing the province of Ontario.
Arthurs attended public school and Hamilton Collegiate Institute, then became a hardware merchant.
He became a member of the House of Commons of Canada for Parry Sound electoral district from 1908 until 1935. Arthurs was then appointed to the Senate of Canada on 20 July 1935 by R.B. Bennett and remained in that office until his death.
The Commanda General Store in Gurd (now in Nipissing Township) was built and occupied by Arthurs about 1885. It was strategically located on the Rosseau-Nipissing Colonization Road. An Ontario Historical Plaque was erected by the province to commemorate The Commanda General Store's role in Ontario's heritage.
Arthurs also established the 162 Infantry Battalion of the Canadian Army (known as the First Nipissing Regiment). He then served with the 1st Battalion in France until May 1917, attaining a rank of lieutenant colonel.
On 4 October 1937 Arthurs fell ill and died three days later at his home at 222 Bessborough Drive Leaside (now part of Toronto). He and his wife had moved there from Parry Sound in the previous month.


Seth Thomas Clock Company

The Seth Thomas Clock Company was founded by Seth Thomas and began producing clocks in 1813. It was incorporated as the "Seth Thomas Clock Company" in 1853. The company manufactured clock movements for the Self Winding Clock Company from 1886 thru the early 1890s, in addition to its standard offering of longcase clocks, mantel, wall, and table-top clocks.
On May 7, 1926, Seth Thomas Clock Company filed with the United States Patent and Trademark Office for trademark protection of the "Seth Thomas" brand with regard to clocks. The trademark was granted with a registration date of October 12, 1926 and assigned registration number 0219268. The trademark is still active as of the last renewal date of February 17, 2017.
In 1968 General Time Corporation, consisting of the Westclox and Seth Thomas brands and the Westclox operation in Canada, was acquired from Talley Industries. Westclox Canada was the only company that came close to matching the production of Canada's leading clock company, The Arthur Pequegnat Clock Company.
Seth Thomas Clock Company was later owned by the Colibri Group. The company ceased operations on January 16, 2009, and went into receivership, but returned to business as of May 4, 2009, under the ownership of CST Enterprises in Cranston, Rhode Island. No manufacturing is underway, however an entire line of Seth Thomas Clocks is now available made by another clock builder for CST under the Seth Thomas brand.


Zhenxin Xincun station

Zhenxin Xincun () is a station under construction on the future Line 14 of the Shanghai Metro. Located at the intersection of South Qilianshan Road and Tongchuan Road in the city's Jiading District, the station is scheduled to open with the rest of Line 14 in 2020.


Nasra Agil

Nasra Agil (; ) is a Somali-Canadian civil engineer and entrepreneur. She has been involved in a variety of community service programmes and initiative, and was awarded The Duke of Edinburgh's International Award - Canada.
Personal life.
Agil was born in Somalia. She and her family later moved to Canada. As a teenager, Agil helped launch various community service initiatives. She organized youth programs, survival skills workshops, educational plays and sporting activities. For her tertiary education, Agil studied civil engineering at Ryerson University in Toronto. She graduated from the institution with Honours in 2005, earning a Bachelor of Engineering degree. Nasra graduated at the top of her class at Ryerson University and is recorded as one of the first known women of Somali descent to earn an engineering degree in Canada. She also received the prestigious Golden Key International Honour Society Award for academic excellence.
Career.
Agil began her civil engineering career as a road inspector for the Transportation Services department of the City of Toronto government. After a two-year period, she moved to Dubai, United Arab Emirates, which had evolved into one of the main global centers for major real estate development. In 2007, Agil joined Cansult, a Canadian engineering firm headquartered in Dubai and one of the largest industry operators in the Middle East. She later served as an advisor to Nakheel, the biggest real estate developer in the UAE. She was also a Senior Traffic Engineer for the Dubai Municipality's Roads Authority.
In 2012, Agil returned to Somalia to contribute to the local post-conflict reconstruction process. She subsequently opened the country's first dollar store.
Awards.
In recognition of her societal work, Agil was presented The Duke of Edinburgh's International Award - Canada by the Governor General of Canada. She also received various academic awards for her scholastic achievements while still an honours student, including the Golden Key International Honour Society Award.


Ezra C. Carleton

Ezra Child Carleton (September 6, 1838 – July 24, 1911) was a U.S. Representative from the 7th district of Michigan.
Carleton was born in St. Clair, Michigan where he attended the common schools and graduated from the Port Huron High School in 1859. He engaged in business as a hardware merchant in Port Huron and served as mayor of Port Huron in 1881 and 1882.
Carleton was elected as a Democrat to the 48th and 49th Congresses, serving from March 4, 1883 until March 3, 1887 in the U.S. House representing Michigan's 7th congressional district. He was succeeded in office by Democrat Justin Rice Whiting.
After leaving congress in 1887, Carleton returned to his former mercantile pursuits in Port Huron. He was the Democratic candidate for the 7th District in the election of 1894, losing to Republican Horace G. Snover.
Carleton died in Port Huron and is interred there in Lakeside Cemetery.


