The fifth person to receive the Freedom of the County Borough of Middlesbrough was Sir Lowthian Bell Bart who was awarded freedom on 2 November 1894. A portrait of Sir Lowthian Bell Bart FRS 1826-1904 is hung in the Civic Suite in the Town Hall. It was painted by Henry Tamworth Wells RA and was presented in 1894 by Joseph Whitwell Pease MP on Tuesday 13 November in the Council Chamber at 3.00pm. Joseph Pease was Chairman of the Sir Lowthian Bell presentation committee.

It was presented to the Corporation of Middlesbrough by friends in Great Britain, Europe and America as a record of their high esteem and to commemorate his many public services and those researches in physical science by which he has contributed to the development of the staple industries of his own country and the world.

 

ISAAC LOWTHIAN BELL - from "Pioneers of The Cleveland Irontrade" by J. S. Jeans

 

THE name of Mr. Isaac Lowthian Bell is familiar as a " household word " throughout the whole North of England. As a man of science he is known more or less wherever the manufacture of iron is carried on. It is to metallurgical chemistry that his attention has been chiefly directed; but so far from confining his researches and attainments to this department alone, he has made incursions into other domains of practical and applied chemistry. No man has done more to stimulate the growth of the iron trade of the North of England. Baron Liebig has defined civilisation as economy of power, and viewed in this light civilisation is under deep obligations to Mr. Bell for the invaluable aid he has rendered in expounding the natural laws that are called into operation in the smelting process. The immense power now wielded by the ironmasters of the North of England is greatly due to their study and application of the most economical conditions under which the manufacture of iron can be carried on. But for their achievements in this direction, they could not have made headway so readily against rival manufacturers in Wales, Scotland, and South Staffordshire, who enjoyed a well-established reputation. But Mr. Bell and his colleagues felt that they must do something to compensate for the advantages possessed by the older iron- producing districts, and as we shall have occasion to show, were fully equal to the emergency, Mr. Isaac Lowthian Bell is a son of the late Mr. Thomas Bell, of the well-known firm of Messrs. Losh, Wilson, and Bell, who owned the Walker Ironworks, near Newcastle. His mother was a daughter of Mr. Isaac Lowthian, of Newbiggen, near Carlisle. He had the benefit of a good education, concluded at the Edinburgh University, and at the University of Sorbonne, in Paris. From an early age he exhibited an aptitude for the study of science. Having completed his studies, and travelled a good deal on the Continent, in order to acquire the necessary experience, he was introduced to the works at Walker, in which his father was a partner. He continued there until the year 1850, when he retired in favour of his brother, Mr. Thomas Bell. In the course of the same year, he joined his father-in-law, Mr. Pattinson, and Mr. R. B. Bowman, in the establishment of Chemical Works, at Washington. This venture was eminently successful. Subsequently it was joined by Mr. W. Swan, and on the death of Mr. Pattinson by Mr. R. S. Newall. The works at Washington, designed by Mr. Bell, are among the most extensive of their kind in the North of England, and have a wide reputation. During 1872 his connection with this undertaking terminated by his retirement from the firm. Besides the chemical establishment at Washington, Mr. Bell commenced, with his brothers, the manufacture of aluminium at the same place this being, if we are rightly informed, the first attempt to establish works of that kind in England. But what we have more particularly to deal with here is the establishment, in 1852, of the Clarence Ironworks, by Mr. I. L. Bell and his two brothers, Thomas and John. This was within two years of the discovery by Mr. Vaughan, of the main seam of the Cleveland ironstone. Port Clarence is situated on the north bank of the river Tees, and the site fixed upon for the new works was immediately opposite the Middlesbrough works of Messrs. Bolckow and Vaughan. There were then no works of the kind erected on that side of the river, and Port Clarence was literally a " waste howling wilderness." The ground on which the Clarence works are built where flooded with water, which stretched away as far as Billingham on the one hand, and Seaton Carew on the other. Thirty years ago, the old channel of the Tees flowed over the exact spot on which the Clarence furnaces are now built. To one of less penetration than Mr. Bell, the site selected would have seemed anything but congenial for such an enterprise. But the new firm were alive to advantages that did not altogether appear on the surface. They concluded negotiations with the West Hartlepool Railway Company, to whom the estate belonged, for the purchase of about thirty acres of ground, upon which they commenced to erect four blast furnaces of the size and shape then common in Cleveland. From this beginning they have gradually enlarged the works until the site now extends to 200 acres of land (a great deal of which is submerged, although it may easily be reclaimed), and there are eight furnaces regularly in blast. With such an extensive site, the firm will be able to command an unlimited "tip" for their slag, and extend the capacity of the works at pleasure. At the present time, Messrs.. Bell Brothers are building three new furnaces. The furnace lifts are worked by Sir William Armstrong's hydraulic accumulator, and the general plan of the works is carried out on the most modern and economical principles. As soon as they observed that higher furnaces, with a greater cubical capacity, were a source of economy, Messrs. Bell Brothers lost no time in reconstructing their old furnaces, which were only 50 feet in height ; and they were among the first in Cleveland to adopt the Welsh plan of utilising the waste furnace gases, by which another great economy is effected. With a considerable frontage to the Tees, and a connection joining the Clarence branch of the North-Eastern Railway, Messrs. Bell Brothers possess ample facilities of transit. They raise all their own ironstone and coal, having mines at Saltburn, Normanby, and Skelton, and collieries in South Durham. A chemical laboratory is maintained in connection with their Clarence Works, and the results thereby obtained are regarded in the trade as of standard and unimpeachable exactitude. Mr. I. L. Bell owns, conjointly with his two brothers, the iron -works at Washington. At these and the Clarence Works the firms produce about 3,000 tons of pig iron weekly. They raise from 500,000 to 600,000 tons of coal per annum, the greater portion of which is converted into coke. Their output of ironstone is so extensive that they not only supply about 10,000 tons a- week to their own furnaces, but they are under contract to supply large quantities to other works on Tees-side. Besides this, their Quarries near Stanhope will produce about 100,000 tons of limestone, applicable as a flux at the iron works. Last year, Mr. Bell informed the Coal Commission that his firm paid 100,000 a year in railway dues. Upwards of 5,000 workmen are in the employment of the firm at their different works and mines. But there is another, and perhaps a more important sense than any yet indicated, in which Mr. Bell is entitled to claim a prominent place among the " Pioneers of the Cleveland Iron Trade." Mr. Joseph Bewick says, in his geological treatise on the Cleveland district, that " to Bell Brothers, more than to any other firm, is due the merit of having fully and effectually developed at this period (1843) the ironstone fields of Cleveland. It was no doubt owing to the examinations and surveys which a younger member of that firm (Mr. John Bell) caused to be made in different localities of the district, that the extent and position of the ironstone beds became better known to the public." Of late years the subject of this sketch has come to be regarded as one of the greatest living authorities on the statistical and scientific aspects of the Cleveland ironstone and the North of England iron trade as a whole. With the Northumberland and Durham coal fields he is scarcely less familiar, and in dealing with these and cognate matters he has earned for himself no small fame as a historiographer. Leoni Levi himself could not discourse with more facility on the possible extent and duration of our coal supplies. When the British Association visited Newcastle in 1863, Mr. Bell read a deeply interesting paper " On the Manufacture of Iron in connection with the Northumberland and Durham Coal Field," in which he conveyed a great deal of valuable information. According to Bewick, he said the area of the main bed of Cleveland ironstone was 420 miles, and estimating the yield of ironstone as 20,000 tons per acre, it resulted that close on 5,000,000,000 tons are contained in the main seam. Mr. Bell added that he had calculated the quantity of coal in the Northern coal field at 6,000,000,000 tons, so that there was just about enough fuel in the one district, reserving it for that purpose exclusively, to smelt the ironstone contained in the main seam of the other. When the Yorkshire Union of Mechanics' Institutes visited Darlington in the spring of 1872, they spent a day in Cleveland under the ciceroneship of Mr. Bell, who read a paper, which he might have entitled "The Romance of Trade," on the rise and progress of Cleveland in relation to her iron manufactures; and before the Tyneside Naturalists' Field Club, when they visited Saltburn in 1866, he read another paper dealing with the geological features of the Cleveland district. Although not strictly germane to our subject, we may add here that when, in 1870, the Social Science Congress visited Newcastle, Mr. Bell took an active and intelligent part in the proceedings, and read a lengthy paper, bristling with facts and figures, on the sanitary condition of the town. Owing to his varied scientific knowledge, Mr. Bell has been selected to give evidence on several important Parliamentary Committees, including that appointed to inquire into the probable extent and duration of the coal-fields of the United Kingdom. The report of this Commission is now before us, and Mr. Bell's evidence shows most conclusively the vast amount of practical knowledge that he has accumulated, not only as to the phenomena of mineralogy and metallurgy in Great Britain, but also in foreign countries. Mr. Bell was again required to give evidence before the Parliamentary Committee appointed in 1873, to inquire into the causes of the scarcity and dearness of coal. In July, 1854, Mr. Bell was elected a member of the North of England Institute of Mining and Mechanical Engineers. He was a member of the Council of the Institute from 1865 to 1866, when he was elected one of the vice-presidents. He is a vice-president of the Society of Mechanical Engineers, and last year was an associate member of the Council of Civil Engineers. He is also a fellow of the Chemical Society of London. To most of these societies he has contributed papers on matters connected with the manufacture of iron. When a Commission was appointed by Parliament to inquire into the constitution and management of Durham University, the institute presented a memorial to the Home Secretary, praying that a practical Mining College might be incorporated with the University, and Mr. Bell, Mr. G. Elliot, and Mr. Woodhouse, were appointed to give evidence in support of the memorial. He was one of the most important witnesses at the inquest held in connection with the disastrous explosion at Hetton Colliery in 1860, when twenty-one miners, nine horses, and fifty-six ponies were killed; and in 1867 he was a witness for the institute before the Parliamentary Committee appointed to inquire into the subject of technical education, his evidence, from his familiarity with the state of science on the Continent, being esteemed of importance. Some years ago, Mr. Bell brought under the notice of the Mining Institute an aluminium safety lamp. He pointed out that the specific heat of aluminum was very high, so that it might be long exposed to the action of fire before becoming red-hot, while it did not abstract the rays of light so readily as iron, which had a tendency to become black much sooner. Mr. Bell was during the course of last year elected an honorary member of a learned Society in the United States, his being only the second instance in which this distinction had been accorded. Upon that occasion, Mr. Abram Hewitt, the United States Commissioner to the Exhibition of 1862, remarked that Mr. Bell had by his researches made the iron makers of two continents his debtors. Mr Bell is one of the founders of the Iron and Steel Institute of Great Britain, and has all along taken a prominent part in its deliberations. No other technical society, whether at home or abroad, has so rapidly taken a position of marked and confirmed practical usefulness. The proposal to form such an institute was first made at a meeting of the North of England Iron Trade, held in Newcastle, in September, 1868, and Mr. Bell was elected one of the first vice-presidents, and a member of the council. At the end of the year 1869 the Institute had 292 members; at the end of 1870 the number had increased to 348; and in August 1872, there were over 500 names on the roll of membership. These figures are surely a sufficient attestation of its utility. Mr. Bell's paper " On the development of heat, and its appropriation in blast furnaces of different dimensions," is considered the most valuable contribution yet made through the medium of the Iron and Steel Institute to the science and practice of iron metallurgy. Since it was submitted to the Middlesbrough meeting of the Institute in 1869, this paper has been widely discussed by scientific and practical men at home and abroad, and the author has from time to time added new matter, until it has now swollen into a volume embracing between 400 and 500 pages, and bearing the title of the " Chemical Phenomena of Iron Smelting." As a proof of the high scientific value placed upon this work, we may mention that many portions have been translated into German by Professor Tunner, who is, perhaps, the most distinguished scientific metallurgist on the Continent of Europe. The same distinction has been conferred upon Mr. Bell's work by Professor Gruner, of the School of Mines in Paris, who has communicated its contents to the French iron trade, and by M. Akerman, of Stockholm, who has performed the same office for the benefit of the manufacturers of iron in Sweden. The first president of the Iron and Steel Institute was the Duke of Devonshire, the second Mr. H. Bessemer, and for the two years commencing 1873, Mr. Bell has enjoyed the highest honour the iron trade of the British empire can confer. As president of the Iron and Steel Institute, Mr. Bell presided over the deliberations of that body on their visit to Belgium in the autumn of 1873. The reception accorded to the Institute by their Belgian rivals and friends was of the most hearty and enthusiastic description. The event, indeed, was regarded as one of international importance, and every opportunity, both public and private, was taken by our Belgian neighbours to honour England in the persons of those who formed her foremost scientific society. Mr. Bell delivered in the French language, a presidential address of singular ability, directed mainly to an exposition of the relative industrial conditions and prospects of the two greatest iron producing countries in Europe. As president of the Institute, Mr. Bell had to discharge the duty of presenting to the King of the Belgians, at a reception held by His Majesty at the Royal Palace in Brussels, all the members who had taken a part in the Belgium meeting, and the occasion will long be remembered as one of the most interesting and pleasant in the experience of those who were privileged to be present. We will only deal with one more of Mr. Bell's relations to the iron trade. He was, we need scarcely say, one of the chief promoters of what is now known as the North of England Ironmasters' Association, and he has always been in the front of the deliberations and movements of that body. Before a meeting of this Association, held in 1867, he read a paper on the " Foreign Relations of the Iron Trade," in the course of which he showed that the attainments of foreign iron manufacturers in physical science were frequently much greater than our own, and deprecated the tendency of English artizans to obstruct the introduction of new inventions and processes. He has displayed an eager anxiety in the testing and elucidation of new discoveries, and no amount of labour or cost was grudged that seemed likely, in his view, to lead to mechanical improvements. He has investigated for himself every new appliance or process that claimed to possess advantages over those already in use, and he has thus rendered yeoman service to the interest of science, by discriminating between the chaff and the wheat. For a period nearly approaching twenty- four years, Mr. Bell has been a member of the Newcastle Town Council, and one of the most prominent citizens of the town. Upon this phase of his career it is not our business to dwell at any length, but we cannot refrain from adding, that he has twice filled the chief magistrate's chair, that he served the statutory period as Sheriff of the town, that he is a director of the North-Eastern Railway, and that he was the first president of the Newcastle Chemical Society. In the general election of 1868, Mr. Bell came forward as a candidate for the Northern Division of the county of Durham, in opposition to Mr. George Elliot, but the personal influence of the latter was too much for him, and he sustained a defeat. In the general election of 1874, Mr. Bell again stood for North Durham, in conjunction with Mr. C. M. Palmer, of Jarrow. Mr. Elliott again contested the Division in the Conservative interest. After a hard struggle, Mr. Bell was returned at the head of the poll. Shortly after the General Election, Mr. Elliott received a baronetcy from Mr, Disraeli. A short time only had elapsed, however, when the Liberal members were unseated on petition, because of general intimidation at Hetton-le-Hole, Seaham, and other places no blame being, however, attributed to the two members and the result of afresh election in June following was the placing of Mr. Bell at the bottom of the poll, although he was only a short distance behind his Conservative opponent Sir George Elliott."

