Orange Line (Lahore Metro)

Orange Line (Urdu, Punjabi: راہ نارنجی) is an automated rapid transit line in Lahore, Punjab, Pakistan and the first driverless metro in Pakistan. It is operated by the Punjab Mass Transit Authority and forms part of the Lahore Metro system.
The line is Pakistan's first metro train. The line spans with elevated and underground. The line is served by 26 stations and is expected to handle 250,000 passenger daily. It is a part of the wider CPEC China Pakistan Economic Corridor, the Orange line is being financed by both the Government of Pakistan, and Government of China.
History.
The project was initiated with a signed memorandum of understanding between the governments of Pakistan and China in May 2014. Financing for the project was secured in December 2015 when China's Exim Bank agreed to provide a soft loan of $1.55 billion for the project. Construction works on the project began in October 2015. Habib Construction Services was awarded the first phase in October 2015 for . In October 2016, Phase 2 of the project was awarded to ZKB Engineers and Constructors for civil works between Chauburji and Ali Town at a cost of 11.39 billion rupees. On 12 January 2017, 7 labourers perished at a makeshift residence for Orange Line construction workers. CRRC Zhuzhou Locomotive rolled out the first of 27 trains for the metro on 16 May 2017.
Testing and trial runs began in March 2018. In May 2018, Punjab Chief Minister of the time Shahbaz Sharif was present at the first test-run of Lahore's Orange Line Metro Train (OLMT).
On 25 October 2020, Orange Line Train was inaugurated by Chief Minister Punjab Sardar Usman Buzdar stating that this project will be beneficial in Pakistan Tehreek-i-insaaf Government and it will lead world top transport.
Design.
Stations.
The line has 26 stations. Anarkali and Central stations are underground, while the remaining 24 are elevated. The rail line runs through the centre of each station, with platforms flanking the track. Elevated stations have a width of 22.5 metres, while Anarkali Station is 16 metres wide, and Central Station 49.5 metres wide. Elevated stations are all 102 metres long, while Anarkali and Central Stations are 121.5 and 161.6 metres long, respectively.
Anarkali and Central Stations were initially planned to have two underground levels, Anarkali Station now both feature a ground-level concourse with one underground level, while Central Station has a single underground level, in order reduce the maximum gradient for trains from 35% to 30%. Rail tracks are 9.7m below street level at Central Station, and 8.7m below street level at Anarkali Station.
Underground stations feature automated doors between platforms and trains. Public areas of the station are air conditioned during warm months. Elevated stations feature natural ventilation throughout the platforms, with localized air conditioning in public areas of the ticket-hall level.
Rolling stock.
Orange Line trains are each composed of five wagons manufactured by China's CRRC Zhuzhou Locomotive, and automated and driverless. A standard Chinese "Type B" train-set consisting of 5 cars with 4 doors each used, that has a stainless steel body and illuminated by LED lighting. Each car has a nominal capacity of 200 seated and standing passengers at an average density of 5 persons per square metre with 20% of passengers seated and 80% standing. A total of 27 trains with 135 cars have been ordered for the system, at a cost of $1 billion. A total of 54 trains are expected to be in service by 2025. The trains powered by a 750-volt third rail.
Track.
The Orange Line's tracks meet China's national standards, and employing jointless track circuits. Mainline track is capable of supporting 60 kg/m, while track in the depot and storage yards is capable of supporting 50 kg/m. Track was laid upon a monolithic concrete track bed, with crossovers located between every 2 to 3 stations. Double turnover tracks are used at each terminus for turnaround. Track is standard gauge at 1435mm. Fasteners between tracks are elastic.
Depot.
A depot was constructed at the northeast portion of the line, directly east of the Lahore Ring Road, while a stabling yard was constructed at the line's southern terminus at Ali Town. The depot is also the site of the Orange Line's central control centre. The depot and stabling yard respectively required 0.56 and 0.49 kilometres of track.
Alignment.
The line spans . of the line is underground, while transition zones between underground and elevated portions covers . The remaining track is elevated. The maximum gradient for the track's main-line is 30%, while the minimum turning radius on the mainline is 250 metres.
The alignment roughly parallels several of Lahore's major thoroughfares, including the Grand Trunk Road, McLeod Road, Lake Road, Multan Road and Raiwind Road. The Orange Line connects several important nodes in Lahore, including the Shalimar Gardens, University of Engineering and Technology, Lahore's main train station, Chauburji Square, and Ali Town.
Route.
From Orange Line's northeastern terminus at Dera Gujjran, the track is elevated and runs in the median of the GT Road until Shalimar Station. From Dera Gujjran Station in northeast Lahore, the route travels 5.5 kilometres westward with stations at Islam Park, Salamatpura, Mahmood Booti, Pakistan Mint, and Shalimar Gardens. The track does not run in the GT Road's median near Shalimar Station - it instead turns and travels along the southern edge of the GT Road in order to bypass the garden in order to prevent damage to mature trees there. Traveling west from Shalimar Station, the track returns to the median of GT Road, with stops at Baghbanpura, University of Engineering and Technology, and Sultanpura. From Sultanpura, the line then travel towards Lahore's central Junction Railway Station. From there, it travels southwest along McLeod road towards Lakshmi Chowk Station. The total distance from Sultanpura to Lakshmi Chowk is 2.5 km.
Leaving Lakshmi Chowk, the line travels southwest along McLeod Road, and descends into the 1.15 km underground portion that leads to the first underground station in the system, the Central Station. Central Station is located at the intersection of The Mall and McLeod Road, in front of Lahore's General Post Office (GPO) and the Lahore High Court. From Central Station, the line continues from McLeod Road and travels under Allah Baksh Road before turning south where the second underground station, Anarkali, is located. Connections from the Orange Line to the Lahore Metrobus will be available via an underground walkway. From Anarkali Station, the route continues under Jain Mandir and Lytton Road.
It then emerges along Lake Road and again travels above ground towards Chauburji Station.
From Chauburji the line continues 4.5 km towards the southwest, along the median of Multan Road. Elevated stations are located at Gulshan-e-Ravi, Samanabad, Bund Road, Salahuddin Road, and Shahnoor. From Shahnoor, the line shifts from Multan Road's median and travels along the road's southern/eastern side with a stop at Sabzazar Station. The line continues along Multan Road's edge until Awan Road Station, after which it reverts to Multan Road's median. Leaving Awan Road Station, the line continues to travel southwest along Multan Road until it reaches Wahdat Station, which lies 2.85 km to the southwest of Sabzazar Station. The line 5.2 kilometres along Multan and Raiwind Roads, with stops at Hanjarwal Station, Canal View, Thokar Niaz Baig, before terminating at Ali Town.
Connections.
The Orange line connects to the Lahore Metrobus via an underground walkway from the Anarkali Station of the Orange Line, to MAO College Station of the Metrobus. The line connects to the Lahore Railway Station via a moving walkway to the Orange Line's Bohrwala Chowk Station.
Operations.
The Orange Line is operated by a joint venture of China Railway and Norinco for the first 5 years after the project's completion. Infrastructure for the line has an expected life span of approximately 100 years with routine maintenance. The official in charge is Sibtain Halim.
Projected ridership.
The system is designed to handle 30,000 passengers per hour. The Orange Line initially carried 250,000 passengers per day, with ridership of 500,000 passengers per day three years after commencement of service. The system is designed to operate with a minimum headway of two minutes. It is expected that the station will serve 24,520 passengers per hour in the Orange Line's first year of operations - a figure which is expected to rise to 49,550 by 2025.
The system's busiest station is projected to Anarkali Station with an estimated 45,550 daily trips in the first year of operations, rising to 110,000 trips in 2025. Lakshmi Chowk is expected to be the second busiest station in the first year of operations with 23,200 trips, and 41,500 in 2025. Lahore Junction Railway Station is expected to be the third busiest station within the line's first year of operation with 17,500 trips, rising to 44,000 in 2025.
Speed.
The maximum speed of the trains is 80 km/h (50 mph). Riders will be served by 26 stations, two of which will be underground stations. The total ride time from one end of the system to the other is estimated to be 45 minutes, compared to the current commute time of 1 hour.
Hours of operation.
The Orange Line is operation for 16 hours per day, between 06:00 and 22:00.
Electric supply.
The system required approximately 20 MWs of electricity to power the trains, as well as the system's stations. 80 MWs of electricity have been secured for the project's operations from the Lahore Electric Supply Company. The system has a back-up unit in case of power failure, while a third emergency system also available to if both power sources fail.
Two high-voltage electrical substations built for the line - one near UET Station, and the other at Shahnoor Station. The project also included 16 traction substations.
Operation Entities.
On February 25th, 2020, the contract of operation and maintenance of Lahore Metro Orange Line was signed between the Punjab provincial transport authority and a set of firms including Guangzhou Metro, NORINCO International and Daewoo Express.
Finance.
The 27-kilometre metro train is expected to cost 251.06 billion Rupees($1.6 billion), out of which 47.07 billion Rupees($300 million) coming from the Federal Government of Pakistan, the rest is financed through soft loans by the Government of China. Though the project is frequently mentioned as a part of the wider China Pakistan Economic Corridor (CPEC), the project is financed separately from CPEC, and is being undertaken by the Government of Punjab. These loans will be paid back by Punjab Government in installments over a 20-year period.
In November 2016, the Punjab Provincial Development Working Party approved an additional 391 million rupees towards construction of the Orange Line. In January 2017, the Government of Punjab was awarded 20 billion rupees' worth of tax exemptions to help control costs for the project. Also in January 2017, the Lahore Development Authority noted that it would require an additional 2 billion rupees in order to better integrate the Orange Line with the Lahore Metrobus where they interchange.
The cost of land acquisition for the Orange line is Rs. 13.80 billion and is additional to the above cost and is being borne by the Government of Punjab.
Fare of Orange Line is a flat fare 40 rs per trip, regardless travel distance.
Criticism.
The project has been subject to criticism regarding transparency, while environmental groups have been critical of the environmental sustainability of the project. The Asian Development Bank was reported to have offered to finance a comparable underground transit system at a lower cost of borrowing, but with longer construction times and higher overall cost.
Various people and organizations have raised concerns that the Lahore Metro Orange Line might be a possible threat to heritage sites in this historic city. On 19 August 2016, the Lahore High Court ordered the cessation of construction works located within 200 feet of 11 historical sites.
After 22 months, construction work resumed following a judgment from the Supreme Court of Pakistan in favour of the metro. After the election, work on the metro slowed down because a minister of the Government of Punjab termed it a White elephant and showed reluctance to complete it. The 2019-2020 budget of Punjab has allocated a low amount of funds for the project which will slow the pace of development of the metro.