Okehampton railway station

Okehampton railway station is a railway station serving the town of Okehampton in Devon, England. The station closed to regular traffic in 1972, but heritage and occasional mainline services ran from 1997 to 2019. Regular mainline services are planned to operate again later in 2021.
History.
The station opened in 1871 when the London and South Western Railway (LSWR) extended its line from . Services were extended further west to with the inauguration of Meldon Viaduct in 1874. Constructed to rival the South Devon Railway route to Plymouth, the completion of the LSWR's own route to Plymouth saw Okehampton become an important junction with lines to Padstow and as well as . Boat trains carrying passengers from ocean liners calling at Stonehouse Pool, Plymouth and prestige services such as the Atlantic Coast Express and Devon Belle all used the route. From 1961 to 1964 it was the terminus of a car-carrying train from .
With the publication of the Beeching Report in 1963, the line to Bude was put forward for closure as was part of the Exeter to Plymouth Line which was to be cut back to Okehampton. The local press were surprised at this decision, since many small towns had their railway services cut, yet Okehampton survived with a population under 4,000. Its survival prompted questions as to why the line should remain open when others, such as the Avocet Line which saw far more traffic, were proposed for closure. It was said that at the time Okehampton had about 50 regular users per day and a handful of season ticket holders.
The Avocet Line was saved from closure, but Okehampton lost its passenger services from 1972. The line survived, however, for the purposes of freight thanks to the activities of the British Rail ballast quarry at Meldon, three miles from Okehampton, which had an output of 300,000 tons per year. The line to the quarry closed in 2011.
1997 to 2019.
As part of a local partnership scheme initiated and led by Devon County Council, Okehampton station was re-opened in 1997 and a Youth Hostel opened in the old goods shed, providing an activity centre as well. The Dartmoor Railway operated heritage passenger services from the station, running to and Meldon. A summer Sunday service from Exeter to Okehampton operated as part of the Dartmoor Sunday Rover network.
The station building, which was used by Devon Training for Skills after 1972, was restored and reopened incorporating an independently owned model shop and café. After temporary closure during a change in railway ownership in 2008, the cafe was reopened by the Friends of Dartmoor Railway but closed in 2019. A craft centre previously operated on one of the platforms. This now houses a small exhibition and museum showing the history of the railway and station.
British American Railway Services Ltd, a new company created by Iowa Pacific Holdings of Chicago, became the owner of the Dartmoor Railway on 4 September 2008. The company said it would develop freight, passenger and tourist services on the railway. This was never achieved. The last heritage service operated on 24 December 2019.
2021 reopening.
In November 2017, the Government included the reopening of the line from Exeter to Okehampton as part of its plans to expand the network, and a letter to local MPs from the secretary of state for transport, Chris Grayling, was sent out at the end of January 2018. In January 2020 it was announced that, due to financial problems, the British American Railway Services have put all their British operations up for sale including this railway. The United Kingdom government's November 2020 Spending Review included a commitment to restore passenger services and £40,000,000 was allocated for this work in the March 2021 government budget.
It was announced on 19 March 2021 that Okehampton station would reopen to regular services by the end of the year. This is to be funded as part of the Government's 'Restoring Your Railway' programme. The service is planned to be two-hourly between Okehampton and with some services extended to . The service will increase to hourly towards the end of 2022.
Transport links.
The Devon Coast to Coast Cycleway Route 27 created by Sustrans passes the station.
Future plans.
Both Railfuture and the former MP for Totnes Anthony Steen,have proposed the reinstatement of the line between Okehampton and Bere Alston, thereby reconnecting the station with Plymouth. The reopening of the link would restore the continuous circuit of railway linking the towns around Dartmoor. On 18 March 2008, Devon County Council backed a separate proposal by developers Kilbride Community Rail to construct 750 houses in Tavistock that included reopening part of this route from Bere Alston to a new railway station in Tavistock.
It is argued that the line's reopening would provide an alternative route to Plymouth and the Cornish Main Line in the event of engineering work or storms on the sea wall near Dawlish, although that would entail a reversal at Plymouth for trains continuing to Cornwall. Reopening the line would also maintain rail links in the long-term should the line around Dawlish succumb to the sea, as it did on 5 February 2014.
References.
Citations
Sources


Graciano Nepomuceno

Graciano T. Nepomuceno (18 December 1881 – 30 December 1974) was a Filipino sculptor and woodcarver known for santo figures and genre sculptures.
Background.
Graciano T. Nepomuceno was born in Trozo area in Binondo, Manila on 18 December 1881. Trozo was one of the more affluent portions of Manila at the time of his birth where many of its residents have better formal education and virtually all are fluent in Castilian Spanish.
Nepomuceno initially pursued a career in painting, studying under Miguel Zaragoza at the Liceo de Manila. He switch to sculpting and became an apprentice of Ciriaco Arevalo. Arevalo is a Filipino sculptor who won a gold medal in an exhibition in Spain for his work dubbed as "El Baguio".
From the late 19th century until the early 1900s, Nepomuceno often collaborated with fellow sculptor and musician, Bonifacio Arévalo. After this period, Nepomuceno became more independent and did works in wood and cement medium which are primarily used as ornaments in building facades. Renowned Filipino architect Arcadio Arellano was a frequent employer of Nepomuceno. He then focused on genre sculptures and later on portraiture. He became known for direct carving in molave wood, among his contemporaries. He was also noted for his santo artworks.
His work, a wooden figure of a boy playing sipa, was also part of the sculpture event in the art competition at the 1948 Summer Olympics.
Among his reputed works is the figure of St. Francis in Quiapo Church and a sculpture of Filipino nationalist José Rizal.
He died on 30 December 1974.


Hans Schlottheim

Hans Schlottheim (1545–1625) was a goldsmith and clockmaker active in Augsburg, Germany, now best known for his clockwork automata.