 

"Isaac Lowthian Bell, 1st Baronet FRS (1816-1904), of Bell Brothers, was a Victorian ironmaster and Liberal Party politician from Washington, Co. Durham.

1816 February 15th. Born the son of Thomas Bell and his wife Katherine Lowthian.

Attended the Academy run by John Bruce in Newcastle-upon-Tyne, Edinburgh University and the Sorbonne.

Practical experience in alkali manufacture at Marseilles.

1835 Joined the Walker Ironworks; studied the the operation of the blast furnaces and rolling mills.

A desire to master thoroughly the technology of any manufacturing process was to be one of the hallmarks of Bell's career.

1842 Married Margaret Elizabeth Pattinson

In 1844 Lowthian Bell and his brothers Thomas Bell and John Bell formed a new company, Bell Brothers, to operate the Wylam ironworks. These works, based at Port Clarence on the Tees, began pig-iron production with three blast furnaces in 1854 and became one of the leading plants in the north-east iron industry. The firm's output had reached 200,000 tons by 1878 and the firm employed about 6,000 men.

1850 Bell started his own chemical factory at Washington in Gateshead, established a process for the manufacture of an oxychloride of lead, and operated the new French Deville patent, used in the manufacture of aluminium. Bell expanded these chemical interests in the mid-1860s, when he developed with his brother John a large salt working near the ironworks.

In 1854 he built Washington Hall, now called Dame Margaret's Hall.

He was twice Lord Mayor of Newcastle-upon-Tyne and Member of Parliament for North Durham from February to June 1874, and for Hartlepool from 1875 to 1880.

1884 President of the Institution of Mechanical Engineers

In 1895 he was awarded the Albert Medal of the Royal Society of Arts, 'in recognition of the services he has rendered to Arts, Manufactures and Commerce, by his metallurgical researches and the resulting development of the iron and steel industries'.

A founder of the Iron and Steel Institute, he was its president from 1873 to 1875, and in 1874 became the first recipient of the gold medal instituted by Sir Henry Bessemer. He was president of the Institution of Mechanical Engineers in 1884.

1842 He married Margaret Pattison. Their children were Mary Katherine Bell, who married Edward Stanley, 4th Baron Stanley of Alderley and Sir Thomas Hugh Bell, 2nd Baronet.

1904 December 20th. Lowthian Bell died at his home, Rounton Grange, Rounton, Northallerton, North Riding of Yorkshire

1904 Obituary [1]

  

"Sir ISAAC LOWTHIAN BELL, Bart., was born in Newcastle-on-Tyne on 15th February 1816, being the son of Mr. Thomas Bell, an alderman of the town, and partner in the firm of Messrs. Losh, Wilson and Bell, of Walker Iron Works, near Newcastle; his mother was the daughter of Mr. Isaac Lowthian, of Newbiggin, Northumberland.

After studying at Edinburgh University, he went to the Sorbonne, Paris, and there laid the foundation of the chemical and metallurgical knowledge which he applied so extensively in later years.

He travelled extensively, and in the years 1839-40 he covered a distance of over 12,000 miles, examining the most important seats of iron manufacture on the Continent. He studied practical iron-making at his father's works, where lie remained until 1850, when he joined in establishing chemical works at Washington, eight miles from Newcastle. Here it was also that his subsequent firm of Messrs. Bell Brothers started the first works in England for the manufacture of aluminium.

In 1852, in conjunction with his brothers Thomas and John, he founded the Clarence Iron Works, near the mouth of the Tees, opposite Middlesbrough. The three blast-furnaces erected there in 1853 were at that time the largest in the kingdom, each being 47.5 feet high, with a capacity of 6,012 cubic feet; the escaping gases were utilized for heating the blast. In 1873 the capacity of these furnaces was much increased.

In the next year the firm sank a bore-hole to the rock salt, which had been discovered some years earlier by Messrs. Bolckow, Vaughan and Co. in boring for water. The discovery remained in abeyance till 1882, when they began making salt, being the pioneers of the salt industry in that district. They were also among the largest colliery proprietors in South Durham, and owned extensive ironstone mines in Cleveland, and limestone quarries in Weardale.

His literary career may be said to have begun in 1863, when, during his second mayoralty, the British Association visited Newcastle, on which occasion he presented a report on the manufacture of iron in connection with the Northumberland and Durham coal-fields. At the same visit he read two papers on " The Manufacture of Aluminium," and on "Thallium." The majority of his Papers were read before the Iron and Steel Institute, of which Society he was one of the founders; and several were translated into French and German.

On the occasion of the first Meeting of this Institution at Middlesbrough in 1871, he read a Paper on Blast-Furnace Materials, and also one on the "Tyne as Connected with the History of Engineering," at the Newcastle Meeting in 1881. For his Presidential Address delivered at the Cardiff Meeting in 1884, he dealt with the subject of "Iron."

He joined this Institution in 1858, and was elected a Member of Council in 1870. In 1872 he became a Vice-President, and retained that position until his election as President in 1884. Although the Papers he contributed were not numerous, he frequently took part in the discussions on Papers connected with the Iron Industry and kindred subjects.

He was a member of a number of other learned societies — The Royal Society, The Institution of Civil Engineers, the Iron and Steel Institute, of which he was President from 1873 to 1875, the Society of Chemical Industry, the Royal Society of Sweden, and the Institution of Mining Engineers, of which he was elected President in 1904.

He had also received honorary degrees from the University of Edinburgh, the Durham College of Science, and the University of Leeds. In 1885 a baronetcy was conferred upon him in recognition of his distinguished services to science and industry. In 1876 he served as a Commissioner to tile International Centennial Exhibition at Philadelphia, where he occupied the position of president of the metallurgical judges, and presented to the Government in 1877 a report upon the iron manufacture of the United States. In 1878 he undertook similar duties at the Paris Exhibition.

He was Mayor of Newcastle in 1854-55, and again in 1862-3. In 1874 he was elected Member of Parliament for Durham, but was unseated; he sat for the Hartlepools from 1875 to 1880, and then retired from parliamentary life. For the County of Durham he was a Justice of the Peace and Deputy Lieutenant, and High Sheriff in 1884. For many years he was a director of the North Eastern Railway, and Chairman of the Locomotive Committee.

His death took place at his residence, Rounton Grange, Northallerton, on 20th December 1904, in his eighty-ninth year.

1904 Obituary [2]

SIR LOWTHIAN BELL, Bart., Past-President, died on December 21, 1904, at his residence, Rounton Grange, Northallerton, in his eighty-ninth year. In his person the Iron and Steel Institute has to deplore the loss of its most distinguished and most valuable member. From the time when the Institute was founded as the outcome of an informal meeting at his house, until his death, he was a most active member, and regularly attended the general meetings, the meetings of Council, and the meetings of the various committees on which he served.

Sir Lowthian Bell was the son of Mr. Thomas Bell (of Messrs. Losh, Wilson, & Bell, iron manufacturers, Walker-on-Tyne), and of Catherine, daughter of Mr. Isaac Lowthian, of Newbiggin, near Carlisle. He was born in Newcastle on February 15, 1816, and educated, first at Bruce's Academy, in Newcastle, and afterwards in Germany, in Denmark, at Edinburgh University, and at the Sorbonne, Paris. His mother's family had been tenants of a well-known Cumberland family, the Loshes of Woodside, near Carlisle, one of whom, in association with Lord Dundonald, was one of the first persons in this country to engage in the manufacture of soda by the Leblanc process. In this business Sir Lowthian's father became a partner on Tyneside. Mr. Bell had the insight to perceive that physical science, and especially chemistry, was bound to play a great part in the future of industry, and this lesson• he impressed upon his ions. The consequence was that they devoted their time largely to chemical studies.

On the completion of his studies, Lowthian Bell joined his father at the Walker Iron Works. Mr. John Vaughan, who was with the firm, left about the year 1840, and in conjunction with Mr. Bolckow began their great iron manufacturing enterprise at Middlesbrough. Mr. Bell then became manager at Walker, and blast-furnaces were erected under his direction. He became greatly interested in the ironstone district of Cleveland, and as early as 1843 made experiments with the ironstone. He met with discouragements at first, but was rewarded with success later, and to Messrs. Bell Brothers largely belongs the credit of developing the ironstone field of Cleveland. Mr. Bell's father died in 1845, and the son became managing partner. In 1852, two years after the discovery of the Cleveland ironstone, the firm acquired ironstone royalties first at Normanby and then at Skelton in Cleveland, and started the Clarence Iron Works, opposite Middlesbrough. The three blast-furnaces here erected in 1853 were at that time the largest in the kingdom, each being 47.5 feet high, with a capacity of 6012 cubic feet. Later furnaces were successively increased up to a height of. 80 feet in 1873, with 17 feet to 25 feet in diameter at the bosh, 8 feet at the hearth, and about 25,500 cubic feet capacity. On the discovery of a bed of rock salt at 1127 feet depth at Middlesbrough, the method of salt manufacture in vogue in Germany was introduced at the instance of Mr. Thomas Bell, and the firm of Bell Brothers had thus the distinction of being pioneers in this important industry in the district. They were also among the largest colliery proprietors in South Durham, and owned likewise extensive ironstone mines in Cleveland, and limestone quarries in Weardale. At the same time Mr. Bell was connected with the Washington Aluminium Works, the Wear blast-furnaces, and the Felling blast-furnaces.

Although Sir Lowthian Bell was an earnest municipal reformer and member of Parliament, he will best be remembered as a man of science. He was mayor of Newcastle in 1863, when the British Association visited that town, and the success of the gathering was largely due to his arrangements. As one of the vice-presidents of the chemical section, he contributed papers upon thallium and the manufacture of aluminium; and, jointly with the late Lord Armstrong, edited the souvenir volume entitled " The Industrial Resources of the Tyne, Wear, and Tees." In 1873, when the Iron and Steel Institute visited Belgium, Mr. Bell presided, and delivered in French an address on the relative industrial conditions of Great Britain and Belgium. Presiding at the Institute's meeting in Vienna in 1882, he delivered his address partly in English and partly in German, and expressed the hope that the ties between England and Austria should be drawn more closely.

On taking up his residence permanently at Rounton Grange, near Northallerton, Sir Lowthian made a present to the city council, on which he had formerly served for so many years, of Washington Hall and grounds, and the place is now used as a home for the waifs and strays of the city. It is known as Dame Margaret's Home, in memory of Lady Bell, who died in 1886. This lady, to whom he was married in 1842, was a daughter of Mr. Hugh Lee Pattinson, F.R.S., the eminent chemist and metallurgist.

