HMS H3

HMS "H3" was a British H-class submarine built by Canadian Vickers Co, Montreal. She was laid down on 11 January 1915 and was commissioned on 3 June 1915. After commissioning she crossed the Atlantic from St. John's, Newfoundland to Gibraltar escorted by the armed merchant cruiser . She was accompanied by , and . "H3" was mined in the Gulf of Cattaro, Adriatic on 15 July 1916.
Design.
Like all pre-"H11" British H-class submarines, "H3" had a displacement of at the surface and while submerged. It had a total length of , a beam length of , and a draught length of . It contained a diesel engines providing a total power of and two electric motors each providing power. The use of its electric motors made the submarine travel at . It would normally carry of fuel and had a maximum capacity of .
The submarine had a maximum surface speed of and a submerged speed of . British H-class submarines had ranges of . "H3" was fitted with a Hotchkiss quick-firing gun (6-pounder) and four torpedo tubes. Its torpedo tubes were fitted to the bows and the submarine was loaded with eight torpedoes. It is a Holland 602 type submarine but was designed to meet Royal Navy specifications. Its complement was twenty-two crew members.


Levin (guitar company)

Levin was a Swedish manufacturer of musical instruments founded by Herman Carlson Levin. Active from 1900 to 1978, the company produced over half a million instruments, mostly guitars, but also mandolins, banjos and lutes, making Levin the largest instrument manufacturer in Scandinavia for many years. Levin is best known for originating Goya acoustic guitars.
History.
Founding.
Herman Carlson Levin was born and raised in Åsaka, Sweden. At age 18, he attended carpentry school and later served an apprenticeship at a furniture maker in Gothenburg. In August 1887, Levin moved to America, working briefly as a carpenter before getting a job in 1888 at a guitar factory.
Three years later, Levin and two partners started small-scale production of instruments in New York City. While on a visit to Sweden 1895, Levin recognized that demand for instruments was high and that manufacturing of instruments in Sweden could be profitable. So with 4,000 kronas to invest, Levin opened Herman Carlssons Instrumentfabrik at Norra Larmgatan in Gothenburg.
With a workshop of seventy square meters and a staff of two, Levin started manufacturing guitars and mandolins. By the end of 1901, 473 instruments had been made, and in 1903, with a staff of five, Levin's 1000th instrument was made.
The Levin factory was one of the best in Europe, and between 1904 and 1912 Levin received many awards, including the gold medal in Madrid for best guitar, as well as the exhibition's Grand Prix. By the mid-1920s the plant had made over 50,000 instruments, and in 1925, production of a line of banjos was launched. By 1936, the 100,000th instrument had left the plant and Levin was marketing a successful line of archtop guitars. Shortly before 1940, Levin employed a staff of forty-five in a facility of a 1000 square meters. In the 1950s, Levin launched a line of inexpensive guitars intended for schools and novice guitar players; these guitars were of lower quality than the rest of the Levin line-up.
Launching Goya guitars.
In 1952, Jerome Hershman, a guitar distributor from America, noticed a Levin guitar at a trade show in Germany and convinced the Levin company to let him market their guitars in America. Hershman believed that the brand name Levin would be hard to market in America, so he suggested the name Goya, inspired by the Spanish artist Francisco Goya, who was well known for depicting guitars in his paintings. The Goya product line proved to be successful due to its high quality finish. The use of nylon strings also gave the guitar a different tone than guitars that used steel strings, making it popular among folk musicians. In the late 1950s, a line of steel-stringed flat-tops were launched, furnished with adjustable truss rods and bolted necks.
In the early 1960s, a line of "folk guitars" were launched with wide flat fretboards similar to those on nylon string guitars but fitted with steel strings. These instruments were developed partly in collaboration with American folk-singer Oscar Brand. Two 12-stringed flat-top models were launched during the same period. In 1967, a contract was signed between the Levin company and Goya Music (formerly Hershman Music) for no fewer than 120,000 instruments over a period of ten years. At this time, the Goya export constituted approximately 70% of the company's production, which was over 30,000 instruments, mostly guitars.
The contract was broken by Goya Music in 1968 following the acquisition of Goya Music by Avnet Inc, which owned Guild Guitars. The Goya distribution rights were sold in 1970 to amplifier manufacturer Kustom Electric of Chanute, Kansas. In 1972, Kustom went bankrupt and distribution was taken over by another Chanute company, Dude Inc. It is unclear if Levin ever delivered any instruments to Dude; the sales made by Dude may have been the remaining stock from the Kustom bankruptcy, which were relabelled.
In 1976, Dude sold the Goya brand to CF Martin, which had purchased the majority of the Levin Company a few years earlier. CF Martin started importing Japanese and Korean instruments under the Goya name, and both the Goya and Levin brands reputation diminished. CF Martin stopped offering Goya instruments during the 1990s.
In 1973, when Martin bought Levin, the facility became the European headquarters for Martin Guitars and their Japan import brand Sigma Guitars, as well as actually producing a run of some two-hundred Martin D-18 acoustic guitars, which were labelled "LD-18 - Made In Gothenburg, Sweden". Some LD 28 Martins stamped "Made In Gothenburg" have surfaced. In 1981, the last guitar was built in the Gothenburg facility and parts of the inventory and the brand were bought by Svensk Musik AB, which started producing Levin classical guitars in a factory owned by former guitar neck supplier Hans Persson. Hans's son Lennart is still producing guitars for "Svenska Levin AB" in his father's workshop outside Mariestad, Sweden. Svenska Levin offers steel string flat tops and a line of archtop jazz guitars based on old Levin models, but they are made in Korea.
In 2014, Anakronfilm released the documentary "Levin - ett namn med musik" ("Levin - a name with music"). The film tells the story of the Levin company.


Mervyn Lee

Mervyn William Lee (18 August 1920 – 13 December 2009) was an Australian politician who served as the Liberal member for Lalor from 1966 to 1969. He died in December 2009 at the age of 89.
Early life and war service.
Born in Broadford, Victoria in August 1920, he was educated at Kingswood College in Melbourne before becoming a Commonwealth public servant. After serving in the Royal Australian Navy in World War II 1941–46, he became a drapery and hardware merchant. He played Australian rules football for Acton in the Canberra Australian National Football League and while captain of Acton in 1947 won the Mulrooney Medal.
Political career.
In 1966, he was elected to the Australian House of Representatives as the Liberal member for Lalor, defeating long-serving Labor member Reg Pollard. He held the seat until 1969, when a redistribution erased his majority and gave Labor a notional six-percent majority. Believing this made Lalor impossible to hold, Lee unsuccessfully contested the nearby seat of Bendigo.


Joseph Fahys

Joseph Fahys (May 28, 1832 – December 11, 1915) was one of the first U.S. watch case manufacturers. After emigrating from France, he went on to establish Joseph Fahys & Co., which at one time was the largest manufacturer of watch cases and one of the largest manufacturers of silverware in the United States. He was also the founder and first president of the Jewelers' Board of Trade, and the first president of the Watchcase Manufacturers' Association.
Early years.
Fahys was born on May 28, 1832 in Belfort, France. He was the son of Joseph and Marianne Moulleseaux Fahys. His father was a contractor; and both his father and brother died when Fahys was young. In company with his mother, he came to New York in March 1848. He apprenticed himself to Ulysses Savoye (or Ulyses S. Savage), of West Hoboken, New Jersey, one of the two first makers of watch cases in the United States. He remained in Savoye's employ for five years, and soon after attaining his majority, began what an independent career.
Career.
Fahys bought out the Savoye business on June 1, 1857. He continued it under his own name and moved the factory to the fourth floor of 75 Nassau Street, New York City before later moving the plant to Carlstadt, New Jersey. In 1861, he formed a connection with Fortenbach Brothers (John, Jacob, and Joseph), which resulted in the building at Carlstadt, one of the first establishments in America which manufactured watch cases on an extensive scale; for five years, business was profitable. In 1867, Fahys located a similar factory in Brooklyn in which he associated with Wheeler, Parsons & Hayes, and the joint enterprise was known as the Brooklyn Watch Case Company. When both factories were well under way, Fahys sold his New York store to Ward & Jennings, two of his employees, and gave his undivided attention to his manufacturing interests. In 1876, he bought the share of the Fortenbach Brothers and moved the Carlstadt plant to Sag Harbor, Long Island. For many years he made a specialty of silver watch cases.
He was president of Joseph Fahys & Co., located in the Fahys Building, on 54 Maiden Lane, New York City; the company was established in 1857. Fahys' son-in-law, Henry Francis Cook, who was president of the Montauk Steamboat Company, became a partner of Fays & Co. in 1880. In 1887, in connection with A. N. Darling, Hayden W. Wheeler, Lewis A. Parsons and Henry Hays, he founded the Brooklyn Watch Case Co. for the manufacture of solid gold cases and retained a dominant interest in this for many years though he devoted his time principally to his own factory at Sag Harbor.
Fahys was the founder and first president of the Jewelers' Board of Trade, and the first president of the Watchcase Manufacturers' Association. He was a member of the Chamber of Commerce of the State of New York, the Union League, and the Downtown Association. He was a trustee of the Homoeopathic Hospital, the Lafayette Avenue Presbyterian Church, and the Brooklyn Institute of Arts and Sciences. He was director of the Alvin Manufacturing Co., Brooklyn Watch Case Co., Sea View Elevated Railroad Co., and Victoria Fire Insurance Co.
Personal life.
In 1856, he married a lady who was a native of Sag Harbor. Their son, George Ernest Fahys, who became a partner in the Fahys Co., was born in West Hoboken in 1864. Fahys's daughter, Lena Marianne, married Cook in 1883.
Fahys and Cook purchased one thousand acres of land in North Haven, a suburb of Sag Harbor, with two miles of frontage on Peconic Bay. Fahys' Clinton Hill, Brooklyn residences were designed in 1889 and 1890 by Benjamin Wistar Morris, III. Morris also designed Fahys' Long Island country house. Fahys also lived in New York City on Park Avenue. He died at his summer home in Sag Harbor, Long Island.


Julian Goodacre

Julian Goodacre (born 11 June 1950) is a maker and researcher of the historical bagpipes of the British Isles, based in Peebles, Scotland. Goodacre has particularly specialised in reviving the extinct English bagpipes, Scottish bagpipes, and Cornish bagpipes.