Saxomat

Saxomat was a type of automatic clutch available as an option on Fiat 1800, Lancia Flaminia, Saab 93, Borgward Isabella, Goliath/Hansa 1100, Auto Union 1000, Ford Taunus, Trabant, other than some models from BMW, Opel, Steyr-Puch, NSU, Glas, Wartburg and Volkswagen. Opel sold it as Olymat; Trabant and Wartburg named the system Hycomat. The Hydrak, used in some Mercedes-Benz vehicles between 1957 and 1961, was a similar system with a hydrodynamic torque converter in place of the Saxomat's centrifugal clutch, this H.T.C. system was standard on NSU Ro 80 and was optional on the Porsche 911 (Sportomatic). The system also reappeared in the 1990s as Saab Sensonic, but Saab shelved that technology since 1998. Hyundai also reintroduced similar concept as the Intelligent Manual Transmission (iMT) in 2020 with the latest generation Hyundai i20.
Cars with a Saxomat clutch did not have a clutch pedal. The Saxomat consisted of two independent systems: the centrifugal clutch, and the servo clutch. The centrifugal clutch was engaged above certain engine speed by centrifugal force acting on spinning weights inside the clutch, similar to a centrifugal governor.
The servo clutch used an electric switch that supplied manifold vacuum via an actuator valve to a reservoir that disengaged the clutch. The clutch is disengaged automatically whenever the gear-shift lever was touched.


Scharfenberg coupler

The Scharfenberg coupler (, abbreviated "Schaku") is a commonly used type of fully automatic railway coupling.
Designed in 1903 by Karl Scharfenberg in Königsberg, Germany (today Kaliningrad, Russia), the coupler has gradually spread from transit trains to regular passenger service trains, although outside Europe its use is generally restricted to mass transit systems. The "Schaku" is superior in many ways to the AAR (Janney/knuckle) coupler because it also automates electrical and pneumatic connections and disconnections. However, there is no standard for the placement of these electro-pneumatic connections. Some rail operators have placed them on the sides while others have placed them above the mechanical portion of the coupler. The main disadvantage of the Scharfenberg coupler is the relatively low maximum tonnage it can support, which makes it unsuitable for freight operations.
Working principles.
The face of the Scharfenberg coupler has a protruding cone and a matching cup. Inside the cone there is a rigid metal hoop connected to a revolving, spring-loaded metal disk with a notch on the opposite side. When ready to couple, the spring turns the disk so the hoop is extended from the cone. As the cars meet, the hoop enters the cup on the other coupler, stopping against the disk. The hoops are then pressed back into their own coupler, causing the disks to rotate until the notches align with the hoops. After the hoops have entered, the notches on the disks spring back into the hoop extended position, locking the coupling. In the coupled position, forces on the hoops and disk will balance out, which means that the Scharfenberg, unlike many other couplers, is not dependent on heavy latches to stay locked.
Small air cylinders, acting on the rotating heads of the coupler, ensure the engagement of the components, making it unnecessary to use force to get a good coupling. Joining portions of a passenger train can be done at very low speed (less than in the final approach), so that the passengers are not jolted. One problem with the coupler is that it is often hard to connect it in a curve. Planned coupling is normally done on a straight flat track, while there has been trouble coupling a broken down train at an unplanned place.
Uses.
Rail equipment manufacturers such as Alstom offer the "Schaku" as an option on their mass transit passenger cars and locomotives. Presently, Scharfenberg couplers are in use on the following passenger transit systems:
United Kingdom.
CAF Civity, Class 196 CAF Civity, and Class 197 CAF Civity (proposed).
Thailand.
Additionally, the coupler is in use on some multiple unit trains in Australia.
Types.
Voith is known to offer the following types of Scharfenberg couplers:


Brodie Henderson (engineer)