Sir Lowthian earned great repute as an author. He was a prolific writer on both technical and commercial questions relating to the iron and steel industries. His first important book was published in 1872, and was entitled " Chemical Phenomena of Iron Smelting : An Experimental :and Practical Examination of the Circumstances which Determine the Capacity of the Blast-Furnace, the Temperature of the Air, and the Proper Condition of the Materials to be Operated upon." This book, which contained nearly 500 pages, with many diagrams, was the direct outcome of a controversy with the late Mr. Charles Cochrane, and gave details of nearly 900 experiments carried out over a series of years with a view to finding out the laws which regulate the process of iron smelting, and the nature of the reactions which take place among the substances dealt with in the manufacture of pig iron. The behaviour of furnaces under varying conditions was detailed. The book was a monument of patient research, which all practical men could appreciate. His other large work—covering 750 pages—was entitled " The Principles of the Manufacture of Iron and Steel." It was issued in 1884, and in it the author compared the resources existing in different localities in Europe and America as iron-making centres. His further investigations into the manufacture of pig iron were detailed, as well as those relating to the manufacture of finished iron and steel.

In 1886, at the instance of the British Iron Trade Association, of which he was then President, he prepared and published a book entitled " The Iron Trade of the United Kingdom compared with other Chief Ironmaking Nations." Besides these books and numerous papers contributed to scientific societies, Sir Lowthian wrote more than one pamphlet relating to the history and development of the industries of Cleveland.

In 1876 Sir Lowthian was appointed a Royal Commissioner to the Centennial Exhibition at Philadelphia, and wrote the official report relating to the iron and steel industries. -This was issued in the form of a bulky Blue-book.

As a director of the North-Eastern Railway Company Si Lowthian prepared an important volume of statistics for the use of his colleagues, and conducted exhaustive investigations into the life of a steel rail.

The majority of his papers were read before the Iron and Steel Institute, but of those contributed to other societies the following may be mentioned :— Report and two papers to the second Newcastle meeting of the British Association in 1863, already mentioned. " Notes on the Manufacture of Iron in the Austrian Empire," 1865. " Present State of the Manufacture of Iron in Great Britain," 1867. " Method of Recovering Sulphur and Oxide of Manganese, as Practised at Dieuze, near Nancy," 1867. " Our Foreign Competitors in the Iron Trade," 1868; this was promptly translated into French by Mr. G. Rocour, and published in Liege. " Chemistry of the Blast-Furnace," 1869. " Preliminary Treatment of the Materials Used in the Manufacture of Pig Iron in the Cleveland District" (Institution of Mechanical Engineers, 1871). " Conditions which Favour, and those which Limit, the Economy of Fuel in the Blast-Furnace for Smelting Iron " (Institution of Civil Engineers, 1872). "Some supposed Changes Basaltic Veins have Suffered during their Passage through and Contact with Stratified Rocks, and the Manner in which these Rocks have been Affected by the Heated Basalt " : a communication to the Royal Society on May 27, 1875. " Report to Government on the Iron Manufacture of the United States of America, and a Comparison of it with that of Great Britain," 1877. "British Industrial Supremacy," 1878. " Notes on the Progress of the Iron Trade of Cleveland," 1878. " Expansion of Iron," 1880. " The Tyne as connected with the History of Engineering " (Institution of Mechanical Engineers, 1881). " Occlusion of Gaseous Matter by Fused Silicates and its possible connection with Volcanic Agency : " a paper to the third York meeting of the British Association, in, 1881, but printed in the Journal of the Iron and Steel• Institute. Presidential Address on Iron (Institution of Mechanical Engineers, 1884). " Principles of the Manufacture of Iron and Steel, with Notes on the Economic Conditions of their Production," 1884. " Iron Trade of the United Kingdom," 1886. " Manufacture of Salt near Middlesbrough" (Institution of Civil Engineers, 1887). " Smelting of Iron Ores Chemically Considered," 1890. " Development of the Manufacture and Use of Rails in Great Britain " (Institution of Civil Engineers, 1900). Presidential Address to the Institution of Junior Engineers, 1900.

To him came in due course honours of all kinds. When the Bessemer Gold Medal was instituted in 1874, Sir Lowthian was the first recipient. In 1895 he received at the hands of the King, then. Prince of Wales, the Albert Medal of the Society of Arts, in recognition of the services he had rendered to arts, manufactures, and commerce by his metallurgical researches. From the French government he received the cross of the Legion of Honour. From the Institution of Civil Engineers he received the George Stephenson Medal, in 1900, and, in 1891, the Howard Quinquennial Prize which is awarded periodically to the author of a treatise on Iron.

For his scientific work Sir Lowthian was honoured by many of the learned societies of Europe and America. He was elected a Fellow of the Royal Society in 1875. He was an Hon. D.C.L. of Durham University; an LL.D. of the Universities of Edinburgh and Dublin; and a D.Sc. of Leeds University. He was one of the most active promoters of the Durham College of Science by speech as well as by purse; his last contribution was made only a short time ago, and was £3000, for the purpose of building a tower. He had. held the presidency of the North of England Institution of Mining and Mechanical Engineers, and was the first president of the Newcastle Chemical Society.

Sir Lowthian was a director of the North-Eastern Railway Company since 1865. For a number of years he was vice-chairman, and at the time of his death was the oldest railway director in the kingdom. In 1874 he was elected M.P. for the Borough of the Hartlepools, and continued to represent the borough till 1880. In 1885, on the advice of Mr. Gladstone, a baronetcy was conferred upon him in recognition of his great services to the State. Among other labours he served on the Royal Commission on the Depression of Trade, and formed one of the Commission which proceeded to Vienna to negotiate Free Trade in Austria-Hungary in 1866. For the County of Durham he was a Justice of the Peace and Deputy Lieutenant, and High Sheriff in 1884. He was also a Justice of the Peace for the North Riding of Yorkshire and for the city of Newcastle. He served as Royal Commissioner at the Philadelphia Exhibition in 1876, and at the Paris Exhibition of 1878. He also served as Juror at the Inventions Exhibition in London, in 1885, and at several other great British and foreign Exhibitions.

Of the Society of Arts he was a member from 1859. He joined the Institution of Civil Engineers in 1867, and the Chemical Society in 1863. He was a past-president of the Institution of Mechanical Engineers, and of the Society of Chemical Industry; and at the date of his death he was president of the Institution of Mining Engineers. He was an honorary member of the American Philosophical Institution, of the Liege Association of Engineers, and of other foreign societies. In 1882 he was made an honorary member of the Leoben School of Mines.

In the Iron and Steel Institute he took special interest. One of its original founders in 1869, he filled the office of president from 1873 to 1875, and was, as already noted, the first recipient of the gold medal instituted by Sir Henry Bessemer. He contributed the following papers to the Journal of the Institute in addition to Presidential Addresses in 1873 and 1874: (1) " The Development of Heat, and its Appropriation in Blast-furnaces of Different Dimensions" (1869). (2) " Chemical Phenomena of Iron Smelting : an experimental and practical examination of the circumstances which determine the capacity of the blast-furnace, the temperature of the air, and the proper conditions of the materials to be operated upon " (No. I. 1871; No. II. 1871; No. I. 1872). (3) " Ferrie's Covered Self-coking Furnace" (1871). (4) "Notes on a Visit to Coal and Iron Mines and Ironworks in the United States " (1875). (5) " Price's Patent Retort Furnace " (1875). (6) " The Sum of Heat utilised in Smelting Cleveland Ironstone" (1875). (7) "The Use of Caustic Lime in the Blast-furnace" (1875). (8) "The Separation of Carbon, Silicon, Sulphur, and Phosphorus in the Refining and Puddling Furnace, and in the Bessemer Converter " (1877). (9) " The Separation of Carbon, Silicon, Sulphur, and Phosphorus in the Refining and Puddling Furnaces, in the Bessemer Converter, with some Remarks on the Manufacture and Durability of Railway Bars" (Part II. 1877). (10) " The Separation of Phosphorus from Pig Iron" (1878). (11) " The Occlusion or Absorption of Gaseous Matter by fused Silicates at High Temperatures, and its possible Connection with Volcanic Agency" (1881). (12) " On Comparative Blast-furnace Practice" (1882). (13) "On the Value of Successive Additions to the Temperature of the Air used in Smelting Iron " (1883). (14) "On the Use of Raw Coal in the Blast-furnace" (1884). (15) "On the Blast-furnace value of Coke, from which the Products of Distillation from the Coal, used in its Manufacture, have been Collected" (1885). (16) "Notes on the Reduction of Iron Ore in the Blast-furnace" (1887). (17) "On Gaseous Fuel" (1889). (18) " On. the Probable Future of the Manufacture of Iron " (Pittsburg International Meeting, 1890). (19) " On the American Iron Trade and its Progress during Sixteen Years" (Special American Volume, 1890). (20) " On the Manufacture of Iron in its Relations with Agriculture " (1892). (21) " On the Waste of Heat, Past, Present, and Future, in Smelting Ores of Iron " (1893). (22) " On the Use of Caustic Lime in the Blast-furnace" (1894).

Sir Lowthian Bell took part in the first meeting of the Institute in 1869, and was present at nearly all the meetings up to May last, when he took part in the discussion on pyrometers, and on the synthesis of Bessemer steel. The state of his health would not, however, permit him to attend the American meeting, and he wrote to Sir James Kitson, Bart., Past-President, a letter expressing his regret. The letter, which was read at the dinner given by Mr. Burden to the Council in New York, was as follows :— ROUNTON GRANGE, NORTHALLERTON, 12th October 1904.

MY DEAR SIR JAMES KITSON,-Four days ago I was under the knife of an occulist for the removal of a cataract on my right eye. Of course, at my advanced age, in deference to the convenience of others, as well as my own, I never entertained a hope of being able to accompany the members of the Iron and Steel Institute in their approaching visit to the United States.

You who knew the regard, indeed, I may, without any exaggeration, say the affection I entertain for my friends on the other side of the Atlantic, will fully appreciate the nature of my regrets in being compelled to abstain from enjoying an opportunity of once more greeting them.

Their number, alas, has been sadly curtailed since I first met them about thirty years ago, but this curtailment has only rendered me the more anxious again to press the hands of the few who still remain.

Reference to the records of the Iron and Steel Institute will show that I was one of its earliest promoters, and in that capacity I was anxious to extend its labours, and consequently its usefulness, to every part of the world where iron was made or even used; with this view, the Council of that body have always taken care to have members on the Board of Management from other nations, whenever they could secure their services. Necessarily the claims upon the time of the gentlemen filling the office of President are too urgent to hope of its being filled by any one not a resident in the United Kingdom. Fortunately, we have a gentleman, himself a born subject of the United Kingdom, who spends enough of his time in the land of his birth to undertake the duties of the position of Chief Officer of the Institute.

It is quite unnecessary for me to dwell at any length upon the admirable way in which Mr. Andrew Carnegie has up to this time discharged the duties of his office, and I think I may take upon me to declare in the name of the Institute that the prosperity of the body runs no chance of suffering by his tenure of the Office of President.— Yours faithfully, (Signed) LOWTHIAN BELL.

The funeral of Sir Lowthian Bell took place on December 23, at Rounton, in the presence of the members of his family, and of Sir James Kitson, Bart., M.P., past-president, and Sir David Dale, Bart., past-president. A memorial service was held simultaneously at the Parish Church, Middlesbrough, and was attended by large numbers from the North of England. A dense fog prevailed, but this did not prevent all classes from being represented. The Iron and Steel Institute was represented by Mr. W. Whitwell, past-president, Mr. J Riley, vice-president, Mr. A. Cooper and Mr. Illtyd Williams, members of council, Mr. H. Bauerman, hon. member, and the Secretary. The Dean of Durham delivered an address, in which he said that Sir Lowthian's life had been one of the strenuous exertion of great powers, full of bright activity, and he enjoyed such blessings as go with faithful, loyal work and intelligent grappling with difficult problems. From his birth at Newcastle, in 1816, to the present day, the world of labour, industry, and mechanical skill had been in constant flow and change. Never before had there been such a marvellous succession of advances, and in keeping pace with these changes Sir Lowthian might be described as the best scientific ironmaster in the world. He gave a lifelong denial to the statement that Englishmen can always " muddle through," for he based all his action and success on clearly ascertained knowledge.

The King conveyed to the family of the late Sir Lowthian Bell the expression of his sincere sympathy on the great loss which they have sustained. His Majesty was pleased to say that he had a great respect for Sir Lowthian Bell, and always looked upon him as a very distinguished man.

Immediately before the funeral an extraordinary meeting of council was held at the offices of Bell Brothers, Limited, Middlesbrough, when the following resolution was unanimously adopted :— " The council of the Iron and Steel Institute desire to place on record their appreciation of the loss which the Institute has sustained by the death of Sir Lowthian Bell, Bart., a past-president and one of the founders of the Institute. The council feel that it would be difficult to overrate the services that Sir Lowthian rendered to the Institute in the promotion of the objects for which it was formed, and his constant readiness to devote his time and energies to the advancement of these objects. His colleagues on the council also desire to assure his family of their most sincere sympathy in the loss that has befallen them." Find a Grave.

  

Isaac Lowthian Bell was born in Newcastle upon Tyne on the 16th of February 1816. He was the son of Thomas Bell, a member of the firm of Losh, Wilson and Bell Ironworks at Walker. Bell was educated at Dr Bruce’s Academy (Newcastle upon Tyne), Edinburgh University, and the University of the Sorbonne (Paris).