CMI Roadbuilding

CMI Roadbuilding, Inc. of Oklahoma City began in 1961, when engineers headed by Bill Swisher started looking for new methods in the road building industry. Little had changed since the early 1900s in the methods of building roads, however, labor costs were skyrocketing and inflation meant taxpayers dollars were buying less and less. In the same period Society was becoming increasingly more mobile creating demand for better roads and highways. The CMI group believed that many road failures were due to poor riding surface which was mainly caused by inaccuracies in the subgrade.
Autograde.
A machine was developed that could economically implement an Automated Profile Road Building Method and would be known as the Autograde. This machine was known as either a “trimmer-spreader” or a fine-grader. It could trim or cut off high spots of a road bed and then spread the soil across the entire width of the road profile. By its very nature it was fine-grading the base course of the new road. The Autograde used an auger with cutting teeth to perform this function.
Features.
The Autograde could be adapted to perform many tasks including:
Using the auger with cutting teeth, it could fine grade the road bed.
Using the auger and a conveyor belt to pick up excess material and deposit it in a truck.
Using the auger and screed to place and level asphalt on the road.
Using the auger and screed to place and form a concrete slab.
Advantages.
This one machine could do the same work as numerous other pieces of machinery, only more quickly and more accurately.
Acquisitions.
CMI acquired two concrete batch plant manufacturers, Ross Co. in Texas and C.S. Johnson in Illinois.
Further developments.
CMI Went on to develop other equipment and was purchased by Terex in 2001. The remaining CMI Roadbuilding products were sold in 2013 to and independent company along with the CMI Roadbuilding Inc. name. CMI Roadbuilding established a separate facility in Oklahoma City, OK. Subsequently CMI also purchased the shuttered Terex Cranes Facility in Waverly, IA. Production of product lines was relocated to facility in 2017.


Fairbank station

Fairbank is an underground light rail transit (LRT) station under construction on Line 5 Eglinton, a new line that is part of the Toronto subway system. It will be located in the Fairbank neighbourhood at the intersection of Dufferin Street and Eglinton Avenue West. Destinations include the Fairbank neighbourhood and Fairbank Memorial Park. , construction work related to the station was in progress, having been scheduled to begin in 2014. The station is scheduled to open in 2022.
During the planning stages for Line 5 Eglinton, the station was given the working name "Dufferin", which is identical to the pre-existing Dufferin station on Line 2 Bloor–Danforth. On November 23, 2015, a report to the TTC Board recommended giving a unique name to each station in the subway system (including Line 5 Eglinton). Thus, the LRT station was renamed "Fairbank" after the Fairbank neighbourhood rather than the adjacent Dufferin Street.
The main entrance will replace the Esso gas station on the east side of St. Hilda's Park, at the southeast corner of Dufferin Street and Eglinton Avenue. A secondary entrance will be on the northwest corner, where a right-turn slip road will be removed to provide the necessary space. A third structure, for mechanical and venting purposes, will replace a storefront near the southwest corner. Fairbank station will include a decorative exterior plaza having grass, a misting feature, 14 shade trees, 15 benches and 10 bicycle parking spaces. It will be suitable for community events.
Surface connections.
The following routes would serve this station according to the report presented at the board meeting on February 25, 2016:


Charles Durning

Charles Edward Durning (February 28, 1923 – December 24, 2012) was an American actor who appeared in over 200 movies, television shows and plays. Durning's best-known films include "The Sting" (1973), "Dog Day Afternoon" (1975), "The Muppet Movie" (1979), "True Confessions" (1981), "Tootsie" (1982), "Dick Tracy" (1990), and "O Brother, Where Art Thou?" (2000). He was nominated for the Academy Award for Best Supporting Actor for both "The Best Little Whorehouse in Texas" (1982) and "To Be or Not to Be" (1983). Prior to his acting career, Durning served in World War II and was decorated for valor in combat.
Early life.
Durning was born in Highland Falls, New York. He was the son of Louise (née Leonard; 1894–1982), a laundress at West Point, and James E. Durning (1883 – c. 1935). His parents were of German, Irish and English descent Durning was raised Catholic. Durning was the ninth of ten children. His three brothers – James (known as Roger, 1915–2000), Clifford (1916–1994), and Gerald (1926–2000) – and his sister Frances (1918–2006) survived to adulthood, but five sisters died from scarlet fever and smallpox as children.
Military service.
Durning served in the U.S. Army during World War II. He was drafted at age 20. On June 6, 1944 Durning was assigned to the 1st Infantry Division and in the first wave of American troops that landed on Omaha Beach during the invasion of Normandy. He would be the only survivor of his unit that arrived in France on D-Day. After being wounded by a German anti-personnel mine in the Bocage, he spent six months recovering. Durning was reassigned to the 398th Infantry Regiment with the 100th Infantry Division, and participated in the Battle of the Bulge in December 1944. He was discharged with the rank of Private First Class on January 30, 1946.
For his valor and the wounds he received during the war, Durning was awarded the Silver Star, Bronze Star, and three Purple Hearts. Additional awards included the Army Good Conduct Medal, the American Campaign Medal and the European-African-Middle Eastern Campaign Medal with Arrowhead device and two bronze service stars, and the World War II Victory Medal. His badges included the Combat Infantryman Badge, Expert Badge with Rifle Bar, and Honorable Service Lapel Pin.
Durning received the French National Order of the Legion of Honor from the French Consul in Los Angeles in April 2008.
Veteran groups & spokesman.
Durning participated in various functions to honor American veterans, including serving as Chairman of the U.S. National Salute to Hospitalized Veterans. He was an honored guest speaker for 17 years at the National Memorial Day Concert televised by PBS every year on the Sunday evening of Memorial Day weekend.
Durning was paid a special tribute at the May 26, 2013 National Memorial Day Concert when “Taps" was sounded in his honor.
Acting career.
While pursuing an acting career, Durning, a professional ballroom dancer, taught at Fred Astaire Dance Studio in New York City.
Durning began his career in 1951. While working as an usher in a burlesque theatre, he was hired to replace a drunken actor on stage. Subsequently, he performed in roughly 50 stock company productions and in various off-Broadway plays, eventually attracting the attention of Joseph Papp, founder of The Public Theater and the New York Shakespeare Festival. Beginning in 1961, he appeared in 35 plays as part of the Shakespeare Festival. "That time in my life was my best time," Durning told Pittsburgh's "Post Gazette" in 2001. "I had no money at all, and he (Joseph Papp) didn't pay much. You were getting a salary for performance plus a rehearsal salary. We would do three plays in Central Park for the summer. And then you'd do three to six plays every year down on Lafayette Street – new plays by new writers: Sam Shepard, David Mamet, David Rabe, John Ford Noonan, Jason Miller."
During this period, he segued into television and movies. He made his film debut in 1965, appearing in "Harvey Middleman, Fireman". He appeared in John Frankenheimer's "I Walk the Line" (1970) starring Gregory Peck, and three Brian De Palma movies: "Hi, Mom!" (1970, as Charles Durnham), "Sisters" (1973), and "The Fury" (1978). He also appeared in "" (1972) with Barbara Hershey and John Lithgow.
Durning's performances in Broadway productions include "Drat! The Cat!" (1965), "Pousse-Café" (1966), "The Happy Time" (1968), "Indians" (1969), "That Championship Season" (1972), "In the Boom Boom Room" (1973), "The Au Pair Man" (1973), "Knock Knock" (1976), "Cat on a Hot Tin Roof" (1990), "Inherit the Wind" (1996), "The Gin Game" (1997), and "The Best Man" (2000).
In 2002, he performed in Bertolt Brecht's "The Resistible Rise of Arturo Ui" with Al Pacino, produced by Tony Randall. He played the role of Jack Jameson in Wendy Wasserstein's final play, "Third" (2005), with Dianne Wiest at Lincoln Center's Mitzi E. Newhouse Theatre.
Durning won the Los Angeles Drama Critics Circle Award for his powerful performance in The Westwood Playhouse's 1977 production of David Rabe's "Streamers". In 1980, he won critical acclaim for his performance as Norman Thayer, Jr. in Los Angeles's Ahmanson Theater's production of "On Golden Pond" opposite Julie Harris.
In 1972, director George Roy Hill, impressed by Durning's performance in the Tony Award- and Pulitzer Prize-winning play "That Championship Season", offered him a role in "The Sting" (1973). In the Best Picture-winner, starring Paul Newman and Robert Redford, Durning won distinction as a crooked cop, Lt. Wm. Snyder, who polices and hustles professional con artists. He doggedly pursues the young grifter, Johnny Hooker (Redford), only to become the griftee in the end. Other film credits include "Dog Day Afternoon" with Al Pacino; "When A Stranger Calls"; "The Final Countdown"; "The Hindenburg"; "Twilight's Last Gleaming" with Burt Lancaster; "True Confessions" with Robert De Niro and Robert Duvall. Some television credits include "The Connection"; "Queen of the Stardust Ballroom", the made-for-television musical in which he played the mailman who reaches out to Maureen Stapleton's lonely widow on the dance floor; "Attica"; PBS's "Dancing Bear" with Tyne Daly; the PBS production "I Would Be Called John" as Pope John XXIII; "Hallmark Hall of Fame: Casey Stengel", in which Durning played the legendary baseball manager Charles Dillon "Casey" Stengel; NBC's mini-series "Studs Lonigan" with Harry Hamlin and Colleen Dewhurst; "The Best Little Girl in the World" with Jennifer Jason Leigh. In 1976, he received both an Emmy and a Golden Globe nomination for his performance in the television mini-series "Captains and the Kings".
In 1979, he played Doc Hopper, a man who owns a frog leg restaurant and the main antagonist in "The Muppet Movie". In "Tootsie", he played a suitor to Dustin Hoffman's cross-dressing lead character. The two actors worked together again in a 1985 TV production of "Death of a Salesman".
In 1993, he guest-starred in the Sean Penn-directed music video "Dance with the One That Brought You" by Shania Twain.
Other film roles include Henry Larson, the benevolent father of Holly Hunter's character in "Home for the Holidays" (1995) and Waring Hudsucker in "The Hudsucker Proxy" (1994). He worked with the Coen Brothers again playing "Pappy" O'Daniel, a cynical governor of Mississippi (a character loosely based on the Texas politician and showman W. Lee O'Daniel) in the Coen Brothers' "O Brother, Where Art Thou?" (2000).
Prior to appearing in the Burt Reynolds's TV series, "Evening Shade", as the town doctor Harlan Eldridge (1990–1994), Durning appeared with Reynolds in five films, beginning with 1979's "Starting Over", followed by 1981's "Sharky's Machine", 1982's "Best Little Whorehouse in Texas", 1985's "Stick" and 1999's "Hostage Hotel".
On TV, Durning had a recurring role on "Everybody Loves Raymond" as the Barone family's long-suffering parish priest, Father Hubley. He also played the voice of recurring character Francis Griffin in the animated series "Family Guy". He appeared on the FX television series "Rescue Me", playing Mike Gavin, the retired firefighter father of Denis Leary's character.
In 2005, he was nominated for an Emmy Award for his portrayal of a Marine veteran in "Call of Silence," an episode in the television series "NCIS", first broadcast November 23, 2004. Durning's character turns himself in to authorities, insisting that he must be prosecuted for having murdered his buddy during ferocious combat on Iwo Jima six decades earlier. The real truth of the incident only becomes known for certain when the guilt-stricken veteran goes through a cathartic reliving of the battlefield events.
For his numerous roles on television, he earned nine Emmy Award nominations. He also received Academy Award for Best Supporting Actor nominations for "The Best Little Whorehouse in Texas" in 1982 and "To Be or Not to Be" in 1983. He won a Golden Globe in 1990 for his supporting role in the television miniseries "The Kennedys of Massachusetts", having had three previous nominations. That same year, he won a Tony Award for his performance as Big Daddy in "Cat on a Hot Tin Roof". He received two Drama Desk Awards for his performances in "That Championship Season" and "Third".
In 1999, Durning was inducted into the Theater Hall of Fame on Broadway. He was honored with the Life Achievement Award at the 14th Annual Screen Actors Guild Award Ceremony on January 27, 2008. On July 31, 2008 he was given a star on the Hollywood Walk of Fame adjacent to one of his idols, James Cagney.
"There are many secrets in us, in the depths of our souls, that we don't want anyone to know about," he told "Parade". "There's terror and repulsion in us, the terrible spot that we don't talk about. That place that no one knows about — horrifying things we keep secret. A lot of that is released through acting."
The Charles Durning Collection is held at the Academy Film Archive. Along with films he appeared in, his collection consists mainly of films he admired as well as a small collection of family home movies.
Death.
Durning died of natural causes at his home in Manhattan on December 24, 2012, aged 89. He was buried at Arlington National Cemetery.
On December 27, 2012, Broadway theaters dimmed their lights to honor him. "The New York Times", which commented on Durning's more than 200 credited roles, referred to him and actor Jack Klugman, who died the same day, as "extraordinary actors ennobling the ordinary". The "Huffington Post" compared the two men, calling them "character actor titans".
Personal life.
Durning married his first wife, Carole Doughty, in 1959. They had three children together before divorcing in 1972. Durning married his second wife, Mary Ann Amelio, in 1974. In 2010, the two filed an official Declaration of Separation.