Sir Brodie Haldane Henderson, KCMG, CB (6 March 1869 – 28 September 1936) was a British civil engineer. Henderson was primarily a railway engineer who worked for many railroad corporations across South America, Australasia and Africa. He was the consultant for the Dona Ana Bridge which, when it was built in 1935, was the longest railway bridge in the world with a length of 2.24 miles. He volunteered for service with the Royal Engineers at the outbreak of the First World War and was put in charge of railway lines used to tranposrt Allied troops and supplies. In this capacity he held the rank of a Brigadier-General of the British Army and his success in this role resulted in him being decorated by the British, French and Belgian governments.
After the war Henderson worked with the Imperial War Graves Commission, as High Sheriff of Hertfordshire in 1924 and as president of the Institution of Civil Engineers. He was an important patron of John William Waterhouse, the pre-Raphaelite painter, and was the original owner of "Gather Ye Rosebuds While Ye May".
Early life and career.
Henderson was born on 6 March 1869 in Ealing, Middlesex to George and Eliza Henderson, his elder brother was Alexander Henderson the businessman and politician. His education was carried out in Germany, at Owens College in Manchester (now Victoria University) and at King's College London. At the age of 16 he entered into a pupillage with locomotive manufacturers Beyer, Peacock and Company before transferring to James Livesey and Son, consulting civil engineers. Some of his early projects was as assistant engineer during construction of the Algeciras Gibraltar Railway and a secondment in the civil engineer's department of the Lancashire and Yorkshire Railway.
Henderson became a partner in the firm on 6 October 1891 and it was subsequently named Livesey, Son and Henderson. He was named as senior partner in 1893. Henderson's work was largely concerned with railways, which were often financed by his brother Alexander. These included the Buenos Aires Great Southern, Central Argentine, Antofagasta and the Midland of Western Australia railways. Henderson was also responsible for the construction of new docks in Buenos Aires and projects in Spain, China and Africa.
Henderson's most famous project is the Dona Ana Bridge over the Zambezi River in Mozambique for the Beira Railroad Corporation, this bridge was built in 1935 and spanned a distance of 2.24 miles by 33 separate arches. This bridge was the longest railway bridge in the world for many years. He was also responsible for the Transandine Railway which was tunnelled through the Andes Mountains between 1911 and 1925.
Military service.
Henderson volunteered for a commission in the Hertfordshire Yeomanry after the outbreak of the First World War and was commissioned as a temporary lieutenant on 12 October 1914. He subsequently transferred to the Royal Engineers and was made the deputy director-general of transportation in Belgium and France, being chiefly concerned with railway transport He was commissioned as a temporary lieutenant-colonel and was subsequently promoted to temporary brigadier-general. During his war service he was mentioned in dispatches on four occasions.
In recognition of his war work Henderson was appointed a companion of the Order of St Michael and St George in the New Years Honours of 1918. He was appointed a commander of the Belgian Order of the Crown on 11 March 1918. He was appointed a companion of the Order of St Michael and St George in the New Years Honours of 1919, an officer in the French Légion d'honneur on 7 June 1919 and a knight commander of the Order of St Michael and St George in the King's Birthday Honours of 1919.
Post-war work.
After the war Henderson worked as an honorary consulting engineer to the Imperial War Graves Commission. He was also sheriff of Hertfordshire in 1922 and 1924 and High Sheriff of Hertfordshire between in 1925. Henderson was appointed deputy lieutenant of Hertfordshire on 3 December 1926. Henderson was also a justice of the peace, a governor of the Imperial College of Science and Technology and a member of the delegacy of the City and Guilds College.
Henderson had a long association with the Institution of Civil Engineers, being elected an associate member in 1894 and a full member in 1899. He was a member of its council from 1915, vice-president in 1925 and was elected president for the 1928-9 session.
Personal life.
Henderson became, through his brother Alexander, a patron of John William Waterhouse and owned several of his paintings. He was the original owner of "Gather Ye Rosebuds While Ye May", a 1909 painting by Waterhouse that was recently valued at CAD$4.8 million to $7.3 million.
He married Ella Jones in 1901 and fathered a daughter, Joan, and three sons, Gerald, Neil and Andrew. Neil and Andrew followed their father as partners in Livesey and Henderson, as did one of Alexander's sons Philip. Andrew Henderson and Harry Livesey left the partnership on 31 March 1932.
By 1925 Henderson was living at Epping House in Little Berkhamstead. Brodie died at Upp Hall, Braughing on 28 September 1936 of lung cancer. He was cremated at Golders Green before being interred in the family grave at Braughing. A memorial service was held at St Michael's Church in the City of London.
References.


Ernst Philipp Rosenkranz

Ernst Philipp Rosenkranz (* July 10, 1773; † January 23, 1828) ) was a German piano maker.
He completed his apprenticeship as a piano builder with Heinrich Rudolf Mack in Dresden. In 1797 he opened his own workshop there. In 1826 he had the architect Gottlob Friedrich Thormeyer build him a palace in the "Neustadt" area of the city. Following his death in 1828, his son Friedrich Wilhelm Rosenkranz assumed leadership of the family business. Through exports to North American and other locations, the business established a worldwide reputation.
Surviving Rosenkranz instruments can now be found in the musical instrument collection of the Germanisches Nationalmuseum in Nuremberg and in the Salon Christophori in Berlin.