 

In 1850 Bell was appointed manager of Walker Ironworks. In the same year he established a chemical works at Washington with Mr Hugh Lee Pattinson and Mr R. B. Bowman (the partnership was severed in 1872). In 1852 Bell set up Clarence Ironworks at Port Clarence, Middlesbrough, with his brothers Thomas and John which produced basic steel rails for the North Eastern Railway (From 1865 to 1904, Bell was a director of North Eastern Railway Company). They opened ironstone mines at Saltburn by the Sea (Normanby) and Skelton (Cleveland). Bell Brothers employed around 6,000 workmen. They employed up to the minute practises (for example, utilizing waste gases which escaped from the furnaces) and were always keen to trial improvements in the manufacture of iron. In 1882 Bell Brothers had a boring made at Port Clarence to the north of the Tees and found a stratum of salt, which was then worked. This was sold to Salt Union Ltd in 1888.

 

Bell’s professional expertise was used after an explosion at Hetton Colliery in 1860. He ascertained that the cause of the explosion was due to the presence of underground boilers.

 

In 1861 Bell was appointed to give evidence to the Commission to incorporate a Mining College within Durham University. Durham College of Science was set up 1871 in Newcastle with Bell as a Governor. He donated £4,500 for the building of Bell Tower. Large collection of books were donated from his library by his son to the College.

 

Bell served on the Royal Commission on the Depression of Trade. He was a Justice of Peace for County of Durham, Newcastle and North Riding of Yorkshire, and was Deputy-lieutenant and High Sheriff for Durham in 1884. In 1879 Bell accepted arbitration in the difficulty with the miners during the General Strike of County Durham miners

 

Between 1850 and 1880 Bell sat on the Town Council of Newcastle upon Tyne. In 1851 he became sheriff, was elected mayor in 1854, and Alderman in 1859. In 1874 Bell was the Liberal Member of Parliament for North Durham, but was unseated on the ground of general intimidation by agents. Between 1875 and 1880 he was the Member of Parliament for the Hartlepools.

 

Bell was an authority on mineralogy and metallurgy. In 1863 at the British Association for the Advancement of Science, held in Newcastle, he read a paper ‘On the Manufacture of Iron in connection with the Northumberland and Durham Coalfield’ (Report of the 33rd meeting of the British Association for the Advancement of Science, held at Newcastle upon Tyne, 1863, p730).

 

In 1871 Bell read a paper at a meeting of the Iron and Steel Institute, Middlesbrough on ‘Chemical Phenomena of Iron smelting’. (The Journal of the Iron and Steel Institute, 1871 Vol I pp85-277, Vol II pp67-277, and 1872 Vol I p1). This was published with additions as a book which became an established text in the iron trade. He also contributed to ‘The Industrial Resources of the Tyne, Wear and Tees (1863)’.

 

In 1854 Bell became a member of the North of England Institute of Mining and Mechanical Engineers and was elected president in 1886. Bell devoted much time to the welfare and success of the Institute in its early days.

 

During his life Bell was a founder member of the Iron and Steel Institute (elected President in 1874); a Fellow of the Royal Society and of the Chemical Society of London; a member of the Society of Arts, a member of the British Association for the Advancement of Science; a member of the Institution of Civil Engineers; President of the Institution of Mechanical Engineers; President of the Society of Chemical Industry; and a founder member of the Institution of Mining Engineers (elected President in 1904)

 

Bell was the recipient of Bessemer Gold Medal, from Iron and Steel Institute in 1874 and in 1885 recieved a baronetcy for services to the State. In 1890 he received the George Stephenson Medal from The Institute of Civil Engineers and in 1895 received the Albert Medal of the Society of Arts for services through his metallurgical researches.

 

Bell was a Doctor of Civil Law (DCL) of Durham University, a Doctor of Laws (LLD) of Edinburgh University and Dublin University, and a Doctor of Science (DSc) of Leeds University.

 

Bell married the daughter of Hugh Lee Pattinson in 1842 and together they had two sons and three daughters. The family resided in Newcastle upon Tyne, Washington Hall, and Rounton Grange near Northallerton.

 

Lowthian Bell died on the 21st of December 1904. The Council of The Institution of Mining Engineers passed the following resolution:

“The Council have received with the deepest regret intimation of the death of their esteemed President and colleague, Sir Lowthian Bell, Bart, on of the founders of the Institution, who presided at the initial meeting held in London on June 6 th 1888, and they have conveyed to Sir Hugh Bell, Bart, and the family of Sir Lowthian Bell an expression of sincere sympathy with them in their bereavement. It is impossible to estimate the value of the services that Sir Lowthian Bell rendered to the Institution of Mining Engineers in promoting its objects, and in devoting his time and energies to the advancement of the Institution.”

 

Information taken from: - Institute of Mining Engineers, Transactions, Vol XXXIII 1906-07

  

WARNING - do not read this description or look at a larger view if you are a bit on the squeamish side. Seriously.

 

OK, so today I was hungry and decided to grab a box of cereal I got for my son Drew. Opened it up, opened the folded bag inside and shook a handful out into my hand. I got the cereal up to my mouth about an inch away from eating it and then I thought "Hey, what's that?" Moving my hand back down, I thought "What on earth! A twig is in here". Then I laid the Reese's Puffs on a paper towel I had on the table and saw right then just was the foreign object was. Eek! After I calmed down, I decided to take some macro shots of it on the theory that if I could just make myself be interested in the "science" and "biology" of it all, then I would stop being grossed out. Well, 12 shots later, I was still grossed out.

 

After an hour I decided to call the 800 number on the carton and got ahold of a Customer Service rep who was very surprised and also very concerned. After giving all the details, she put me on hold. I figured that at least I should let the company know about the problem. When she returned to the phone she gave me instructions to preserve everything and that I would be getting a call back and someone would come to pick up the whole box/bag, lizard and all. She said it may take to Monday but it was important I save it for pick up.

 

I have not gotten a call back yet, but I figure that this would be a good opportunity for General Mills to show good faith and interest if that is what the company says they are going to do. I promise I will come back to this photo and let friends here know "the rest of the story". At present, I am not at all interested in eating any prepared or processed food. Lost my appetite you see. I'm thinkin'... bananas I peel or hard-boiled eggs I peel myself. Yeah, that's the ticket...

El proceso de fabricación de pan de oro utilizado en las pequeñas artesanías de una calle de Mandalay es el más tradicional y mecánico: casi todo el proceso consiste en asestar martillazos para dar el grosor necesario al trozo de pan de oro.

  

The gold leaf manufacturing process used by the small handycrafts in a street of Mandalay is the most traditional and simple: almost all the process consists in strongly hammering to achieve the necessary thickness to the piece of gold leaf.

Shot Tower Taroona Tasmania

Australia’s first shot tower, at Taroona, was built by Joseph Moir and is one of three still existing in the country, the others being in Melbourne. Joseph Moir's factory, which operated for 35 years from 1870, manufactured lead shot for contemporary muzzle loading sports guns. Although the factory struggled for most of its existence its most recognisable feature, the tallest stone shot tower in the southern hemisphere, has been a prominent landmark in the district for well over a century.

 

Joseph Moir

His Shot Tower on the Kingston Road is noted throughout the colonies, and Mr Moir’s enterprising spirit is there illustrated in a most remarkable manner. Though a speculation of a very hazardous kind, he had faith in its success, and his estimate, as was afterwards discovered, was not found on any erroneous basis. The manufacture of shot was a profitable venture under his management.

Mercury 12 March 1874

 

Just twenty years old, Scotsman Joseph Moir arrived in Hobart in 1829, one of thousands of hopeful free immigrants who sailed to Van Diemen’s Land in the 1820s. By 1840 he had acquired several properties, government employment and a reputation as a builder of notable colonial buildings such as St Mark’s Anglican Church, Pontville. He returned briefly to Scotland in 1844 to marry Elizabeth Paxton with whom he had at least five children.

 

A prominent businessman, Moir was active in Hobart’s civic affairs between 1846 and 1873, a year before his death. He revisited Britain in 1849 ‘to arrange to carry on an ironmonger’s business’, returning to Hobart with a stock of hardware items and opening a store with his brother at ‘Economy House’ in Murray Street. The business operated until sold by his son, Joseph in 1884. Moir purchased 39 acres on Brown’s River Rd in 1855 and moved to a new house at ‘Queenborough Glens’ (as he called the property) with his family in 1862. He then built the shot tower and its associated buildings and poured his first shot in 1870.

 

When he died after a long illness in 1874 Moir left his major business concerns to his sons, James and Joseph. Together with Elizabeth (who only survived him by 15 months) and a daughter, Mary (who died in 1853 at the age of seven) Moir was encrypted in the family mausoleum on the cliffs below the shot tower. Their remains were later re-interred in unmarked graves at Queenborough Cemetery after Joseph relinquished the property in 1901. This cemetery’s graves were removed by Hobart Council in 1963 and Moir’s final resting place remains unknown.

 

The Shot Tower

This shot tower was built by the proprietor, Joseph Moir, in the year 1870. In its erection he acted as Engineer, Architect, Carpenter and Overseer. With merely the assistance of two masons it was completed in 8 months, when the secrets of shot-making had to be discovered. After many persevering efforts the first shot was dropped 8th September, 1870.

 

Joseph Moir erected his shot making enterprise on 39 acres subdivided from an 1817 grant of 100 acres to John Williamson. He chose his site carefully. A road frontage facilitated straightforward transport of raw materials and product. A windmill pumped water from a reliable creek to a cistern on the site of the current overflow carpark and substantial timber reserves provided fuel for the furnaces and cauldrons. Sited far from residential neighbourhoods Moir could also relax in the knowledge that toxic fumes would blow safely out to sea or over forestland.

 

Moir probably began building his shot making works after erecting the family home between 1855 and 1862. A stone building above the cliffs overlooking the River Derwent stored gun powder for his ironmongery as well as stores of arsenic and antimony. Another building south-west of the magazine contained the furnace for preparing lead with the arsenic and antimony.

 

The tower was constructed of dressed curved sandstone blocks quarried at the nearby abandoned Brown’s River Convict Probation Station. A remarkable tapered structure 48m (157 feet 6 inches) tall it features an internal spiral staircase of pitsawn timber and an external gallery at its top which was probably used to store firewood for the upper cauldron. The staircase provided scaffolding during the construction of the tower and access to the upper cauldron and shot-making colanders. The tower is 10 metres in diameter at the base and tapers to 3.9 metres at the top . The walls are a metre thick at the bottom and thin out to .45 centimetres at the top.

 

A three level stone factory abutting the tower was erected at the same time, then was extended soon after. The stone for the factory was probably recycled from the abandoned probation station.

 

The Manufacturing Process

 

The manufacture of shot is an industry which in England has always been conducted with the greatest secrecy, and consequently witnessed by very few except the initiated. This industry has recently been introduced in this colony by Mr Alderman Moir, and we learn that it is his intention to throw his Shot Tower open to the inspection of visitors on Monday and Tuesday next, when the process of shot making will be in operation, on which occasion we have no doubt many of our citizens will avail themselves of this opportunity of witnessing the interesting process.

 

Mercury,10 March 1871.

 

Shot manufacturing is thought to have been invented by Prince Rupert in the seventeenth century. It seems likely that Moir studied William Watts’ patented method of 1796 while in Britain in 1849-50. Moir’s exact process is unknown — considerable experimentation was required by most manufacturers to perfect what is a very complex process requiring a detailed understanding of physics and metallurgy. Most of Moir’s raw materials would have been imported increasing his costs substantially

 

Moir’s process was probably as follows:

 

Lead was prepared in a furnace at the south-eastern corner of the property. Moir added 900g of arsenic (to decrease surface tension) and 6.35kg of antimony (to harden the shot) to every 45.35 kg of lead.

The resultant ‘poisoned lead’ was cast into 7.7 kg ingots, conveyed to the factory, then remelted in cauldrons on the upper level of the factory for small shot and the top of the tower for larger shot. Firewood had to be winched to the upper cauldron. The molten lead was then poured through colanders, forming droplets which became spherical as they dropped. They fell into a tub of water at the base of the tower. The size of the shot depended on the amount of arsenic, the size of the holes in the colander and the height of the fall. Watts’ patent stipulated that large sized shot required a fall of 45.75m (150 feet), hence the height of Moir’s shot tower at 48m with the colander 46.36m above the base.

The lead cooled partly while falling, then completely in the water. The antinomy hardener ensured that it maintained shape under the impact of the water.

The cooled shot, green in colour, was winched to the factory’s upper floor where it was dried and run over inclined glass planes to separate out defective shot (which did not roll true). Imperfect shot was remelted and the process repeated.

The shot was polished in a revolving drum (likened to a farmer’s barrel churn) using plumbago (graphite) then lowered through a trapdoor to the ground floor where it passed through ten sieves for grading into sizes ranging from fine birdshot to large balls. The graded shot was bagged into 12.7kg (28lb) handsewn linen bags stencilled with the manufacturer’s name and sent to market. At its peak the factory produced 100 tons of shot per annum.