Manistee Watch Company

 Manistee Watch Company was a watch manufacturing company that produced pocket watch mechanisms from 1909 to 1912 in Manistee, Michigan. These were then shipped to a watch case company to have its final assembly into a completed watch. These other facilities were very similar in layout and located about 30 miles away in Ludington, Michigan. The mechanisms were made in various quality grades for a range of prices for the watch. The dust free factory facilities were state of the art built with reinforced concrete, a new technology at the time. The factory produced its own electrical power to run the production machines for manufacture. The watch company went out of business because of management problems.
History.
The Manistee Watch Company made watch mechanisms in Manistee, Michigan. They were put into cases by a watch case manufacturer. Joseph M. Bachner (1853–1929), an inventor born in Alsace, France, designed the movements for production to compete with other watches on the market. He also designed and constructed many of the one-of-a-kind machines needed to make the watch parts. The mechanisms produced by the company were shipped to Ludington, Michigan, about 30 miles away and put into cases made by the Star Watch Case Company where Bachner previously worked.
Bachner partnered with William Rath in 1905–06 to enter into a contract with Manistee city officials to build a manufacturing plant there. The city put up a portion of a $50,000 bond issue to help construct a brick building. The factory building was built in a location where a dust free environment was given priority. It was constructed on park land adjacent to Manistee Lake at 123 Arthur Street just outside downtown Manistee. Rath was the president of the new watch company and Bachner was its general manager. The three-story factory building was constructed in 1908 and watch production started in March 1909.
Rath was a business associate of Warren Cartier. Cartier was the secretary of the Star Watch Case Company in Ludington, and because of this relationship the companies worked in partnership. The Manistee Watch Company factory looked identical to the Star Watch Case Company which was built in Ludington in 1906. The Manistee Watch Company building was constructed with reinforced concrete, a new technology in construction at the time. It was built of the Kahn System invented and patented by Julius Kahn in 1902. The main building was made with the reinforced concrete and had no wood except for the window frames.
In 1909, at the peak of production, there were 90 employees making 100 mechanisms per day.
Disagreements came up in 1910 between Rath and Bachner as to how the Manistee Watch Company should be run. Rath made a contract early in 1911 to buy out Bachner's share of the business in a payment contract. The sales of the watches had slowed and there were insufficient funds for Rath to make his required payments to Bachner. In July 1911 Bachner sued Rath in federal court and the company was forced into bankruptcy and had to close. Additional funds were raised in August to reopen the factory. The company ultimately ceased production and permanently closed in 1912. The Manistee Watch Company had produced 60,000 pocket watches during its three-year existence.
A Chicago investment firm bought the machinery for $3,800 at an auction on August 6, 1912. The land and the factory building (which were valued at $30,000) were sold for $5,300 at a second auction a month later on September 13. The old watch factory building of 70,000 square feet was then occupied by the Manistee Art Furniture Company in June of 1916 when they moved there to make wood-drying kilns from their previous location in Muskegon, Michigan. In 1917 the plant became the home to A.D. Joslin Manufacturing Company to make machine tools.
Factory building.
The first floor of the Manistee watch factory building housed the presses, drills, and lathes that formed the basic watch parts. The second floor had the machines used to make the small parts of the watch mechanisms. The third floor employees carried out the assembly and inspections of the watches and any final work that was required, including adjusting.
Jewled styles.
The dials, jewel bearings, and hairsprings for the mechanisms were purchased from European watch manufacturers, but all other parts aside from the outside case were produced at the Manistee Watch factory. Most of the jewels for the watches were from heliotrope garnet and manufactured in Switzerland to the sizes needed for the Manistee watches. The first watches made sold for five dollars each and later ones sold for more depending on style features and amount of jewels.
The first watch movements made were 18 diameter size or about in watch dial face width measurement and had 7 jewels. The company name was emblazoned on the back plate of most 18 size movements. The next watch size manufactured was 16 diameter size or about wide. The 16 size watch movement mechanisms were jeweled. The factory put out various grades of watch movements, being 5 jewels, 7 jewels, 15 jewels, 17 jewels, and 21 jewels.
Hairspring description.
The Manistee watch was the first time a non-magnetic hairspring was made for a pocket watch in the United States. The hairspring was made of an alloy that did not involve a ferrous material that otherwise would be magnetic. The alloy was as strong as and had a life expectancy similar to steel, but contained no iron. The inexpensive alloy was gold in color.
Legacy.
There are less than fifty pocket watches known to exist in the United States of those produced by the Manistee Watch Company. The Henry Ford Museum has one in their collection that was made around 1910 that is 17 jeweled. The name "Manistee Watch Company" is on file in Manistee as being owned by two businessmen, however no watches have been made by them.


Edwin Adams (politician)

Edwin Adams (March 8, 1829 – May 10, 1908) was a one term mayor of South Norwalk, Connecticut in 1881. He was one of the largest hat manufacturers in Connecticut.
Biography.
He was born on March 8, 1829, in Salem, New York. He worked as a country merchant. When he was about forty years old, he moved from New York to South Norwalk, Connecticut, to join his brother, Gehurdus P. Adams in making hats. His brother was a member of the firm of Adams & Holmes. After the death of Mr. Holmes, the firm became known as Adams Brothers. When Edwin retired, he served as treasurer of the Hat Forming Company.
Adams became prominently identified with the affairs of South Norwalk soon after he located there, and in October 1880, he was elected mayor of the city, serving as its chief executive throughout the year 1881.
He served as the South Norwalk, Connecticut postmaster after Charles E. Doty was charged with embezzling in 1892.
Also in 1892, he served without compensation on a city committee with General Nelson Taylor and Joseph A. Volk that led to the construction of a municipally-owned electric power plant, the first such municipally-owned utility in Connecticut.
He died in South Norwalk, Connecticut from a stomach disease after a two-week illness on May 10, 1908. He is buried in Riverside Cemetery.


Church Street station (MBTA)

Church Street station is a planned MBTA Commuter Rail station located in north New Bedford, Massachusetts. It is planned to open in 2023 as part of the first phase of the South Coast Rail project. The station will have a single -long side platform on the east side of the single track of the New Bedford Subdivision.
History.
Acushnet station.
The New Bedford and Taunton Railroad opened between its mainsake cities in July 1840, completing a rail route between Boston and New Bedford. Acushnet station, located at Tarkin Hill Road north of downtown New Bedford, served the eponymous town to the east. Service was later consolidated under the New Bedford Railroad (1873), Boston, Clinton, Fitchburg and New Bedford Railroad (1876), Old Colony Railroad (1879), and finally the New Haven Railroad (1893).
Passenger service on the line continued until September 5, 1958. However, local stops including Acushnet were discontinued well before then, and trains ran nonstop from New Bedford to Taunton. The line continued to be used for freight service by the New Haven and its successors Penn Central and Conrail, then finally as the CSX New Bedford Subdivision.
South Coast Rail.
In September 2008, MassDOT released 18 potential station sites, including a King's Highway station in New Bedford (at the former Acushnet station site). By 2013, plans called for the station to be on the west side of the tracks slightly south of King's Highway, sharing parking with an existing strip mall. In 2017, the project was re-evaluated due to cost issues. The new proposal called for King's Highway station to be part of the first phase.
In 2019, the planned site was moved across the tracks due to drainage and land acquisition issues, with the name changed to North New Bedford for clarity. A footbridge may be constructed to provide access from the west side of the tracks. In 2020, the planned name was changed to Church Street. A former industrial building at 387 Church Street was demolished in 2020 to make room for the station and its parking lot. The MBTA awarded a $403.5 million contract for the Middleborough Secondary and New Bedford Secondary portions of the project, including Church Street station, on August 24, 2020; construction was expected to begin later in 2020 and take 37 months. The line is expected to open in late 2023.