Sophia Magdalena Gardelius

Sophia Magdalena Gardelius (1804-1881) was a Swedish damaskweaver. She is regarded as a pioneer within the damask weaving technique of Gotland.
She married a farmer of Roma parish of Gotland in 1822. When her spouse was ruined, they moved to her parents, and she began to weave and sell damask to support the family. In 1832, she advertised that she manufactured damask for commission and accepted pupils in the art. The art of weaving damask was then new and popular. Gardelius composed her own patterns by mathematic measurements, and her weaving stools were constructed to adjust to her needs to handle a thousand patterns. Her weaving school and workshop was very successful, she became famous in contemporary Sweden and her clients included the queen, Josephine of Leuchtenberg. Her school was closed in 1879 but her business was taken over by her daughters in 1881 and continued until 1921.


Couchet

The Couchet family were Flemish harpsichord and virginal makers in Antwerp, closely associated with, and descendants of, the Ruckers family.
Joannes Couchet (or Jan Couchet) (2 February 1615 – 30 March 1655) was a grandson of Hans Ruckers. He became the apprentice of his uncle Joannes Ruckers in 1626 and became a master after the latter's death in 1642. There are five instruments known to be by Joannes Couchet still in existence, most of which have had "ravalements", all dating from around 1650. Three of his seven children became harpsichord makers:
Petrus Joannes Couchet became a master harpsichord maker and member of the Guild of St Luke in 1655 or 1656;
Joseph Joannes Couchet became a member in 1666 or 1667. His instruments in existence today are a single manual harpsichord dated 1671 (possibly by Petrus Joannes), given a "ravalement" and made into a double manual by Pascal Taskin in 1778; a single manual harpsichord dated 1679; and a double manual harpsichord dated 1680 and again given a "grand ravalement" by Taskin in 1781; a similar unsigned instrument likewise worked on by Taskin may also have been his.
Maria Abraham Couchet likewise became a member of the guild in 1666 or 1667.
Joannes Couchet's instruments are virtually identical to those of the Ruckers family; some later instruments signed by Joannes Ruckers were probably made by Joannes Couchet during his apprenticeship. The Couchet family went on to make further innovations to the models established by Ruckers, building a double manual harpsichord with extended range of FF to d, and sometimes introducing registrations of 8' 8' or 8' 8' 4' instead of the then-usual 8' 4'. Joseph Joannes Couchet made a harpsichord (1679) with two sets of jacks for one 8' set of strings.


Herndon station

Herndon (preliminary names Herndon–Monroe, Herndon–Reston West) is a planned Washington Metro station in Fairfax County, Virginia on the Silver Line. The station would be in the median strip of VA-267 adjacent to the current Herndon-Monroe Park and Ride parking garage and bus station, which is on the south side of the highway. This location is in Reston, but has a Herndon postal address. In anticipation of a future mass transit route in the Dulles Access Road median, in 1999 Fairfax County constructed a $20 million park and ride facility which includes a Fairfax Connector station that serves most bus lines in the Herndon and Reston areas as well as buses carrying commuters to the West Falls Church or other Metro stations daily. The existing facility is served by direct westbound on-ramps and eastbound off-ramps to SR 267. The existing parking garage has 1,750 spaces. The garage has drawn criticism because of alleged construction flaws. The garage will be expanded to 3,500 spaces for the Metro station.
Originally planned for revenue operations in 2018, the station is now planned to open in February 2022. In the meantime, the Town of Herndon has initiated transportation oriented development of the land on the north side of the station. In turn, the Town of Herndon, on November 10, 2009, designated commercial, industrial and multi-unit rental residential properties within the town boundaries for inclusion in a special tax district to fund construction of Phase II of the Silver Line.
Station layout.
Planned facilities for this station include two pedestrian bridges across SR 267 to reach entrances on either side of the highway. Bus bays will be located on the south side of the highway. The station will be linked to the existing kiss and ride lot and parking for 3,500 cars.


Diane Prince (artist)

Diane Prince (born 1952) is a painter, weaver, installation art practitioner and set designer and affiliates to the Maori iwi Ngā Puhi and Ngāti Whātua from the north of New Zealand.
Biography.
Prince was born in Wellington in 1952. She obtained tertiary education from Wellington Teachers College and Auckland University. In the 1970s Prince was part of the Bastion Point protests including as a researcher, the protests and occupation resulted in the New Zealand Government returning the land to Ngāti Whātua in the 1980s.
Prince has been exhibiting artwork since 1986 nationally and internationally, much of her art revolves around Māori rights especially Māori women's rights. She is often described as a multimedia artist as she creates installations, she weaves and she paints. Prince and artist Shona Rapira Davies are long time collaborators. In 1995 an installation artwork of Prince's bringing attention to New Zealand identity raised controversy leading to protests and the eventual removal of the artwork.
A solo exhibition of Prince's at the City Gallery in Wellington in 2001 is called "Veiled Legacy." It was about the loss of legal status Māori women experienced once laws from Britain were imposed after the signing of the Treaty of Waitangi. The curator said of the work: "'Veiled Legacy" are images of loss and alienation, but the paintings also speak of Māori women's ongoing strength and resilience'.
A number of Prince's works are in the collections at Te Papa Tongarewa The Museum of New Zealand.
Works and exhibitions.
"Nga Toi o te Iwi - Nga Hua o te Iwi" (1988), National Library of New Zealand, group exhibition
"Diane Prince and Emare Karaka" (1989), McDougall Art Annex, Christchurch Art Gallery
"Korurangi: New Māori Art" (1995), Auckland Art Gallery, group exhibition
"Purapurawhetu, (1997)" by Briar Grace-Smith, Downstage Theatre (and touring), set designer Diane Prince and Mark McEntyre
"Women Far Walking" (2000) by Witi Ihimarea, New Zealand Festival, set and costume designers Diane Prince and Mark McEntyre
"Harururu Mai" (2000) by Briar Grace-Smith, New Zealand Festival, set and costume designers Diane Prince and Mark McEntyre
"Veiled Legacy" (23 February - 25 March 2001)"," Wellington City Art Gallery, paintings by Diane Prince
Te Aro Park - mural on public building (2011), Wellington
"Poi Poi Poi, Works by Gabrielle Belz, Diane Prince and Shona Rapira Davies" (19 June - 20 July 2014), Bottle Creek Gallery, Pataka, Porirua
"Maori Art Today" exhibition which accompanied "Te Maori"
"Mana Tiriti," Wellington City Art Gallery, group exhibition
"1981" by John Broughton, Centrepoint Theatre, Palmerston North, set designer Diane Prince
Commissioned woven waka, Tapu Te Ranga Marae, Island Bay, Wellington


Giovanni Battista Giusti (harpsichord maker)

Giovanni Battista Giusti (c. 1624 - c. 1693) was a musical-instrument maker. He was a student first of Giovani Battista Boni, then Girolamo Zenti. He lived in Lucca, Italy.


Admiralty Mining Establishment

The Admiralty Mining Establishment originally known as the Mine Design Department was a technical department of the British Royal Navy responsible for both the design of naval mines and the development of suitable countermeasures from 1915 to 1951
History.
A mining department was originally established at the Admiralty in 1915, in 1919 the name was changed to the "Mine Design Department" (MDD) based at HMS Vernon in Portsmouth. In 1946, after being dispersed to various places during the war, in keeping with many technical departments it employed both military and highly skilled, civilian personnel. It was partly located near HMNB Portsmouth at West Leigh House, Havant as the Admiralty Mining Establishment (AME). In 1951, its role changed significantly as it was merged into a new larger department called the Underwater Counter measures and Weapon Establishment (UCWE). The UCWE was itself merged into the Admiralty Underwater Weapons Establishment, Portland in 1959.
Notable personnel.
"During the Second World War it recruited a number of scientists to its ranks many of them went on to become highly regarded in their respective fields including;"


Alexander S. Smith

Alexander Smith Smith (August 24, 1868 — November 10, 1916) was a hardware merchant and political figure in Saskatchewan. He represented Moosomin from 1898 to 1905 in the Legislative Assembly of the Northwest Territories and then Moosomin in the Legislative Assembly of Saskatchewan from 1908 to 1916 as a Liberal.
He was born at sea off the Grand Banks of Newfoundland, the son of A.S. Smith, a native of Scotland, and was educated in St. Marys, Ontario. Smith came to Moosomin, Saskatchewan, establishing a tinsmithing and hardware business. He served on the town council and was the town's second mayor. In 1892, Smith married Kate R. Ross. He was defeated by Daniel David Ellis when he ran for election to the Saskatchewan assembly in 1905. Poor health later forced Smith to retire to Arizona for the winters.


