Charles Inglis (engineer)

Sir Charles Edward Inglis, OBE, FRS (; 31 July 1875 – 19 April 1952) was a British civil engineer. The son of a doctor, he was educated at Cheltenham College and won a scholarship to King's College, Cambridge, where he would later forge a career as an academic. Inglis spent a two-year period with the engineering firm run by John Wolfe-Barry before he returned to King's College as a lecturer. Working with Professors James Alfred Ewing and Bertram Hopkinson, he made several important studies into the effects of vibration on structures and defects on the strength of plate steel.
Inglis served in the Royal Engineers during the First World War and invented the Inglis Bridge, a reusable steel bridging system – the precursor to the more famous Bailey bridge of the Second World War. In 1916 he was placed in charge of bridge design and supply at the War Office and, with Giffard Le Quesne Martel, pioneered the use of temporary bridges with tanks. Inglis retired from military service in 1919 and was appointed an Officer of the Order of the British Empire. He returned to Cambridge University after the war as a professor and head of the Engineering Department. Under his leadership, the department became the largest in the university and one of the best regarded engineering schools in the world. Inglis retired from the department in 1943.
Inglis was associated with the Institution of Naval Architects, Institution of Civil Engineers, Institution of Mechanical Engineers, Institution of Structural Engineers, Institution of Waterworks Engineers and British Waterworks Association; he sat on several of their councils and was elected the Institution of Civil Engineers' president for the 1941–42 session. He was also a fellow of the Royal Society. Inglis sat on the board of inquiry investigating the loss of the airship R101 and was chair of a Ministry of War Transport railway modernisation committee in 1946. Knighted in 1945, he spent his later years developing his theories on the education of engineers and wrote a textbook on applied mechanics. He has been described as the greatest teacher of engineering of his time and has a building named in his honour at Cambridge University.
Early life and career.
Charles Inglis was the second son of Dr. Alexander Inglis (a general practitioner in Worcester) and his first wife, Florence, the daughter of newspaper proprietor John Frederick Feeney. His elder brother was the historian John Alexander Inglis FRSE Their father, Alexander Inglis was born in Scotland to a respectable family – his grandfather, John Inglis, was an Admiral in the Royal Navy and had captained HMS "Belliqueux" at the Battle of Camperdown in 1797.
Charles Inglis was born on 31 July 1875. He was not expected to survive and was hurriedly baptised in his father's drawing room; his mother died from complications eleven days later. His family moved to Cheltenham and Inglis was schooled at Cheltenham College from 1889 to 1894. In his final year, he was elected head boy and received a scholarship to study the Mathematics Tripos at King's College, Cambridge. Inglis was 22nd wrangler when he received his Bachelor of Arts degree in 1897; he remained for a fourth year, achieving first class honours in Mechanical Sciences. Inglis was a keen sportsman and enjoyed long-distance running, walking, mountaineering and sailing. At Cambridge, he nearly achieved a blue for long-distance running but was forced to withdraw from a significant race because of a pulled muscle. He was also a follower of the Cambridge University Rugby Union team, watching their matches at Grange Road.
After graduation, Inglis began work as an apprentice for the civil engineering firm of John Wolfe-Barry & Partners. He worked as a draughtsman in the drawing office for several months before being placed with Alexander Gibb, who was acting as resident engineer on an extension to the Metropolitan District Railway between Whitechapel and Bow. Inglis was responsible for the design and supervision of all thirteen bridges on the route. It was during this time that he began his lifelong study of vibration and its effects on materials, particularly bridges.
Early academic career.
In 1901 Inglis was made a fellow of King's College after writing a thesis entitled "The Balancing of Engines", the first general treatment of the subject – which was becoming increasingly important due to the growing speeds of locomotives. In the same year, he received his Master of Arts degree and was accepted as an Institution of Civil Engineers (ICE) associate member after winning the institution's Miller Prize for his student paper on "The Geometrical Methods in Investigating Mechanical Problems". Inglis left his employment with Wolfe-Barry, having completed two years of his five-year apprenticeship, to return to King's College and become an assistant to James Alfred Ewing, professor of mechanism and applied mechanics. Inglis maintained his interest in engine balancing and filed a US patent on 16 April 1902 for an improved engine with the cylinders mounted end to end to balance out the forces acting between them.
Professor Ewing left the university in 1903 to become the first Director of Naval Education at the Admiralty but Inglis remained; he was appointed a university demonstrator in mechanism by Professor Bertram Hopkinson, Ewing's successor, and worked with him to study the effects of vibration. Inglis was promoted to lecturer of mechanical engineering in 1908. Hopkinson recognised Inglis' academic abilities and assigned him the heaviest teaching load of all the staff, covering statics, dynamics, structural engineering theory, materials engineering, drawing, engine balance and the design of steel girders and reinforced concrete. Inglis later recalled that if he wished to learn more on a subject then he volunteered to teach a course on it. From 1911 Inglis became involved in hydraulic engineering and served on the board of the Cambridge University and Town Waterworks Company, serving as deputy chairman from 1924 to 1928 and chairman from 1928 to 1952.
Inglis conducted research into the problem of fracture in the metal plates of ships' hulls and noticed that the rivet holes along the path of a crack were often deformed into an elliptical shape. This phenomenon led him to investigate the magnification of stress caused at the edges of an elliptical defect; in 1913 he published a paper of his theories that has been described as his most important contribution to engineering and the first serious modern work on the fracturing of materials. Alan Arnold Griffith later drew on Inglis' paper for his work on the apparent discrepancy between calculated and actual strengths of materials. Inglis's 1913 paper has been cited by around 1,200 subsequent works.
Inglis had married Eleanor Moffat, daughter of Lieutenant-Colonel Herbert Moffat of the South Wales Borderers, in 1901, having met on holiday in Switzerland. They lived at Maitland House, Cambridge, until 1904, when Inglis built a house he named Balls Grove at nearby Grantchester, where his two daughters were born and the family resided until 1925. They later moved to 10 Latham Road, which Inglis renamed Niddrys after the first known address of his ancestors in Edinburgh.
Military service.
Inglis was involved with the Cambridge University Officer Training Corps (CUOTC), being commissioned a second lieutenant on 24 May 1909. He served with the CUOTC's engineering detachment and noticed that when the unit was deployed on field days with the rest of the force it often had little to do. To remedy this, Inglis designed a reusable steel bridge, with the intention that it could be erected and dismantled by the unit in a single afternoon. An army general who was inspecting the unit noticed his design and offered advice: "If you're making anything for the army, keep it simple – no complicated gadgets". Upon the outbreak of the First World War in 1914, Inglis volunteered for active service in the British Army and was officially listed as an Assistant Instructor in the School of Military Engineering, with the temporary rank of lieutenant. The army expressed interest in Inglis' bridge design; it was approved for use by a panel of army officers that included the general who had first commented on the design, to whom Inglis said "I hope, Sir, you will find I have profited by your advice". The design remained in service with the British Army until the higher-capacity Bailey bridge was introduced during the Second World War.
The Inglis Bridge was designed so that all of its components could be moved by manpower alone; moreover, it could be erected with few tools in a short span of time – a troop of 40 sappers could erect a bridge in 12 hours. The design was composed of a series of Warren truss bays made from tubular steel sections, to a maximum span of six bays (). The design went through three revisions, with the Mark II replacing the original design's variable-length tubes with identical-length ones and, during the Second World War, the Mark III using higher strength steel but smaller tube diameters, increasing the carrying capacity to . In addition to his bridge design, during the war's course he developed the similar Inglis Tubular Observation Tower. Inglis received a US Patent for his bridge on 25 April 1916 and for the type of joints used in it on 26 June 1917.
In 1916, Inglis was placed in charge of bridge design and supply at the War Office in which role he was a proponent for the increased use of girder bridges in military applications. It was Inglis that first proved to the army that the heavy components essential to girder bridges did not prevent their rapid assembly in field conditions. This led to the greater use of such bridges, particularly the Inglis Bridge, for tanks later in the war. He received promotion to the rank of captain on the General List of Officers on 6 May 1916 and became a staff captain attached to the War Office on 26 June 1917. He was promoted to the brevet rank of major as part of the King's Birthday Honours on 3 June 1918 and later that year worked with Giffard Le Quesne Martel to develop some of the earliest bridgelaying tanks. Inglis retired from the army on 9 March 1919, having been rewarded for his military service with an appointment as an Officer of the Order of the British Empire.
Return to King's College.
Inglis returned to Cambridge in 1918 and was appointed as the professor of Mechanism and Applied Mechanics (renamed Mechanical Sciences in 1934). On 25 March 1919, he was selected to head the Cambridge University Engineering Department as the successor of Hopkinson, who had died in an air crash the previous year. Though he made no radical changes, such as had occurred under his predecessors, under Inglis' supervision the department became the largest in the university and one of the best engineering schools in the world. He was responsible for expanding the department to meet the increased post-war demand for engineers and for the move from its traditional home at Free School Lane. Inglis acquired the Scroope House on Trumpington Street for the department and constructed a laboratory on the site by 1923, followed in 1931 by a structure containing lecture theatres and a drawing office.
At Cambridge Inglis' students included Sir Frank Whittle (developer of the jet engine), James N. Goodier (mechanical engineer and academic), Sir Morien Morgan (called the "Father of Concorde") and Beryl Platt, Baroness Platt (Conservative peer). He was also in contact with Russian railway engineer Yury Lomonosov and lectured to biochemist Albert Chibnall. Despite mentoring some of the best engineers of their generation Inglis was realistic about the actual intentions of many of his students at the time. He once told a new intake class: "Your fathers, gentlemen, have sent you to Cambridge to be educated, not to become engineers. They think, however, that reading engineering is a very good way of becoming educated. In 10 years' time, however, 90% of you will have become managers, whether of design, manufacturing, sales, research or even accounts departments in industry. The remaining 10% of you will have become successful lawyers, novelists, and things of that sort". Undeterred, Inglis sought to give his students the broadest possible engineering education, covering all fields to prevent them becoming "cramped by premature specialisation".
Inglis had close contacts with industry and was able to establish a professorship in aeronautical engineering and links with a nearby Air Ministry experimental flight station. He was also successful in arranging with the War Office for Royal Engineers officers to study the Engineering Tripos at the university. The university drew praise for the quality of its teaching during Inglis' tenure, though his department has been criticised for its "comparative neglect of original research". From 1923, he was involved with the analysis of vibration and its effects on railway bridges, including a period spent working with Christopher Hinton during the latter's final year as a student at Cambridge. Inglis was appointed to a sub-committee of the British government's Department of Scientific and Industrial Research Bridge Stress Committee by Ewing, who was chairman, and became responsible for almost all of the mathematics of the investigation. Inglis derived a theory that allowed for the accurate assessment of the vibrations caused by hammer blow force imparted to the bridge by locomotives, and the committee's 1928 report included recommendations that the hammer blow force be included in bridge design calculations in the future. During the course of this work Inglis was able to show that the increased oscillation of bridges at train speeds beyond those that corresponded with the natural frequency of the bridge was due to the influence of the locomotive's suspension – the first time that this phenomenon had been explained. Inglis' work on bridge vibration has been described as his most important post-war research. He followed up the work by using a harmonic series and Macaulay's method to approximate the vibration of beams of non-uniform mass distribution or bending modulus. This work is related to the later method used by Myklestad and Prohl in the field of rotordynamics.
Inglis was elected an Institution of Civil Engineers member in 1923 and became a member of its council in 1928. He was very active professionally and also served on the councils of the Institution of Naval Architects, Institution of Structural Engineers and the Institution of Waterworks Engineers; he was an Institution of Mechanical Engineers honorary member. Inglis was also a prolific writer, publishing 25 books and academic papers on a wide range of engineering topics. He received the ICE's Telford Medal in 1924 for a paper entitled "The Theory of Transverse Oscillations in Girders and its Relation to Live Load and Impact Allowance". In 1926, he was appointed to a Royal Commission considering cross-river traffic in London with particular reference to the Waterloo and St Paul's bridges. Inglis founded the Cambridge Engineers' Association to promote social activities at the University, and saw Sir Charles Parsons appointed as its first president in 1929. In the same year, he was awarded the honorary degree of Doctor of Laws by the University of Edinburgh.
In 1930 Inglis was appointed to the board of inquiry looking into the crash of the airship R101, and in the same year was made a Fellow of the Royal Society. He was a member of the London, Midland and Scottish Railway's Advisory Committee on Scientific Research from 1931 to 1947 and conducted numerous experiments on their behalf in the laboratories at Cambridge. He was able to prove the factors behind hunting oscillation, a violent oscillation of railway carriages, and developed testing equipment to approximate the wear of rail track and wheels in the field.
Inglis published the book "A Mathematical Treatise on Vibrations in Railway Bridges" in 1934, which was described by a reviewer as "a valuable asset for both the mathematician and engineer", and also submitted several papers on the matter to the Institution of Civil Engineers (ICE). Inglis delivered the Trevithick Memorial Lecture for the ICE in 1933, and was elected British Waterworks Association president in 1935. At around this time, he was appointed to the governing council of Cheltenham College, of which he remained a member for the rest of his life. Inglis was the president of the 1934 International Congress on Theoretical and Applied Mechanics held at Cambridge, one of the series of Congresses that gave rise to the IUTAM. He was a proposer for the Royal Society fellowship of Andrew Robertson, the mechanical engineer, in 1936.
Second World War and after.
Inglis was due to retire from the university in 1940, but was persuaded to remain for another three years so that John Baker could be appointed in his stead. Interest in Inglis' army bridge was rekindled in the Second World War and the Mark III design introduced in 1940. Inglis applied for a United States patent for the particular type of triangular trusses used in his bridge in 1940; which was approved and granted in 1943. Testing of a prototype of the Mark III revealed a weakness in the top chord of the truss and the subsequent redesign complicated the production process. Whilst the bridge was produced in limited quantities from 1940 it was largely replaced by the Bailey bridge, introduced in 1941, a fact that disappointed Inglis. The Inglis design remained in service for some time owing to a lack of resources for production of the Bailey bridge and saw service in rear areas and with the 1st Canadian Infantry Division.
Inglis was elected as ICE president for the 1941–42 session, having been vice-president in 1938, and gave an inaugural address on the education of engineers that was judged to be one of the best ever given. In his address, he stated that "the soul and spirit of education is that habit of mind which remains when a student has completely forgotten everything he has ever been taught", a quote which has since been used by several organisations to describe the importance of an engineering education. He delivered the Thomas Hawksley Lecture on "Gyroscopic Principles and Applications" for the Institution of Mechanical Engineers in 1943 and the fiftieth ICE James Forrest lecture on "Mechanical Vibrations, their Cause and Prevention" in 1944, being awarded the ICE's Charles Parsons medal the same year. He gave the Parsons Memorial Lecture to the North-East Coast Institution of Engineers and Shipbuilders in 1945 in which he presented his Basic Function Method, an alternative to the use of Fourier series for the analysis of vibrations in beams.
After his retirement as department head Inglis served as Vice-Provost of King's College from 1943 to 1947. He received a knighthood in the 1945 King's Birthday Honours, and in 1946 was appointed as chair of the committee charged with advising the Minister of War Transport on railway modernisation. Inglis continued to develop his theories on teaching engineering and wrote in the "Proceedings of the Institution of Mechanical Engineers" in 1947 on the teaching of engineering mathematics: "Mathematics [required by engineers] though it must be sound and incisive as far as goes, need not be of that artistic and exalted quality which calls for the mentality of the real mathematician. It can be termed mathematics of the tin-opening variety, and in contrast to real mathematicians, engineers are more interested in the contents of the tin than in the elegance of the tin-opener employed". He published the textbook "Applied Mechanics for Engineers" in 1951, following which he spent three months as a visiting professor at the University of the Witwatersrand in South Africa. His wife, Lady Eleanor Inglis, died on 1 April 1952, and Charles died eighteen days later at Southwold, Suffolk. The Cambridge University Engineering Department's Inglis Building is named in his honour. Inglis has been described as the greatest teacher of engineering of his time.
External links.