Working Conditions

 

Little is known of working conditions in Joseph Moir’s shot tower. The work was highly skilled, noisy and almost certainly dangerous. That workers took great pride in their trade is indicated by an engraving in a window in the factory, reading, ‘George Matson Premier Shot Maker Tasmanian and Australian’. No further information about George Matson is known. The following descriptions of a contemporary works, Melbourne’s Coop shot tower (now incorporated in the Melbourne Central complex on Little Lonsdale St) provides some indication of the nature of the work involved.

 

Pouring the lead was ‘an operation which needs great skill and constant watching. The man is used to his work but the novice would probably make a considerable bungle of it’. As the lead droplets fell there was ‘a sharp incessant shower of silvery rain . . . mak[ing] a noise very like that of an overflow waste pipe high up in one’s wall’. When shovelling shot from the water tub it was ‘quite certain that if the man who is so energetically shovelling . . . was to cease from his labours for any appreciable length of time the tank would be soon full of lead. . . . all the while the strange shower descends the man with the shovel is busily at work’. The noise of grading the shot through the sieves was ‘well nigh deafening’ while a woman sat with needle and thread sewing the 12.7kg linen bags for the finished shot.

 

House and Garden

Joseph Moir began building his residence soon after acquiring the property in 1855. Family lore suggests that he built the battlemented tower as practise before attempting the more substantial shot tower. By 1885 the property was well known for its gardens and orchards with its hot houses, summer houses and conservatories.

 

"Mr [James] Moir has a prolific little orchard and kitchen garden, which latter, the flower garden and conservatories are watered from a considerable storage reservoir above. An amusing freak of the owner is to invite strangers into a summer house, and to be seated a moment or two out of the sun. He predicts rain shortly, however cloudless the sky — when hey presto: a shower immediately commences, a real earnest one. It is brought about by turning the tap of a pipe connecting with the circular piping on top of the summer house, the latter being perforated round its outside. A little defectiveness in the roof allowed of my receiving a slight baptism of spray, so I must be considered initiated." Tasmanian Mail,13 June 1885

 

Perhaps the youthful James Moir (he was 30 in 1885) had a better sense of fun than business sense. He had mortgaged the property the previous year and defaulted on his payments two years later.

 

Later History

 

Moir’s sons, James and Joseph, carried on the business after his death in 1874. Although James won merit certificates at the 1879 Sydney International Exhibition and the 1880-81 Melbourne Exhibition the business struggled and it was leased by the mortgagors to his brother, Joseph in 1887. Joseph found himself unable compete with mainland competitors when generous colonial tariffs were removed after Federation. He relinquished the lease to his brother-in-law, William Baynton who continued the business until closing its doors in 1905. During these years Baynton’s wife, Florence, operated a tea house in the residence.

 

The property subsequently passed through several hands until 1956 when 3.24 hectares was purchased by the Tasmanian government and proclaimed a Scenery Reserve. Although it included the tower and residence, the reserve excluded the powder magazine, conservatory, antimony furnace and mausoleum. The reserve was gazetted as an historic site in 1971 under the National Parks and Wildlife Act. Since 1956 it has been leased to several concessionaires and has been open as a tourist site. Various conservation works have been conducted at the shot tower over the years to maintain its heritage significance.

 

Ref www.parks.tas.gov.au/index.aspx?base=2820

Australia’s first shot tower, at Taroona, was built by Joseph Moir and is one of three still existing in the country, the others being in Melbourne. Joseph Moir's factory, which operated for 35 years from 1870, manufactured lead shot for contemporary muzzle loading sports guns. Although the factory struggled for most of its existence its most recognisable feature, the tallest stone shot tower in the southern hemisphere, has been a prominent landmark in the district for well over a century. Joseph Moir His Shot Tower on the Kingston Road is noted throughout the colonies, and Mr Moir’s enterprising spirit is there illustrated in a most remarkable manner. Though a speculation of a very hazardous kind, he had faith in its success, and his estimate, as was afterwards discovered, was not found on any erroneous basis. The manufacture of shot was a profitable venture under his management. Mercury 12 March 1874 Just twenty years old, Scotsman Joseph Moir arrived in Hobart in 1829, one of thousands of hopeful free immigrants who sailed to Van Diemen’s Land in the 1820s. By 1840 he had acquired several properties, government employment and a reputation as a builder of notable colonial buildings such as St Mark’s Anglican Church, Pontville. He returned briefly to Scotland in 1844 to marry Elizabeth Paxton with whom he had at least five children. A prominent businessman, Moir was active in Hobart’s civic affairs between 1846 and 1873, a year before his death. He revisited Britain in 1849 ‘to arrange to carry on an ironmonger’s business’, returning to Hobart with a stock of hardware items and opening a store with his brother at ‘Economy House’ in Murray Street. The business operated until sold by his son, Joseph in 1884. Moir purchased 39 acres on Brown’s River Rd in 1855 and moved to a new house at ‘Queenborough Glens’ (as he called the property) with his family in 1862. He then built the shot tower and its associated buildings and poured his first shot in 1870. When he died after a long illness in 1874 Moir left his major business concerns to his sons, James and Joseph. Together with Elizabeth (who only survived him by 15 months) and a daughter, Mary (who died in 1853 at the age of seven) Moir was encrypted in the family mausoleum on the cliffs below the shot tower. Their remains were later re-interred in unmarked graves at Queenborough Cemetery after Joseph relinquished the property in 1901. This cemetery’s graves were removed by Hobart Council in 1963 and Moir’s final resting place remains unknown. The Shot Tower This shot tower was built by the proprietor, Joseph Moir, in the year 1870. In its erection he acted as Engineer, Architect, Carpenter and Overseer. With merely the assistance of two masons it was completed in 8 months, when the secrets of shot-making had to be discovered. After many persevering efforts the first shot was dropped 8th September, 1870. Joseph Moir erected his shot making enterprise on 39 acres subdivided from an 1817 grant of 100 acres to John Williamson. He chose his site carefully. A road frontage facilitated straightforward transport of raw materials and product. A windmill pumped water from a reliable creek to a cistern on the site of the current overflow carpark and substantial timber reserves provided fuel for the furnaces and cauldrons. Sited far from residential neighbourhoods Moir could also relax in the knowledge that toxic fumes would blow safely out to sea or over forestland. Moir probably began building his shot making works after erecting the family home between 1855 and 1862. A stone building above the cliffs overlooking the River Derwent stored gun powder for his ironmongery as well as stores of arsenic and antimony. Another building south-west of the magazine contained the furnace for preparing lead with the arsenic and antimony. The tower was constructed of dressed curved sandstone blocks quarried at the nearby abandoned Brown’s River Convict Probation Station. A remarkable tapered structure 48m (157 feet 6 inches) tall it features an internal spiral staircase of pitsawn timber and an external gallery at its top which was probably used to store firewood for the upper cauldron. The staircase provided scaffolding during the construction of the tower and access to the upper cauldron and shot-making colanders. The tower is 10 metres in diameter at the base and tapers to 3.9 metres at the top . The walls are a metre thick at the bottom and thin out to .45 centimetres at the top. A three level stone factory abutting the tower was erected at the same time, then was extended soon after. The stone for the factory was probably recycled from the abandoned probation station. The Manufacturing Process The manufacture of shot is an industry which in England has always been conducted with the greatest secrecy, and consequently witnessed by very few except the initiated. This industry has recently been introduced in this colony by Mr Alderman Moir, and we learn that it is his intention to throw his Shot Tower open to the inspection of visitors on Monday and Tuesday next, when the process of shot making will be in operation, on which occasion we have no doubt many of our citizens will avail themselves of this opportunity of witnessing the interesting process. Mercury,10 March 1871. Shot manufacturing is thought to have been invented by Prince Rupert in the seventeenth century. It seems likely that Moir studied William Watts’ patented method of 1796 while in Britain in 1849- 50. Moir’s exact process is unknown — considerable experimentation was required by most manufacturers to perfect what is a very complex process requiring a detailed understanding of physics and metallurgy. Most of Moir’s raw materials would have been imported increasing his costs substantially Moir’s process was probably as follows: Lead was prepared in a furnace at the south-eastern corner of the property. Moir added 900g of arsenic (to decrease surface tension) and 6.35kg of antimony (to harden the shot) to every 45.35 kg of lead. The resultant ‘poisoned lead’ was cast into 7.7 kg ingots, conveyed to the factory, then remelted in cauldrons on the upper level of the factory for small shot and the top of the tower for larger shot. Firewood had to be winched to the upper cauldron. The molten lead was then poured through colanders, forming droplets which became spherical as they dropped. They fell into a tub of water at the base of the tower. The size of the shot depended on the amount of arsenic, the size of the holes in the colander and the height of the fall. Watts’ patent stipulated that large sized shot required a fall of 45.75m (150 feet), hence the height of Moir’s shot tower at 48m with the colander 46.36m above the base. The lead cooled partly while falling, then completely in the water. The antinomy hardener ensured that it maintained shape under the impact of the water. The cooled shot, green in colour, was winched to the factory’s upper floor where it was dried and run over inclined glass planes to separate out defective shot (which did not roll true). Imperfect shot was remelted and the process repeated. The shot was polished in a revolving drum (likened to a farmer’s barrel churn) using plumbago (graphite) then lowered through a trapdoor to the ground floor where it passed through ten sieves for grading into sizes ranging from fine birdshot to large balls. The graded shot was bagged into 12.7kg (28lb) handsewn linen bags stencilled with the manufacturer’s name and sent to market. At its peak the factory produced 100 tons of shot per annum. Working Conditions Little is known of working conditions in Joseph Moir’s shot tower. The work was highly skilled, noisy and almost certainly dangerous. That workers took great pride in their trade is indicated by an engraving in a window in the factory, reading, ‘George Matson Premier Shot Maker Tasmanian and Australian’. No further information about George Matson is known. The following descriptions of a contemporary works, Melbourne’s Coop shot tower (now incorporated in the Melbourne Central complex on Little Lonsdale St) provides some indication of the nature of the work involved. Pouring the lead was ‘an operation which needs great skill and constant watching. The man is used to his work but the novice would probably make a considerable bungle of it’. As the lead droplets fell there was ‘a sharp incessant shower of silvery rain . . . mak[ing] a noise very like that of an overflow waste pipe high up in one’s wall’. When shovelling shot from the water tub it was ‘quite certain that if the man who is so energetically shovelling . . . was to cease from his labours for any appreciable length of time the tank would be soon full of lead. . . . all the while the strange shower descends the man with the shovel is busily at work’. The noise of grading the shot through the sieves was ‘well nigh deafening’ while a woman sat with needle and thread sewing the 12.7kg linen bags for the finished shot. House and Garden Joseph Moir began building his residence soon after acquiring the property in 1855. Family lore suggests that he built the battlemented tower as practise before attempting the more substantial shot tower. By 1885 the property was well known for its gardens and orchards with its hot houses, summer houses and conservatories. "Mr [James] Moir has a prolific little orchard and kitchen garden, which latter, the flower garden and conservatories are watered from a considerable storage reservoir above. An amusing freak of the owner is to invite strangers into a summer house, and to be seated a moment or two out of the sun. He predicts rain shortly, however cloudless the sky — when hey presto: a shower immediately commences, a real earnest one. It is brought about by turning the tap of a pipe connecting with the circular piping on top of the summer house, the latter being perforated round its outside. A little defectiveness in the roof allowed of my receiving a slight baptism of spray, so I must be considered initiated." Tasmanian Mail,13 June 1885 Perhaps the youthful James Moir (he was 30 in 1885) had a better sense of fun than business sense. He had mortgaged the property the previous year and defaulted on his payments two years later. Later History Moir’s sons, James and Joseph, carried on the business after his death in 1874. Although James won merit certificates at the 1879 Sydney International Exhibition and the 1880-81 Melbourne Exhibition the business struggled and it was leased by the mortgagors to his brother, Joseph in 1887. Joseph found himself unable compete with mainland competitors when generous colonial tariffs were removed after Federation. He relinquished the lease to his brother-in-law, William Baynton who continued the business until closing its doors in 1905. During these years Baynton’s wife, Florence, operated a tea house in the residence. The property subsequently passed through several hands until 1956 when 3.24 hectares was purchased by the Tasmanian government and proclaimed a Scenery Reserve. Although it included the tower and residence, the reserve excluded the powder magazine, conservatory, antimony furnace and mausoleum. The reserve was gazetted as an historic site in 1971 under the National Parks and Wildlife Act. Since 1956 it has been leased to several concessionaires and has been open as a tourist site. Various conservation works have been conducted at the shot tower over the years to maintain its heritage significance.