Basil Mott

Sir Basil Mott, 1st Baronet, FRS (16 September 1859 – 7 September 1938) was one of the most notable English civil engineers of the late 19th and early 20th centuries. He was responsible for some of the most innovative work on tunnels and bridges in the United Kingdom in the 40-year period centred on World War I.
Early career.
Basil Mott was born in Leicester on 16 September 1859. He was educated at the International School, Switzerland and at the Royal School of Mines where he won the Murchison medal in 1879. He was first employed as a mining engineer with the Neston Colliery Co. in Cheshire but in 1886 was invited by J H Greathead to join the staff of the City & South London Railway (C&SLR), for which Greathead was Engineer. His work on the C&SLR gave him a taste for underground construction works that influenced the remaining 40 years of his professional life.
He did well at the C&SLR and was promoted, first to resident engineer (RE) for the extension of the C&SLR from Stockwell to Clapham, then to RE for the entire line. After the railway opened in 1890, he was retained as Engineer by the operating company: this gave him the opportunity to develop techniques for carrying out reconstruction works during overnight possessions of the tunnels, techniques which are still used on LU today.
Shortly after Greathead's death in October 1896, Benjamin Baker formed a partnership with Mott for the design of the Central London Railway. Their association continued with the extensions and rebuilding on the C&SLR (including the underpinning of St Mary Woolnoth church at Bank) and the widening of Blackfriars Bridge. They worked from the same offices until Baker's death in 1907.
Mott, Hay and Anderson.
1n 1902, Mott formed what turned out to be a lifelong partnership with another protégé of Baker's, David Hay. Subsequently, the partnership of Mott and Hay (now Mott MacDonald) worked on extending the Central London Railway, the building of escalators in London Underground and the construction of the Tyne and Southwark Bridges. It also designed the underpinning required to stabilise Clifford's Tower in York.
During the first world war, Basil Mott visited France and India, advising the government on solving engineering problems. He was created a Companion of the Bath (CB) in 1918 in recognition of these services.
The Mersey Tunnel, which he worked on between 1922 and 1934, is his most well-known work. From the outset, it was designed on a large scale; it is still the longest, widest road tunnel in Great Britain. Basil Mott was Engineer for the works, in association with J. A. Brodie, Engineer for the City of Liverpool. His partnership (by then named Mott, Hay and Anderson) designed and supervised the construction of the Mersey Tunnel in its entirety.
In 1924, he was elected President of the Institution of Civil Engineers.
In 1926 he was hired by Southampton council to investigate the various options for building a fixed crossing across the lower River Itchen. Along with proving costs for a tunnel and a high level crossing he recommended a low level opening span bridge.
Basil Mott's other post-WW1 works include the extension to Morden of the Northern line, the enlargement of the original C&SLR tunnels from 10' 6" to 11' 8" (using a tunnelling shield which could be worked at night but through which trains could drive during the day), the Jubilee Bridge and work on the Tees Newport Bridge.
In 1930, aged 71, he gave evidence to a British government inquiry on the engineering aspects of a proposed Channel Tunnel (which was not built, though Mott, Hay and Anderson designed the bulk of the successful scheme for Channel Tunnel half a century later). In the same year he was created a baronet.
In May 1932 he became a Fellow of the Royal Society—a rare honour for a civil engineer.
He died on 7 September 1938, in London. The baronetcy is currently held by his grandson, John Mott.
Bibliography.


Luke Song

Luke Song (; born December 1972) is an American contemporary high fashion milliner designer.
Biography.
Song was born in Seoul, the fifth generation of his family from the city. He grew up in Myeong-dong district. He moved to the Detroit suburbs in 1982 and graduated from Birmingham Seaholm High School. He first studied biochemistry, but eventually ended up studying fine arts at Parsons School of Design in New York City. Luke's artistic career lead him eventually to Paris, France, but he found the art of hat making during his journey back home to Michigan. He began his career as a milliner in 1997. He incorporated Moza Inc. in 1998 and his label Mr. Song Millinery is currently sold in over 500 boutiques around the world.
Song has been also designing for many other fashion companies and designs products for the movies, television, books, magazines, and other venues. He collaborates with many artists around the world for gallery exhibitions and special exhibitions. He is currently working on 6 joint projects in Japan, France, South Korea and the United States.
Mr. Song Millinery.
The original showroom in Detroit was open until 2009.
Moza Inc. was incorporated in 1998 and with his label mr. song millinery and by the year 2000 there were in over 200 plus boutiques and stores. Currently the hats are found in over 500 boutiques and stores around the world. The label attracted many loyal clienteles and the hats were being worn by many celebrities around the country among them was the "Queen of Soul", Aretha Franklin.
The Inaugural Hat.
Aretha Franklin wore one of Song's hats at the inauguration of Barack Obama. The now nicknamed "The Inaugural Hat" received worldwide media attention. In May, 2011 "The Inaugural Hat" was inducted into the Smithsonian Museum. An identical replica of the hat (the only other one in existence) is displayed currently at the Rock and Roll Hall of Fame in Cleveland, Ohio.
"Mr Song Millinery" is based in Southfield, Michigan, United States.


Gek Poh MRT station

Gek Poh MRT station is a proposed Mass Rapid Transit (MRT) station along the Jurong Region Line in Jurong West, Singapore.
History.
On 9 May 2018, LTA announced that Gek Poh station would be part of the proposed Jurong Region line (JRL). The station will be constructed as part of Phase 1, JRL (West), consisting of 10 stations between Choa Chu Kang, Boon Lay and Tawas, and is expected to be completed in 2027.
Contract J107 for the design and construction of Gek Poh Station and associated viaducts was awarded to Sembcorp Design and Construction Pte Ltd at a sum of . Construction will start in 2020, with completion in 2027. Contract J107 also includes the design and construction of Tawas, and associated viaducts.
Initially expected to open in 2026, the restrictions on the construction due to the COVID-19 pandemic has led to delays in the JRL line completion, and the date was pushed to 2027.
Location.
The station complex will be straddled over the existing Jurong West Street 75, between the junction with Jurong West Street 74, and the junction with Jurong West Avenue 5 and Jurong West Street 82. It is located within the Jurong West planning area in the Yunan Subzone, nested by multiple housing estates, with Gek Poh Shopping Centre and Gek Poh Ville Community Club to the north.
Access to the station will be via 3 exits on each side of Jurong West Street 75.


Dulles International Airport station

Dulles International Airport is a planned Washington Metro station at Dulles International Airport in Loudoun County, Virginia, U.S., on the Silver Line. Originally planned to be operational by 2018, the station is now expected to open in February 2022. The station was originally planned to be underground, but was built as an above-ground station next to daily parking garage one.
History.
A Washington Metro station had been considered for Dulles since at least 1969, but formal plans were not made until 2002, with the first phase of the project commencing in 2004. According to a 1969–1970 engineering study, a full-scale Metro station was planned (but never built) 28 feet (8.6 m) below a parking lot. The originally planned single-side platform station would not meet current Metro specifications for a center platform, which is necessary since current plans would extend service beyond the airport to western suburbs. Plans for an above-ground facility drew concerns from the Virginia Historic Preservation Office regarding the visual impact on the Eero Saarinen-designed terminal. Consultants estimated that an above-ground station would save $640 million in construction costs.
On April 6, 2011, the Metropolitan Washington Airports Authority (MWAA) board voted 9–4 to build an underground station away from the terminal, rather than an above-ground station away from the terminal, at an additional cost of $330 million. Construction of the underground station would have extended its expected opening to mid-2017. However, on July 20, 2011, the MWAA board reversed its previous vote and approved an above-ground station due to pressure from state and local officials to reduce overall project costs.
Station layout.
The station will be connected to the terminal building using the existing pedestrian tunnel which connects the hourly and daily parking lots and parking garage 1 to the baggage claim level of the airport terminal; it is equipped with moving sidewalks. The section of the tunnel connecting the terminal and daily and hourly lots to parking garage 1 was closed in January 2016 in order to reconfigure that tunnel section to accommodate the future Metro station entrance.


Hugh Robertson (instrument maker)

Hugh Robertson (1730–1822) was a Scottish wood and ivory turner and a master crafter of woodwind instruments such as pastoral pipes, union pipes, and great Highland bagpipes.
Biography.
Robertson was born in 1730 in Scotland although the exact date is not known. Possibly born in Edinburgh where he lived and worked for the majority of his life till his retirement at the age of 90 in 1821. Hugh Robertson is noted as one of the earliest professional Scottish pipe makers of the 18th century, in a career spanning 58 years. Robertson pipes are hallmarked from 1765, and by 1775 and he is recorded in the directory of tradesmen as a ‘pipe maker’ trading from Castle Hill Edinburgh. Robertson had a wide and highly crafted repertoire of a maker of great Highland bagpipes, pastoral pipes sometimes termed in Edinburgh as the "flat-set of pipes" and Union pipes.
Robertson instruments.
The first commercial bagpipe makers were prior to 1750 in Edinburgh and Glasgow and skilled musical instrument makers were often wood turners by profession, and began to craft instrument to a design individual to the makers style and innovations. Several well established 18th-century instrument makers are recorded at this time; i.e. Donald MacDonald of Edinburgh and Malcolm MacGregor of Glasgow diversifying and making a variety of pipes. Robertson was no exception and in his designs, added decoration of 'beading' and 'combing' style on Highland bagpipes which in turn was adopted as standard by the late 18th century and has remained unchanged since then. He crafted the Edinburgh prize Great Highland pipe of 1802, which was later played at the battle of waterloo by piper John Buchanan, pipe major of the Black Watch.
Due to the popularity of plays and playlets of the time and interests and patronage of amateur gentleman pipers of the 18th and 19th centuries, master craftsman like Robertson crafted high quality instruments including bellows blown pastoral and union pipes. Predominately more examples survive in considerable quantity bearing the Robertson hallmark, more-so than his contemporaries (e.g. James Kenna) and in surviving numbers represents the most of his production and contribution to the development of this genre. Using native hardwoods such as laburnum, boxwood and elder, Robertson diversified in his materials and workshop was well situated to obtain raw materials from ships trading into the river Clyde and Forth, and tropical hardwoods including cocus wood from the Caribbean and African Continent, suitable for turning into musical instruments, that were preferred for bagpipe making.
Ever the innovator, he was not restricted to the sole use of hardwoods alone, and experimented in ivory sets of bass, baritone and tenor drones in an ivory common stock with characteristic "lotus-top" style of tuning. Many of the surviving Robertson pastoral and union pipe sets displayed a U-bend in the bass drone; that bends back into the stock of the instrument, to reduce the length and stretch to tune the bass drone. Other modifications of Scottish-made Union pipes of this period, included the addition of a third drone and model the drone stock into a separate chamber for the drone and regulator reeds, instruments of this period regularly attached the regulators above the stock. Robertson attached the regulators to the front of the stock to achieve a better balance or greater volume with double regulator reeds and the drones. Pastoral sets with one or two regulators are common in Roberstson’s sets as well as keyed pastoral and shortened union chanters. Such developments were driven by experimentation as musical styles changed, diversifying the instruments by the maker or the particular tastes of the customer. Leading as musical instruments advanced from an open pastoral bagpipe chanter, to a staccato or closed union pipe in the mid-18th century. Robertson was one of the contemporary innovators of the pastoral and union pipes, as with other instrument makers in the mid-18th to 19th centuries across Scotland, England and Ireland. Makers would regularly exchange ideas, innovations and knowledge in the development of these pipes well into the 19th century, as well as their own unique styling and craftsmanship and sophisticated development of the instrument.
Acclaim and recognition.
Robertson crafted instruments were popular especially with the gentleman set and crafted the Edinburgh Great Highland prize pipe of 1802 as well as prize pipes for the Highland Society of London between the 1780s and 1820s. The Highland Society of London regularly set up piping competitions and commissioned pipes as prizes from Robertson that were used in annual pageants of Highland culture at the Theatre Royal in Edinburgh. Recognized for his skill and development of the pastoral and union pipes, Roberson was presented a set of union pipes from the Duchess of Northumberland belonging to the famous and somewhat infamous Newcastle upon Tyne piper Jamie Allen.