Burwood North railway station

Burwood North railway station is a proposed station on the Sydney Metro West that will serve the Sydney suburb of Burwood. It will be located on the corner of Burwood and Parramatta Roads and is scheduled to open with the rest of the line by 2030.


Bureau of Construction and Repair

The Bureau of Construction and Repair (BuC&R) was the part of the United States Navy which from 1862 to 1940 was responsible for supervising the design, construction, conversion, procurement, maintenance, and repair of ships and other craft for the Navy. The bureau also managed shipyards, repair facilities, laboratories, and shore stations.
On 20 June 1940, Congress passed a law which consolidated the Bureau's functions with those of the Bureau of Engineering (BuEng), creating the Bureau of Ships (BuShips).
History.
The Bureau was staffed by officers of the Construction Corps (called constructors) with advanced degrees in naval architecture. Six civilian constructors were hired by the Navy in 1794 to supervise construction of the frigates authorized by Congress that year. The Bureau of Construction, Equipment, and Repairs was established in 1842 as one of the five original material bureaus replacing the former Board of Navy Commissioners. In 1862, Congress decided to replace the Bureau into three new organizations: the Bureau of Construction and Repair, the Bureau of Steam Engineering (later called the Bureau of Engineering), and the Bureau of Equipment. The Bureau of Construction and Repair was established by Congress by an act of July 5, 1862 (12 Stat. 510). The new organization, headed by a Chief of the Bureau, was responsible for all aspects of ship construction, except for propulsion systems, which were the responsibility of the Bureau of Engineering; and equipage, which fell under the Bureau of Equipment.
The Construction Corps was created in 1866 to be staffed by constructors graduated from the United States Naval Academy cadet-engineer curriculum implemented in 1864. The Construction Corps provided permanent naval status for personnel who had formerly been employed in a civilian capacity on an as-needed basis. Naval constructors gained the rank and recognition previously available to doctors of the Medical Corps and pursers of the Supply Corps. Two cadet-engineers of the Naval Academy class of 1879, Frances Bowles and Richard Gatewood, set the standard for postgraduate education of Construction Corps officers. Bowles and Gatewood completed postgraduate work in England in the developing science of naval architecture. The postgraduate program shifted to the Massachusetts Institute of Technology in 1901.
The Bureau of Equipment was discontinued in 1910, and formally abolished in 1914. Its functions were divided between the Bureau of Construction and Repair and the Bureau of Steam Engineering. These two bureaus were placed under the supervision of the Coordinator of Shipbuilding in 1939, and were superseded by the Bureau of Ships in 1940. The "engineering duty only" (EDO) designation of Bureau of Engineering officers expanded to include naval architects of the Construction Corps when the Bureau of Ships was formed in 1940.
The consolidation with BuEng into BuShips had its origins when , first of the s to be delivered, was found to be heavier than designed and dangerously top-heavy in early 1939. It was determined that an underestimate by BuEng of the weight of a new machinery design was responsible, and that BuC&R did not have sufficient authority to detect or correct the error during the design process. Initially, Acting Secretary of the Navy Charles Edison proposed consolidation of the design divisions of the two bureaus. When the bureau chiefs could not agree on how to do this, he replaced both chiefs in September 1939. The consolidation was finally effected by a law passed by Congress on 20 June 1940.
Chiefs of the Bureau.
Individuals who served as Chief of the Bureau include:


Six-bar linkage

A six-bar linkage is a one degree-of-freedom mechanism that is constructed from six links and seven joints. An example is the Klann linkage used to drive the legs of a walking machine.
In general, each joint of a linkage connects two links, and a binary link supports two joints. If we consider a hexagon constructed from six binary links with six of the seven joints forming its vertices, then the seventh joint can be added to connect two sides of the hexagon to form a six-bar linkage with two ternary links connected by one joint. This type of six-bar linkage is said to have the Watt topology.
A six-bar linkage can also be constructed by first assembling five binary links into a pentagon, which uses five of the seven joints, and then completing the linkage by adding a binary link that connects two sides of the pentagon. This again creates two ternary links that are now separated by one or more binary links. This type of six-bar linkage is said to have the Stephenson topology.
The Klann linkage has the Stephenson topology.
Watt six-bar linkage.
Watt's parallel motion generator consists of the four-bar linkage that has a coupler curve that traces an approximately straight line trajectory, combined with a parallelogram linkage that copies this straight line movement to a desired location. This configuration of a six bars and seven joints has two four-bar loops.
Stephenson six-bar linkage.
The six-bars and seven joints of the Stephenson linkage comprise one four-bar loop and one five-bar loop. It has two ternary links that are separated by a binary link. This means the two ternary links are not connected to each other by a joint as in the case of the Watt topology.
The Stephenson has three forms depending on the link that is selected as the frame, which are denoted Stephenson I, II and III.