U.S. Army Corps Engineers, Tulsa District

Tulsa District History.
U.S. Army Corps of Engineers, Tulsa District (USACE-SWT), is a United States Army military unit headquartered in Tulsa, Oklahoma. It "oversees Army Corps of Engineer responsibilities in all of Oklahoma and parts of southern Kansas and northern Texas". Tulsa District was founded in 1939 in the heartland of the country to provide engineering support to the nation at a time of great contrast. The vivid memories of the 1936 flood — one of the greatest and most widespread flooding disasters ever seen — contrasted with the drought which tried to squeeze the life out of every living thing. These tragic events helped bind the citizens and the local and federal governments into a strong problem-solving union. Tulsa District professionals developed a spirit and dedication which has carried the district through almost 75 years of service to the nation.
Tulsa District Chronology.
July 1, 1939 - Tulsa District is formed and receives $11 million for work on eight authorized projects. District work includes completing the Great Salt Plains and Fort Supply Lakes already under construction; design and construction work on authorized Canton, Optima, and Hulah Lakes; continue studies leading to authorization of Mannford (Keystone), Oologah, Tenkiller Ferry, and Wister Lakes; and continue cooperation on work for Grand Lake (then under construction) and Markham Ferry and Fort Gibson Dams.
December 1940 - Military construction for the Army Air Corps is transferred from the Quartermaster Corps to the Corps of Engineers. Thirteen months later, the Corps undertakes all construction for the Army’s war efforts.
Early 1941 - Tulsa District is building the Tulsa Aircraft Assembly Plant #3, (the Bomber Plant) which became home of McDonnell Douglas in Tulsa, Okla. Construction began on the $29 million Midwest City Air Depot (now Tinker Air Force Base) and the Oklahoma Aircraft Assembly Plant #5 in Oklahoma City which was annexed into Tinker in 1947 as Building 3001.
December 7, 1941 - Japanese attack Pearl Harbor, triggering U.S. entry into World War II (1941 - 1945). During the war, Tulsa and Denison Districts placed $800 million in military construction and procured special engineering equipment costing more than $100 million.
1944 - Flood Control Act authorizes recreation facilities at reservoirs.
April 1, 1945 - Denison District is merged with the Tulsa District after Denison Dam (Lake Texoma) was completed by the Denison District in 1944.
July 24, 1946 - McClellan-Kerr Arkansas River navigation project is authorized in Rivers and Harbors Act. The plan includes navigation from Catoosa, Okla., to the Mississippi River.
1950-1953 - Korean Conflict. Tulsa District military construction averages $50 million a year.
1954 - Arkansas River navigation is placed in a “deferred for further study” category. A major engineering problem needed to be solved — 100 million tons of silt flowing down the Arkansas annually could prevent navigation.
1957 - Navigation system construction begins.
July 1961 - Tulsa District is relieved of all military construction responsibilities to reemphasize its increasing civil works programs.
December 30, 1970 - McClellan-Kerr Arkansas River Navigation System is ready for use: 448 miles, 17 locks and dams.
January 21, 1971 - First tow travels full length of navigation system, arrives at Port of Catoosa.
June 5, 1971 - President Nixon dedicates $1.2 billion navigation system.
1972 - Clean Water Act extends Corps regulatory authority (Section 404 Permits) to all waters of the United States.
October 1, 1980 - The portion of the Tulsa District lying within the state of Arkansas is transferred to the Little Rock District.
1981 - Tulsa District resumes military responsibility for four installations in Arkansas and five in Oklahoma.
1982 - Tulsa District gives up the small pieces of Missouri, New Mexico, and Colorado and picks up the remainder of the Arkansas River Basin in Kansas.
August 1985 - After a November 1984 fire destroyed 17 acres of the roof of Building 3001, Tinker Air Force Base, Tulsa District completes the $63.5 million repairs.
October 1, 1985 - Tulsa assumes duties for two Air Force bases and one Department of Energy plant in the Texas panhandle; Arkansas military installations are shifted to the Little Rock District.
1986 - Passage of an omnibus water bill, the Water Resources Development Act of 1986 which was the first omnibus bill in 16 years, authorizes numerous projects for Tulsa District and heralds a new era of local/federal cost-sharing partnership.
1989 - Tulsa became the Design Center for the Hazardous, Toxic, and Radiological Waste program for the entire five state Southwestern Division.
1995 - Tulsa District, working under the Federal Emergency Management Agency, responds to the bombing attack on the Murrah Federal Building in Oklahoma City. The Corps primary role was public works and engineering.
2000 - Mingo Creek Local Protection Project in Tulsa completed. The project consists of construction of 23 floodwater detention sites and approx. 10 miles of channelization along Mingo Creek and its tributaries. It reduced flooding to approx. 3,000 single family residences and 125 apartment buildings in the flood plain.
2006 - Tenkiller Auxiliary Spillway completed and dedication. The auxiliary spillway has five 50-foot wide by 35-foot high tainter gates constructed near the right abutment of the embankment. The spillway structure is similar to the existing spillway. In addition, a new Highway 100 bridge was built to carry traffic across the upstream approach channel for the new spillway.
2009 - Tulsa District receives funding for more than 200 projects across the district as part of the American Recovery and Reinvestment Act of 2009. The total funding received totaled more than $125 million.
2011 - The district completed all Base Realignment and Closure Act of 2005 construction projects meeting the September 2011 deadline.
2012 - For the first time on the McClellan-Kerr Arkansas River Navigation System, a pintle ball is removed and replaced at one of the system's locks. Workers drained all water from the lock, raised the dam gate, removed the damaged pintle and installed the new pintle.
2013 - A Supersaturated Dissolved Oxygen System is completed at Tenkiller Dam in Oklahoma. The stream below the dam is home to a trout fishery, that during times of drought experiences low dissolved oxygen levels and high water temperatures that results in fish kills. As a result of a multi-agency effort, a two-part mechanical solution was developed to prevent further fish kills below the dam. The low flow pipe system and the Supersaturated Dissolved Oxygen System were the result of a partnership betweenthe Corps of Engineers, Oklahoma Department of Wildlife Conservation, Southwestern Power Administration, U.S. Fish and Wildlife Service, Oklahoma Water Resources Board, Sequoyah Fuel, Tenkiller Utilities, Trout Unlimited, and Tulsa Fly Fisherman.
Early assignments.
Its early assignments included
On October 1, 1980 a portion of the Tulsa District within Arkansas was transferred to the Little Rock District. In 1981 Tulsa District resumed military responsibility for four installations in Arkansas and five in Oklahoma, and in 1982 Tulsa District surrendered pieces of Missouri, New Mexico, and Colorado and picked up the remainder of the Arkansas River Basin in Kansas.
After a November 1984 fire destroyed 17 acres of the roof of Building 3001, Tinker Air Force Base, Tulsa District completed the $63.5 million repairs in August 1985.
On October 1, 1985 Tulsa assumed duties for two Air Force bases and one Department of Energy plant in the Texas panhandle; and Arkansas military installations were shifted to Little Rock District.
In 2000, Mingo Creek Local Protection Project in Tulsa was completed. The project consists of 23 floodwater detention sites and approximately 10 miles of channelization along Mingo Creek and its tributaries. It reduced flooding to approx. 3,000 single family residences and 125 apartment buildings in the flood plain.
Projects.
Great Salt Planes.
LOCAL HISTORY: In 1811, Sans Orielle, an Osage Indian, with others of his tribe, guided Major George C. Sibley, Indian Agent from Fort Osage, Missouri, and his party to Salt Plains. They are thought to have been the first white men to see the Plains, which Major Sibley called the Grand Saline.
The Salt Fork of the Arkansas River, flowing around the plain, was known to the Osages as Nescatunga (big salt water). Another early day explorer to see the Plains was Capt. Nathan Boone, who headed a Government expedition from Fort Gibson into what is now central Kansas in 1843.
The Great Salt Plains have been the scene of many Indian Councils, both of war and peace. In drafting the treaty which defined the territory to become the so called permanent home of the Cherokees in 1828, the United States Government withheld the Salt Plains area with the provision that, "The right is reserved to the United States to allow other tribes of red men to get salt on the Great Salt Plains in common with the Cherokee Tribe."
The value of the Plains lay not in its salt alone, but in the rich hunting afforded by the animals migrating there for the salt supply, and possession of this area is said to have been the muse of many Indian battles. In the earliest of the settlement of the Indian Territory, Western Kansas and Texas cattlemen sent wagons to the Plains to haul away great loads of salt. A local legend of interest concerns a cache of gold that was reportedly buried in the vicinity of the dam. In 1850, five men were returning to Missouri from California with fourteen bars of gold. In the vicinity of the present dam, they were attacked by Cheyenne-Arapaho Indians, three of the men being killed.
The two remaining men wrapped the gold in a buffalo calfskin and buried it, marking the spot with an end-gate rod from their wagon. At least one of the men survived, since in 1901 Carl Sheldon arrived in the area with a map showing the location of the buried gold. Mr. Sheldon continued to search for the gold until 1940 when he was forced to leave because of the dam construction. In 1904, Sheldon had sample of the material from the drill bit assayed and traces of gold and the hide reportedly were found. Due to shaft cave-ins and movement by underlying quicksand, this was the closest Sheldon came to finding the gold.
DEVELOPMENT: The Great Salt Plains Dam and Lake located on the Salt Fork of the Arkansas River is the oldest Corps of Engineers’ project in the Tulsa District, authorized by Congress in the Flood Control Act of 1936. The Little Rock District started construction in September 1938. When the Tulsa District was organized in July 1939, the project was placed under their jurisdiction and was completed in July 1941 at a cost of some $4.6 million.