 

Ref www.parks.tas.gov.au/index.aspx?base=2820

Australia’s first shot tower, at Taroona, was built by Joseph Moir and is one of three still existing in the country, the others being in Melbourne. Joseph Moir's factory, which operated for 35 years from 1870, manufactured lead shot for contemporary muzzle loading sports guns. Although the factory struggled for most of its existence its most recognisable feature, the tallest stone shot tower in the southern hemisphere, has been a prominent landmark in the district for well over a century. Joseph Moir His Shot Tower on the Kingston Road is noted throughout the colonies, and Mr Moir’s enterprising spirit is there illustrated in a most remarkable manner. Though a speculation of a very hazardous kind, he had faith in its success, and his estimate, as was afterwards discovered, was not found on any erroneous basis. The manufacture of shot was a profitable venture under his management. Mercury 12 March 1874 Just twenty years old, Scotsman Joseph Moir arrived in Hobart in 1829, one of thousands of hopeful free immigrants who sailed to Van Diemen’s Land in the 1820s. By 1840 he had acquired several properties, government employment and a reputation as a builder of notable colonial buildings such as St Mark’s Anglican Church, Pontville. He returned briefly to Scotland in 1844 to marry Elizabeth Paxton with whom he had at least five children. A prominent businessman, Moir was active in Hobart’s civic affairs between 1846 and 1873, a year before his death. He revisited Britain in 1849 ‘to arrange to carry on an ironmonger’s business’, returning to Hobart with a stock of hardware items and opening a store with his brother at ‘Economy House’ in Murray Street. The business operated until sold by his son, Joseph in 1884. Moir purchased 39 acres on Brown’s River Rd in 1855 and moved to a new house at ‘Queenborough Glens’ (as he called the property) with his family in 1862. He then built the shot tower and its associated buildings and poured his first shot in 1870. When he died after a long illness in 1874 Moir left his major business concerns to his sons, James and Joseph. Together with Elizabeth (who only survived him by 15 months) and a daughter, Mary (who died in 1853 at the age of seven) Moir was encrypted in the family mausoleum on the cliffs below the shot tower. Their remains were later re-interred in unmarked graves at Queenborough Cemetery after Joseph relinquished the property in 1901. This cemetery’s graves were removed by Hobart Council in 1963 and Moir’s final resting place remains unknown. The Shot Tower This shot tower was built by the proprietor, Joseph Moir, in the year 1870. In its erection he acted as Engineer, Architect, Carpenter and Overseer. With merely the assistance of two masons it was completed in 8 months, when the secrets of shot-making had to be discovered. After many persevering efforts the first shot was dropped 8th September, 1870. Joseph Moir erected his shot making enterprise on 39 acres subdivided from an 1817 grant of 100 acres to John Williamson. He chose his site carefully. A road frontage facilitated straightforward transport of raw materials and product. A windmill pumped water from a reliable creek to a cistern on the site of the current overflow carpark and substantial timber reserves provided fuel for the furnaces and cauldrons. Sited far from residential neighbourhoods Moir could also relax in the knowledge that toxic fumes would blow safely out to sea or over forestland. Moir probably began building his shot making works after erecting the family home between 1855 and 1862. A stone building above the cliffs overlooking the River Derwent stored gun powder for his ironmongery as well as stores of arsenic and antimony. Another building south-west of the magazine contained the furnace for preparing lead with the arsenic and antimony. The tower was constructed of dressed curved sandstone blocks quarried at the nearby abandoned Brown’s River Convict Probation Station. A remarkable tapered structure 48m (157 feet 6 inches) tall it features an internal spiral staircase of pitsawn timber and an external gallery at its top which was probably used to store firewood for the upper cauldron. The staircase provided scaffolding during the construction of the tower and access to the upper cauldron and shot-making colanders. The tower is 10 metres in diameter at the base and tapers to 3.9 metres at the top . The walls are a metre thick at the bottom and thin out to .45 centimetres at the top. A three level stone factory abutting the tower was erected at the same time, then was extended soon after. The stone for the factory was probably recycled from the abandoned probation station. The Manufacturing Process The manufacture of shot is an industry which in England has always been conducted with the greatest secrecy, and consequently witnessed by very few except the initiated. This industry has recently been introduced in this colony by Mr Alderman Moir, and we learn that it is his intention to throw his Shot Tower open to the inspection of visitors on Monday and Tuesday next, when the process of shot making will be in operation, on which occasion we have no doubt many of our citizens will avail themselves of this opportunity of witnessing the interesting process. Mercury,10 March 1871. Shot manufacturing is thought to have been invented by Prince Rupert in the seventeenth century. It seems likely that Moir studied William Watts’ patented method of 1796 while in Britain in 1849- 50. Moir’s exact process is unknown — considerable experimentation was required by most manufacturers to perfect what is a very complex process requiring a detailed understanding of physics and metallurgy. Most of Moir’s raw materials would have been imported increasing his costs substantially Moir’s process was probably as follows: Lead was prepared in a furnace at the south-eastern corner of the property. Moir added 900g of arsenic (to decrease surface tension) and 6.35kg of antimony (to harden the shot) to every 45.35 kg of lead. The resultant ‘poisoned lead’ was cast into 7.7 kg ingots, conveyed to the factory, then remelted in cauldrons on the upper level of the factory for small shot and the top of the tower for larger shot. Firewood had to be winched to the upper cauldron. The molten lead was then poured through colanders, forming droplets which became spherical as they dropped. They fell into a tub of water at the base of the tower. The size of the shot depended on the amount of arsenic, the size of the holes in the colander and the height of the fall. Watts’ patent stipulated that large sized shot required a fall of 45.75m (150 feet), hence the height of Moir’s shot tower at 48m with the colander 46.36m above the base. The lead cooled partly while falling, then completely in the water. The antinomy hardener ensured that it maintained shape under the impact of the water. The cooled shot, green in colour, was winched to the factory’s upper floor where it was dried and run over inclined glass planes to separate out defective shot (which did not roll true). Imperfect shot was remelted and the process repeated. The shot was polished in a revolving drum (likened to a farmer’s barrel churn) using plumbago (graphite) then lowered through a trapdoor to the ground floor where it passed through ten sieves for grading into sizes ranging from fine birdshot to large balls. The graded shot was bagged into 12.7kg (28lb) handsewn linen bags stencilled with the manufacturer’s name and sent to market. At its peak the factory produced 100 tons of shot per annum. Working Conditions Little is known of working conditions in Joseph Moir’s shot tower. The work was highly skilled, noisy and almost certainly dangerous. That workers took great pride in their trade is indicated by an engraving in a window in the factory, reading, ‘George Matson Premier Shot Maker Tasmanian and Australian’. No further information about George Matson is known. The following descriptions of a contemporary works, Melbourne’s Coop shot tower (now incorporated in the Melbourne Central complex on Little Lonsdale St) provides some indication of the nature of the work involved. Pouring the lead was ‘an operation which needs great skill and constant watching. The man is used to his work but the novice would probably make a considerable bungle of it’. As the lead droplets fell there was ‘a sharp incessant shower of silvery rain . . . mak[ing] a noise very like that of an overflow waste pipe high up in one’s wall’. When shovelling shot from the water tub it was ‘quite certain that if the man who is so energetically shovelling . . . was to cease from his labours for any appreciable length of time the tank would be soon full of lead. . . . all the while the strange shower descends the man with the shovel is busily at work’. The noise of grading the shot through the sieves was ‘well nigh deafening’ while a woman sat with needle and thread sewing the 12.7kg linen bags for the finished shot. House and Garden Joseph Moir began building his residence soon after acquiring the property in 1855. Family lore suggests that he built the battlemented tower as practise before attempting the more substantial shot tower. By 1885 the property was well known for its gardens and orchards with its hot houses, summer houses and conservatories. "Mr [James] Moir has a prolific little orchard and kitchen garden, which latter, the flower garden and conservatories are watered from a considerable storage reservoir above. An amusing freak of the owner is to invite strangers into a summer house, and to be seated a moment or two out of the sun. He predicts rain shortly, however cloudless the sky — when hey presto: a shower immediately commences, a real earnest one. It is brought about by turning the tap of a pipe connecting with the circular piping on top of the summer house, the latter being perforated round its outside. A little defectiveness in the roof allowed of my receiving a slight baptism of spray, so I must be considered initiated." Tasmanian Mail,13 June 1885 Perhaps the youthful James Moir (he was 30 in 1885) had a better sense of fun than business sense. He had mortgaged the property the previous year and defaulted on his payments two years later. Later History Moir’s sons, James and Joseph, carried on the business after his death in 1874. Although James won merit certificates at the 1879 Sydney International Exhibition and the 1880-81 Melbourne Exhibition the business struggled and it was leased by the mortgagors to his brother, Joseph in 1887. Joseph found himself unable compete with mainland competitors when generous colonial tariffs were removed after Federation. He relinquished the lease to his brother-in-law, William Baynton who continued the business until closing its doors in 1905. During these years Baynton’s wife, Florence, operated a tea house in the residence. The property subsequently passed through several hands until 1956 when 3.24 hectares was purchased by the Tasmanian government and proclaimed a Scenery Reserve. Although it included the tower and residence, the reserve excluded the powder magazine, conservatory, antimony furnace and mausoleum. The reserve was gazetted as an historic site in 1971 under the National Parks and Wildlife Act. Since 1956 it has been leased to several concessionaires and has been open as a tourist site. Various conservation works have been conducted at the shot tower over the years to maintain its heritage significance.

 