Octane Render

Octane Render is an unbiased rendering application with real-time capability developed by graphics software company OTOY Inc. Octane render was the first commercially available unbiased raytracer that fully utilized the GPU, giving it a significant speed advantage; this allows users to more easily modify scenes in real time.
Octane Render runs on Nvidia's CUDA technology when using Nvidia GPU video cards; Octane X for macOS Big Sur runs on Metal on AMD, Intel Skylake and Apple M1 graphics cards.


Lambert friction gearing disk drive transmission

The Lambert friction gearing disk drive transmission was invented by John William Lambert originally in 1904. The invention relates to a friction disk drive transmission for automobiles that is gearless. He saw the need for a simple transmission of engine power to an automobile's drive wheels.
Description.
The main or driving disk is faced with a disk of aluminum. The driven disk has a working rim of elastic fiber. Lambert says in the invention, "In practice I have found that this combination of aluminum and fiber bearing surfaces gives the maximum degree of friction and durability, thereby especially adapting the gearing for use on motor vehicles of the heavier kind, where the friction surfaces are at times subjected to great strains, and must, therefore, have a frictional contact of a high degree of efficiency in order to avoid slipping. It will be observed that the aluminum is advantageous also, because it will not tarnish or rust appreciably, but will always present a smooth, clean surface to the fiber periphery, so that wear will be reduced to a minimum."
The friction disk drive was one of the key features of the Union automobile and Lambert automobile. Lambert started making the friction disk and traversing pinion drive in 1900. The first attempt was with a leather faced disk and an iron friction wheel. It had an eighteen inch diameter with a one and a half inch face. With this first attempt the leather was charred within the first three miles (5 km) of running it. The disk was then made with a wood fiber about a half inch thick. The material had a glossy surface and worked fine for a while, however it broke up after only 200 to run. Lambert then conducted various experiments on the friction disk to get better performance. In one experiment a cone of cast aluminum was used as one member of a level friction drive with excellent results. Lambert then realizing that the pull was due to the aluminum itself, a disk was faced with it and the traversing wheel with strawboard. This accidental discovery made Lambert automobiles more successful than other cars that attempted at friction driving.
The aluminum disk was twenty-two inches in diameter and was faced with an aluminum disk of equal size with a facing of just over a quarter of an inch in thickness. The traversing wheel was eighteen inches in diameter with a working face, strawboard rings eighteen inches outside diameter by three inches radial dimension. It was clamped between cast iron members supporting the strawboard rings inside and clamping them sideways. This fibrous friction wheel is splined to slide on a sleeve seventeen inches in diameter variably carried on a steel shaft thirteen inches in diameter. It journaled in swinging boxes so that the wheel can be pressed against or separated from the iron, aluminum-faced driving disk, which is motor driven.
The speed regulation was done by a steel bell crank, forked and carrying a U-shaped shoe to engage the grooved hub on the driving wheel at one end, and having the other end linked to the speed change and reversing lever. The wheel slid freely on the sleeve when moved away from the disk. All the speeds, from the highest to the lowest, could be done in either direction. The Lambert transmission always used side chains to the rear wheels and a balance gear connected to the splined sleeve on which the wheel slide and a steel shaft which supported the sleeve. The key feature of the Lambert automobile was the friction disk drive carried over from the Union automobile.
Lambert applied for a patent on this transmission which became No. 761,384 finalized May 31, 1904. The patent has six claims:
"1. In a power-transmitting mechanism, the combination, of a pair of shafts, a friction-disk carried by each shaft, one disk having a bearing part of aluminium and the other a fiber part bearing upon said aluminium bearing part."
"2. In power-transmitting mechanism, the combination of a drive-shaft and a driven shaft, a friction-disk carried by each shaft, the face of one disk being provided with an aluminium bearing-plate detachably secured thereto and the attaching means being outside of the usual working area of the bearing-plate against which the periphery of the other disk bears."
"3. In a power-transmitting, mechanism, the combination of a driving-shaft, a friction-disk on said shaft bearing a face of aluminium, and a driven shaft carrying a friction-disk, a fiber periphery secured to said disk and adapted to bear on the aluminium face of the driving-disk."
"4. In a power-transmitting mechanism, the combination with a driving-shaft, a friction-disk carried thereby, a bearing-plate of aluminium for said disk, means for detachably securing said aluminium plate to the face of said driving-disk, a driven shaft, the means for attaching the aluminium plate to the driving-disk being outside of the usual working area of the disk, a disk mounted thereon, a fiber periphery secured to said disk and adapted to bear on the aluminium face of said driving-disk."
"5. In a friction-transmitting mechanism, a wheel having a frictional surface of aluminium."
"6. In a frictional gearing, the combination with a friction-disk having a surface of aluminium, of a transmitting-disk having an elastic frictional surface bearing upon said aluminium surface."
1910 invention.
The improved 1910 invention, patent No. 954,977, made additional improvements to the original friction driving mechanism and had the following claims:
1. "Power transmission mechanism including a power transmitting wheel, rigid pins projecting from the side thereof parallel with the axis of the wheel; a longitudinally movable shaft independent of and coaxial with said wheel, rigid arms projecting radially from said shaft near said wheel and provided with ball sockets, balls fitting in said sockets so as to be slidable on said pins, and means insertible in each socket for
tightening the ball therein, whereby said shaft may have longitudinal movement and the parts have no angular play."
2. "Friction power transmission mechanism including a power transmitting wheel, a longitudinally movable shaft independent of and coaxial with said wheel, rigid pins projecting from the side of said wheel, rigid arms extending radially from said shaft near said wheel with their outer ends apertured and split, one end of the apertured portion of each arm being contracted and having a concave bearing surface, a ball adapted to fit in the aperture of each arm against said bearing surface and surrounding said pin so as to be slidable thereon, a tubular plug screwed into each arm with a concave bearing surface on the inner end to engage said ball, and means for clamping the split end of each arm."


Johann Baptist Streicher

Johann Baptist Streicher (3 January 1796 in Vienna – 28 March 1871 in Vienna) was an Austrian piano maker that comes from a dynasty piano builders. The tradition began with Johann Streicher's grandfather, Johann Andreas Stein, who was a central figure in the history of the piano. No less remarkable of figures in this dynasty, though, were his parents. Nannette Streicher, his mother, assumed charge of her father's business in 1792 and set up a piano making company in Vienna. Initially, she was working together with her husband Andreas Streicher and her 16-year-old younger brother Matthias Andreas Stein (1776-1842) under the business name Geschwister Stein. After 10 years, the siblings decided to part ways, and Nannette Streicher continued building pianos under her own name (Nannette Streicher née Stein). She was also one of the closest friends of Beethoven and even agreed in August 1817 to help her friend by managing his chaotic household, while the composer was going through one of the many crises that marked his life.
Life.
Johann Baptist Streicher learned the piano making craft from his parents and became a partner in the business in 1823. After the death of his parents, he was the sole owner of the company. Among his pupils was the German piano maker known by the name . Johannes Brahms, a fond owner of a Streicher piano and famous composer, once said in his letter to a German pianist Clara Schumann that "There [on my Streicher] I always know exactly what I write and why I write one way or another”. Streicher's son, Emil, sold the family business in 1896 to the because grandson had aspirations as a composer and no interest in continuing the franchise.
In 1893, one of the streets in Vienna Landstrasse (3rd district) was named after Streicher - the Streichergasse.
He was buried in his father's grave of honor (German: Ehrengrab) in the Vienna Central Cemetery (group 32A, number 30).
Family.
Johann Baptist Streicher was first married to Auguste (born André), who died on July 1, 1847 at the age of 45. They had a son, Emil Streicher (born April 24, 1836 in Vienna, died January 9, 1916 in Vienna). Emil joined his father's company in 1857 and ran it alone after his death. On January 7, 1849 Johann Baptist Streicher married a pianist . Their daughter Carolin Johanna was born on October 25, 1849.