Robert Ellin

Robert Ellin (1837–1904) was an English-born American stone and wood sculptor.
Ellin was born December 21, 1837 in Yorkshire, England. He was active in the United States 1867 to 1904. Not much is known about his life until his association with a fellow Englishman and Yorkshireman John William Kitson. Together they entered a mahogony breakfront in the 1876 Bi-Centential juried event in which they won a prize and much acclaim.
Robert Ellin established his firm as Robert Ellin & Co circa 1870 in NYC. He and John William Kitson joined forces in 1874 before the 1876 Bi-Centennial as Robert Ellin and Company. In 1879 they formally changed the firm's name to Ellin & Kitson. Following the early death of William Kitson in February 1888, the name of the firm was changed to Ellin, Kitson and Company. The Estate of John William Kitson became a silent partner until the estate sale of the business in 1904.
Ellin is mentioned in "A History of the Metropolitan Museum of Art" 1913 by Howe and Kent.
Robert Ellin was an astute businessman and promoter of his firm. In order to control costs he became involved in many mining and other supplies businesses. In 1872 Robert Ellin was elected a director of the Bay of Fundy Red Granite Company located in St. George, New Brunswick, Canada; Perth Amboy Terra Cotta Works; 1893 The Goodsell Marble Company Newark NJ. He was active in establishing the Metropolitan Museum of Art and was an officer of the Sculpture Society covering stone.
In July 1874 he filed for a trade mark name of Terra-Cotta in the Great Britain Patent Office
In 1899 Ellin filed for a U S patent of a design for crushing or grinding mill, which was awarded to him in May 1900 Patent # 650, 798.
He is also noted to have carved the cherry frieze in Old South Church in Boston, Massachusetts between 1872 and 1875. Much of the finest work done by Ellin & Kitson has been in the magnificent group of private residences which have been the nucleus of our American art life ...sculpturing formalizing their partnership with emphasis in churches. They have been noted as specialty contractors in many buildings from NYC to Boston. Please see Ellin & Kitson for a list of some of the buildings with which they are associated.
In 1900 census he is noted to be living in Westchester, New York. He died February 3, 1904 in Yonkers, NY. At the time of his death, Ellin, Kitson & Co were working on Senator Clark of Montana's NYC home.
Ellin & Kitson worked with many notable architects and designers of the day: Thomas Wisedell, J C Cady, Robert J Withers, Vaux/ Withers, George B. Post, Kimball & Wisedell, Frederick Law Olmsted, and Richard Hunt among them.


Hywind Scotland

Hywind Scotland is the world's first commercial wind farm using floating wind turbines, situated off Peterhead, Scotland.
The farm has five 6 MW "Hywind" floating turbines with a total capacity of 30 MW. It is operated by Hywind (Scotland) Limited, a joint venture of Equinor (75%) and Masdar (25%).
Equinor (then: Statoil) launched the world's first operational deep-water floating large-capacity wind turbine, Hywind, in 2009. The tall tower with a 2.3 MW turbine was towed offshore into the Amoy Fjord in deep water, off of Stavanger, Norway on 9 June 2009 for a two-year test run.
In 2015, the company received permission to install the wind farm in Scotland. Manufacturing for the project, with a budgeted cost of NOK2 billion (£152m), started in 2016 in Spain, Norway and Scotland. The turbines were assembled at Stord in Norway in summer 2017 using the Saipem 7000 floating crane, and the finished turbines were moved to near Peterhead. Three suction anchors hold each turbine. Hywind Scotland was commissioned in October 2017, with a final capital cost of £264m, or £8.8m/MW, approximately three times the cost of fixed offshore windfarms and ten times the cost of natural gas.
In its first two years of operation the facility has averaged a capacity factor in excess of 50%.