Jacques-Martin Hotteterre

Jacques-Martin Hotteterre (29 September 167416 July 1763), also known as Jacques Martin or Jacques Hotteterre, was a French composer and flautist who was the most celebrated of a family of wind instrument makers and wind performers.
Biography.
Hotteterre was born in Paris, France, the son of Martin Hotteterre (d. 1712) and Marie Crespy. In about 1704, Jacques-Martin Hotteterre succeeded his cousin Jacques in the post of "basse de hautbois et taille de violon" at the royal court.
Hotteterre lived and studied in Rome early in his career, and his nickname "le Romain" (the Roman) came from this period. He spent two years (1698–1700) employed by Prince Francesco Ruspoli in Rome, before adopting the nickname of "Le Romain" at some point between 1705 and 1707. By 1708, he became a musician to the King of France, in the king's "'Grande Écurie," and in 1717, he inherited René Pignon Descoteaux's post as "Jouëur de Fluste de la musique de chambre".
Hotteterre owed his fame largely to his talent for playing the flute, an instrument for which he wrote a number of pieces, significantly extending the repertory for the instrument. In addition, he played the bassoon, oboe, and musette. Hotteterre was also an internationally celebrated teacher to aristocratic patrons. He wrote one method for the transverse flute, recorder, and oboe, published in 1707, as well as a method for the musette, published in 1737. His "L'Art de préluder sur la flûte traversière" was published in 1719. It was Europe's first flute manual and was used widely.
Several transverse flutes marked HOTTETERRE with the device of an anchor, discovered within the last hundred years or more, have provided actual specimens of the alleged result of the Hotteterres' efforts. Specialists in woodwind history are generally aware of three "Hotteterre" flutes—in Berlin, St. Petersburg and Graz—all of which closely resemble the one in Picart's engraving. However it has recently been shown that two of these are nineteenth-century replicas of a specimen now lost, and only the Graz example is in fact the work of Jacques Hotteterre or his father, Martin.
In addition to performance and teaching, Hotteterre continued his family's tradition of wind instrument making. It may have been Hotteterre who made a number of changes in the design of the transverse flute, though there is little concrete evidence for this. Most notably, the flute, which had previously been made in one cylindrical piece, was cut in three pieces: the head (with the mouthpiece), the body (with most of the holes), and the foot (with one, keyed hole for the low E).
Numerous other members of the Hotteterre family were reputed to have been fine woodwind players; some also had a decisive impact on woodwind instrument construction. Jacques's grandfather Jean (c. 1605 to 1690–1692) was noted for his playing and innovative building. He may have been influential in certain developments in woodwind instruments, and he is credited with creating the oboe. Jean and his son Martin (c. 1640–1712), father of Jacques-Martin, were responsible for important advances in musette making. A number of recorders by the Hotteterre family also survive, none of which are believed to be by Jacques-Martin.
Jacques-Martin Hotteterre died in Paris in 1763.


Frederick Eaton

Frederick Eaton (1856 – March 11, 1934), known as Fred Eaton, was a major individual in the transformation and expansion of Los Angeles in the latter 19th century through early 20th century, in California. Eaton was the political mastermind behind the early 20th century Los Angeles Aqueduct project, designed by William Mulholland.
Introduction.
Frederick Eaton was born in Los Angeles in 1856, into a prominent family who were among those that founded what has become the city of Pasadena. As an adult Eaton was a Radical Republican. He was a promoter of the Civil War Reconstruction, new railroads, and Southern California water supplies. He became the Mayor of Los Angeles.
Accomplishments.
Fred Eaton taught himself engineering and was the superintendent of the Los Angeles City Water Company by age 19 in 1875. As head of the Water Company, in 1878 Eaton first hired William Mulholland as a ditch-digger for distribution canals from the Los Angeles River to the city.
In 1886 Eaton redesigned and renovated Los Angeles Park, present day Pershing Square, with an 'official park plan,' and it was renamed 6th Street Park.
Los Angeles Aqueduct.
Eaton was the Los Angeles mayor from 1898 to 1900. For the office, he ran on the platform of establishing a new municipal water system for the city of Los Angeles. One year later in 1899, a 2.09 million US dollar bond measure was approved by city voters for the purchase of Los Angeles City Water Company's system. (the private water company that leased the city's waterworks and provided water to the city) A few years later, Los Angeles was faced with a problem: a burgeoning population that threatened the city's water supply. Desperate to find a new water source for the city, Eaton recalled a camping trip in the Sierras where he "gazed down upon the Owens Lake and thought about all the freshwater flowing into it and going to waste. Yes, Los Angeles was some 200 miles away, but it was all downhill. All one would have to do to move it to the city was dig some canals, lay some pipe and let gravity do the rest." In other words, Eaton realized an opportunity to sustain Los Angeles' growth and took matter into his own hands to save the city.
In 1906, the Board of Water Commissioners created the Bureau of Los Angeles Aqueduct. They appointed William Mulholland as chief engineer, who planned and developed the Los Angeles Aqueduct. The aqueduct was completed in 1913. The Aqueduct brought plentiful water to Los Angeles, which supplied its explosive population growth. It also diverted the Owens River and its tributaries, taking water away from the Owens Valley, eventually disabling the farms and communities there.
Controversy.
During the time that Eaton was surveying the Owens Valley land for his personal water project, the federal government was also in the process of reclaiming land in that area for a large irrigation system in response to the newly signed Newlands Reclamation Act. Many local farmers willingly gave up their land to make this project possible. However, since Eaton was also buying thousands of acres of land at the same time, "it was a common but ill-founded assumption in the valley that Eaton was representing the Reclamation Service. Eaton did nothing to correct the inference that his activity in the valley was related to the government project." In addition to knowingly withholding information, Eaton used inside information from Joseph Lippincott, the regional engineer of the Reclamation Service, to help gain the water rights.
The underhanded process of Los Angeles gaining the water rights for Owens Valley angered many residents. By 1924, when Los Angeles had taken so much water from the valley that Owens Lake dried up, the farmers and ranchers rebelled. They turned to violence and dynamited the aqueduct's concrete canal.
Round Valley - St. Francis Dam.
Fred Eaton used his inside advance information about the aqueduct project to enrich himself and his associates at the expense of the city of Los Angeles and the Owens Valley landowners. Eaton claimed in a 1905 interview with the "Los Angeles Express" that he turned over all his water rights to Los Angeles without being paid for them, "except that I retained the cattle which I had been compelled to take in making the deals . . . and mountain pasture land of no value except for grazing purposes." A portion of the land owned by Eaton was originally planned by Mulholland and Los Angeles to be used to build a storage reservoir. The Round Valley, Eaton's "mountain pasture land," was strategically located on the Owens River in Inyo County upstream of the Owens River Gorge and Owens Valley, and an excellent site to purchase. Eventually, Eaton's demands for a million dollars to sell it became so entrenched that they ruptured his relationship with Mulholland.
William Mulholland refused to authorize the purchase and explored other areas to build the reservoir. Eventually he settled on an area which he had considered for a potential dam site during the process of designing and building the Los Angeles Aqueduct, a section of San Francisquito Canyon located north of the present day Santa Clarita Valley, and built the St. Francis Dam. In March 1928, the dam catastrophically failed due to unknown weak bedrock formations. The flood caused much destruction and many deaths downstream along the Santa Clara River. Eaton's finances crumbled, also in 1928, and his ranch was acquired by the Los Angeles Department of Water and Power, where Crowley Lake was created for the aqueduct system's new storage.
Fred Eaton died in Los Angeles in 1934.


Horace Bell (engineer)