Jeff Mallett

Jeffrey Mallett (born August 7, 1964) is a Canadian entrepreneur and investor. He is best known for building internet giant Yahoo!. Described as Yahoo's "wizard behind the curtains pulling all the levers," Mallett manages a portfolio of Internet, sports, entertainment and real estate investments in the United States, Canada, England, and China.
Yahoo!
Mallett is recognized as an icon of the Internet technology boom that lit up stock markets from the mid-to-late 1990s. In 1995, Yahoo! founder Jerry Yang offered North Vancouver-born Mallett the job of president and COO at Yang's 11-employee startup. Mallett helped the company go public in 1996, and during his seven-year tenure, helped build Yahoo into an entertainment and media brands.
By 2002, Mallett managed a workforce of 4,000 employees in 27 countries, with $1 billion in revenue, and had overseen more than 20 acquisitions for the company. As president and chief operating officer for Yahoo Inc. from 1995–2002, Mallett helped drive growth and success for the company while simultaneously serving as an elected member of the Board of Directors.
San Francisco Giants.
Mallett is a principal owner and executive committee member of Major League Baseball's San Francisco Giants, a role which includes ownership and management of the award-winning AT&T Park and 30% ownership of the San Francisco Bay Area's regional sports cable television network Comcast SportsNet Bay Area. In April 2009, the San Francisco Giants purchased a 25 percent ownership stake in the San Jose Giants, with the option of buying another 30 percent of the team, or a controlling interest, by the end of 2010. The San Jose Giants are a member of the Class A Advanced California League and part of the San Francisco team's minor-league farm system since 1988. Mallett joined the San Francisco Giants organization in 2002.
Derby County Football Club.
On March 20, 2009 he became a principal investor of Derby County Football Club, which plays in the English League Championship. Mallett travels to England frequently as a member of the Derby County Football Club Board of Directors.
Vancouver Whitecaps MLS.
Mallett is an investor and co-director of the Vancouver Whitecaps. The Vancouver Whitecaps ownership group consists of Mallett, Greg Kerfoot, Steve Luczo and Steve Nash. On October 15, 2008, the Whitecaps submitted a bid to secure one of two MLS expansion teams for the 2011 season, having announced their bidding plans at a press conference in Vancouver on July 25, 2008. On March 18, 2009, Major League Soccer (MLS) commissioner Don Garber announced that Vancouver would be the home of the 17th team in MLS. The MLS team will begin play in 2011 at the temporary Empire Field, and then move during that season to the newly renovated BC Place Stadium in the city's downtown entertainment district. The venue will undergo approximately $458 million in improvements before the new team takes to the field, and will have a 20,000-seat soccer-specific configuration.[] The 2009 Vancouver Whitecaps season went down as one of the most eventful campaigns in club history. [Outdated]
Women's professional soccer.
In early 2008, along with close friend NBA MVP Steve Nash, Mallett became investor and part owner of the Women's Professional Soccer (WPS) league. While Nash and Mallett will not operate a team, their investment will fund the ongoing development of WPS. Women's Professional Soccer (WPS) is the premier women's soccer league in the world. The inaugural season kicked off in March 2009 with seven WPS teams based in the Bay Area, Boston, Chicago, Los Angeles, New Jersey/New York, St. Louis, and Washington, D.C. The league's eighth and nine franchises, Philadelphia and Atlanta, began play in the 2010 WPS Season, which began March 2010.
Indochino.
Mallett is former Chairman and an investor of Indochino, which claims to be the world's largest online retailer of custom suits, with a head office in Vancouver, British Columbia and second office in Shanghai, China. It was founded by CEO Kyle Vucko, 22, and 26-year-old Heikal Gani – both students at the University of Victoria when they started the company. They started the company because of their own struggle to find a reasonably priced made-to-measure suit, launching the website in 2007. "BusinessWeek" featured Indochino in their series, America's Most Promising Startups, with the article "This Business Suits the Internet". Indochino has customers in 60 countries and sales nearly quintupled in 2009, with 35% of orders coming from repeat customers. As of March 9, 2016, they have raised over $47m in funding from investors including Highland Capital Partners, Dayang Group and Madrona Venture Capital. This has allowed them to grow quickly, with showrooms now in Toronto, Vancouver, New York, San Francisco, Philadelphia, Beverly Hills and Boston. The company has plans to open an additional 20 locations in 2019.
Synacor.
Mallett is a board member of Buffalo, New York-based technology firm Synacor. Since September 2007, he has been a member of the board of directors of Synacor, a provider of private label digital Internet services to North America's cable and telecom companies. Synacor
is a global technology company providing Internet solutions to enable ISPs, media companies and advertisers to build close relationships with consumers on the Internet.
Steve Nash Enterprises.
Mallett is an advisor to Steve Nash Enterprises, a portfolio of a dozen ventures which includes Nash's foundation, The Steve Nash Foundation. Formed in 2001, given U.S. charitable status in 2004, and Canadian charitable status in 2007, the Steve Nash Foundation is a private foundation dedicated to assisting underserved children in their health, personal development, education and enjoyment of life. Nash has started a film-production company; become a part owner of the Vancouver Whitecaps, which will join Major League Soccer in 2011; and taken equity in several startups, including Mission Skincare, which develops products for athletes. Part of the revenue will go to his foundation.
Vineyard Knolls Golf Club of Napa.
Mallett is the owner of Napa Valley's Vineyard Knolls Golf Club of Napa. Purchased in 1999 by the Mallett family, Vineyard Knolls Golf Club of Napa was Napa's first municipal golf course and was called Little Knolls. It was later purchased by Hollywood movie producer, David Wolper who transformed the property into a private estate. Vineyard Knolls is a golf course on in the Carneros wine region the Napa Valley. Vineyard Knolls is a USGA member course and is NCGA sanctioned with a rating/slope of 57.6/94. The course is a teaching course for the David Pelz 3-Day Scoring Game School.
Corotto Vineyards.
Mallett is the owner of Napa Valley's Corotto Vineyards in Napa's Carneros district. Located next to Vineyard Knolls Golf Club of Napa, Corotto Vineyards is a premium Carneros vineyard that has been growing pinot noir and chardonnay grapes for some of Napa and Sonoma Valley's winemakers and wineries for over 30 years.
Snocap.
From 2005–2008 Mallett served as Chairman of SNOCAP, a digital music service by Napster founder, Shawn Fanning. In 2008 SNOCAP was sold to imeem which is the third largest social network in the U.S. with over 24 million unique visitors a month.
University of Victoria.
Mallett stays close to his Canadian roots by remaining active with the University of Victoria including being appointed to the Faculty of Business Board of Advisors and recognized with the first "Distinguished Entrepreneur of the Year Award" from the business school. The annual award acknowledges an inspirational entrepreneur who has had a positive impact on the global community through their business leadership. Supporting the next generation of leaders, Mallett established "The Jeffrey Mallett Leadership Award" which is an annual scholarship awarded to an outstanding University of Victoria student.
The early years.
While living in Victoria, Mallett attended Arbutus Junior High School (Sept 1977 – June 1980) and Mount Douglas Secondary School (Sept 1980 – June 1982), graduating with the "Class of Gold". He was a standout athlete playing soccer with Gordon Head Soccer Association and baseball with Gordon Head Baseball Association. As a teenager, he played soccer at the University of Victoria. He went on to play for one year at San Francisco State University. Mallett attended and played varsity soccer at University of Victoria, Santa Rosa Jr. College, and San Francisco State University.
Early career.
At the age of 22, he was running sales, marketing and business development at his parents' telecommunications company, Island Pacific Telephone until it was acquired by telecommunications giant Cable and Wireless in 1987. He was an early employee of Reference Software, a company started by then San Francisco State University professor Don Emery. The company developed grammar checking software and was bought by Word Perfect in 1992, where Mallett became head of the global consumer division.
Before the age of 30, Mallett was vice president and general manager of the consumer products division of Novell, Inc. and a member of Novell's global marketing board, where he was involved with the merger of Novell and WordPerfect Corporation in 1994.
Though Mallett has a history and experience in growing technology companies, his real love is sports. Mallett has been involved in sports – especially soccer – all his life.
Mallett spent five years on Premier Gordon Campbell's British Columbia Progress Board. He was on the Premier's Progress Board from 2004–2007. The Board is an independent panel of up to 18 senior business executives and academic leaders, selected for their ability to contribute expertise on the province's economic progress and environmental and social condition.
Mallett is involved in charity and humanitarian projects and lives in the San Francisco Bay Area with his wife and two daughters.


John Smith (clockmaker)

John Smith (1770–1816) was a clockmaker born in Pittenweem, Fife, Scotland.
His most famous clock is in the possession of the Duke of Buccleuch. It is reported to have four dials and shows days of the week and days of the month. The clock can play eight old Scots tunes and every three hours initiates a procession where the Macer of the Lords of Council and Session appears, doffs his cap and then leads fifteen Lords in ceremonial robes across an opening, before re-appearing and replacing his cap. At midnight on Saturday, a plaque appears bearing the legend "Remember Sunday". On Sunday the clock neither strikes nor processes, resuming at midnight.
John Smith of Pitenweem was a superb ingenious craftsman and his clocks generally were of the highest quality. For such a talented clockmaker to come from a small secluded fishing village in Scotland this is no mean achievement. An advertisament is issued by himself in the year 1775, which he informs us, " he was bred in the trade and had never been out of the country."


Mark Wright (British Army soldier)

Mark William Wright GC (22 April 1979 – 6 September 2006) was a soldier in the British Army and a recipient of the George Cross. He died in Helmand Province, Afghanistan after entering a minefield in an attempt to save the lives of other injured soldiers. His actions were posthumously recognised with the award of the George Cross on 14 December 2006, and gazetted the next day. Wright had served in the 3rd Battalion, Parachute Regiment in Northern Ireland, Iraq and Afghanistan.
Early life.
Before he joined the military, Wright lived in Edinburgh.
Military career.
He joined the British Army in January 1999. After training, he joined the 3rd Battalion, Parachute Regiment in October 1999. He completed three tours in Northern Ireland within three years, and was Number One in a mortar detachment by 2003. He was deployed to Iraq with his battalion in May 2003. Back in the United Kingdom, he was promoted to corporal. He became a Mortar Fire Controller, and was deployed to Helmand Province with his battalion in May 2006.
Death.
On 6 September 2006, Wright was on routine patrol in the region of Kajaki in Helmand Province. He entered the unmarked minefield with a small team after another soldier stepped on a landmine. While the first casualty was being tended, further landmines detonated as a landing space was cleared for a helicopter evacuation attempt, causing severe injuries to several others. Wright remained in the minefield, and ordered others out, but he was himself injured by another mine while making his way to the helicopter. He maintained the morale of the other wounded soldiers despite his serious injuries, including an impromptu rendition of "Happy Birthday" for a comrade also immobilised by the blasts. Wright later died of his wounds during the flight to the field dressing station, after a wait of many hours for the International Security Assistance Force (ISAF) to scramble an appropriate rescue aircraft.
Reaction.
On 14 January 2008, "The Guardian" reported (based on a pre-publication copy of the board of enquiry's report) that Wright might have been saved if the British Army had had adequate numbers of winch-equipped helicopters available. Most winches had been withdrawn due to a fault in a sub-system, meaning that Wright and his colleagues had to wait over five hours before being evacuated by a United States' Black Hawk helicopter. The military report also criticised the facts that: the British troops did not have a map of the minefield, although they were available; British troops had to provide their own mine extraction kits; and that radio problems on the day led to communications breakdown.
In October 2008 an inquest into the deaths of Wright and other personnel involved in the incident heard further details of the circumstances. A platoon commander had heard from American private security contractors that there were mines in the area, and passed that information on; however, the map used by the troops still showed it as being clear of hazards. The first soldier to trigger a mine was Corporal Stuart Hale. This was reported to (then) Lieutenant Colonel Stuart Tootal, commanding officer of 3 PARA at the time (since promoted to colonel). He requested a Black Hawk helicopter from the joint helicopter base in Kandahar, officers there were reluctant to send a helicopter because of the risk of further mines being present. When bomb-disposal officers told Tootal that it could take 12 hours to clear the mines, he decided to send a British Chinook to attempt a rescue. This helicopter was not equipped with a winch, so would have to touch down at least its two back wheels to pick the men up. Sergeant Stuart Pearson attempted to clear sufficient area for the helicopter to touchdown, but as he rejoined the rest of the platoon, he triggered a further mine, causing further casualties. The helicopter then arrived and touched down successfully, but the soldiers were now unwilling to risk further detonations, and refused to move toward it. As the helicopter took off again, Wright triggered a further mine, possibly because he, or some equipment, was moved by the downdraft or other effect of the helicopter. Three soldiers had lost legs, and four had other serious injuries. Wright, himself wounded in the arm, neck and chest crawled across the minefield to administer morphine and other first aid measures to his comrades. Two Black Hawk helicopters finally arrived to extract the men, and Wright died in one of these en route to Camp Bastion. Tootal believes that the additional casualties could have been avoided if a Black Hawk had been despatched in the first instance.
Mark Wright House.
On 17 August 2009, the first purpose-built Army Recovery Centre to be set up in the United Kingdom was officially opened and named "Mark Wright House" in honour of Wright. The centre has been jointly developed by the army, and charities Erskine and Help for Heroes, and is based at Erskine's Edinburgh Home in Gilmerton. The centre provides a dedicated 12-bed unit for army personnel recovering from injuries, and is designed to ease the transition from medical care at centres such as Headley Court to a return home. As such, the facility also provides facilities for the families of the injured personnel.
Legacy.
Scottish actor David Elliot portrayed Mark Wright in the 2014 film "Kajaki", which depicted the events at Kajaki dam. The movie was released in the United States (Netflix) under the title of "Kilo Two Bravo".
Mark Wright Memorial Degree Team.
Mark Wright was a Freemason and a member of Lodge St Clair No 349, in Edinburgh. A group of Scottish Freemasons established the Mark Wright Memorial Degree team and toured Scottish masonic lodges performing degree ceremonies with the purpose of raising money for military veteran charities.
The group became the starting point for a new Lodge, Kajaki No 1848, which was chartered by the Grand Lodge of Scotland and consecrated in 2018. Its first Right Worshipful Master was Bob Wright, the father of Mark Wright.