Trim station

Trim is a transitway station in the east end of Ottawa, Ontario, located near Trim Road and Regional Road 174 (former Highway 17). A Natrel factory is located near this station.
Trim station once served as the eastern weekday terminus for the OC Transpo Transitway route 95, but is now served every day of the week, with Rapid Route 39 travelling between Blair and Millennium stations. Before October 2019, there was no weekend service at the station (except by local route 122), as it was mostly used a stop for servicing commuters who were using the Park and Ride facility that contains about 1089 parking spaces.
There are plans to possibly add a transitway extension into residential neighbourhoods along Innes Road and Trim Road, while it remains mostly rural to the east towards Cumberland Village and Rockland.
During the summer, special service to nearby Petrie Island Beach is provided on weekends.
This station will serve as the eastern terminus for the O-Train Confederation Line beginning in 2023.
Service.
The following routes serve Trim:<br>


William L. Uanna

William Lewis "Bud" Uanna (May 13, 1909 – December 22, 1961) was an American security expert, who gained prominence as a security officer with the Manhattan Project, which built the first atomic bomb during World War II.
Uanna was in charge of security at the project's facility at Oak Ridge, Tennessee, and later at the 509th Composite Group, which dropped atomic bombs on Hiroshima and Nagasaki.
After the war, he headed the Atomic Energy Commission (AEC) program to provide security clearances to its personnel, and developed the top-secret Q clearance. He later served as chief of physical security at the State Department.
Education and military career.
William Lewis Uanna was born in Medford, Massachusetts, on May 13, 1909, the son of Italian immigrants Anthony Uanna and Theresa Ferullo. He attended Medford High School, and then Tufts College on an athletic scholarship, where he was a halfback on the college football team, and an intercollegiate wrestling champion, earning a degree in engineering. He soon returned to Tufts and got a M.A. in education.
Uanna worked for private companies as well as the US Army Corps of Engineers. As a civilian with the Corps of Engineers he was involved in the construction of Grenier Army Air Field in New Hampshire and Fort Devens in Massachusetts, where he later served as an Army Counter Intelligence agent during World War II. Between 1938 and 1942 he attended Suffolk University, graduating with an L.L.B. He then passed the Massachusetts Bar examination and was admitted to practice before the Federal Bar. Between 1949 and 1954 he attended the American University in Washington, D.C.
Enlisting in the U.S. Army on May 28, 1941, Uanna was assigned to the Corps of Intelligence Police (CIP), later renamed the Counter Intelligence Corps (CIC). He attended the Officer Candidate School at Fort Belvoir, and in 1942 and was commissioned as a second lieutenant in the Army Corps of Engineers. He was assigned to the CIC as Director of Operations of I Service Command, responsible for five field offices and between 300 and 400 Special Agents, who dealt with subversion, espionage, plant security, sabotage, water front security and personnel investigations.
In February 1943, Uanna was posted to X Corps, then based at Sherman, Texas, where he was responsible for setting up the first intelligence units assigned to combat formations in the United States. With 112 officers and 35 agents he conducted investigations and evaluated the loyalty of individuals within X Corps and trained its troops in security procedures. In August 1943, Uanna became an instructor at the CIC school in Chicago.
Manhattan Project security.
Joining the Manhattan Project in late 1943, Uanna was initially assigned to the New England area, where he looked after security at 150 organizations, including key contractors Stone & Webster, General Electric, Westinghouse and American Cyanamid, and universities such as Harvard, Brown, Yale and MIT. He was promoted to first lieutenant on July 25, 1943, captain on March 25, 1944, and ultimately major on June 25, 1945. In August 1944, he was appointed Security Officer for the large town and industrial installation built by the US Government at Oak Ridge, Tennessee, to enrich uranium for an atomic bomb. As such, he oversaw the physical security of the site, and was responsible for the security clearance of over 50,000 personnel. He supervised the activities of the town's police, detectives and welfare bureau and provided security for the transport of fissile materials from Oak Ridge to the weapons laboratory at Los Alamos, New Mexico.
In February 1945, Uanna assumed command of the 1st Technical Service Detachment, which was attached to the 509th Composite Group, the Army Air Force unit created to deliver the first atomic bomb. He became responsible for the security clearance of its personnel. Uanna arrived with orders from Lieutenant Colonel John Lansdale Jr., the Manhattan Project's head of security, and a briefcase containing dossiers on members of the 393d Bomb Squadron, the combat element of the 509th Composite Group. Uanna had particular concerns about Captain Claude Eatherly. The dossier indicated that Eatherly was a gambler, with an "emotional problem". The commander of the 509th Composite Group, Lieutenant Colonel Paul W. Tibbets Jr., opted to keep Eatherly, based on his piloting skills. Background checks on the 1st Ordnance Squadron revealed that it had several escaped convicts in its ranks. Uanna surmised that enlisting in the Army under false names was an easy way of escaping detection during wartime. Since skilled technicians were hard to find, Tibbets elected to keep them, threatening to send them back to prison for any dereliction of duty or security breaches.
Uanna oversaw the movement of the 509th from its training base in Wendover Army Air Field, Utah to Tinian Island in the Western Pacific, travelling by air with the Project Alberta advance party of 34 in a Douglas C-54 Skymaster "Green Hornet" of the 320th Troop Carrier Squadron. In his book "Project Alberta", Harlow Russ, a civilian scientist with Project Alberta who was part of the Fat man bomb assembly team, recounts that during the flight he asked Uanna why all the military people on the plane were armed, and Uanna informed him that while the islands that they were stopping at were held by US forces, they would be flying over or close to other islands that were still occupied by the Japanese. Because of the remote chance that they might be engaged by Japanese aircraft or anti-aircraft guns, they flew over these islands at night.