Horace Bell (17 June 1839 – 10 April 1903) was an English civil engineer. As his career progressed he also became increasingly prolific as an author.
After eight years working in England as a railway engineer Bell relocated to British India (as it was known at the time), where he was in charge of several major railway and related construction projects. He retired in 1894 after which he returned, this time permanently, to England, but he continued to work for several Indian railway companies on a consultancy basis.
He wrote several pamphlets and books on railways policy, later also producing lengthy pamphlets on Economics and on Governance which were used as teaching material in government schools.
Life.
Provenance and education.
Horace Bell was born the son of a London merchant, George Bell and his wife, Frances. He was christened at St Pancras Old Church in London. The boy was educated in Louth in Lincolnshire and overseas, in France. Half a century later an obituary would describe him as a "fluent French scholar".
Early career.
When he was 15 Bell embarked on an engineering apprenticeship with John Wilson in Westminster, but soon he moved on to work for the firm D. Cook & Co in Glasgow, in order to gain a broader experience in the engineering field. He then took a job with the Caledonian Railway company, working both in the company workshops and on surveying for railway line construction. In 1859 he returned to England, working till 1862 as en assistant engineer for the newly created London, Chatham and Dover Railway company.
India.
On 7 July 1862 he joined the Indian public works department as an assistant engineer, initially on a trial basis, and arriving in India at the end of the year. In India he was sent to the Central Provinces region, where he worked under the direction of J.S. Heyman on the building of the Great Deccan Road, part of a strategically important piece of road infrastructure linking the cities then known as Calcutta and Bombay. He was employed on the Great Deccan Road project for eight years, between 1862 and 1870, achieving a succession of promotions during the period, in March 1869 becoming Second Grade Executive Engineer. His name appears in connection with frequent commendations in official reports provided to and by imperial administrators of the period.
The establishment during Lord Mayo's term as viceroy, of the State Railway Service in May 1870 heralded a period of great railway expansion across India, which would have the effect of transforming a series of regionally based services into a national network. Horace Bell was one of the first engineers appointed to the new Service. In 1870 he was part of the survey team for new railways in the Chanda and Wardha valleys. There followed a succession of surveying commissions through the rest of the 1870s, including the Indore State Railway (1870), the Punjab Northern State Railway (opened 1874), the Rajputana-Malwa Railway (1875), the Sindia State Railway (1876) and the Rutlam Neemuch Nusserabad Railway (1878). He took an extended break in England between April 1873 and December 1874: it was during the summer of 1874 that he married Marcia Napier Ogilvy at Wandsworth (south London). The marriage produced nine recorded children, although five of these would predecease their father.
Another stint in England took place between July 1880 and November 1881. During this time he is listed as a tutor of students on the "practical course" at the Royal Indian Engineering College near Egham, to the south-west of London. Professional advancement continued through and beyond the 1880s. In January 1880 Bell became a superintending engineer third class, and following successive further promotions, in January 1892 he became a chief engineer third class.
Between 1881 and 1884, as Engineer in Chief of the Dacca Mymensingh State Railway, he was in charge of a succession of surveys for the important Narayanganj–Bahadurabad Ghat line which would be completed later in the decade. Further appointments of a similar nature followed in rapid succession. For much of the four-year period till March 1888 he was employed with the Tirhoot State Railway, receiving particular commendation from the authorities in connection with the Gunduck Bridge, constructed as part of the new line in 1887. During this time he also served, briefly, as acting director in charge of the North-Western Railway.
In August 1890 he moved to Calcutta, taking a position in August 1892 with the colonial government as a consulting engineer for state railways. He retained this position till his retirement in June 1894. However, there was an interruption between January and April 1893 during which he was instead employed, briefly, as the acting Director General of Railways in India.
Active retirement.
Following his retirement Horace Bell returned to England, while remaining in close touch with railway construction in India. Companies retaining his services on a consultancy basis included the Southern Punjab Railway and the Nilgiri mountain rack railway, although he died by the time the latter railway had been completed. Closer to home, he provided consultancy services in respect of the Marconi radio masts ("wireless station") erected at Poldhu on the extreme south-west of England.
Bell had been a full member of the London-based Institution of Civil Engineers since 1872, and in 1897 he was elected to its council, remaining a council member for six years.
Death.
Through most of his life Horace Bell enjoyed robust good health, but an influenza attack in 1902 mutated into heart disease. He died in west London on 10 April 1903.
The writer.
Horace Bell produced a number of pamphlets and articles on railway policy. His book, "Railway Policy in India", was published in 1894. Possibly more unexpected were his primers on basic economics, "The Laws of Wealth" (first published 1883) and on government "The Government of India: a Primer" (3rd edition, 1893), both of which were subsequently used as teaching material in Indian state schools.


Touch guitar

The touch guitar is a stringed instrument of the guitar family which has been designed to use a fretboard-tapping playing style. Touch guitars are meant to be touched or tapped, not strummed.
History.
The touch or tapping technique was formally codified by American guitarist Jimmie Webster in his 1952 method book called the "Illustrated Touch System".
Webster credited pickup designer Harry DeArmond with first demonstrating the potential for touch-style playing. Webster himself collaborated with Gretsch Guitars on a guitar stereo pickup design for the Touch System (which fed the bass and melody output to two separate amplifiers), but the concept was not commercially successful.
Unlike Webster’s approach, which was to play on a single-necked instrument, guitarist and luthier Dave Bunker designed, built, and patented (in 1961) the first double-necked, headless, touch-tapping instrument called the DuoLectar. While both guitars employed a two-handed tapping technique, Webster used a single-necked instrument while Bunker used his double-necked DuoLectar guitar.
Webster's tapping technique can be heard on a 1959 record. In 1960, Bunker first demonstrated his double-necked instrument for the Portland Oregonian newspaper, and then on the nationally broadcast television show "Ozark Jubilee".  His designs ultimately led to his double-necked touch guitar in 1975.
Other designs followed. Among them was the single-neck Chapman Stick (developed by Emmett Chapman in 1970 and produced in 1974), the single-neck Warr Guitar (first produced in 1991) and the single-neck Mobius Megatar. Other touch guitars have included the Solene, Chuck Soupios's dual-necked BiAxe (patented in 1980 and produced during the early 1980s), and Sergio Santucci's TrebleBass.
Merle Travis occasionally used a tapping style on his single-neck, strummed guitar, as did Roy Smeck, George Van Eps, Barney Kessel and Harvey Mandell. Subsequent years have seen Eddie Van Halen, Stanley Jordan, Steve Vai, Jeff Healey, and Markus Reuter all feature the use of tapping techniques.


Edward Mann (designer)

Edward Mann was a London-based hatmaker and milliner popular in the second half of the 20th century.
While Mann was working as a milliner in the 1950s, he became particularly known for his creative 1960s designs, such as designs with incorporated pockets and lace baby-bonnet-style caps. In 1967 he produced a collection inspired by the Common Market, which was shown in Germany as well as in London, and presented on models from across Europe. He was also the designer of the hats worn by Diana Rigg as Emma Peel in the 1960s TV series "The Avengers". This led to Mann becoming, briefly, one of the most desirable milliners in London at that time. In 1967, one of Mann's hats was chosen by Felicity Green of "The Daily Mirror" as part of her Dress of the Year selection for the Fashion Museum, Bath. The hat was made to match an orange and pink striped trouser suit by David Bond for Slimma. In the mid-1970s Edward Mann owned a clothing brand called Buckle Under. By 1982, the Edward Mann company operated as a concessionary brand, selling its hats through eighteen department stores and other retailers, rather than having their own shops.


Denis (harpsichord makers)

The Denis family were French harpsichord makers from the mid 16th century to the beginning of the 18th century, by which time the Blanchet family had superseded them as the main harpsichord building dynasty in Paris. Members of the Denis family headed the instrument makers' guild for several generations, but only four harpsichords by members of the family have survived to modern times, and three spinets. Several of the Denis instruments are signed in red chalk under the sound board with the makers name, place of construction and date, along with three five-pointed stars. Instruments by the Denis family were held in high regard well after their time, as witnessed by an entry in the "Encyclopédie Methodique" from 1785: "The best makers of ordinary harpsichords have been the Ruckers in Antwerp... and Jean Denis of Paris".
Known builders of the family.
The following family members are recorded as building instruments:
Robert Denis I (1520 - 1589), a builder of organs and spinets in Paris.


Toroflux

The Toroflux or Torofluxus is a toy that was invented in mid-1990s by Jochen Valett. It is a ribbon of steel which is woven into a torus spring. It is often sold pre-attached to a larger plastic ring. The spring flows downwards along the plastic ring, creating a shimmering effect like a silver bubble. The spring tension in the steel tightens the inner spiral core, causing it to cling to the plastic ring — just like a silver bubble.
In 2010, California-based company "Flowtoys" purchased the rights to the Toroflux and began manufacturing it as a consumer item.


Hieronymus Albrecht Hass

Hieronymus Albrecht Hass (variants Haas, Hasse, Hase, Hasch) (1 December 1689 – 19 June 1752) (dates of baptism and burial) was a German harpsichord and clavichord maker. He was the father of Johann Adolph Hass, who also made harpsichords and clavichords.
Life.
He received Hamburg citizenship on 2 October 1711, and was born and died there. In 1713 he was described as "Instrumentenmacher" and "Clavirmacher" on his son's birth certificate. The latest known instruments by him are two unfretted clavichords, dated 1744; a "Clavicimbel" for Duke Friedrich Carl von Plön was delivered the same year.
The first recorded reference to his family was in 1758, when Adlung described 'Hasse in Hamburg' as the maker of a "cembal d'amour". Later, in 1773, English music historian Charles Burney noted 'Hasse, father and son, both dead' as German organ builders, and that 'their Flügel and Claviere are much sought after'.
Instruments.
Of the Hass family instruments, Frank Hubbard wrote that 'only one has what could be regarded as a normal disposition.' Their surviving harpsichords show an attempt to develop the instrument in a number of ways: one from 1721 is 2.58 m long, and one from 1723 has the unusual disposition 8' 8' 8' 4'. Hass occasionally used a 16' set of strings (an octave below standard 8' pitch) and a 2' set (2 octaves higher than 8' pitch) for part of the keyboard.
The instrument shown above, which is nine feet long, illustrates the way in which Hass included the 16-foot stop in his instruments. The 16-foot bridge is seen closest to the bentside, on a separate, slightly raised section of soundboard. To its left are (in succession) the 8-foot hitchpin rail (resting on an internal bentside, not visible), the 8-foot bridge, and the 4-foot bridge.
Hass was the maker of the largest known harpsichord to have been made before the 20th century: built in 1740, it has three manuals with couplers, five sets of strings (16' 8' 8' 4' 2'), six rows of jacks, a lute stop and harp stop for the 16'. This instrument was apparently owned by Rafael Puyana; a copy was made by Robert Goble & Son and used by Trevor Pinnock in Poulenc's "Concert champêtre".
Assessment.
Raymond Russell wrote of Hass and his son that the 'extent and quality of their surviving work must place them first in German instrument making.' Hubbard (1965, 191) held a very mixed view: "The Hass instruments, superb technical achievements, strike us as the grotesque result of the barbarous imposition of tonal concepts appropriate to the organ on the unresisting but equally unresponsive harpsichord."