Peter Henlein

Peter Henlein (also spelled Henle or Hele) (1485 - August 1542), a locksmith and clockmaker of Nuremberg, Germany, is often considered the inventor of the watch. He was one of the first craftsmen to make small ornamental portable clocks which were often worn as pendants or attached to clothing, and which are regarded as the first watches. Many sources also erroneously credit him as the inventor of the mainspring.
Life.
Henlein grew up in Nuremberg. His parents were Peter, a brass forger and citizen of Nuremberg since 1461, and Barbara Henlein. He had one older brother, Herman Henlein, who became also a master cutler in 1496. In his life he was married to three women: Kunigunde Ernst, his first wife, and Margarethe, his second, and Walburga Schreyer, his third wife.
He apparently apprenticed in his youth as a locksmith. At the time, locksmiths were among the few craftsmen with the skills and tools to enter the new field of clockmaking.
On September 7, 1504, he was involved in a brawl in which a fellow locksmith, Georg Glaser, was killed. As one of the accused he asked for and received asylum in the of Nuremberg, where he lived until 1508. This monastery had a history as a center of scientific and astronomical knowledge. During his asylum he may have gained deeper knowledge of the craft of clockmaking there.
Henlein became known as a maker of small portable ornamental spring-powered brass clocks, very rare and expensive, which were fashionable among the nobility of the time, worn as pendants or attached to clothing, which can be considered the first watches. He was known as the first craftsman to build clockworks into "Bisamköpfe", musk-balls or pomanders, small pendant containers fashioned from precious metals for fragrances or disinfectants; these are now known as pomander watches. In November of 1509, he became a master in the city's locksmith guild. He is mentioned in the city's records as the supplier of these small clocks, which were given as gifts to important people. The earliest extant example of a watch, the Watch 1505, a fire-gilded pomander watch dated 1505, has been attributed to Henlein.
In 1529, Henlein traveled to Strasbourg on behalf of the Nuremberg council, for a sky globe. Six years later, he crafted a watch for the council of Nuremberg. He also built a tower clock for Lichtenau castle in 1541, and was known as a builder of advanced astronomical instruments.
Henlein died in August 1542 and was buried at the Katharinenkirche, Nuremberg.
Recognition and Commemoration.
The first and most important historical tribute of Peter Henlein and his invention of a portable watch was made in 1511 by an influential figure of the time. Johannes Cochläus, humanist and contemporary of Peter Henlein, he wrote in the appendix of the description of the world “Cosmographia Pomponius Mela – De Norimberga Germania Centro”, which is dedicated to the humanist of the Renaissance Willibald Pirckheimer, a eulogy to the City of Nuremberg, including a praise for Peter Henlein and his watches:
“Every day they (the craftsmen of Nuremberg) invent finer things. For example, Peter Hele (Henlein), still a young man, fashions works that even the most learned mathematicians admire: for from only a little bit of iron he makes clocks with many wheels, which, no matter how one might turn them, show and chime the hours for forty hours without any weight, even when carried at the breast or in a handbag (purse).”Johann Neudörfers wrote in 1547 that Henlein invented the portable pomander watches ("die bisam Köpf zu machen erfunden").
In his lifetime, Henlein crafted many watches and instruments. A paper from 1524 records that Heinlein was paid 15 florins (one florin is approximately between 140 and 1000 modern US dollars) for a gilt pomander watch. His customers included the high society of the 16th century, f. e. Martin Luther, Kaspar von Schöneich (chancellor of Mecklenburg), Frederick III, Elector of Saxony, Kardinal Albrecht from Brandenburg, Philip Melanchthon, Mercurino di Gattinara as well as gifts which were given by the Nuremberg Council.
Commemoration.
In 1905, the German Watchmakers’ Association and the City of Nuremberg celebrated the 400th anniversary of the invention of the pocket watch. A watch exhibition was held in Nuremberg during the celebrations, at which outstanding works were awarded Henlein medals.
The Peter Henlein Fountain was unveiled on the occasion of the opening of the watch exhibition in. The fountain was donated by the City of Nuremberg and the watchmakers’ association. Inscription: .
His fame as the inventor of the watch came after his rise to popular consciousness in the 19th century, through a novel by Karl Spindler, "Der Nürnberger Sophokles". This was made into a book and the 1939 film called "The Immortal Heart". Also in 1942, Germany dedicated a stamp with the words: Peter Henlein - Inventor of the Watch ("Peter Henlein - Erfinder der Taschenuhr").
Much earlier, the Walhalla in Donaustauf, which is a memorial for "politicians, sovereigns, scientists and artists of the German tongue", honors Peter Henlein in 1842, at its inauguration with the words "inventor of the watch." By coincidence, it was the 300th anniversary of his death"."
Mainspring.
The mainspring which made portable clocks possible, often attributed to him, actually appeared in the early 15th century, almost a century before his work. Although he did not invent the mainspring, the production of his portable watches was made possible primarily by a previously unseen scale of miniaturization of the torsion pendulum and coil spring mechanism, placed in a technical unit by Peter Henlein, a technological innovation and novelty of the time, operating in all positions; which makes him to the inventor of the watch.
Pomander Watch and Nuremberg eggs.
Henlein did not create the typical Nuremberg eggs - he crafted mainly portable pomander watches. Although they are associated with Henlein, and are a development of the watch-making tradition of Henlein's time, they thus become popular only several decades after his death.
The German word "Eierlein" "little egg" is a corruption of a diminutive of "Uhr" (Middle Low German "ûr", from Latin "hora") "clock", "Aeurlein" or "Ueurlein" (Modern German "Ührlein"). The association with "eggs" may arise with a 1571 translation of Rabelais by Johann Fischart in 1571; Fischart translated as "Eierlein" an instance of "Ueurlein" in Rabelais. This form of the name may have played a part in inspiring the oval shape becoming popular in the 1580s.
The former watchmaker and art collector Jürgen Abeler from the Wuppertaler Watch Museum concludes about pomander watches in his book: "„So if any one of the preserved watches at all should be linked with the person of Peter Henlein, it can only be this watch in the pomander.“"´
Inspirational Period and Environment.
A well-known saying at the time of the Holy Roman Empire positioned the various different European centres of the early Renaissance age, including Nuremberg's special atmosphere:
“If I had Venice's power, Augsburg's splendour, Nuremberg's esprit, Strasburg's weapons and Ulm's money, I would be the richest man in the world.” Nuremberg's esprit referred to its inventive spirit, its openness to innovation, its ability to puzzle out new things."”"
As a citizen of Nuremberg, Peter Henlein had the privilege of living in the midst of this intellectual atmosphere. The foundation on which the extraordinary development of his artistic craftsmanship was based was laid by the development and diversity of the crafts of metalwork and fine mechanics of Nuremberg.The atmosphere of the European Renaissance and the Renaissance city of Nuremberg was shaped by the energy of flourishing trade, the development of the civilisation and new cultural influences.
Peter Henlein most likely procured this Oriental pomander in the monastery. The plague had descended on Nuremberg in 1505 and the pomander as status symbol had returned to the awareness of many of his high-ranking contemporaries. In an age of new perspectives, it must have been very tempting to place the essence or spirit of time in the container of a fragrance dispenser.
Influence of Henlein.
Under the immense Renaissance conditions and dramatic personal circumstances, a German fine forger, locksmith and later watchmaker named Peter Henlein had the vision, artistic skill and craftsmanship to make a timepiece that was wearable on the body for the very first time. This was a new step beyond the simple miniaturization of table clocks (this idea existed already) and he transformed this idea to a robotic invention, made it a wearable and personalized technology.
References.
Footnotes
Citations


Nicolas Maline

Nicolas Maline (28 February 1822 – 28 April 1877 in Mirecourt) was a luthier and an archetier/bow maker.
He was apprenticed in Mirecourt and worked for Etienne Pajeot, J.B. Vuillaume and other makers.
Maline came from a family of luthiers including his father Guillaume Maline (long considered to be the bowmaking Maline).
In his early work, Maline initially followed the Pajeot example/style, but later in his career followed a very different direction on the basis of what was soon to happen in Paris (D. Peccatte's influence with the "hatchet-shaped" type head).
Nicolas Maline came as a very young man to Jean Baptiste Vuillaume, around 1840.
Most of Maline's best work was sold by the firm of VUILLAUME and bears the latter's brand.
His bows of this period reflect the Dominique Peccatte school ("hatchet-shaped" type head).
He also made some self-rehairing bows, but also many bows using VUILLAUME-style frogs (round-edged ferrules). According to Bernard Millant and Jean-François Raffin, N. Maline certainly was first to use this style.
"One of history's important bowmakers. His successor was François Nicolas Voirin.
Maline's bows are among the most recognizable of the finest 19th century French bows." - Filimonov Fine Violins