Tracta joint


Beltona Resonator Instruments

Beltona Resonator Instruments is a UK musical instruments manufacturing company based in Leeds, West Yorkshire. Since its foundation, Beltona has been producing resonator instruments, more specifically guitars, mandolins and ukuleles.
History.
The company started as a partnership between luthier Steve Evans and engineer Bill Johnson, who shared an interest in resonator instruments. In the mid-1990s and with the purpose of cutting down production costs, the company started to use materials such as carbon and glass fibre in the production of instruments.
These materials had several advantages over metal including weight, strength and speed of production. Beltona's success led the company to concentrate only on instruments made of resin since 2002. By those times, Evans became the sole owner of the business. After some years in New Zealand, the company returned to England in 2013.


Kandan station

Kandan station () is a station under construction on Line 16 of the Beijing Subway. The station will open in 2021.
Station Layout.
The station has an underground island platform.


Magoun Square station

Magoun Square station is an under-construction light rail station on the MBTA Green Line E Branch in Somerville, Massachusetts. The station will have one island platform, which will serve the E Branch's two tracks.
History.
Railroad station.
Somerville Junction was the name of a railroad junction and station in Somerville, Massachusetts, United States. The station, which closed in 1927, was located at the site of the present-day park near the intersection of Centre and Woodbine Streets. Nearby, a westward connector split off from the main line of the Boston and Lowell Railroad. It was built by the B&L to connect to the Lexington and Arlington Railroad after its 1870 acquisition. A branch was later added, extending the connector to form the Fitchburg Cutoff. A publication highlighting Somerville railroad history in connection with the MBTA Green Line extension project includes a photo of the depot (also seen here, to the right) and a discussion of Somerville Junction's history. Per 1895 maps, the station was situated about 70 yards (65 meters) from the Central Street bridge, and the junction of the tracks was about 240 yards (225 meters) farther northwest.
Laurin A. Woodward was station agent from 1871 to the 1920s; in 1921, his 50 years of such work were believed to be the longest in New England. The station building was abandoned by the early 1930s. The B&M received permission to close the stop in 1939, though some service may have maintained into the 1940s. It was closed completely prior to the 1958 cuts that closed North Somerville, Tufts College, and Medford Hillside stations.
Green Line station.
Originally announced as Lowell Street station, 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 Magoun Square, named after the nearby Magoun Square neighborhood. The station will be located on Lowell Street south of the actual square. The concrete platform was poured in August 2020.
Public art at the station will include "Unfolding Light" by Aaron Stephen – sculptural lighting over the footbridge to the station – as well as graffiti-style murals on panels on station signs. , 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.


Leaf spring

A leaf spring is a simple form of spring commonly used for the suspension in wheeled vehicles. Originally called a "laminated" or "carriage spring", and sometimes referred to as a semi-elliptical spring, elliptical spring, or cart spring, it is one of the oldest forms of springing, appearing on carriages in France in the mid-17th century in the form of the two-part elbow spring (as the illustrated example from Lisbon), and from there migrating to England and Germany.
A leaf spring takes the form of a slender arc-shaped length of spring steel of rectangular cross-section. In the most common configuration, the center of the arc provides location for the axle, while loops formed at either end provide for attaching to the vehicle chassis. For very heavy vehicles, a leaf spring can be made from several leaves stacked on top of each other in several layers, often with progressively shorter leaves. Leaf springs can serve locating and to some extent damping as well as springing functions. While the interleaf friction provides a damping action, it is not well controlled and results in stiction in the motion of the suspension. For this reason, some manufacturers have used mono-leaf springs.
A leaf spring can either be attached directly to the frame at both ends or attached directly at one end, usually the front, with the other end attached through a shackle, a short swinging arm. The shackle takes up the tendency of the leaf spring to elongate when compressed and thus makes for softer springiness. Some springs terminated in a concave end, called a "spoon end" (seldom used now), to carry a swiveling member. In many late 1990s and early 2000s trucks, the leaf spring is connected to a Hinkle Beam ball joint.
The leaf spring has seen a modern development in cars. The 2016 Volvo XC90 has a transverse leaf spring in high tech composite materials, a solution that is similar to the latest Chevrolet Corvette. This means a straight leaf spring, that is tightly secured to the chassis, and the ends of the spring bolted to the wheel suspension, to allow the spring to work independently on each wheel. This means the suspension is smaller, flatter and lighter than a traditional setup.
History.
There are a variety of leaf springs, usually employing the word "elliptical". "Elliptical" or "full elliptical" leaf springs, patented in 1804 by the British inventor Obadiah Elliott, referred to two circular arcs linked at their tips. This was joined to the frame at the top center of the upper arc, the bottom center was joined to the "live" suspension components, such as a solid front axle. Additional suspension components, such as trailing arms, would usually be needed for this design, but not for "semi-elliptical" leaf springs as used in the Hotchkiss drive. That employed the lower arc, hence its name. "Quarter-elliptic" springs often had the thickest part of the stack of leaves stuck into the rear end of the side pieces of a short ladder frame, with the free end attached to the differential, as in the Austin Seven of the 1920s. As an example of non-elliptic leaf springs, the Ford Model T had multiple leaf springs over its differential that were curved in the shape of a yoke. As a substitute for dampers (shock absorbers), some manufacturers laid non-metallic sheets in between the metal leaves, such as wood.
Elliot's invention revolutionized carriage design and construction, removing the need for a heavy perch and making transportation over rough roadways faster, easier, and less expensive.
Leaf springs were very common on automobiles, right up to the 1970s in Europe and Japan and late 1970s in America when the move to front-wheel drive, and more sophisticated suspension designs saw automobile manufacturers use coil springs instead. Today leaf springs are still used in heavy commercial vehicles such as vans and trucks, SUVs, and railway carriages. For heavy vehicles, they have the advantage of spreading the load more widely over the vehicle's chassis, whereas coil springs transfer it to a single point. Unlike coil springs, leaf springs also locate the rear axle, eliminating the need for trailing arms and a Panhard rod, thereby saving cost and weight in a simple live axle rear suspension. A further advantage of a leaf spring over a helical spring is that the end of the leaf spring may be guided along a definite path.
A more modern implementation is the parabolic leaf spring. This design is characterized by fewer leaves whose thickness varies from centre to ends following a parabolic curve. In this design, inter-leaf friction is unwanted, and therefore there is only contact between the springs at the ends and at the centre where the axle is connected. Spacers prevent contact at other points. Aside from a weight saving, the main advantage of parabolic springs is their greater flexibility, which translates into vehicle ride quality that approaches that of coil springs. There is a trade-off in the form of reduced load carrying capability, however. The characteristic of parabolic springs is better riding comfort and not as "stiff" as conventional "multi-leaf springs". It is widely used on buses for better comfort. A further development by the British GKN company and by Chevrolet with the Corvette among others, is the move to composite plastic leaf springs. Nevertheless, due to missing inter-leaf friction and internal dampening effects, this type of spring requires more powerful dampers or shock absorbers.
Typically when used in automobile suspension the leaf both supports an axle and locates/ partially locates the axle. This can lead to handling issues (such as 'axle tramp'), as the flexible nature of the spring makes precise control of the unsprung mass of the axle difficult. Some suspension designs use a Watts link (or a Panhard rod) and radius arms to locate the axle and do not have this drawback. Such designs can use softer springs, resulting in better ride. The various Austin-Healey 3000's and Fiat 128's rear suspension are examples.
Characteristics.
The leaf spring acts as a linkage for holding the axle in position and thus separate linkages are not necessary.
It makes the construction of the suspension simple and strong.
Because the positioning of the axle is carried out by the leaf springs, it is disadvantageous to use soft springs
i.e. springs with low spring constant.
Therefore, this type of suspension does not provide good riding comfort.
The inter-leaf friction between the leaf springs affects the riding comfort.
Acceleration and braking torque cause wind-up and vibration. Also wind-up causes rear-end squat and nose-diving.
The inter-leaf friction damps the spring's motion and reduces rebound, which until shock absorbers were widely adopted was a great advantage over helical springs.
Manufacturing process.
Multi-leaf springs are made as follows
Other uses.
By blacksmiths.
Because leaf springs are made of relatively high quality steel, they are a favorite material for blacksmiths. In countries such as India, Nepal, Bangladesh, Philippines, Myanmar and Pakistan, where traditional blacksmiths still produce a large amount of the country's tools, leaf springs from scrapped cars are frequently used to make knives, kukris, and other tools. They are also commonly used by amateur and hobbyist blacksmiths.
In trampolines.
Leaf springs have also replaced traditional coil springs in some trampolines (known as soft-edge trampolines), which improves safety for users and reduces risk of concussion. The leaf springs are spaced around the frame as 'legs' that branch from the base frame to suspend the jumping mat, providing flexibility and resilience.
Clutches.
The "diaphragm" common in automotive clutches is a type of leaf spring.