Eli Terry

Eli Terry Sr. (April 13, 1772 – February 24, 1852) was an inventor and clockmaker in Connecticut. He received a United States patent for a shelf clock mechanism. He introduced mass production to the art of clockmaking, which made clocks affordable for the average American citizen. Terry occupies an important place in the beginnings of the development of interchangeable parts manufacturing. Terry is considered the first person in American history to actually accomplish interchangeable parts with no government funding. Terry became one of the most accomplished mechanics in New England during the early part of the nineteenth century. The village of Terryville, Connecticut is named for his son, Eli Terry Jr.
Background.
Terry was the son of Samuel and Huldah Terry, born in what is now South Windsor, Connecticut (at the time of Terry's birth, South Windsor was part of East Windsor, Connecticut.
He began his career as an apprentice under Daniel Burnap ("the forerunner of manufacturing"). It's also likely that he received limited instruction from Timothy Cheney, a clockmaker in East Hartford. Cheney specialized in the making of wooden clocks, which was fairly unusual at the time. The use of wooden components would show great influence in Terry's later career.
Terry's apprenticeship to Burnap ended in 1792, and he quickly established himself as both a clockmaker and a repairer of watches in East Windsor.
Terry relocated to Northbury Connecticut in 1793, and helped incorporate Plymouth, Connecticut in 1795. Terry was appointed the town Sealer of Weights and Measures. His first clock shop was attached to his dwelling. Terry boarded girls like Candace Roberts to work in his shop painting clock dials. His second shop was considered the first water powered clock shop in the United States, and was built twenty feet square over Niagara Brook, which flowed through his property. Some of his earliest clocks were fitted with silvered brass dials, which were engraved for him by Burnap. The movements of the clock were made primarily of wood, or brass, depending on the requests of his customers. Brass was more commonly used for movements at the time, but it was also considerably more expensive and difficult to work with. In 1801, Terry was granted a patent on an equation clock. This was the first patent for a clock mechanism that was ever granted by the United States Patent Office.
Career.
In 1795, Terry invented his first Milling machine to produce interchangeable parts. Terry crafted these milled movements until the Porter Contract.
Soon after 1802, Terry's production of wooden clocks grew considerably. Like other Connecticut clockmakers, Terry knew that apprentices could cheaply rough-cut wooden wheels for more skilled journeymen to shape precisely into clockworks, making clocks slightly more cheaply. And Terry was one of a number of Connecticut clockmakers who began to substitute water-powered machines for apprentices in the production of these rough-cut wheels. In 1802 or 1803, Terry purchased a mill to produce wooden clock wheels, which still had to be finished by hand by skilled journeymen clockmakers. He purchased a grain mill and used the water wheel and main shaft to run saws and lathes, which helped speed the production of parts. He later created jigs and fixtures to produce a large number of interchangeable clock parts. This allowed for the rapid adjustment and assembly of clocks, freeing Terry from the task of fitting and modifying each individual piece of each clock. Using his own ingenuity and inventiveness, Terry was thus able to speedily cut wheels, pinions, and other important clock parts accurately and repetitively.
In the year 1806, Terry signed the Porter contract to produce 4,000 wooden clock movements (other shops would make the cases). According to historian Diana Muir writing in "Reflections in Bullough's Pond", at that time a skilled craftsman could produce six to ten clocks per year. In the third year he produced 3,000 wooden clocks. He sold his manufactory to two of his assistants Seth Thomas and Silas Hoadley and retreated to his workshop to create the first machine in the world to be mass-produced using interchangeable parts.
Terry envisioned a new kind of clock, intended for mass production from machine-made parts that would come from water-powered machines ready to go into clocks without any additional hand cutting by skilled workmen. This would be a shelf clock, costing less than a tall clock. It would be made quickly and be easily repaired. Terry's further innovations included the design of an escapement with removable verge. This later became a standard design feature of American clocks for the following century.
The mass-produced wooden clocks manufactured from interchangeable parts that poured from Terry's factory beginning in 1814 were the world's first mass-produced machines made of interchangeable parts. As such he would mass market an affordable, complete cased-clock to American consumers. Terry's first clocks were offered in plain wooden box cases. Terry is also credited with the design of the pillar and scroll case. In his autobiography, "History of the American Clock Business for the Past Sixty Years and Life of Chauncey Jerome," Terry's employee and assistant Chauncey Jerome, later a great clockmaker and owner of the world's largest clock factory, mentions building the first pillar and scroll in Terry's workshop with the master's design and under his direction. The pillar and scroll case provided a large, clear dial in a wooden case about thirty inches tall and six inches deep. The upper part was the clock face, the lower part was either a mirror or a picture back-painted on glass. Despite the small size of the clocks compared with traditional long case clocks, Terry was able to provide sufficient power through gearing for the clock to run a full thirty hours before it needed to be rewound. Anticipating a successful product Terry had the foresight to patent his arrangement of clockworks. At least five patents were issued to him through the years up to 1825 in order to protect his invention.
According to Diana Muir in "Reflections in Bullough's Pond", within a few years, several hundred men worked in two dozen factories in the Naugatuck Valley and Bristol produced virtually identical Terry-style thirty-hour wooden clocks. Salesmen innovated such now-familiar marketing devices as installment-plan purchases and model changes of the cases to induce consumers who already owned a functional clock to buy a more fashionable model.
As noted Terry was granted many patents for his advances in clockmaking, most of which were immediately infringed upon by local competitors eager to participate in satisfying the demand for an affordable clock. Many competitors would note "patent clocks" on their label in order to prevent litigation. One lawsuit did develop as noted below.
Terry also produced wooden-movement tower clocks, such as those found in the steeples of churches and meeting houses, one of which is still operational today in the town of Plymouth.
Tower clocks.
Eli Terry made three tower clocks. His first, made entirely of wood, was donated to the Center Church on the Green at New Haven in 1825. The second movement was donated in 1828 to the Congregational Church of Plymouth Hollow (Later Thomaston Congregational Church). The movement was removed from the church and donated to the American Clock and Watch Museum in Bristol. Terry's third movement was donated to the Terryville Congregational Church in 1838. The movement was destroyed by fire in December of 1969. The movement from New Haven was removed from the steeple and reinstalled at the Plymouth Congregational Church in 1838, where it still runs today. The Plymouth tower clock movement is the only undisturbed original wooden gear tower clock in existence.
Heritage.
Between 1808 and 1833, Terry focused the majority of his time and effort on the production of standardized wooden clocks, which helped him accumulate a modest fortune. By 1833, he was sufficiently satisfied with his material success. At this point, he abandoned involvement in quantity production, and returned to clockmaking as the world had known it before his innovations, focusing on the production of a few high-end special clocks and the development of original clock mechanisms. He also spent considerable time helping along the businesses of his sons. He continued with this small-scale clock production until his death on the last day of February 1852.
His achievements place him in an unusual position in the history of clockmaking, leaving him as one of the last of the clock craftsmen, but also as the first of the true manufacturers. His shop represents one of the last Connecticut clock shops (of which there were many) in which there was both pride in workmanship and a high level of personal skill and aptitude.
Terry's brother Samuel (1774–1853) was also involved in the production of wooden-movement clocks, and for several years he worked as Eli's partner, manufacturing improved pillar and scroll clocks after his brother's design.
Three of Terry's sons also became clockmakers. His son Eli Terry Jr. was the most notable, as the village of Terryville in Plymouth, Connecticut was named after him; he purchased the lock-making equipment that would eventually be used to form Eagle Lock Company, which for a long time was Terryville's biggest employer.
Silas B. Terry had many financial difficulties in his time, but was eventually a founding member of the Terry Clock Company.
Henry Terry, took over Eli Terry Sr's clock shop at "Terry's Bridge", after his retirement.
Family.
Eli Terry was born to Samuel and Huldah Burnham at East Windsor. His wife was Eunice Warner (Married March 12, 1795), and they had several children including: Anne (born 1796), Eli (born 1799), Henry (born 1801), James (born 1803), Silas Burnham (born 1807), Sarah Warner (born 1809), Huldah (born 1811), and George (born 1815). After Eunice Warner's death in 1839, he remarried to Harriet A. Terry, and had two children, one named Stephen.
Bootleg Eli Terry clock designs.
Eli Terry's success in mass-producing and selling an affordable shelf clock for the public drew much inspiration from other entrepreneurs in Connecticut and beyond. Immediately, Terry's former partners Seth Thomas and Silas Hoadley began making similar clocks. Others in the Bristol and Plymouth communities manufactured movements, cases or other clock parts for others to assemble and sell complete clocks in order to compete with Terry. Terry was forced to continually update his patents. Paradoxically his updated patents became very narrowly described and this enabled competitors to make slight changes to their design and evade patent infringement. In 1826-7, Eli Terry filed a lawsuit in Litchfield district court against Seth Thomas for patent infringement. Judgement was in favor of Terry but it is unclear if he ever collected compensation. Contemporary historians believe the suit was staged between the two principals in order to dissuade others from competition, but it is unclear that this is correct since Terry, unlike Thomas, was the least interested in the business side of mass clock production.
As one example of the frenzy at the time to copy Terry's designs, Reeves & Co made clocks in the United States to the Eli Terry design. These clocks faithfully copied the scrollwork and wooden movement of the original Eli Terry clocks. However, since the designs of these clocks were infringements of the Terry patents, Reeves & Co. were forced out of business and were also forced to destroy their stock of unsold clocks. Very few genuine Reeves & Co. clocks still exist. One excellent example of an operating Reeves & Co. shelf clock is in the John Basmajian clock collection, in Altadena, California. Due to its rarity it is extremely valuable to collectors.
Legacy.
Eli Terry Elementary School, located only a few miles from Terry's childhood home in South Windsor, Connecticut, is named for the clockmaker. His likeness adorns a sign at the school's entrance.