HMS E6

HMS "E6" was a British E-class submarine built by Vickers Barrow-in-Furness. She was laid down on 12 November 1911 and was commissioned on 17 October 1913. She cost £106,900.
Design.
The early British E-class submarines, from "E1" to "E8", had a displacement of at the surface and while submerged. They had a length overall of and a beam of , and were powered by two Vickers eight-cylinder two-stroke diesel engines and two electric motors. The class had a maximum surface speed of and a submerged speed of , with a fuel capacity of of diesel affording a range of when travelling at , while submerged they had a range of at .
The early 'Group 1' "E" class boats were armed with four 18 inch (450 mm) torpedo tubes, one in the bow, one either side amidships, and one in the stern; a total of eight torpedoes were carried. Group 1 boats were not fitted with a deck gun during construction, but those involved in the Dardanelles campaign had guns mounted forward of the conning tower while at Malta Dockyard.
E-Class submarines had wireless systems with power ratings; in some submarines, these were later upgraded to systems by removing a midship torpedo tube. Their maximum design depth was although in service some reached depths of below .
Crew.
Her complement was three officers and 28 men.
Service history.
When war was declared with Germany on 5 August 1914, "E6" was based at Harwich, in the 8th Submarine Flotilla of the Home Fleets.
That morning she was towed by the light cruiser to Terschelling along with which was towed by the destroyer . "E6" and "E8" then made the first Heligoland Bight patrol. On 28 August 1914, "E6" was one of eight submarines that took part in a raid against the German Heligoland Bight patrol using surface ships. "E6", together with and "E8" were deployed as bait, with orders to try and get spotted in order to draw German destroyer patrols into the clutches of British destroyers and light cruisers of the Harwich Force. Later in the day, when the light cruisers of the 1st Light Cruiser Squadron came up to support the British surface forces, they spotted "E6" and, mistaking her for a German submarine, tried to ram her. On 25 September 1914, "E6" fouled a mine on her hydroplane guard when on patrol in the Heligoland Bight, but managed to free herself and escape.
On 13 April 1915 "E6", on patrol near Juist, spotted a German submarine, but was unable to get into position to deliver an attack. The next day she fired a torpedo at the German torpedo boat , but the torpedo missed. On 29 May 1915 "E6" was one of a number of submarines ordered to sea in response to a sortie into the North Sea by the German High Seas Fleet. She spotted the German fleet on 30 May and fired a single torpedo at the German battlecruiser . "E6"s captain incorrectly estimated "Moltke"s speed, and the torpedo missed. German torpedo boats forced "E6" to dive and prevented a second attack. On 1 September 1915 "E6" and "E8", which had been fitted with 4 six-pounder anti-aircraft guns each set out to the Bight to carry out anti-Zeppelin patrols. On 4 September "E6" spotted the airship "L9" and opened fire, but no hits were scored and "E6" was forced to dive by the approach of an aeroplane. On 23 October "E6" fired 30 shots at the German airship "L7" when on patrol off Horns Rev. The airship was undamaged. That evening the German High Seas Fleet again sortied from Kiel. "E6" spotted the German fleet on the morning of 24 October. "E6" launched two attacks on German light cruisers, both of which were unsuccessful, although "E6"s crew did hear two explosions after the second attack, on the cruiser .
"E6" was mined on 26 December 1915 with the loss of all hands in the North Sea off Harwich. A trawler had been sunk by a mine in the same position shortly before, and a British torpedo boat signalled "E6" to avoid the minefield, but "E6" ignored the warning and was lost.


No More Landmines

No More Landmines (also known as The No More Landmines Trust) was a United Kingdom-based humanitarian landmine relief charity. The charity focused on landmine and unexploded ordnance removal, mine risk education programmes, and rehabilitation of survivors of landmine injuries. No More Landmines was established in May 2005 as the UK administrator of the United Nations Association Adopt-A-Minefield campaign, which has cleared over 21 million square metres of affected land since 1999. The charity closed in 2015, according to the Charities Commission.
Fundraising events.
In March 2007, the charity launched the Dangerous Grounds Project, featuring free running in London's South Bank. By December 2007, the website, donated by UK2, had received 85,000 video views.
In London on November 1, 2007, The No More Landmines Trust in conjunction with Canadian sculptor Blake Ward opened a temporary exhibition named "Fragments", comprising sculptures inspired by landmine victims.


Henry Parkinson (railway engineer)

Henry Waterworth Parkinson (died 1942) was a railway engineer in Australia and New Zealand.
Parkinson was a civil engineer who worked in New Zealand and New South Wales before coming to Queensland and joining the Queensland Railways Department. He supervised the erection of the now heritage-listed Burdekin River Rail Bridge at Macrossan (now Dotswood). Subsequently he was the engineer for the section of the North Coast railway line from Paget Junction to Sarina and for the section of the Tablelands railway line from Atherton to Herberton. From 1913 he was engineer for the City of Rockhampton.
Parkinson died in Sydney aged 85 years.
The suburb of Parkinson in Brisbane was named after him in 1972.


East Somerville station

East Somerville station is an under-construction light rail station on the MBTA Green Line in Somerville, Massachusetts. It is being constructed as part of the Green Line Extension and is planned to open in 2021. Upon opening, the station will be served by the E branch. The station will consist of one island platform, which will serve the E branch's two tracks.
History.
Railroad station.
The Boston and Lowell Railroad (B&L) opened between its mainsake cities in 1835. Passenger service initially ran express between the two cities, but local stops were soon added. One of the first was Milk Row, just south of Washington Street (then known as Milk Row after the nearby farms). Opened in 1835, it was Somerville's first railroad station.
The Boston and Maine Railroad (B&M) acquired the B&L in 1887 and soon made improvements to a number of B&M stations in Somerville. Milk Row was replaced with Prospect Hill off Alston Street, slightly to the north, by 1889. The station building was disused by 1924 as passenger volumes dwindled.
In 1926, the Boston and Maine Railroad (B&M) began work on North Station plus an expansion of its freight yards. The B&M soon proposed to abandon East Cambridge and Prospect Hill stations in order to realign the ex-B&L into the new North Station. Although the closure of East Cambridge was protested, Prospect Hill had largely been replaced by streetcars to Lechmere station and its closure was unopposed. The Public Utilities Commission approved the closures in March 1927. The stations closed at some point between then and May 22, when trains were rerouted over the new alignment. The building remained in disuse until at least 1933, but was later demolished.
Green Line station.
Early plans called the station Brickbottom after the neighborhood of the same name. 2014 plans announced it as Washington Street station, with an expected opening in December 2017. The MBTA announced in December 2016 that the opening would be delayed until 2021 in the wake of cutbacks, and that the name of the station would be changed to East Somerville, reflecting the name of the neighborhood.
The concrete platform was poured in August 2020. Artwork at the station will include "Domino Frame, In Tension" by Nader Tehrani, an aluminum foam sculpture. , the station is expected to open in December 2021. Original plans called for the D Branch to be extended to Medford/Tufts. However, in April 2021, the MBTA indicated that the Medford Branch would instead be served by the E Branch.


Maffeo Olivieri

Maffeo Olivieri (1484, Brescia — 1543 or 1544) was an Italian sculptor and wood carver. Often associated with his younger brother Andrea, he was active in Lombardy, Venice and Trentino. He was known for his bronze, wood and marble creations, and considered the premier sculptor in early sixteenth century Brescia.
Artistic re-examination.
During the twentieth century, Olivieri was the subject of a misunderstanding in the historiography of Renaissance sculpture in Brescia, after Antonio Morassi, in two studies of the 1930s, transformed his biography from that of a bronze artist and woodcarver to the principal Brescian stone sculptor of the early 16th century. The reconstruction, based on an incorrect assumption, i.e. the dating of the Martinengo mausoleum, and conducted purely deductively without the aid of documentary sources, generated considerable confusion in the attribution and cultural framework of many works of art. Only from 1977, with the archival researches of Camillo Boselli, was Maffeo Olivieri's oeuvre restored to its correct artistic sphere, following the organic reconsideration of Gasparo Cairano and his work.
Works.
The "Botticino Crucifix" (located at the Diocesan Museum of Brescia) has been attributed to Olivieri, as well as the "Erbusco Crucifix", and the crosses of Lograto and Ghedi. The cross of Sarezzo was executed by Olivieri on the basis of a contract signed on 9 June 1538 for its construction. The wooden statues of Saint Catherine of Alexandria and of Saint Bernard (in Brescia) as well as of Saint Sebastian in Gargnano's Church of San Martino (1530—1535) are also due to him.
In the province of Cremona, in the Church of Santa Maria del Boschetto (Soresina), Olivieri has been identified as the creator of the wooden statuary of the Saints Siro, Giobbe, Rocco and Peter the Martyr, as well as the sculpture of Sant'Antonio Abate located in the sacristy.
In the region of Trentino, Olivieri's first work may have been the altar at Tione di Trento (1515) with the statues of the "Madonna and Child with Saints Sebastian and Rocco". This was in collaboration with his brother Andrea, who appears to have assisted him in all his works in the area. Between 1520-1530, he built the wooden altar at the Church of Santa Lucia in Giustino. This was previously attributed to Stefano Lamberti. The current structure does not correspond to the original one and likely the group of about twelve sculptures and reliefs, came from two different altars. The statues of "Santa Lucia and Sant'Agata", part of the original complex, are currently preserved in the Diocesan Museum of Trento. From the parish of Nago-Torbole come the wooden statues of two Deacons, also preserved in the Diocesan Museum of Trento, after being recovered from its archives and restored. His greatest work in wood carving is considered the monumental altarpiece of the Assunta carved and painted for the church of Santa Maria at Condino, which he began in 1538 and Andrea completed in 1546.
Matteo Olivieri was also a fine bronze-worker in the classical vein. His greatest work in this field are the two candelabra, dated and signed, placed on the sides of the altar of the Chapel of the Madonna of the Mascoli in St Mark's Basilica in Venice, donated by the Brescian Cardinal Altobello de Averoldi. He also created various bronze statuettes in the style of Andrea Briosco: a Bust of a woman, and a Venus with Cupid, now in the Louvre museum, a "Meleager" in the Museum of Piazza Venezia in Rome. He also produced many medallions, including one for Altobello de Averoldi (around 1520) and others for Venetian patricians; also medallions with allegorical subjects, such as one from the Kress collection and kept at the National Gallery of Art, Washington.
His style has been related to Francesco Giolfino, a Veronese carver active in Brescia in the first half of the sixteenth century.
Works reattributed to others.
The bronze and stone apparatus of the Mausoleum of Martinengo in the Museum of Santa Giulia, Brescia, the ark of Sant'Appollonio in the Duomo Nuovo of Brescia, the altar of San Girolamo at the Church of Saint Francis of Assisi were all restored to Gasparo Cairano's oeuvre in the 2000s, while the bronze statues of the Martinengo mausoleum have been shown to be the works of Bernardino delle Croci.
The funeral monuments of Altobello de Averoldi and Raffaele Riario in the Santi Nazaro e Celso, Brescia were reattributed to Lorenzo Bregno in 1990.