Wynford stop

Wynford is a surface light rail transit (LRT) stop under construction on Line 5 Eglinton, a new line that is part of the Toronto subway system in Ontario, Canada. It will be located in the Flemingdon Park neighbourhood at the intersection of Eglinton Avenue and Wynford Drive just east of the Don Valley Parkway. It is scheduled to open in 2022.
The stop is located in the middle of Eglinton Avenue East, just west of the bridge over Wynford Drive. The stop has parallel side platforms accessible by a signalized pedestrian crosswalk across Eglinton Avenue at the east end of the platforms. In addition to the existing stairs from Wynford Drive, there will be wheelchair-accessible pedestrian walkways along the curved ramps connecting eastbound Eglinton Avenue to Wynford Drive, and from Wynford Drive to Eglinton Avenue westbound.
Surface connections.
The following routes would serve this station according to the report presented at the board meeting on February 25, 2016:


Molly Yestadt

Molly Yestadt is a milliner in the United States.
Life.
Yestadt grew up in New Rochelle, New York, her mother an artist and her father an architect. She studied fine arts at University of Hartford, and eventually transferred to the Fashion Institute of Technology in New York City, and started focusing in millinery in 2004. She worked as an apprentice at millinery design studio Cha Cha’s House of Ill Repute from 2004 to 2007, and as a designer for Steve Madden from 2007 to 2009.
In Spring 2009, fashion retailer Intermix started carrying some of Yestadt Millinery's designs. Later that same year, a model wore a hat of Yestadt's at a photo shoot with Alister Mackie, then stylist for Marc by Marc Jacobs, and the design caught the stylist's eye. This resulted in a collaboration with Marc by Marc Jacobs that significantly raised Yestadt's profile.
Work.
Yestadt Millinery has come to be known as the "go-to for cool, artisanal hat-making." Yestadt herself is known for hand-designing with classic techniques and traditional hatmaking styles - bowlers, cloches, panamas, berets, turbans, pork pie hats - with elegant, modern flourishes, and a ready-to-wear aesthetic.
Yestadt has collaborated with designers such as Marc Jacobs, Vena Cava, Thom Browne, and Phillip Lim. Her works with Yestadt Millinery also have a number of celebrity fans, among them Rihanna and Courtney Love. A number of retailers carry or have carried Yestadt's designs, including Intermix, Anthropologie, Henri Bendel, Barney's CO-OP, and The Hat Store.
While a number of high fashion figures started out as milliners, such as Halston and Coco Chanel, the art of hatmaking has had a comparatively lower profile in the latter half of the 20th century and beginning of the 21st, possibly as a result of the woman's wardrobe becoming more casual and informal. Yestadt is one of a small but growing number of designers championing millinery as an art.


Mary Chandler

Mary Chandler (1687–1745) was an English poet. George Crabb writes that she left several poems, "the most esteemed of which was her "Bath"."
Life.
Born at Malmesbury, Wiltshire, she was the eldest daughter of Henry Chandler, a dissenting minister, later at Bath, Somerset. Her mother was a Miss Bridgman of Marlborough, and Samuel Chandler was one of her brothers. In her youth her spine became crooked, and her health suffered, but she set up a milliners shop in Bath about 1705, when not yet out of her teens, and wrote rhyming riddles and poems to friends. Despite her deformity and class station, she was on familiar terms with a variety of Bath society, among them Mrs. Boteler, Mrs. Moor, Lady Russell, and the Duchess of Somerset. Jonathan Swift's friend Mary Barber was her neighbour, and she was also a friend of Elizabeth Rowe and Frances Seymour, Countess of Hertford. Alexander Pope knew of and praised her poetry. She died on 11 September 1745.
Works.
The first edition of her most famous work, "A Description of Bath" (1733), was described as 'a letter to a friend' and dedicated to her physician, Dr Oliver. The second edition appeared the following year, newly inscribed to the Princess Amelia, with the original panegyric verses on Dr Oliver excised and replaced. The loss was made good in the third edition, issued in 1736, which included a poem 'To Doctor Oliver, who corrected my Bath poem'. A fourth edition followed in 1738, and a fifth in 1741. A wealthy gentleman, of sixty, struck with one of her poems, travelled eighty miles to see her, and, after buying a pair of gloves from her, offered to make her his wife. Miss Chandler turned the incident into verse, and a sixth edition of her book being called for in 1744, it appeared with a sub-title, ‘To which is added a True Tale, by the same Author.’ After her retirement from business, she began a poem ‘On the Attributes of God,’ but left it unfinished at her death.
A seventh edition of her poems was issued in 1755, and an eighth in 1767. She dedicated her book to her brother John, and her 'Life', in Theophilus Cibber's "Lives of the Poets", was written by her brother Samuel.


USS California (ACR-6)

The second USS "California" (ACR-6), also referred to as "Armored Cruiser No. 6", and later renamed San Diego, was a United States Navy armored cruiser.
She was launched on 28 April 1904 by Union Iron Works, San Francisco, California, sponsored by Miss Florence Pardee, daughter of California governor George C. Pardee, and commissioned on 1 August 1907, Captain V. L. Cottman in command.
Service history.
Pre-World War I.
Joining the 2nd Division, Pacific Fleet, "California" took part in the Naval Review at San Francisco in May 1908 for the Secretary of the Navy Victor H. Metcalf. Aside from a cruise to Hawaii and Samoa in the fall of 1909, the cruiser operated along the west coast, sharpening her readiness through training exercises and drills, until December 1911, when she sailed for Honolulu, and in March 1912 continued westward for duty on the Asiatic Station. After this service representing American power and prestige in the Far East, she returned home in August 1912, and was ordered to Corinto, Nicaragua, then embroiled in internal political disturbance. Here she protected American lives and property, then resumed her operations along the west coast; she cruised off California, and kept a watchful eye on Mexico, at that time also suffering political disturbance. During that time in Mexico, she was involved in an international incident in which two of her crew were shot and killed.
"California" was renamed "San Diego" on 1 September 1914, in order to free up her original name for use with the . She served as flagship for Commander-in-Chief, Pacific Fleet, intermittently until a boiler explosion put her in Mare Island Navy Yard in reduced commission through the summer of 1915. The boiler explosion occurred in January 1915 and the actions of Ensign Robert Cary and Fireman Second Class Telesforo Trinidad during the event earned them both the Medal of Honor. "San Diego" after spending time at Guaymas, went on to repair at Mare Island. Afterwards, she served as a popular attraction during the Panama–California Exposition. "San Diego" returned to duty as flagship through 12 February 1917, when she went into reserve status until the opening of World War I.
World War I.
Placed in full commission on 7 April, the cruiser operated as flagship for Commander, Patrol Force, Pacific Fleet, until 18 July, when she was ordered to the Atlantic Fleet. Reaching Hampton Roads, Virginia, 4 August, she joined Cruiser Division 2, and later bore the flag of Commander, Cruiser Force, Atlantic, which she flew until 19 September.
"San Diego"s essential mission was the escort of convoys through the first dangerous leg of their passages to Europe. Based in Tompkinsville, New York, and Halifax, Nova Scotia, she operated in the weather-torn, submarine-infested North Atlantic safely convoying all of her charges to the ocean escort.
Loss.
Early on 18 July 1918, "San Diego" left the Portsmouth Naval Shipyard bound for New York where she was to meet and escort a convoy bound for France. Her captain — Harley H. Christy — ordered a zigzag course at a speed of . Visibility was reported as being from . In his report to a Board of Inquiry on the cruiser's loss, Christy stated that all lookouts, gun watches, and fire control parties were at their appointed stations and on full alert, and that all necessary orders to safeguard the watertight integrity of the ship in dangerous waters had been given and were being carried out.
At 11:05 the next day, 19 July, "San Diego" was steaming northeast of the Fire Island Lightship when an explosion occurred on the cruiser's port side adjacent to the port engine room and well below the waterline. The bulkhead at the site of the explosion was warped so that the watertight door between the engineroom and No. 8 fireroom could not be shut, and both compartments immediately flooded. Captain Christy assumed that the ship had been torpedoed and immediately sounded submarine defense quarters and ordered all guns to open fire on anything resembling a periscope. He called for full speed ahead on both engines and hard right rudder, but was told that both engines were out of commission and that the machinery compartments were rapidly flooding. The ship had taken on a 9° list and water began pouring in through one of the gun ports, flooding the gun deck. As water poured into the gun deck it also entered coal chutes and air ducts, further increasing list.
Informed that the ship's radio was not working, Christy dispatched the gunnery officer to the mainland with a boat crew to summon rescue vessels.
About 10 minutes after the explosion, the cruiser began to sink. Orders were given to lower the liferafts and boats. Captain Christy held off giving the order to abandon ship until he was certain that "San Diego" was going to capsize, when the crew abandoned the vessel in a disciplined and orderly manner. Christy was rescued by a crewman named Ferdinando Pocaroba. She had sunk in 28 minutes with the loss of six lives, the only major warship lost by the United States after its involvement in World War I. Two men were killed instantly when the explosion occurred, a crewman who had been oiling the port propeller shaft was never seen again, a man was killed by one of the smokestacks breaking loose as the ship capsized, one was killed when a liferaft fell on his head, and the sixth was trapped inside the crow's nest and drowned.
Meanwhile, the gunnery officer had reached shore at Point O' Woods, New York after a two-hour trip, and vessels were at once sent to the scene.
The Navy Department was informed that a German minelaying submarine was operating off the east coast of the US and the US Naval Air Service was put on alert. Aircraft of the First Yale Unit, based at Bay Shore, Long Island, attacked what they thought was a submerged submarine lying on the seabed in around and dropped several bombs; it turned out to be "San Diego".
Cause.
Captain Christy was of the opinion, following the sinking, that "San Diego" had been sunk by a torpedo. However, there was no evidence of a U-boat in the area at the time, and no wake of a torpedo was seen by the lookouts. While it was reported that five or six mines had been found in the area, the idea that she had struck a mine was also considered unlikely as it was thought that a mine would have been more likely to detonate at the bow or the forward part of the ship. It was subsequently reported that experienced merchant officers believed that a mine was the probable cause, due to the violence of the explosion and the rapidity with which the ship sank. In August 1918, the Naval Court of Inquiry appointed to investigate the loss of the cruiser concluded that "San Diego" had been sunk by a mine, mentioning that six contact mines had been located by naval forces in the vicinity of the spot where she had sunk.
In 1999, a theory was advanced that a German spy Kurt Jahnke had planted explosives aboard causing the sinking. The claim was contested by the Naval Historical Center.
In July 2018, USNI News reiterated that the cause of the sinking of "San Diego" was still unknown. However, the German submarine, had earlier laid a number of mines along the south shore of Long Island, and the sinking of "San Diego" was attributed to her. Naval records recovered in Germany after the war had shown that "U-156" had been operating off the coast of New York, laying mines.
In December 2018, at the annual meeting of the American Geophysical Union, Alexis Catsambis, an underwater archaeologist with the Navy, stated "We believe that "U-156" sunk "San Diego"". Flooding patterns studied "weren't consistent with an explosion set inside the vessel", while the hole "didn't look like a torpedo strike." "Torpedoes of the time carried more explosives than mines – and would have shown more immediate damage," stated University of Delaware marine scientist Arthur Trembanis, who took part in the latest wreck study. Mines were anchored at optimal depths to tear open warships, according to Ken Nahshon, another researcher. The mine in question hit an "unguarded lower part of the ship, where the hull was only about a half-inch thick", he argued.
Wreck.
The wreck presently lies in of water, with the highest parts just below the surface, and as a result is one of the most popular shipwrecks in the US for scuba diving. Unfortunately the wreck lies inverted (upside-down) and has decayed over the last century. More scuba divers have died over the years on the wreck than the number of crew killed in its sinking, but this has not diminished its popularity. Nicknamed the "Lobster Hotel" for the abundance of lobsters living there, it is also a home to many kinds of fish. The wreck lies at , approximately due south of the intersection of Route 112 and Montauk Highway in Patchogue, New York.
The wreck is listed in the National Register of Historic Places.
Legacy.
In 2015, a print first engraved in 1915, was issued by the Bureau of Engraving and Printing.
References.
Citations
Bibliography