John Colvin (engineer)

Lieutenant-Colonel John Colvin (20 August 1794 – 27 April 1871) was a British engineer who served the East India Company in India, and who is mainly remembered for his role in constructing canals in northern India.
Colvin was born in Glasgow, Scotland, the son of Thomas Colvin, a local merchant. He was one of the first cadets to pass through the East India Company's Military Seminary at Addiscombe, passing his final examination in December 1809; after which he was appointed to the Bengal Engineers in 1810. Over the following 27 years he was principally involved in the construction of canals in northern India. He established a reputation as a first class engineer and was appointed superintendent of canals in the Delhi area, and later referred to as the "Father of irrigation in northern India". Colvin became interested in the fossils found in the Siwalik Hills and gave several large donations to the Asiatic Society of Bengal's museum, as well as specimens to museums in Britain. Colvin returned to England in 1838 and married Josephine Puget Baker, the sister of his colleague and friend William Erskine Baker at Ludlow. He was appointed a Companion of the Order of the Bath (CB) in the 1838 Coronation Honours.
Colvin retired in 1839 and became involved in the work of the Ludlow Natural History Society and their museum, as well as serving on local committees, as a magistrate, and as a patron of local good causes such as education.


Ben Harms

Ben Harms (born 1955) is a German-born traditional woodcarver working in England. Some of his work can be seen at The Tower of London, Windsor Castle, Kensington Palace, Hampton Court and alongside the work of Grinling Gibbons at Petworth House.
Life and career.
Ben Harms was born in West Germany. He came to England in 1968 and took an apprenticeship with Eke and Gonzalez where he began his woodcarving career. He then joined Trollop And Coles. He later joined forces with Ray Gonzalez to form Gonzalez and Harms. From then on the two mastered the arts of traditional woodcarving and gilding.
One of Harms' first major commission, after he and Ray Gonzalez had formed their partnership, was the restoration of three carved full-size horses at the Tower of London; the horses are displayed in the armoury. Harms' early works can also be seen at Cambridge University in Emmanuel College Chapel, where extensive gilding work was undertaken.
During the restoration work at Windsor Castle after the fire, Gonzalez and Harms carved the four Queen's Beasts which were totally destroyed in the fire which began in the Queen's private chapel. They were totally recarved as close to the originals as possible.
Uppark, a stately home in West Sussex was gutted by fire in 1989, and restored in 1994 in the National Trust's largest renovation project. Harms and Alan Lamb were turned "into latter-day versions of Grinling Gibbons, the most famous woodcarver in England's history", when they carved a new version of the winding fruitwood serpent on one of the saloon doors.
Harms also sculpts in wood, stone, or clay. In 2000, Gonzalez and Harms created four large bronze panels to be placed in the entrance lobby for the newly created liner, RMS Queen Mary II. Each panel depicted a different scene from around the world, including Africa, Europe, South America and North America. During the sculpting of the North American panel, Harms depicted the statue of liberty with a small satellite dish standing at the bottom. Beside the satellite dish is depicted Homer Simpson who has run a wire from the satellite dish into his TV in an attempt to obtain free cable.
G&H Studios recreated a substantial amount of a carved trophy for the refurbished British galleries, which opened in the Victoria and Albert Museum in 2001. The workshop was visited at this time by Greg Peters, 2000 Churchill Fellow of The Winston Churchill Memorial Trust of Australia.
In 2003, Gonzalez & Harms carried out work for the restoration of Christ Church, Spitalfields, involving thirty-eight existing carved oak brackets with repair work, and eleven brackets to be newly made; and above the brackets corniced mouldings which they also carved.
Harms has made bronze-like panels and statues for the Victoria Palace Theatre, the Royal Gardens of Dubai, and Windsor Castle. He has been involved in restoration at Kensington Palace, the Music Rooms at The V&A, The Entrance Hall at The Royal Academy, The Tower of London and Petworth House.
Harms is included in "The Complete Book of Woodworking: An Illustrated Guide to Tools and Techniques" by Declan O'Donoghue (2003).
As a member of the firm Gonzalez & Harms is one of 26 Full and Associate Members of The Master Carvers Association. Harms was the president of The MCA and came to office in December 2008 till 2011 where he became vice president till 2014 and remains on the board of The Master Carvers Association till this day Harms also tutors at West Dean College.
Ben Harms and G&H Studios in 2009 carved the King's Beasts for the newly restored Chapel Court Garden at Hampton Court for the celebration of King Henry VIII's 500th anniversary of his accession to the throne. The beasts were originally standing in the garden and throughout the palace including the moat bridge. They were originally created on commission by the king to celebrate his marriage to Jane Seymour in 1536. They were all destroyed in the reign of King William III. Several beasts were recarved and mounted along the moat bridge in 1911 but were not painted as they were originally. In 2009, Patrick Baty was commissioned to investigate the original beasts and colours. The carvings and colours were recreated from existing paintings of the garden. Ben worked closely with acclaimed landscape architect Todd Longstaffe-Gowan to restore the gardens to their former glory.
Ben and G&H Studios have just completed prestigious work at Strawberry Hill House in Twickenham, and St Peter's Catholic Church in Gloucester. Ben continues to produce amazing carvings across the world but has also started a studio dedicated to his second love, Kenpo Karate. Along with his son Steve Harms has now opened Kenpo Uk and has just taken part in the world LTKKA championships in Dublin. Ben is a second degree black belt and so is Steve. Ben has opened a site for his kenpo at www.kenpouk.com.