Na-Mi-Ba mine

The Na-Mi-Ba is a Czechoslovakian minimum metal bakelite cased anti-tank blast mine. The mine uses a horizontal lever fuze, with a very low operating pressure that breaks open a glass capsule containing acid, which initiates a flash composition. The mine has a small main charge, and is normally used as the initiator for larger charges. The low operating pressure means that the mine could be used as an anti-personnel mine.
The mine is no longer in service with the Czechoslovakian armed forces.


Vigneron (bow makers)

Vigneron was a family of French bow makers. Notable members include Joseph Arthur Vigneron and Andre Vigneron.


Weymann guitars

Weymann Guitars is an American manufacturing company of musical instruments. Established in 1864 in Philadelphia, Weymann is one of the oldest instrument companies in the country. Originally founded as "H. A. Weymann and Son" by German immigrant Henry Arnold Weymann, Weymann patented the mandolute and also developed the first "Jumbo" body acoustic guitar produced during the turn of the century, nearly two decades before competitors in the instrument industry.
Weymann's most notable artists include Jerry Garcia of the Grateful Dead & Jimmie Rodgers who is considered the pioneering father of country music.
Since its inception, the company has manufactured classical, acoustic and tenor guitars, banjos, the aforementioned "mandolute" and ukuleles.
Early history.
H. A. Weymann migrated to America in 1852, arriving in Philadelphia, Pennsylvania. H. A. Weymann was naturalized in 1858. In 1864, H.A. Weymann commenced a small business and in 1865, H. A. was reported in the Philadelphia Inquirer as having an annual taxable income of $136. It has been said, H. A. Weymann's early business was in the jewelry & watch retail, along with clocks, harmonicas, sheet music, and small general retail goods.
Innovations.
When H.A. Weymann died in 1892, his son, Harry William Weymann, took over the business. Harry was motivated and determined to build a music company, opposed to the then current, retail business. Harry set forth a plan to manufacture and wholesale his own musical instrument line and in 1894, the first evidence of Weymann’s manufacturing appeared in the S.S. Stewarts Banjo & Guitar Journal. According to an article in the Fretboard Journal, there is evidence of Weymann’s employing a talented luthier named Carl C. Holzapfel who had arrived from Germany.
In 1899 the S.S. Stewart Banjo factory in Philadelphia closed following the death of the company’s founder the previous year. Harry Weymann purchased a selection of materials and equipment from the factory and hired ex-Stewart workers to develop his manufacturing business.
This is the time that H. A. Weymann and Son, the company, started earning media coverage in the Music Trade Review, and local newspapers such as the Philadelphia Inquirer, as a significant music instrument wholesaler. Banjos then became a big part of their manufacturing. Weymann banjos from the late 1890s and early 1900s have traits of S.S. Stewart instruments; and some are made with Stewart parts.
Jerry Garcia.
Jerry Garcia was the legendary guitarist and frontman for the band Grateful Dead who began his career playing a mid-grade Weymann banjo. To acquire the instrument, Jerry and his wife used their recent wedding cash and sold all of Jerry's previous instruments to afford the banjo. Jerry and his wife nicknamed the banjo "John" as the instrument had been previously inlaid with the name "John" in its Peghead. Jerry Garcia welcomed this unique oditiy, as his middle name was also "John". Jerry played "John" up into the 60's where it was replaced with a high-end gold-plated Weymann.
Weymann Museum.
In 2017, Weymann announced their plans to develop a private museum, dedicated to the preservation of Weymann estate & factory content. The Weymann collection of instruments, which spans several centuries, is estimated to be the largest private collection of musical instruments in the United States. According to industry professionals, the Weymann "vault" of instruments houses nearly every production electric guitar ever built, since 1930/1940 from Weymann, Fender, Gibson, Rickenbacker and several other makers. Of great rarity, the original templates used by Paul Bigsby, is also owned by Weymann. In 2019, IMIRAD speculated the value of the collection to rest close to 500 million dollars.
In 2019, a 20,000 square foot location was negotiated on behalf of the Weymann Museum, close to the Museum of the American Revolution, located on 101 S 3rd Street. On July 4th, 2020 Weymann announced the majority of their vintage warehouse collection, was officially registered with IMIRAD, the International Musical Instrument Registry and Database.


Levi Fisher Ames

Levi Fisher Ames (1840 in Pennsylvania, United States of America – Monroe, Wisconsin 1923) was an American folk artist and woodcarver. In 1880 he photographed and carved actual and make believe beasts for his "cabinet of curiosities" to render
a touring tent show named the "L.F. Ames Museum of Art". In 2013 this work was included in the Italian pavilion section of the main exhibition of 'The Encyclopedia of the Mind" in the giardini curated by Massimiliano Gioni for the 55th edition of the Venice biennale d'arte.


Torque motor

A torque motor is a specialized form of DC electric motor which can operate indefinitely while stalled, without incurring damage. In this mode of operation, the motor will apply a steady torque to the load (hence the name). A torque motor that cannot perform a complete rotation is known as a limited angle torque motor. Brushless torque motors are available; elimination of commutators and brushes allows higher speed operation.
Construction.
Torque motors normally use toroidal construction. Their main differences from other similar motors are their wide diameter, to allow for high levels of torque, and their thermal performance, to allow their continuous operation while drawing high current in a stalled state.
Linear versions.
An analogous device, moving linearly rather than rotating, is described as a ". These are widely used for refrigeration compressors and ultra-quiet air compressors, where the force motor produces simple harmonic motion in conjunction with a restoring spring.
Applications.
Tape recorders.
A common application of a torque motor would be the supply- and take-up reel motors in a tape drive. In this application, driven from a low voltage, the characteristics of these motors allow a relatively constant light tension to be applied to the tape whether or not the capstan is feeding tape past the tape heads. Driven from a higher voltage, (and so delivering a higher torque), the torque motors can also achieve fast-forward and rewind operation without requiring any additional mechanics such as gears or clutches.
Computer games.
In the computer gaming world, torque motors are used in force feedback steering wheels.
Throttle control.
Another common application is the control of the throttle of an internal combustion engine in conjunction with an electronic governor. In this usage, the motor works against a return spring to move the throttle in accordance with the output of the governor. The latter monitors engine speed by counting electrical pulses from the ignition system or from a magnetic pickup and, depending on the speed, makes small adjustments to the amount of current applied to the motor. If the engine starts to slow down relative to the desired speed, the current will be increased, the motor will develop more torque, pulling against the return spring and opening the throttle. Should the engine run too fast, the governor will reduce the current being applied to the motor, causing the return spring to pull back and close the throttle.
Actuators.
Torque motors can be used as actuators for direct drive mechanisms in some situations where otherwise geared electric motors would be used: for example, in motion control systems or servomechanisms. Actuators are hardware devices that converts the controller command signal into a change in a physical parameters.
External links.
https://www.machinedesign.com/motors-drives/article/21832523/torque-motors-do-the-trick overview article in trade journal
https://www.kollmorgen.com/sites/default/files/public_downloads/Kollmorgen%20Inland%20Motor%20Direct%20Drive%20DC%20Motors%20Catalog%20EN.pdf


C-AKv coupler

The C-AKv is a fully automatic coupler design, also known as the Faiveley Transpact; it is a hybrid compatible with both buffers and chain couplers and Russian SA3 couplers, intended as an option for the long delayed EU transition to center buffer couplers. C-AKv is an abbreviation of Compact Automatische Kupplung vereinfacht in German, translating to Compact Automatic Coupler simplified in English.
History.
In the 1970s a new type of automatic coupler was developed by the European railways. This was called the "UIC automatic coupler" and represented a West European variant of the "AK69e type" and the East European "Intermat type". It was intended as a full replacement for the buffers and chain setup, which is not suitable for heavy loads, very time-consuming to be connected, and requires intensive maintenance. As it would have had to be introduced all across Europe within a very short time frame, this introduction was repeatedly postponed. In addition, the UIC automatic coupler was not compatible with the existing chain couplings, which would have made this conversion prohibitively expensive for some of the European state railways to carry out.
The C-AKv coupler was developed by SAB WABCO, now Faiveley Transport Witten GmbH. Unlike the UIC automatic coupler, it is compatible with the existing chain coupler, which would allow for a longer transition period. Since the year 2002, the C-AKv has been on trial on the German railways. It is used on heavy coal block trains between the opencast mines at Profen and the Schkopau power plant.
At this time, the German railways, Faiveley and the Technical University of Berlin are developing possible transition scenarios for a general introduction of the C-AKv coupler.
Heaviest Trains.
In a field test starting in 2004, the trains on the connection from the brown coal strip mine near Wählitz to the Schkopau Power Station were equipped with C-AKv-couplers which showed that regular wheel replacements shrunk below a third due to reduced wear. The solution has been kept and it spawned further investigations.
Beginning in late 2009, eighteen DBAG Class 189 electric locomotives owned by DB Schenker were converted to C-AKv couplers, in order to handle 6,000 tonne iron ore trains from Rotterdam to the Dillingen steel works in Saarland, replacing the previous German class 151 double units and Dutch class 6400 triple units commonly used on these workings previously. As these locomotives are also capable of operating on both the 15 kV AC and 25 kV AC (and 1.5 kV DC, for a short stretch under reduced power) overhead system on the German and Dutch networks, locomotive changes on the Dutch-German border are no longer required. Loaded trains are commonly operated by two 189s in a multiple unit setup, with the wagons retaining the AK69e type couplers they have been fitted with since the 1980s.
Design.
Being an evolved version of the UIC AK69e coupler, the C-AKv coupler has the same basic outline as the SA3 coupler.
Unlike the Russian SA-3 coupler, however, connectors for brake air lines and - if required - electric conduits are integrated into the coupler, which are automatically connected while coupling up. Also, these pneumatic and electric connectors are compatible with the buffers and chain setup, as opposed to previous types.
Since the brake line and electric connectors are integrated into the coupler's main body rather than in a separate body part below the main body, as had been the case on the AK69e type, it is possible to couple C-AKV equipped stock to stock not thus equipped.
The design is much more compact than the former SA3 coupler. The shape is slightly different from that of the SA-3 coupler, due to an additional alignment horn and the matching pocket on the opposite side. These two components allow for greater vertical stability in two connected C-AKv couplers.