Ref www.parks.tas.gov.au/index.aspx?base=2820

Australia’s first shot tower, at Taroona, was built by Joseph Moir and is one of three still existing in the country, the others being in Melbourne. Joseph Moir's factory, which operated for 35 years from 1870, manufactured lead shot for contemporary muzzle loading sports guns. Although the factory struggled for most of its existence its most recognisable feature, the tallest stone shot tower in the southern hemisphere, has been a prominent landmark in the district for well over a century. Joseph Moir His Shot Tower on the Kingston Road is noted throughout the colonies, and Mr Moir’s enterprising spirit is there illustrated in a most remarkable manner. Though a speculation of a very hazardous kind, he had faith in its success, and his estimate, as was afterwards discovered, was not found on any erroneous basis. The manufacture of shot was a profitable venture under his management. Mercury 12 March 1874 Just twenty years old, Scotsman Joseph Moir arrived in Hobart in 1829, one of thousands of hopeful free immigrants who sailed to Van Diemen’s Land in the 1820s. By 1840 he had acquired several properties, government employment and a reputation as a builder of notable colonial buildings such as St Mark’s Anglican Church, Pontville. He returned briefly to Scotland in 1844 to marry Elizabeth Paxton with whom he had at least five children. A prominent businessman, Moir was active in Hobart’s civic affairs between 1846 and 1873, a year before his death. He revisited Britain in 1849 ‘to arrange to carry on an ironmonger’s business’, returning to Hobart with a stock of hardware items and opening a store with his brother at ‘Economy House’ in Murray Street. The business operated until sold by his son, Joseph in 1884. Moir purchased 39 acres on Brown’s River Rd in 1855 and moved to a new house at ‘Queenborough Glens’ (as he called the property) with his family in 1862. He then built the shot tower and its associated buildings and poured his first shot in 1870. When he died after a long illness in 1874 Moir left his major business concerns to his sons, James and Joseph. Together with Elizabeth (who only survived him by 15 months) and a daughter, Mary (who died in 1853 at the age of seven) Moir was encrypted in the family mausoleum on the cliffs below the shot tower. Their remains were later re-interred in unmarked graves at Queenborough Cemetery after Joseph relinquished the property in 1901. This cemetery’s graves were removed by Hobart Council in 1963 and Moir’s final resting place remains unknown. The Shot Tower This shot tower was built by the proprietor, Joseph Moir, in the year 1870. In its erection he acted as Engineer, Architect, Carpenter and Overseer. With merely the assistance of two masons it was completed in 8 months, when the secrets of shot-making had to be discovered. After many persevering efforts the first shot was dropped 8th September, 1870. Joseph Moir erected his shot making enterprise on 39 acres subdivided from an 1817 grant of 100 acres to John Williamson. He chose his site carefully. A road frontage facilitated straightforward transport of raw materials and product. A windmill pumped water from a reliable creek to a cistern on the site of the current overflow carpark and substantial timber reserves provided fuel for the furnaces and cauldrons. Sited far from residential neighbourhoods Moir could also relax in the knowledge that toxic fumes would blow safely out to sea or over forestland. Moir probably began building his shot making works after erecting the family home between 1855 and 1862. A stone building above the cliffs overlooking the River Derwent stored gun powder for his ironmongery as well as stores of arsenic and antimony. Another building south-west of the magazine contained the furnace for preparing lead with the arsenic and antimony. The tower was constructed of dressed curved sandstone blocks quarried at the nearby abandoned Brown’s River Convict Probation Station. A remarkable tapered structure 48m (157 feet 6 inches) tall it features an internal spiral staircase of pitsawn timber and an external gallery at its top which was probably used to store firewood for the upper cauldron. The staircase provided scaffolding during the construction of the tower and access to the upper cauldron and shot-making colanders. The tower is 10 metres in diameter at the base and tapers to 3.9 metres at the top . The walls are a metre thick at the bottom and thin out to .45 centimetres at the top. A three level stone factory abutting the tower was erected at the same time, then was extended soon after. The stone for the factory was probably recycled from the abandoned probation station. The Manufacturing Process The manufacture of shot is an industry which in England has always been conducted with the greatest secrecy, and consequently witnessed by very few except the initiated. This industry has recently been introduced in this colony by Mr Alderman Moir, and we learn that it is his intention to throw his Shot Tower open to the inspection of visitors on Monday and Tuesday next, when the process of shot making will be in operation, on which occasion we have no doubt many of our citizens will avail themselves of this opportunity of witnessing the interesting process. Mercury,10 March 1871. Shot manufacturing is thought to have been invented by Prince Rupert in the seventeenth century. It seems likely that Moir studied William Watts’ patented method of 1796 while in Britain in 1849- 50. Moir’s exact process is unknown — considerable experimentation was required by most manufacturers to perfect what is a very complex process requiring a detailed understanding of physics and metallurgy. Most of Moir’s raw materials would have been imported increasing his costs substantially Moir’s process was probably as follows: Lead was prepared in a furnace at the south-eastern corner of the property. Moir added 900g of arsenic (to decrease surface tension) and 6.35kg of antimony (to harden the shot) to every 45.35 kg of lead. The resultant ‘poisoned lead’ was cast into 7.7 kg ingots, conveyed to the factory, then remelted in cauldrons on the upper level of the factory for small shot and the top of the tower for larger shot. Firewood had to be winched to the upper cauldron. The molten lead was then poured through colanders, forming droplets which became spherical as they dropped. They fell into a tub of water at the base of the tower. The size of the shot depended on the amount of arsenic, the size of the holes in the colander and the height of the fall. Watts’ patent stipulated that large sized shot required a fall of 45.75m (150 feet), hence the height of Moir’s shot tower at 48m with the colander 46.36m above the base. The lead cooled partly while falling, then completely in the water. The antinomy hardener ensured that it maintained shape under the impact of the water. The cooled shot, green in colour, was winched to the factory’s upper floor where it was dried and run over inclined glass planes to separate out defective shot (which did not roll true). Imperfect shot was remelted and the process repeated. The shot was polished in a revolving drum (likened to a farmer’s barrel churn) using plumbago (graphite) then lowered through a trapdoor to the ground floor where it passed through ten sieves for grading into sizes ranging from fine birdshot to large balls. The graded shot was bagged into 12.7kg (28lb) handsewn linen bags stencilled with the manufacturer’s name and sent to market. At its peak the factory produced 100 tons of shot per annum. Working Conditions Little is known of working conditions in Joseph Moir’s shot tower. The work was highly skilled, noisy and almost certainly dangerous. That workers took great pride in their trade is indicated by an engraving in a window in the factory, reading, ‘George Matson Premier Shot Maker Tasmanian and Australian’. No further information about George Matson is known. The following descriptions of a contemporary works, Melbourne’s Coop shot tower (now incorporated in the Melbourne Central complex on Little Lonsdale St) provides some indication of the nature of the work involved. Pouring the lead was ‘an operation which needs great skill and constant watching. The man is used to his work but the novice would probably make a considerable bungle of it’. As the lead droplets fell there was ‘a sharp incessant shower of silvery rain . . . mak[ing] a noise very like that of an overflow waste pipe high up in one’s wall’. When shovelling shot from the water tub it was ‘quite certain that if the man who is so energetically shovelling . . . was to cease from his labours for any appreciable length of time the tank would be soon full of lead. . . . all the while the strange shower descends the man with the shovel is busily at work’. The noise of grading the shot through the sieves was ‘well nigh deafening’ while a woman sat with needle and thread sewing the 12.7kg linen bags for the finished shot. House and Garden Joseph Moir began building his residence soon after acquiring the property in 1855. Family lore suggests that he built the battlemented tower as practise before attempting the more substantial shot tower. By 1885 the property was well known for its gardens and orchards with its hot houses, summer houses and conservatories. "Mr [James] Moir has a prolific little orchard and kitchen garden, which latter, the flower garden and conservatories are watered from a considerable storage reservoir above. An amusing freak of the owner is to invite strangers into a summer house, and to be seated a moment or two out of the sun. He predicts rain shortly, however cloudless the sky — when hey presto: a shower immediately commences, a real earnest one. It is brought about by turning the tap of a pipe connecting with the circular piping on top of the summer house, the latter being perforated round its outside. A little defectiveness in the roof allowed of my receiving a slight baptism of spray, so I must be considered initiated." Tasmanian Mail,13 June 1885 Perhaps the youthful James Moir (he was 30 in 1885) had a better sense of fun than business sense. He had mortgaged the property the previous year and defaulted on his payments two years later. Later History Moir’s sons, James and Joseph, carried on the business after his death in 1874. Although James won merit certificates at the 1879 Sydney International Exhibition and the 1880-81 Melbourne Exhibition the business struggled and it was leased by the mortgagors to his brother, Joseph in 1887. Joseph found himself unable compete with mainland competitors when generous colonial tariffs were removed after Federation. He relinquished the lease to his brother-in-law, William Baynton who continued the business until closing its doors in 1905. During these years Baynton’s wife, Florence, operated a tea house in the residence. The property subsequently passed through several hands until 1956 when 3.24 hectares was purchased by the Tasmanian government and proclaimed a Scenery Reserve. Although it included the tower and residence, the reserve excluded the powder magazine, conservatory, antimony furnace and mausoleum. The reserve was gazetted as an historic site in 1971 under the National Parks and Wildlife Act. Since 1956 it has been leased to several concessionaires and has been open as a tourist site. Various conservation works have been conducted at the shot tower over the years to maintain its heritage significance.

 

Ref www.parks.tas.gov.au/index.aspx?base=2820

VANDENBERG AIR FORCE BASE, Calif.--Officials cut the ribbon Feb. 27 ceremonially opening a brand new education center that will help Airmen stationed at this central coast base achieve their personal and professional education goals.

 

The $14.2 million center replaced a 60-year-old elementary school campus, which had been used as the education center for more than 40 years.

 

"We hear the dollar value, and I just can't stress how precious those dollars are in today's fiscal environment," said Col. Keith Balts, 30th Space Wing commander. "The fact that we get to do military construction at all, especially something for the quality of our Airmen and their families, says a lot about the importance we place on education."

 

One of the center's first customers was Senior Airman Antoine Marshall, 30th Force Support Squadron, who joined the Air Force four years ago with an associate degree in criminal justice.

 

"I just took the analyzing and interpreting literature CLEP (College Level Examination Program) exam," said Marshall, who's pursuing a bachelor's degree in organizational management. "It was my first one--I passed it. I'm extremely happy!"

 

The 38,384-square-foot facility includes 20 classrooms, computer lab, testing center, and 75-seat auditorium, as well as offices for various colleges and universities serving the Vandenberg community.

 

"I think the facility is great," said Marshall. "Overall, it provides a better environment to work and study, and it's just comfortable."

 

The design-build project was constructed by Corps contractor Teehee-Straub, a joint-venture team from Oceanside, Calif.

 

"The design was quite extensive, just due to the detail and the location," said Keith Hamilton, project executive for Teehee-Straub. "The site work was very challenging, and I think that was something that brought a lot of character to this building."

 

Teehee-Straub's 21st century design included sustainable development and energy efficiencies, such as light pollution reduction and water use reduction.

 

"This is a sustainable building," said Col. Kim Colloton, U.S. Army Corps of Engineers Los Angeles District commander. "We can build our buildings smartly, so they can do more; it's more [money] that can go back into the base."

 

During construction, 75 percent of the construction and demolition debris was diverted from landfills and redirected back to the manufacturing process as reusable and recyclable material. Walk-off mats, exhaust systems and filtered heating and cooling improves indoor air quality. Low-flow fixtures and faucets, high-efficiency drip irrigation and drought-tolerant landscaping reduce potable water use by more than 40 percent. All are efficiencies the contractor believes will achive a LEED Silver rating (Leadership in Energy & Environmental Design, a Green Building Council rating system).

 

"We're just proud to be part of this," said Teehee-Straub managing partner Richard Straub. "The Corps of Engineers is one of our favorite customers, and we love supporting the Air Force in doing a job that will educate a lot of servicemen."

Industry, Commerce, Agriculture and Fisheries Minister, Hon. Karl Samuda (2nd right), is briefed on the sugar-manufacturing process at the Worthy Park sugar factory in St. Catherine by Senior Managing Director, Robert Clarke (right), during a tour of the facility on February 15.

 

Yhomo Hutchinson Photos

Having worked with expendable launch vehicles (ELV) for 19 years, I jumped at the opportunity to be part of Orion, America’s new human exploration spacecraft. As the floor operations lead for Orion, I truly enjoy interfacing with the top professionals in the aerospace industry, who share the common goal of ensuring the success of the Orion program.

 

I am responsible for the supervision and leadership of hourly technicians, supervisors and floor operations personnel at the Kennedy Space Center’s Neil Armstrong Operations and Checkout (O&C) building. I make daily job assignments for assembly, integration and testing of the Orion spacecraft to keep production moving forward in order to meet daily and overall schedule milestones.

 

Being part of the Orion assembly, test and launch operations (ALTO) team has been one of my proudest moments. As part of the team, I was given the opportunity to contribute to the Orion crew module Ground Test Article and evolving the manufacturing processes of Exploration Flight Test-1 (EFT-1) crew and support modules.

 

Not surprisingly, the coolest part of my job is contributing to America’s space program.

 

My love for space began as a child. I grew up watching the Apollo launches from Cocoa Beach, so it’s very fitting that I now work in the building named to honor one of our greatest Apollo astronauts I decided to pursue my passion and attended Embry-Riddle Aeronautical University. I graduated with a bachelor’s degree in Aeronautics and a master’s degree in Management of Technical Systems.

 

My advice to students: If you want it – work hard for it. And above all else, follow your dreams!

 