Fluid bearing

Fluid bearings are bearings in which the load is supported by a thin layer of rapidly moving pressurized liquid or gas between the bearing surfaces. Since there is no contact between the moving parts, there is no sliding friction, allowing fluid bearings to have lower friction, wear and vibration than many other types of bearings. Thus, it is possible for some fluid bearings to have near-zero wear if operated correctly.
They can be broadly classified into two types: fluid dynamic bearings (also known as hydrodynamic bearings) and hydrostatic bearings. Hydrostatic bearings are externally pressurized fluid bearings, where the fluid is usually oil, water or air, and the pressurization is done by a pump. Hydrodynamic bearings rely on the high speed of the journal (the part of the shaft resting on the fluid) to pressurize the fluid in a wedge between the faces. Fluid bearings are frequently used in high load, high speed or high precision applications where ordinary ball bearings would have short life or cause high noise and vibration. They are also used increasingly to reduce cost. For example, hard disk drive motor fluid bearings are both quieter and cheaper than the ball bearings they replace. Applications are very versatile and may even be used in complex geometries such as leadscrews.
The fluid bearing may have been invented by French civil engineer L. D. Girard, who in 1852 proposed a system of railway propulsion incorporating water-fed hydraulic bearings.
Operation.
Fluid bearings are noncontact bearings that use a thin layer of rapidly moving pressurized liquid or gas fluid between the moving bearing faces, typically sealed around or under the rotating shaft. The moving parts do not come into contact, so there is no sliding friction; the load force is supported solely by the pressure of the moving fluid. There are two principal ways of getting the fluid into the bearing:
Hydrostatic bearings rely on an external pump. The power required by that pump contributes to system energy loss, just as bearing friction otherwise would. Better seals can reduce leak rates and pumping power, but may increase friction.
Hydrodynamic bearings rely on bearing motion to suck fluid into the bearing, and may have high friction and short life at speeds lower than design, or during starts and stops. An external pump or secondary bearing may be used for startup and shutdown to prevent damage to the hydrodynamic bearing. A secondary bearing may have high friction and short operating life, but good overall service life if bearing starts and stops are infrequent.
Hydrodynamic lubrication.
"Hydrodynamic" (HD) "lubrication", also known as "fluid-film lubrication" has essential elements:
Hydrodynamic (full film) lubrication is obtained when two mating surfaces are completely separated by a cohesive film of lubricant.
The thickness of the film thus exceeds the combined roughness of the surfaces. The coefficient of friction is lower than with boundary-layer lubrication. Hydrodynamic lubrication prevents wear in moving parts, and metal to metal contact is prevented.
Hydrodynamic lubrication requires thin, converging fluid films. These fluids can be liquid or gas, so long as they exhibit viscosity. In computer fan and spinning device, like a hard disk drive, heads are supported by hydrodynamic lubrication in which the fluid film is the atmosphere.
The scale of these films is on the order of micrometers. Their convergence creates pressures normal to the surfaces they contact, forcing them apart.
Three types of bearings include:
Conceptually the bearings can be thought of as two major geometric classes: bearing-journal (anti-friction), and plane-slider (friction).
The Reynolds equations can be used to derive the governing principles for the fluids. Note that when gases are used, their derivation is much more involved.
The thin films can be thought to have pressure and viscous forces acting on them. Because there is a difference in velocity there will be a difference in the surface traction vectors. Because of mass conservation we can also assume an increase in pressure, making the body forces different.
Bearing characteristic number: Since viscosity, velocity, and load determine the characteristics of a hydrodynamic condition, a bearing characteristic number was developed based on the effects of these on film thickness.
Therefore,
"C" is known as the bearing characteristic number.
The value of "C", to some extent, gives an indication of whether there will be hydrodynamic lubrication or not
Characteristics of operation.
Fluid bearings can be relatively cheap compared to other bearings with a similar load rating. The bearing can be as simple as two smooth surfaces with seals to keep in the working fluid. In contrast, a conventional rolling-element bearing may require many high-precision rollers with complicated shapes. Hydrostatic and many gas bearings do have the complication and expense of external pumps.
Most fluid bearings require little or no maintenance, and have almost unlimited life. Conventional rolling-element bearings usually have shorter life and require regular maintenance. Pumped hydrostatic and aerostatic (gas) bearing designs retain low friction down to zero speed and need not suffer start/stop wear, provided the pump does not fail.
Fluid bearings generally have very low friction—far better than mechanical bearings. One source of friction in a fluid bearing is the viscosity of the fluid leading to dynamic friction that increases with speed, but static friction is typically negligible. Hydrostatic gas bearings are among the lowest friction bearings even at very high speeds. However, lower fluid viscosity also typically means fluid leaks faster from the bearing surfaces, thus requiring increased power for pumps or friction from seals.
When a roller or ball is heavily loaded, fluid bearings have clearances that change less under load (are "stiffer") than mechanical bearings. It might seem that bearing stiffness, as with maximum design load, would be a simple function of average fluid pressure and the bearing surface area. In practice, when bearing surfaces are pressed together, the fluid outflow is constricted. This significantly increases the pressure of the fluid between the bearing faces. As fluid bearing faces can be comparatively larger than rolling surfaces, even small fluid pressure differences cause large restoring forces, maintaining the gap.
However, in lightly loaded bearings, such as disk drives, the typical ball bearing stiffnesses are ~10^7 MN/m. Comparable fluid bearings have stiffness of ~10^6 MN/m. Because of this, some fluid bearings, particularly hydrostatic bearings, are deliberately designed to pre-load the bearing to increase the stiffness.
Fluid bearings often inherently add significant damping. This helps attenuate resonances at the gyroscopic frequencies of journal bearings (sometimes called conical or rocking modes).
It is very difficult to make a mechanical bearing which is atomically smooth and round; and mechanical bearings deform in high-speed operation due to centripetal force. In contrast, fluid bearings self-correct for minor imperfections and slight deformations.
Fluid bearings are typically quieter and smoother (more consistent friction) than rolling-element bearings. For example, hard disk drives manufactured with fluid bearings have noise ratings for bearings/motors on the order of 20–24 dB, which is a little more than the background noise of a quiet room. Drives based on rolling-element bearings are typically at least 4 dB noisier.
Fluid bearings can be made with a lower NRRO (non repeatable run out) than a ball or rolling element bearing. This can be critical in modern hard disk drive and ultra precision spindles.
Tilting pad bearings are used as radial bearings for supporting and locating shafts in compressors.
Some fluid bearings.
Ice skates form a hydrodynamic fluid bearing where the skate and ice are separated by a layer of water.
Foil bearings.
Foil bearings are a type of fluid dynamic air bearing that were introduced in high speed turbine applications in the 1960s by Garrett AiResearch. They use a gas as the working fluid, usually air, and require no external pressurisation system but need careful design to prevent wear during spin-up and spin-down when the bearing makes physical contact.
Water-lubricated rubber bearings.
Water-lubricated rubber bearings have long cylindrical metal shell that hosts multiple rubber staves separated by axial grooves. The usage of the bearing has three major advantages: (i) pumped water going through the bearing is conveniently used as a lubricant, which reduces pump operation cost; (ii) water flow takes away heat and fine particles through the bearing grooves; and (iii) the natural resilience of rubber gives the bearing good properties for shock and vibration absorption and wear resistance. Water lubricated rubber bearings operate under the condition of mixed-lubrication.
Air bearings.
Unlike contact-roller bearings, an air bearing (or air caster) utilises a thin film of pressurized air to provide an exceedingly low friction load-bearing interface between surfaces. The two surfaces don't touch. Being non-contact, air bearings avoid the traditional bearing-related problems of friction, wear, particulates, and lubricant handling, and offer distinct advantages in precision positioning, such as lacking backlash and stiction, as well as in high-speed applications.
The fluid film of the bearing is air that flows through the bearing itself to the bearing surface. The design of the air bearing is such that, although the air constantly escapes from the bearing gap, the pressure between the faces of the bearing is enough to support the working loads. This pressure may be generated externally (aerostatic) or internally (aerodynamic).
Aerodynamic bearings can only be operated in high-speed applications, aerostatic bearings are required for load bearing at low speed. Both types require highly finished surfaces and precise manufacturing.
Examples.
Air hockey is a game based on an aerostatic bearing which suspends the puck and players' paddles to provide low friction and thus sustain high puck speeds. The bearing uses a flat plane with periodic orifices which deliver air just over ambient pressure. The puck and paddles rest on air.
Michell/Kingsbury tilting-pad fluid bearings.
Michell/Kingsbury fluid dynamic tilting-pad bearings were invented independently and almost simultaneously by both British-born Australian, Anthony George Maldon Michell and American tribologist Albert Kingsbury. Both designs were near-identical except for differences in the approach used for pivoting the pads. Michell mathematically derived the pressure distribution where a span-wise line pivot was placed, allowing the load to act through the point of maximum fluid pressure. The Kingsbury patent lacked this mathematical approach, and the pad's pivot point was placed in the geometric centre of the bearing. Michell's patent (in Britain and Australia) was granted in 1905, while Kingsbury's first patent attempt was 1907. Kingsbury's U.S. patent was eventually granted in 1911 after he demonstrated that he had been working on the concept for many years. As stated by Sydney Walker, a long-time employee of Michell's, the granting of Kingsbury's patent was "a blow which Michell found hard to accept".
The bearing has sectional "shoes", or "pads" on pivots. When the bearing is in operation, the rotating part of the bearing carries fresh oil in to the pad area through viscous drag. Fluid pressure causes the pad to tilt slightly, creating a narrow constriction between the shoe and the other bearing surface. A wedge of pressurised fluid builds behind this constriction, separating the moving parts. The tilt of the pad adaptively changes with bearing load and speed. Various design details ensure continued replenishment of the oil to avoid overheating and pad damage.
Michell/Kingsbury fluid bearings are used in a wider variety of heavy-duty rotating equipment, including in hydroelectric plants to support turbines and generators weighing hundreds of tons. They are also used in very heavy machinery, such as marine propeller shafts.
The first tilting pad bearing in service was probably built under A.G.M. Michell's guidance by George Weymoth (Pty) Ltd, for a centrifugal pump at Cohuna on the Murray River, Victoria, Australia, in 1907, just two years after Michell had published and patented his three-dimensional solution to Reynold's equation. By 1913, the great merits of the tilting-pad bearing had been recognised for marine applications. The first British ship to be fitted out with the bearing was the cross-channel steamboat the "Paris", but many naval vessels were similarly equipped during the First World War. The practical results were spectacular – the troublesome thrust block became dramatically smaller and lighter, significantly more efficient, and remarkably free from maintenance troubles. It was estimated that the Royal Navy saved coal to a value of £500,000 in 1918 alone as a result of fitting Michell's tilting-pad bearings.
According to the ASME (see reference link), the first Michell/Kingsbury fluid bearing in the US was installed in the Holtwood Hydroelectric Power Plant (on the Susquehanna River, near Lancaster, Pennsylvania, US) in 1912. The 2.25-tonne bearing supports a water turbine and electric generator with a rotating mass of about 165 tonnes and water turbine pressure adding another 40 tonnes. The bearing has been in nearly continuous service since 1912, with no parts replaced. The ASME reported it was still in service as of 2000. As of 2002, the manufacturer estimated the bearings at Holtwood should have a maintenance-free life of about 1,300 years.


Jingfengmen station

Jingfengmen station () is an interchange station under construction on Lines 14 and 19 of the Beijing Subway in Fengtai District.
Planned opening time.
Line 14 (middle section): 2021
Line 19: 2021 or later
Description.
During early planning stages, it was known as You'anmenwai station (). In October 2015, it was renamed to Jingfengmen station. The name "Jingfengmen" derives from the old gate in the Jin dynasty capital, Zhongdu.
Trains travelling past on the current eastern section of the Line 14 use a crossover at Jingfengmen to turn around.