Pitt Street railway station

Pitt Street railway station is a future underground rapid transit station located in the central business district of Sydney, Australia. The station forms part of Transport for New South Wales's Sydney Metro City & Southwest scheme. It is scheduled to open in 2024.


Bengal Engineer Group

The Bengal Engineer Group (BEG) (informally the Bengal Sappers or Bengal Engineers) is a military engineering regiment in the Corps of Engineers of the Indian Army. The unit was originally part of the Bengal Army of the East India Company's Bengal Presidency, and subsequently part of the British Indian Army during the British Raj. The Bengal Sappers are stationed at Roorkee Cantonment in Roorkee, Uttarakhand.
The Bengal Sappers are one of the few remaining regiments of the erstwhile Bengal Presidency Army and survived the Rebellion of 1857 due to their "sterling work" in the recapture by the East India Company of Delhi and other operations in 1857–58. The troops of the Bengal Sappers have been a familiar sight for over 200 years in the battlefields of British India with their never-say-die attitude of "Chak De" and brandishing their favourite tool the "hamber".
Over the years the Bengal Sappers have won many battle and theatre honours, 11 Victoria Cross, 116 Indian Order of Merit, 17 Shaurya Chakra, 93 Sena Medals and 11 Arjun Awards, the highest number of won by any single organization in the country. Lt Gen Joginder Singh Dhillon was commissioned into Bengal Engineer Group in 1936 and commanded the First Republic Day Parade in New Delhi, becoming the first army officer to be awarded the Padma Bhushan in November 1965. Among the three Sapper units of the Indian Army, the Bengal Sappers was the first engineer group to receive the 'President Colours' in recognition of its service to the nation, on 12 January 1989, by Ramaswamy Venkataraman, the eight President of India, who presented the Regimental Colours to Bengal Engineer Group at Roorkee.
Besides service on the battlefield, the Bengal Engineers also rendered valuable peacetime contributions. The military engineer Lt. James Agg designed St John's Church, Calcutta. It was based on James Gibbs's St Martin-in-the-Fields in London and was consecrated in 1787. St John's was the Anglican cathedral of the city – capital of the Bengal Presidency – until St Paul's Cathedral, begun 1839, was completed in 1847. St Paul's was also designed by a Bengal Engineer, William Nairn Forbes, who was also architect of the "Old Silver Mint" building at the India Government Mint, Kolkata, basing its portico on the Parthenon on the Acropolis of Athens.
History.
The Indian Army Corps of Engineers is one of the oldest arms of the Indian Army, dating back to 1780, when the two regular pioneer companies of the Madras Sappers were raised, as a part of the East India Company's army. Prior to its formation, by 1740s officers and engineers from the Kingdom of Great Britain served in the Bengal Engineers, Bombay Engineers and Madras Engineers, formed with the respective Presidency armies, while British soldiers served in each of the Presidencies' engineering companies, namely the Madras Sappers and Miners, Bombay Sappers and Miners, and the Bengal Sappers and Miners.
The Bengal Sappers and Miners was originally the Corps of Bengal Pioneers, which was raised from two pioneer companies in 1803, part of Bengal Army of the Presidency of Bengal; one raised by Capt T. Wood at Kanpur as Bengal Pioneers in November 1803, also known as "Roorkee Safar Maina". In 1819, at the conclusion of Third Maratha War, a part of Bengal Pioneers merged with the Company of Miners (raised in 1808) to become the Bengal Sappers and Miners, and raised at Allahabad, with Captain Thomas Anburey as the Commandant. The remaining part of the Corps of Bengal Pioneers was absorbed in 1833. In 1843 'Broadfoot's Sappers', which had been raised in 1840, merged into the Bengal Sappers and Miners.
In 1847 the Bengal Sappers and Miners was renamed Bengal Sappers and Pioneers, and in 1851 it became the Corps of Bengal Sappers and Miners. On 7November 1853, the regiment moved to Roorkee, where it has maintained its regimental centre ever since. Lord Kitchener of Khartoum's 1903 Kitchener Reforms saw it re-designated as the 1st Sappers and Miners, which was again altered in 1906 to the 1st Prince of Wales's Own Sappers and Miners.
On the accession of George V to the throne in 1910 it was renamed 1st King George V's Own Bengal Sappers and Miners, with the '1st' being dropped in 1923, to make it King George V's Own Bengal Sappers and Miners. In 1937 it was renamed King George V's Bengal Sappers and Miners, and in 1941 they became the 'King George V's Bengal Sappers and Miners Group of the Indian Engineers'. In 1946 it became the 'King George V's Group' of the Royal Indian Engineers. On Indian independence and partition in 1947, about half of the serving personnel were allocated to the Pakistan Royal Engineers. In 1950 they became the Bengal Centre, Corps of Engineers, after which they became the Bengal Engineer Group and Centre.
References.
Short Histories:
First World War:
Second World War:


John H. Dudley

John Henderson Dudley (25 September 19072 October 1994) was a brigadier general in the United States Army (USA). A graduate of the United States Military Academy at West Point class of 1930, he participated in the Manhattan Project and the campaigns in the Southwest Pacific Area during World War II.
Early life and career.
John Henderson (Jack) Dudley was born in Oakland, California, on 25 September 1907, the son of Captain Clark DeWitt Dudley, an Army officer who had earned battlefield commission in the Philippine–American War, and his wife Margaret Henderson, the daughter of an engineer who oversaw corporate mining operations in the California Mother Lode. Dudley had an older sister, Jane. He entered the United States Military Academy at West Point, New York, on 1 July 1926. He played football (although he did not earn a varsity letter in that sport), and competed in track athletics and modern pentathlon. He graduated 28th in the class of 1930, and was commissioned as a second lieutenant in the United States Cavalry.
Dudley's first assignment was with the 11th Cavalry Regiment, at the Presidio of San Francisco, on 12 September 1930 to 28 May 1934. He married Lillian Steinschneider in New York City on 12 September 1931. He then went to Fort Riley, Kansas, with 2nd Cavalry Regiment from 15 June to 27 August 1934. He was a student at the Cavalry School there until 14 June 1935, and then became Assistant Post Quartermaster for harvesting hay, with the rank of first lieutenant from 1 August 1935. He attended the Signal Corps School at Fort Monmouth, New Jersey, from 19 August 1935 to 11 June 1936. He was then posted to Fort Brown, Texas, with the 12th Cavalry Regiment.
On 14 August 1936, Dudley transferred to the United States Army Corps of Engineers, and he was the 9th Engineer Regiment at Fort Riley. On 25 September 1938, he entered the Massachusetts Institute of Technology (MIT), from which he graduated with a Master of Science degree in civil engineering on 2 September 1939. He then attended the Army Engineer School at Fort Belvoir, Virginia, from 14 September 1939 to 2 February 1940. He was promoted to captain on 12 June 1940.
World War II.
Construction in the United States.
Dudley was the Area Engineer for the Hornell, New York, from 3 July 1940 to 1 April 1941. He was then the executive officer of the Binghamton, New York, Engineer District, until 1 February 1942, and the Syracuse, New York, Area Engineer from 4 January 1942 to 3 August 1942. In this last assignment he was also, from 1 February to 25 October 1942, executive officer of the Syracuse District. He was promoted to major in the Army of the United States on 21 March 1942. At this time, the Syracuse District, which was commanded by Colonel James C. Marshall, was responsible for a $250 million civil and military construction program.
Marshall was given a new assignment in June 1942 as district engineer of the Manhattan District, which was responsible for the development of nuclear weapons. Dudley was transferred to the Manhattan District on 25 October 1942, and promoted to lieutenant colonel on 5 November. He was given a special assignment: to find a remote location for the Manhattan Project's Project Y in the vicinity of Albuquerque, New Mexico. In October 1942, he surveyed the area, and he recommended a site near Jemez Springs, New Mexico.
Dudley toured the site with Robert Oppenheimer, Brigadier General Leslie R. Groves, Edwin McMillan and others on 16 November. Oppenheimer feared that the high cliffs surrounding the site would make his people feel claustrophobic, while the engineers were worried about the possibility of flooding. The party then moved on to the vicinity of the Los Alamos Ranch School. Dudley and Groves were concerned about the poor access road, and whether the water supply would be adequate, but otherwise felt that the site was ideal. Originally intended to accommodate 265 people, it would grow into the town of Los Alamos, New Mexico. After the war, Dudley and his wife Lillian discovered that they had both worked on the Manhattan Project, but had not informed each other due to the project's strict security.
Southwest Pacific Area.
On 11 May 1943, Dudley left the Manhattan District and went to Davis-Monthan Army Air Field in Arizona, where he was with the 929th Engineer Aviation Regiment from 16 to 27 May 1943. He then went to Geiger Field in Washington state, where he assumed command of the 931st Engineer Aviation Regiment on 10 June 1943. He was promoted to colonel on 3 January 1944. The 931st Engineer Aviation Regiment departed the San Francisco Port of Embarkation on 29 January 1944, and arrived at Finschhafen in New Guinea on 27 February. The 931st Engineer Aviation Regiment's first assignment was the design and construction of Mokerang Airfield in the Admiralty Islands. The work involved clearing a plantation with 18,000 coconut trees.
Dudley acted as the base engineer at Finschhafen from 6 May to 3 July 1944, then resumed command of the 931st Engineer Aviation Regiment at Hollandia on 1 August. He became the base engineer there, and oversaw the development of Sentani and Hollandia Airfields. The 931st Engineer Aviation Regiment participated in the Battle of Morotai, where Dudley commanded several engineer aviation battalions and No. 61 Wing RAAF. In addition to airfields, he was also called on to construct roads, bridges, hospitals, staging camps, port facilities and headquarters installations. The 931st Engineer Aviation Regiment became the 931st Engineer Combat Group (Aviation) on 24 November 1944. It moved to Leyte in December, and then Luzon in January. For his services, Dudley was awarded the Legion of Merit.
Post-war.
After the war ended, Dudley was the Base Engineer in Nagoya from 9 December 1945 to 9 March 1946, and then commanded the 1190th Base Depot in Yokohama. He was awarded two Commendation Ribbons. He returned to the United States in August 1946, and was stationed at Fort Monroe until 26 August 1947, when he became a student at the Armed Forces Staff College in Norfolk, Virginia. He was then assigned to the map and photograph branch of the Department of the Army in Washington, D.C. He attended the Army War College at Fort Leavenworth, Kansas, in 1950 and 1951, and then returned to Washington, D.C., as the chief of the Planning Branch of the Army Research and Development Division. He was chief engineer of VII Corps in Germany from 1954 to 1956, and was promoted to brigadier general in 1955. He commanded the 18th Engineer Brigade at Fort Leonard Wood, Missouri, from 1956 to 1958. His final assignment was as Assistant Commandant of the Engineer School at Fort Belvoir. He retired in 1960 after thirty years of service, with an oak leaf cluster to his Legion of Merit.
Dudley joined the faculty of California State University in Long Beach, California, where he founded the Soil Mechanics Laboratory. The College of Engineering library there is now named the John H. Dudley Memorial Library in his honor. He retired from California State University in 1970. His wife Lillian died of cancer in 1977. Dudley was a long-time close friend of Lieutenant General James B. Lampert, a fellow graduate of West Point since the two had attended MIT together. Lampert died from cancer in 1978, and Dudley and Lampert's widow Margery (Gerri) married in 1980. Dudley died in Fairfax, Virginia, on 2 October 1994, and was buried in the West Point Cemetery.