North Easton station (MBTA)

North Easton station is a proposed railroad station on the MBTA Commuter Rail's Providence/Stoughton Line located on the border of North Easton, Massachusetts and Stoughton, Massachusetts. It is proposed to built as part of the state's effort to extend rail service to Fall River and New Bedford. It would be located well to the north of the old station in North Easton, itself to become "Easton Village" station one stop southwards on the new line to New Bedford and Fall River.


Gear profile


Levi Hutchins

Levi Hutchins (August 17, 1761 - June 13, 1855) was an American clockmaker, and inventor of the first American alarm clock.
Hutchins was born in Harvard, Massachusetts, to Gordon and Holly Hutchins. In April 1775, during the American Revolutionary War, he served as a fifer under his father's command and witnessed the burning of Charlestown, Massachusetts. In September 1775, he enlisted in Captain Lewis' Company, in Colonel Varnum's Regiment, under General Greene. He marched to New York in the spring of 1776, where he was posted in Brooklyn. As Hutchins writes in his autobiography:
He was later posted to Red Hook, where he remained until the end of his enlisted year in September 1777, after which he returned to his family in Concord, New Hampshire. He attended Byfield Academy for one year and Phillips Academy, Andover, for two quarters. He was then recruited as a school teacher and taught in the towns of Tewksbury, Pembroke, and Ashburnham, Massachusetts. On December 6, 1777, Hutchins and his brother Abel became apprentices of Simon Willard. After three years of indenture, they traveled to Abington, Connecticut, to serve a further eight-month apprenticeship in the watch repairs. Shortly after, the two brothers returned to Concord, New Hampshire, to set up shop on Main Street. In 1787 Hutchins created the first American alarm clock. It was housed in a wooden cabinet with mirrored doors, and had an extra gear that rang an attached bell at 4 a.m.
On February 23, 1789, Levi married Phoebe Hanaford, with whom he had ten children. In 1793 the brothers purchased a farm together, where they farmed and continued to manufacture clocks. In 1807, as they dissolved their partnership, Hutchins received the farm. In 1808 he purchased a house on on Long Pond in West Parish or West Concord Village. In about 1815, Levi built a large building and set up five looms to manufacture cloth; this business lasted three years before it was sold off. Hutchins continued to build brass clocks, as well as surveying compasses and other precision instruments, for an additional 20 years.


Anders Svor

Anders Svor (December 14, 1864 – May 2, 1929) was a Norwegian sculptor. He was a Realist influenced by Romanticism, and Auguste Rodin was also an important inspiration. His work was also part of the sculpture event in the art competition at the 1924 Summer Olympics.
Life.
Svor was a farmer's son, the child of Rasmus Kristofer Svor (1835–1914) and Ragnhild Svor née Seljeset (1834–1902). He was born and raised at the Svor farm in Hornindal. Already as a boy he showed unusual abilities in wood carving, which would be the start of his artist life.
At the age of 17, he traveled to Kristiania (now Oslo), where he began as a woodcutter at the Hals Brothers piano factory. Later he became a student at the Royal Drawing School (now the Norwegian National Academy of Craft and Art Industry), where he studied under Julius Middelthun. At the age of 21 he went to Copenhagen, where he became a student at the Royal Danish Academy of Fine Arts and studied under Stephan Sinding and Vilhelm Bissen.
Svor lived for a time in Paris, but settled in Kristiania, where he had his studio and residence. He lived alone and died on May 2, 1929. He is buried at Hornindal Church.
In his native Hornindal, the Anders Svor Museum was opened in the village of Grodås in 1953. It contains about 450 works by the artist.
Career.
Svor participated in several art exhibitions in Kristiania, Copenhagen, Paris, and Chicago. Svor experienced his great breakthrough with his sculpture "David". At an international art exhibition in Berlin in 1891, he received a gold medal for this work of art, a prestigious award. The statue was destroyed while being shipped from an exhibit in Chicago. Together with Sofus Madsen, Svor participated in the 1924 Summer Olympics in Paris with his sculpture "Diskoskaster" (Discus Thrower).
In 1891 Svor won the competition for the Tordenskjold monument in Kristiania. However, he was unable to complete it, which was a difficult blow for the young artist. After his death, Svor's "Tordenskiold-statuen" (Tordenskjold Statue) was unveiled by King Olav V in Horten, and a copy was unveiled by Crown Prince Harald at Haakonsvern.
Regarding Svor's sculpture "Bølgen" (The Wave) exhibited at Skillebekk and "Etter badet" (After the Bath) outside Bislet Baths, the novelist Edvard Hoem wrote that he was struck by what the statues express; that they have "both excitement and grace." According to Hoem, Svor's work was overshadowed by the dominant sculptor Gustav Vigeland. The writer Morten Johan Svendsen writes that Svor's figurative imagery seems "both outdated and foreign today," while both Svendsen and the writer Inge Fænn believe that Svor was one of Norway's foremost sculptors after Vigeland.


Joseph Henry (bow maker)

Joseph Henry (December 10, 1823 in Mirecourt – 1870) became one of the most important bowmakers of the golden era of French bowmaking, working and collaborating with his master and employer Dominique Peccatte and business partner Pierre Simon
Henry studied with Peccatte and established his own shop in 1851. His bows are quite rare and sought after.
Henry was engaged by Simon c.1848, to work together in partnership (in what were formerly D.Peccatte’s Parisian premises). Although this association is thought to have ended acrimoniously in 1851, these few years were extremely fruitful for this pairing. Their work – both independently and in collaboration – garnered considerable acclaim, on one occasion winning them an Honourable Mention at the Great Exhibition in London in 1851." – Peter Oxley, Oxford
Peccatte passed on to Henry and Simon his teachings from Persoit (Persois) regarding the cambering of the bow (the shaping and imprinting of the curve of the bow). This collaboration gave rise to what is considered to be the best wood-bending school in France: Persoit-Peccatte-Henry-Simon. 150-200 years later, it is difficult to find a bow made by any of these great craftsmen that is not still in full working order.
Itzhak Perlman primarily plays a bow made by Joseph Henry, circa 1851–1870, and also plays the “Soil” Strad, made by Antonio Stradivari in 1714 during his Golden Period.
Other prominent violinists using bows by Joseph Henry include soloist Leonidas Kavakos, Benjamin Bowman (MET Opera Concertmaster), and Steve Kecskemethy (Portland String Quartet 1st Violin)


Inverythan rail accident

The Inverythan rail accident occurred when a faulty girder collapsed on a single-track railway underbridge between Auchterless and Fyvie. The engine of the freight/passenger train (5 loaded wagons, 4 carriages) crossed safely, but most of the train fell into the gap onto a road below.
Cause.
A simple vertical crack with a freshly fractured surface and old rust marks on the face was easily distinguished to the side of the centre joint, extending from the bottom flange to the top of the girder. This was associated with a casting defect hidden behind a surface skin of sound metal at the thickest part of the section where the flanges met the web. This was described by the accident report as a large honeycomb, or drawhole, which measured 3½ ins (c 90 mm) across at the face, and narrowed to about 1½ ins (c 40 mm). inside , 2⅜ ins (c 60 mm) in extreme depth and 6ins (c 150 mm). in extreme length, extending inwards and downwards ...but not within 1 ½ ins of the outer face of the joint flange. The total capacity of the hole, measured by filling it with water, was 15 ½ cubic inches (about 250 ml) and, as the metal immediately round the hole was not sound, this amount does not measure the actual extent of the flaw.
There were other signs of poor foundry practice when the girder had been cast; honeycombing elsewhere, a cold shut (incomplete fusion between different streams of filling metal), and residual stresses in the girder web (as a consequence of which, when sample cores were being drilled for testing, the web (but not the flanges) fractured along the line of holes. Whilst the metal appeared to be of good quality to the naked eye, the tested tensile strength of the metal varied widely from the lowest of ~4.5 tsi (c 70 MPa) (close to the honeycombing) with a mean of 7.5 tsi (c 115 MPa).
The accident report says that the girder if sound would have had a breaking strength of 80 tons and concludes that the theoretical strength of the girder was ‘above but only just above’ the Board of Trade requirement (live load x 6 + dead load x 3) (However this appears inconsistent with the figures quoted by the report for dead weight (21 ton shared between 2 girders) and live load (21 ton shared between two girders))
The actual strength fell below this because of the casting defect; "The sectional area of the bottom flange would at one place be reduced from 36 (sq) ins to only 28 (sq) ins, thus enormously reducing the strength of the girder"
It was considered that the fault could not have been detected by routine inspections, so no blame attached to those responsible for inspecting the bridge, but this conclusion gave the BoT inspector considerable concern
For, if one such girder, which was of sufficient theoretical strength when cast, and which, being in constant use for 25 years, had never shown any signs of weakness or any outward flaw, suddenly breaks down, owing to a defect which must have existed when it was originally made, and laid latent ever since, it is very difficult to know what steps should be taken to guard against the recurrence of a like disaster.
Aftermath.
The railway's 8 bridges with similar double structure were replaced as quickly as possible, and a warning was circulated to all British railways with similar cast iron under-bridges. Little further action was taken until the 1891 Norwood Junction rail accident of a first class train which injured 1 businessman because of a cast iron girder fracture from a latent defect.