Keith Peck

Keith M. Peck (1953–1998) was a highly acclaimed American bow maker from Evanston, Illinois. His bows are used on instruments such as those created by master makers Giuseppe Guarneri, Giovanni Battista Guadagnini, Giovanni Grancino, Jean-Baptiste Vuillaume, and many others.
Peck began playing cello at age nine. He assembled his first cello when in junior high school. He spent two summers while in high school repairing string instruments for the Boise (Idaho) School District albeit living and going to high school in Moscow, Idaho.
His father was a physics professor at the University of Idaho who researched and published extensively in the field of optics. Keith Peck moved to Seattle, Washington in 1975 and worked for David Saunders from 1975 to 1976. He was insistent on using the finest horse hair with even the most inexpensive bows.
Keith continued to study the cello with Howard Jones at University of Idaho. It was his other cello teacher, Arthur Ross, who got him intrigued in bows by stressing their importance and eventually his focus turned to bow making. He started making bows in 1971, and moved to Seattle, Washington in 1975 and worked for David Saunders from 1975 to 1976.
Peck established his own shop in 1976, making his own model, as well as copies of Dominique Peccatte, François Tourte, and Francois Nicolas Voirin. and frog copies of François-Jude Gaulard, John Dodd, Francois Lupot, Nicolaus Kittel, Pierre Simon, Voirin and many more. Peck is widely known for being the creator of the Amber Frog Bow, a bow commissioned by Gennady Filimonov.
The Amber Frog / Picture bow (copy of F.N. Voirin), is the first documented amber frog bow (made in 1996-97), that was (and is) a complete success. It is still being played by Gennady Filimonov.
Amber used for the frog was Baltic amber. The amber frog and the rest of the bow was made entirely by hand by Master Bow Maker Keith Peck.
Quotes.
"...his bow was a perfect piece of work showing the right spirit of Vuillaume-Voirin. As for the owners of his bows, they should be honored to be in possession of such bows." - Jean Francois Raffin (1998) Bow Expert/Master Maker Expert Pres La Court D'Appel de Paris
"...seeing a Peccatte copy which he made, was one of astonishment..." - Elmar Oliveira Concert Soloist (1998)
"...superb copyist in the Great French Tradition..." - Bernard Millant (1998) Maitre Luthier-Archetier Entente Internationale des Maitres Luthiers et Archetiers d'Art


Corporation MRT station

Corporation MRT station is a proposed Mass Rapid Transit (MRT) station on the Jurong Region line in Jurong West, Singapore.
History.
On 9 May 2018, LTA announced that Corporation 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 J103 for the design and construction of Corporation Station and associated viaducts was awarded to Eng Lee Engineering Pte Ltd - Wai Fong Construction Pte Ltd Joint Venture (JV) at a sum of S$274.3 million. Construction will start in 2020, with completion in 2027. Contract J103 also includes the design and construction of Hong Kah station, 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 will be straddled over the existing Jurong West Avenue 2, just east of the junction with Bulim Avenue and Corporation Road, and west of the PIE expressway exit. It is located within the Jurong West planning area between the Hong Kah and Wenya Subzones, with a housing estate and the former site of Jurong Junior College to the south, and the Bulim district of the future Jurong Innovation District to the north.
Access to the station will be via 4 exits, 2 of each side of Jurong West Avenue 2.


Randall Tolson

Randall Tolson (1912 – 1954) was a clockmaker who lived in Cold Spring Harbor, New York for most of his adult life. In 1932, he was brought to trial for the murder of his brother but was later acquitted. Details surrounding the later parts of his life are less resolved, but it is known that he began to make memorial clocks for his brother. The profits from the memorial clocks were used to support the Richard Tolson Memorial Clockworking Scholarship for first-year college freshman interested in learning the craft. However, funds for the scholarship soon ran out after Randall Tolson's untimely death in 1954. The memorial clocks are now highly collectible.


Salinas station

Salinas station, also known as the Salinas Intermodal Transportation Center, is an intermodal transit center in downtown Salinas, California, United States. As a transit hub, the station is a passenger rail station and bus station.
Currently a stop on the Coast Starlight from Los Angeles to Seattle, Washington, the Transportation Agency for Monterey County has plans for expanding Caltrain commuter rail service from the station to the Bay Area by 2022, with long-term plans to extend Amtrak California's "Capitol Corridor" as well. Local bus service will move from the Salinas Transit Center several blocks away to the expanded station. Greyhound moved its Salinas station here in 2015.
The depot, constructed in 1941 by the Southern Pacific Railroad, exhibits a pared down Spanish Revival style as influenced by the then-popular Art Deco movement. Spanish Revival elements include the red tile roof and stuccoed walls, while the Art Deco influence is visible in the rectilinear composition and clean lines. The station grounds were remodeled in 2021 to prepare for increased services. Traffic circulation was improved by extending Lincoln Avenue to the station.


Portable cord

A portable cord (also known as portable cordage, flexible cord, or extension cord) is a cable with multiple conductors used for temporary electrical power connections requiring flexibility. The cord can be employed in a range of applications, such as operating motors in small and large tools, equipment, power extensions, home appliances, and machinery.
Description.
Portable cords may be used in commercial, industrial and residential applications. Some are used on job sites where resistance to oil, chemicals, and abrasion is essential in extreme environments – both the heat and the cold, outside or inside. Additionally, some portable cords can be water-resistant or water-submersible. Portable cords are commonly used in a range of facilities, such as construction sites, mills, mines, sports complexes, or even marinas.
Although the construction of a portable cord varies depending on the type, a standard cord has at least two stranded copper conductors sized between #18 and #2 American wire gauge (AWG). The copper stranding, insulation, and outer jacket directly influence the physical properties of the cord and its permitted uses.
Types.
A variety of portable cords, differing in styles, lengths, and thicknesses exists in the marketplace. Common types include Type SJT, SVT, SEOW, SJ, SJOW, SJOOW, SO, and SOW, each designed for specific applications.
A portable cord is usually made of thermoset polymer, thermoplastic elastomer, or thermoplastic. Thermoset cords have heavy-duty-grade rubber jackets, are extremely sturdy and oil-resistant, and may remain flexible over a temperature range of . Thermoplastic elastomer (TPE) cords have medium-duty thermoplastic elastomer jackets and perform well in cold conditions down to . Thermoplastic cords typically have an extruded plastic PVC jacket, and are intended for light-duty use, typically in a temperature range of .
Letter codes.
In the United States, letter codes have been defined by Underwriters Labs (UL) to describe various attributes and ratings of portable cords. The Canadian Standards Association (CSA) also has defined similar letter codes, and ongoing standards harmonization should eventually resolve minor differences.


Else Regensteiner

Else Regensteiner (April 21, 1906 – January 18, 2003) was a German weaver, textile designer, author, and teacher who was primarily based in Chicago, Illinois. She is known for founding and heading the Weaving Department at the School of the Art Institute of Chicago and for the creation of the reg/wick Hand Woven Originals weaving studio with Julia McVickers.
Personal life and education.
Else Regensteiner was born in Munich, Germany on April 21, 1906 to Ludwig and Hilda Friedsam. She studied at the Duetsche Frauenschule in Munich and received a teaching degree in 1925. In 1926 she married Bertold Regensteiner and her only child, Helga Regensteiner was born later that year. In 1936,
Else and her husband immigrated to the United States. In Chicago, Else was introduced to Marli Ehrman, the head of the weaving department at the School of Design in Chicago. Ehrman offered Else a job as her assistant, and Else accepted the offer but chose to take classes instead of a salary. From 1940 to 1941, Marli Ehrman, a graduate of the Bauhaus, taught Else drafting and weaving on a fly-shuttle loom and introduced her to the ideals of the Bauhaus movement. Following Ehrman's advice, Else went to Black Mountain College in 1942 to take weaving classes under Anni Albers and design classes taught by Joseph Albers.
Career.
Teaching.
In 1942, upon her return to Chicago from Black Mountain College, Else Regensteiner began her career as an instructor, teaching weaving at the Jane Addams Hull House until 1945. That year, she taught evening classes at the Chicago Institute of Design at the request of Marli Ehrman, and was hired as an assistant professor in the art department of the School of the Art Institute of Chicago. In 1947 she was made a full professor at the school, and in 1957 she founded its Weaving Department. She was the head of this department until her retirement in 1971 when she was granted the title of professor emeritus. After her retirement, Else became a weaving and design consultant at the American Farm School in Thessaloniki, Greece until 1978. During her career as a teacher, Else travelled throughout the United States and Canada giving workshops and lectures on weaving.
reg/wick Hand Woven Originals.
In 1945, Else Regensteiner partnered with Julia Woodruff Von Bergen McVicker to form reg/wick Hand Woven Originals weaving studio. The studio provided custom ordered handwoven fabrics to architects and interior designers, and designed sample weavings as prototypes for industrial production lines. The studio's fabrics were featured in many exhibitions and won national design awards.
Books.
Else wrote several successful books on the subject of weaving including, "The Art of Weaving" (1970), "Program for a Weaving Study Group" (1974), "Weaver's Study Course: Sourcebook for Ideas and Techniques" (1982), and "Geometric Design in Weaving" (1986).
Death.
Else Regensteiner died on January 18, 2003 of heart failure in her Chicago home.