Piston rod

In a piston engine, a piston rod joins a piston to the crosshead and thus to the connecting rod that drives the crankshaft or (for steam locomotives) the driving wheels.
Internal combustion engines, and in particular all current automobile engines, do not generally have piston rods. Instead they use trunk pistons, where the piston and crosshead are combined and so do not need a rod between them. The term "piston rod" has been used as a synonym for 'connecting rod' in the context of these engines.
Engines with crossheads have piston rods. These include most steam locomotives and some large marine diesel engines.
Steam engines.
The first single-acting beam engines, such as Newcomen's, had a single power stroke acting downwards. Rather than a piston rod, they used an iron chain. This could transmit a tensile force, but not a compression force pushing upwards. The piston was sealed in the cylinder around its rim but the top of the cylinder was open. A rudimentary piston rod was used, simply to reduce the cost of a long forged chain.
Watt's development of the steam engine introduced an enclosed upper cylinder. This now required a stuffing box to seal around the piston rod, and for the piston rod to be machined smooth and accurately cylindrical. The engines were still single-acting at this time and the rod was still only acting in tension.
Later developments, also by Watt, produced a double-acting cylinder. The piston rod now had to transmit a force alternately pushing and pulling. The steam engine's general use of an enclosed cylinder, nearly always double-acting, made it dependent on the stuffing box and so the piston rod.
Attachment.
Piston rods are usually attached to the crosshead and the piston by a transverse slot and a tapered key or gib. Driving this key sideways tightens the attachment. Using a transverse key allows relatively easy dismantling for maintenance. Some smaller pistons are retained by a threaded piston rod and a large nut, although the crosshead nearly always uses a key.
As the precise length of the piston rod is important for timing the engine's valvegear, the attachment tightens the piston down onto a fixed step or location in the piston rod and the length (and valve timing) is not adjustable. This length requires the precision of the manufactured rod but, unlike the rod driving the valves, does not need to be adjusted even more precisely by a fitter during the engine's erection.
Tail rods.
Early steam engineers were convinced that horizontal cylinders would suffer excessive wear, owing to the weight of the piston riding on the bore of the cylinder. Vertical cylinders remained a favourite for some years. When horizontal cylinders were adopted, one measure used to carry the piston weight was to have an extended or second piston rod on the other side of the piston. This emerged through a second stuffing box and in rare cases ("illus.") was supported by a second crosshead.
Enclosing the entire tail rod in a sealed casing avoided the need for a stuffing box and any leakage of steam. However this also gave a risk that condensed water could accumulate in the casing, leading to hydraulic lock and mechanical damage.
Trunk engines.
Trunk engines were compact steam engines, developed for the propulsion of ships. They reduced their overall length by placing the crosshead alongside the piston in the form of a hollow tubular trunk. There was thus no longer any need for a piston rod. The connecting rod and its gudgeon pin were mounted inside this trunk. Trunk engines had extremely large diameter pistons and so the old issue of supporting piston weight and avoiding cylinder wear was again a concern. Trunk engines used a second trunk as a tail rod to support their large pistons.
Single-acting steam engines.
Some late steam engines, mostly high-speed steam engines, were also single acting. These also used trunk pistons, but in a new form. These engines were vertical and used a simple piston design, with no separate trunk but using the sides of an elongated piston as the crosshead bearing surface.
This trunk piston design would become almost universal for internal combustion engines.
Steam locomotives.
Almost all steam locomotives have used a similar design of cylinder, with a crosshead slide mounted adjacent to the cylinder and a short piston rod between them.
In some cases, tail rods were also used. These were rare in the United Kingdom, but relatively common in Europe, at least for large locomotives.
Diesel engines.
Internal combustion (piston) engines operate at higher speeds than steam engines. They thus benefit from reduced reciprocating mass and from a shorter, stiffer linkage between the piston and the connecting rod. Double-acting engines are also very rare, although these did use piston rods. The high-speed steam engine's lightweight trunk piston was thus soon adopted and remains in service today. Its major changes have been in its sealing rings and the adoption of aluminium alloys to make the pistons lighter.
Some large slow-speed Diesel engines, particularly those for ships, use crossheads and piston rods. Medium- and high-speed diesel engines operate at faster speeds and so use lighter-weight trunk pistons.


Lodewijk de Vadder

Lodewijk de Vadder (1605, Grimbergen – 1655, Brussels) was a Flemish Baroque landscape painter, draughtsman, engraver and tapestry designer. His landscapes represent a move away from the Mannerist tradition of landscapes painting in Flemish art towards a more naturalistic approach exemplified by looser brushwork and an emphasis on atmospheric effects. He was the first Flemish landscape painter who painted dune landscapes as the primary feature of his landscapes. While his loose brush handling shows the influence of Rubens and Adriaen Brouwer, his restrained palette shows his awareness of developments in the Dutch Republic.
Life.
He was born in Grimbergen and was baptized on 8 April 1605. He was the son of Gielis de Vadder and Margriet Cocx. He came from a family of painters: his father and brothers Philippe (born 1590) and Huybrecht (born 1592) were painters. While there are no records on his apprenticeship, it is assumed that his brother Philippe who became a master of the Brussels Guild of St. Luke in 1613 was his teacher.
He became a master of the Brussels Guild of St. Luke in 1628. In 1644 he obtained from the Brussels city authorities a privilege to make tapestry cartoons. He made cartoons principally for the Brussels weaving workshops of Jan Cordijs and Boudewijn van Beveren.
His pupils were Ignatius van der Stock, Jan Claessens and possibly also Lucas Achtschellinck.
Work.
De Vadder painted the landscapes with woods and rural areas around Brussels with a preference for sunken paths. It was originally believed that he only produced small-scale works marked with the monogram LDV. It has been demonstrated that he was responsible for a number of large-scale works that were formerly attributed to his younger contemporary and follower Jacques d'Arthois. De Vadder, his pupil Ignatius van der Stock, his presumed pupil Lucas Achtschellinck and d'Arthois are usually referred to collectively as "The Sonian Forest Painters" as they often depicted the woods and sand banks in the Sonian Forest near Brussels.
Important influences on De Vadder were the late landscapes of Peter Paul Rubens as well as the landscapes of Adriaen Brouwer. De Vadder's style is freer in composition and, with its loose, broad brushwork, reminiscent of Rubens' style. His landscapes represent a departure from the Mannerist tradition of landscapes painting in Flemish art as represented by artists such as Denis van Alsloot in favor of a more naturalistic approach. Rather than the densely populated forests of van Alsloot, he depicted landscapes in which emptiness dominates. He emphasized atmospheric effects over detailed depiction of the features of the landscapes. He was the first Flemish landscape painter who painted dune landscapes as the primary feature of his landscapes. His palette is more restrained than that of the Flemish landscapes tradition which shows his awareness of developments in the Dutch Republic, in particular the works of Pieter Dircksz Santvoort, Pieter de Molijn and Jan van Goyen.
As was not unusual at the time, de Vadder collaborated with other artists. So, he painted landscapes for a.o. Gaspard de Crayer, Antoon Sallaert or Michael Sweerts, and David Teniers painted the staffage of several of his paintings. He was likely responsible for the large trees that appear in some of the works in the never-finished cycle on the "Life of Henry IV" (1628–30) created by Rubens and Peter Snayers. An example is the (1630, Gothenburg Museum of Art) The "Life of Henry" series was commissioned from Rubens by Marie de' Medici in February 1622.
He also drew cartoons for various tapestry manufacturers in Brussels. Around 1650 he collaborated with Jacob Jordaens on tapestry designs for the tapestry workshop of Jan Cordijs. He was an accomplished draughtsman and some of his drawings were engraved by other artists such as Lucas Vorsterman the Elder and Wenceslaus Hollar. He was a gifted printmaker himself. A series of 8 landscape etchings by his hand referred to as the 'Small landscapes' was published by the Antwerp publisher Frans van den Wyngaerde.
External links.
https://www.lodewijkdevadder.net<br>