On Tinian, Uanna was in charge of the physical security of its installations, and supervised the unloading and installation of its stores and equipment. At one point Russ left his shirt on the line over night, and it disappeared. He mentioned this to Uanna "who seemed to know everything", and he told Russ that it had most likely been taken by one of the Japanese soldiers holding out in caves and tunnels on Tinian, who made periodic raids in search of food. Uanna thought that one was responsible for an outbreak of diarrhea in the 509th Composite Group. Security around the cookhouse was increased, and the outbreak did not recur.
Uanna also looked after security at other bases that might be used by the 509th in an emergency, such as Iwo Jima. He supervised the loading of the Little Boy bomb into the "Enola Gay", and during the bombing of Hiroshima on August 6, 1945, he was in charge of a communications center on Iwo Jima that relayed messages back to Tinian. He was therefore one of the first people to know that Hiroshima was the target, and that it had been attacked. After the subsequent unconditional surrender of Japan, he accompanied the Manhattan Project team sent to survey the damage, spending four weeks in Nagasaki.
Postwar career.
Uanna returned to the United States in October 1945, and was discharged from the Army in April 1946. He returned to Boston, where he was admitted to the bar in 1946, and practiced law and engineering, but was recalled to active duty in October 1946 to conduct an investigation into reports that servicemen had tried to sell pictures of the atomic bomb to "The Baltimore Sun". These turned out to be pictures of the dummy bombs used for drop tests. In 1947, he was chosen by the newly created Atomic Energy Commission (AEC) in Washington, D.C. to head its program to provide security clearances to its personnel, a requirement of the Atomic Energy Act of 1946. At this time he developed the criteria for the AEC's Q clearance. He married Bonnie Louise Leonard on August 29, 1947. They had a son, Stephen Lee.
In 1948 Uanna became second-in-command of an Armed Forces Special Weapons Project (AFSWP) construction program to build storage bases for atomic weapons. As the highest ranking civilian on the project he was responsible for over $100 million of works. The Federal Bureau of Investigation (FBI) sought to continue the relationship they had developed at the Atomic Energy Commission where internal FBI memos described Uanna as the "main source of confidential information within the AEC."
From 1949 to 1951, Uanna worked as an Intelligence Specialist at the newly established Central Intelligence Agency (CIA), where he wrote the Office of Policy Coordination's (OPC) briefing manual. The OPC was the covert action branch of the US intelligence community and at this time was overseen jointly by the State Department and the Department of Defense, rather than by the Director of Central Intelligence.
From 1951 to 1953, Uanna was the special assistant to the Secretary of Commerce as Chief of the Facilities Protection Board, and was a staff member of the Industrial Evaluations Board. These boards were overseen by the Interdepartmental Committee on Internal Security (ICIS) and the National Security Resources Board (NSRB). The NSRB was charged with developing security programs for industry and several were developed jointly with representatives from the power, transportation, explosives, petroleum, and communications industries. Since he was directly responsible to the Secretary of Commerce, after the Republican Administration took office in 1953, Uanna found himself without a job.
After this, Uanna accepted a temporary assignment at the Department of State as Otto Otepka's assistant. Otepka was in charge of State's Evaluations Division. Amidst allegations from Senator Joseph McCarthy about the presence of Communist sympathizers in the Army and State Department, Uanna's expertise in countering subversion won him the position. Using procedures he had developed at the AEC, Uanna wrote the Evaluators Handbook that would be used by State Department investigators to review the loyalty and "suitability" of employees in accordance with Executive Order 10450 and Executive Order 10501.
In 1953 the State Department's physical security was split between foreign and domestic branches. Uanna reorganized these into one group called the Division of Physical Security, consisting of four branches, and took over as its new chief. He then published the Protection of Dignitaries Manual and developed the handbook used at the training school for Marine Security Guards assigned to U. S. embassies, legations and consulates overseas. As Chief of the Division, Uanna was responsible for the security of all State's personnel and facilities in the United States and abroad. He was responsible for the security for Queen Elizabeth II and Prince Philip's visit to the United States in 1957.
Dulles became ill in late 1958 and was replaced by Christian Herter, after which Uanna was posted overseas to Addis Ababa, Ethiopia, as an administrative officer at the U.S. Embassy. He was also the State Department liaison with the U.S. Department of Defense. He returned to the United States briefly to handle Nikita Khrushchev's state visit in 1959.
While on assignment, Uanna died of a heart attack in the office of the Air Attache at the U.S. Embassy in Addis Ababa on December 22, 1961. He was buried in Arlington National Cemetery. He was survived by his wife Bonnie née Leonard, who died on October 25, 1992, and his son Steven Lee.
Film portrayals.
Uanna was portrayed by James Whitmore in the 1952 motion picture "Above and Beyond". Lawrence H. Suid noted that Whitmore's Uanna "seems to be a fictional character, a cinematic creation who always seems to know the right answers, to do the right thing". Whitmore wanted to meet Uanna, but was unable to do so. Uanna has also been portrayed by Stephen Macht in the 1980 TV movie "Enola Gay: The Men, the Mission, the Atomic Bomb", and Minor Mustain in the 1995 Japanese/Canadian film "Hiroshima".