Australia’s first shot tower, at Taroona, was built by Joseph Moir and is one of three still existing in the country, the others being in Melbourne. Joseph Moir's factory, which operated for 35 years from 1870, manufactured lead shot for contemporary muzzle loading sports guns. Although the factory struggled for most of its existence its most recognisable feature, the tallest stone shot tower in the southern hemisphere, has been a prominent landmark in the district for well over a century. Joseph Moir His Shot Tower on the Kingston Road is noted throughout the colonies, and Mr Moir’s enterprising spirit is there illustrated in a most remarkable manner. Though a speculation of a very hazardous kind, he had faith in its success, and his estimate, as was afterwards discovered, was not found on any erroneous basis. The manufacture of shot was a profitable venture under his management. Mercury 12 March 1874 Just twenty years old, Scotsman Joseph Moir arrived in Hobart in 1829, one of thousands of hopeful free immigrants who sailed to Van Diemen’s Land in the 1820s. By 1840 he had acquired several properties, government employment and a reputation as a builder of notable colonial buildings such as St Mark’s Anglican Church, Pontville. He returned briefly to Scotland in 1844 to marry Elizabeth Paxton with whom he had at least five children. A prominent businessman, Moir was active in Hobart’s civic affairs between 1846 and 1873, a year before his death. He revisited Britain in 1849 ‘to arrange to carry on an ironmonger’s business’, returning to Hobart with a stock of hardware items and opening a store with his brother at ‘Economy House’ in Murray Street. The business operated until sold by his son, Joseph in 1884. Moir purchased 39 acres on Brown’s River Rd in 1855 and moved to a new house at ‘Queenborough Glens’ (as he called the property) with his family in 1862. He then built the shot tower and its associated buildings and poured his first shot in 1870. When he died after a long illness in 1874 Moir left his major business concerns to his sons, James and Joseph. Together with Elizabeth (who only survived him by 15 months) and a daughter, Mary (who died in 1853 at the age of seven) Moir was encrypted in the family mausoleum on the cliffs below the shot tower. Their remains were later re-interred in unmarked graves at Queenborough Cemetery after Joseph relinquished the property in 1901. This cemetery’s graves were removed by Hobart Council in 1963 and Moir’s final resting place remains unknown. The Shot Tower This shot tower was built by the proprietor, Joseph Moir, in the year 1870. In its erection he acted as Engineer, Architect, Carpenter and Overseer. With merely the assistance of two masons it was completed in 8 months, when the secrets of shot-making had to be discovered. After many persevering efforts the first shot was dropped 8th September, 1870. Joseph Moir erected his shot making enterprise on 39 acres subdivided from an 1817 grant of 100 acres to John Williamson. He chose his site carefully. A road frontage facilitated straightforward transport of raw materials and product. A windmill pumped water from a reliable creek to a cistern on the site of the current overflow carpark and substantial timber reserves provided fuel for the furnaces and cauldrons. Sited far from residential neighbourhoods Moir could also relax in the knowledge that toxic fumes would blow safely out to sea or over forestland. Moir probably began building his shot making works after erecting the family home between 1855 and 1862. A stone building above the cliffs overlooking the River Derwent stored gun powder for his ironmongery as well as stores of arsenic and antimony. Another building south-west of the magazine contained the furnace for preparing lead with the arsenic and antimony. The tower was constructed of dressed curved sandstone blocks quarried at the nearby abandoned Brown’s River Convict Probation Station. A remarkable tapered structure 48m (157 feet 6 inches) tall it features an internal spiral staircase of pitsawn timber and an external gallery at its top which was probably used to store firewood for the upper cauldron. The staircase provided scaffolding during the construction of the tower and access to the upper cauldron and shot-making colanders. The tower is 10 metres in diameter at the base and tapers to 3.9 metres at the top . The walls are a metre thick at the bottom and thin out to .45 centimetres at the top. A three level stone factory abutting the tower was erected at the same time, then was extended soon after. The stone for the factory was probably recycled from the abandoned probation station. The Manufacturing Process The manufacture of shot is an industry which in England has always been conducted with the greatest secrecy, and consequently witnessed by very few except the initiated. This industry has recently been introduced in this colony by Mr Alderman Moir, and we learn that it is his intention to throw his Shot Tower open to the inspection of visitors on Monday and Tuesday next, when the process of shot making will be in operation, on which occasion we have no doubt many of our citizens will avail themselves of this opportunity of witnessing the interesting process. Mercury,10 March 1871. Shot manufacturing is thought to have been invented by Prince Rupert in the seventeenth century. It seems likely that Moir studied William Watts’ patented method of 1796 while in Britain in 1849- 50. Moir’s exact process is unknown — considerable experimentation was required by most manufacturers to perfect what is a very complex process requiring a detailed understanding of physics and metallurgy. Most of Moir’s raw materials would have been imported increasing his costs substantially Moir’s process was probably as follows: Lead was prepared in a furnace at the south-eastern corner of the property. Moir added 900g of arsenic (to decrease surface tension) and 6.35kg of antimony (to harden the shot) to every 45.35 kg of lead. The resultant ‘poisoned lead’ was cast into 7.7 kg ingots, conveyed to the factory, then remelted in cauldrons on the upper level of the factory for small shot and the top of the tower for larger shot. Firewood had to be winched to the upper cauldron. The molten lead was then poured through colanders, forming droplets which became spherical as they dropped. They fell into a tub of water at the base of the tower. The size of the shot depended on the amount of arsenic, the size of the holes in the colander and the height of the fall. Watts’ patent stipulated that large sized shot required a fall of 45.75m (150 feet), hence the height of Moir’s shot tower at 48m with the colander 46.36m above the base. The lead cooled partly while falling, then completely in the water. The antinomy hardener ensured that it maintained shape under the impact of the water. The cooled shot, green in colour, was winched to the factory’s upper floor where it was dried and run over inclined glass planes to separate out defective shot (which did not roll true). Imperfect shot was remelted and the process repeated. The shot was polished in a revolving drum (likened to a farmer’s barrel churn) using plumbago (graphite) then lowered through a trapdoor to the ground floor where it passed through ten sieves for grading into sizes ranging from fine birdshot to large balls. The graded shot was bagged into 12.7kg (28lb) handsewn linen bags stencilled with the manufacturer’s name and sent to market. At its peak the factory produced 100 tons of shot per annum. Working Conditions Little is known of working conditions in Joseph Moir’s shot tower. The work was highly skilled, noisy and almost certainly dangerous. That workers took great pride in their trade is indicated by an engraving in a window in the factory, reading, ‘George Matson Premier Shot Maker Tasmanian and Australian’. No further information about George Matson is known. The following descriptions of a contemporary works, Melbourne’s Coop shot tower (now incorporated in the Melbourne Central complex on Little Lonsdale St) provides some indication of the nature of the work involved. Pouring the lead was ‘an operation which needs great skill and constant watching. The man is used to his work but the novice would probably make a considerable bungle of it’. As the lead droplets fell there was ‘a sharp incessant shower of silvery rain . . . mak[ing] a noise very like that of an overflow waste pipe high up in one’s wall’. When shovelling shot from the water tub it was ‘quite certain that if the man who is so energetically shovelling . . . was to cease from his labours for any appreciable length of time the tank would be soon full of lead. . . . all the while the strange shower descends the man with the shovel is busily at work’. The noise of grading the shot through the sieves was ‘well nigh deafening’ while a woman sat with needle and thread sewing the 12.7kg linen bags for the finished shot. House and Garden Joseph Moir began building his residence soon after acquiring the property in 1855. Family lore suggests that he built the battlemented tower as practise before attempting the more substantial shot tower. By 1885 the property was well known for its gardens and orchards with its hot houses, summer houses and conservatories. "Mr [James] Moir has a prolific little orchard and kitchen garden, which latter, the flower garden and conservatories are watered from a considerable storage reservoir above. An amusing freak of the owner is to invite strangers into a summer house, and to be seated a moment or two out of the sun. He predicts rain shortly, however cloudless the sky — when hey presto: a shower immediately commences, a real earnest one. It is brought about by turning the tap of a pipe connecting with the circular piping on top of the summer house, the latter being perforated round its outside. A little defectiveness in the roof allowed of my receiving a slight baptism of spray, so I must be considered initiated." Tasmanian Mail,13 June 1885 Perhaps the youthful James Moir (he was 30 in 1885) had a better sense of fun than business sense. He had mortgaged the property the previous year and defaulted on his payments two years later. Later History Moir’s sons, James and Joseph, carried on the business after his death in 1874. Although James won merit certificates at the 1879 Sydney International Exhibition and the 1880-81 Melbourne Exhibition the business struggled and it was leased by the mortgagors to his brother, Joseph in 1887. Joseph found himself unable compete with mainland competitors when generous colonial tariffs were removed after Federation. He relinquished the lease to his brother-in-law, William Baynton who continued the business until closing its doors in 1905. During these years Baynton’s wife, Florence, operated a tea house in the residence. The property subsequently passed through several hands until 1956 when 3.24 hectares was purchased by the Tasmanian government and proclaimed a Scenery Reserve. Although it included the tower and residence, the reserve excluded the powder magazine, conservatory, antimony furnace and mausoleum. The reserve was gazetted as an historic site in 1971 under the National Parks and Wildlife Act. Since 1956 it has been leased to several concessionaires and has been open as a tourist site. Various conservation works have been conducted at the shot tower over the years to maintain its heritage significance.

 

Ref www.parks.tas.gov.au/index.aspx?base=2820

197,187 items / 1,616,784 views

 

From Wikipedia, the free encyclopedia

 

The National Flag of India is a horizontal rectangular tricolour of deep saffron, white and India green; with the Ashoka Chakra, a 24-spoke wheel, in navy blue at its centre. It was adopted in its present form during a meeting of the Constituent Assembly held on 22 July 1947, when it became the official flag of the Dominion of India. The flag was subsequently retained as that of the Republic of India. In India, the term "tricolour" (Hindi: तिरंगा, Tirangā) almost always refers to the Indian national flag. The flag is based on the Swaraj flag, a flag of the Indian National Congress designed by Pingali Venkayya.

 

The flag, by law, is to be made of khadi, a special type of hand-spun cloth of cotton or silk made popular by Mahatma Gandhi. The manufacturing process and specifications for the flag are laid out by the Bureau of Indian Standards. The right to manufacture the flag is held by the Khadi Development and Village Industries Commission, who allocate it to the regional groups. As of 2009, the Karnataka Khadi Gramodyoga Samyukta Sangha was the sole manufacturer of the flag.

 

Usage of the flag is governed by the Flag Code of India and other laws relating to the national emblems. The original code prohibited use of the flag by private citizens except on national days such as the Independence day and the Republic Day. In 2002, on hearing an appeal from a private citizen, the Supreme Court of India directed the Government of India to amend the code to allow flag usage by private citizens. Subsequently, the Union Cabinet of India amended the code to allow limited usage. The code was amended once more in 2005 to allow some additional use including adaptations on certain forms of clothing. The flag code also governs the protocol of flying the flag and its use in conjunction with other national and non-national flags.

 

India was under British rule in the 19th century. A number of flags with varying designs were used in the period preceding the Indian Independence Movement by the rulers of different princely states; the idea of a single Indian flag was first raised by the British rulers of India after the rebellion of 1857, which resulted in the establishment of direct imperial rule. The first flag, whose design was based on western heraldic standards, were similar to the flags of other British colonies, including Canada and Australia; the blue banner included the Union Flag in the upper-left quadrant and a Star of India capped by the royal crown in the middle of the right half. To address the question of how the star conveyed "Indianness",Queen Victoria created the Knight Commander of the Order of the Star of India to honour services to the empire by her Indian subjects. Subsequently, all the Indian princely states received flags with symbols based on the heraldic criteria of Europe including the right to fly defaced British red ensigns.[1][2]

 

n the early twentieth century, around the coronation of Edward VII, a discussion started on the need for a heraldic symbol that was representative of the Indian empire. William Coldstream, a British member of the Indian Civil Service, campaigned the government to change the heraldic symbol from a star, which he considered to be a common choice, to something more appropriate that would bind the people to the Kingdom of Great Britain. His proposal was not well received by the government; Lord Curzon rejected it for practical reasons including the multiplication of flags.[3] Around this time, nationalist opinion within the dominion was leading to a representation through religious tradition. The symbols that were in vogue included the Ganesha, advocated by Bal Gangadhar Tilak, and Kali, advocated by Aurobindo Ghosh and Bankim Chandra Chattopadhyay. Another symbol was the cow, or Gau Mata (cow mother). However, all these symbols were Hindu-centric and did not suggest unity with India's Muslim population.[4]

 

The partition of Bengal (1905) resulted in the introduction of a new Indian flag that sought to unite the multitude of castes and races within the country. The Bande Mataram flag, part of the Swadeshi movement against the British, comprised Indian religious symbols represented in western heraldic fashion. The tricolour flag included eight white lotuses on the upper red band – representing the eight provinces, a sun and a crescent on the bottom green band – representing the Hindu and Muslim population respectively, and the Bande Mataram slogan in Hindi on the central yellow band. The flag was launched in Calcutta bereft of any ceremony and the launch was only briefly covered by newspapers. The flag was not covered in contemporary governmental or political reports either, but was used at the annual session of the Indian National Congress. A slightly modified version was subsequently used by Madam Bhikaji Cama at the Second Socialist International Meeting in Stuttgart. Despite the multiple uses of the flag, it failed to generate enthusiasm amongst Indian nationalists.[5]

 

Around the same time, another proposal for the flag was initiated by Sister Nivedita, a Hindu reformist and disciple of Swami Vivekananda. The flag consisted of a thunderbolt in the centre and a hundred and eight oil lamps for the border, with the Vande Mataram caption split around the thunderbolt. It was also presented at the Indian National Congress meeting in 1906.[6] Soon, many other proposals were initiated, but none of them gained attention from the nationalist movement. In 1916, Pingali Venkayya submitted thirty new designs, in the form of a booklet funded by members of the High Court of Madras. These many proposals and recommendations did little more than keep the flag movement alive. The same year, Annie Besant and Bal Gangadhar Tilak adopted a new flag as part of the Home Rule Movement. The flag included the Union Jack in the upper left corner, a star and crescent in the upper right, and seven stars displayed diagonally from the lower right, on a background of five red and four green alternating bands. The flag resulted in the first governmental initiative against any nationalistic flag, as a magistrate in Coimbatore banned its use. The ban was followed by a public debate on the function and importance of a national flag.[7]

 

In the early 1920s, national flag discussions gained prominence across most British dominions following the peace treaty between Britain and Ireland. In November 1920, the Indian delegation to the League of Nations wanted to use an Indian flag, and this prompted the British Indian government to place renewed emphasis on the flag as a national symbol. In April 1921, Mohandas Karamchand Gandhi wrote in his journal Young India about the need for an Indian flag, proposing a flag with the charkha or spinning wheel at the centre.[9] The idea of the spinning wheel was put forth by Lala Hansraj, and Gandhi commissioned Venkayya to design a flag with the spinning wheel on a red and green banner, the red colour signifying Hindus and the green standing for Muslims. Gandhi wanted the flag to be presented at the Congress session of 1921, but it was not delivered on time, and another flag was proposed at the session. Gandhi later wrote that the delay was fortuitous since it allowed him to realise that other religions were not represented; he then added white to the banner colours, to represent all the other religions. However, soon the Sikhs wanted the banner to include the black colour and Gandhi was forced to address these issues in his writings and speeches. Finally, owing to the religious-political sensibilities, in 1929, Gandhi moved towards a more secular interpretation of the flag colours, stating that red stood for the sacrifices of the people, white for purity, and green for hope.[10]

 

On 13 April 1923, during a procession by local Congress volunteers in Nagpur commemorating the Jallianwala Bagh massacre , the Swaraj flag with the spinning wheel, designed by Venkayya, was hoisted. This event resulted in a confrontation between the Congressmen and the police, after which five people were imprisoned. Over a hundred other protesters continued the flag procession after a meeting. Subsequently, on the first of May, Jamnalal Bajaj, the secretary of the Nagpur Congress Committee, started the Flag Satyagraha, gaining national attention and marking a significant point in the flag movement. The satyagraha, promoted nationally by the Congress, started creating cracks within the organisation in which the Gandhians were highly enthused while the other group, the Swarajists, called it inconsequential. Finally, at the All India Congress Committee meeting in July, at the insistence of Jawaharlal Nehru and Sarojini Naidu, Congress closed ranks and the flag movement was endorsed. The flag movement was managed by Sardar Vallabhbhai Patel with the idea of public processions and flag displays by common people. By the end of the movement, over 1500 people had been arrested across all of British India. The Bombay Chronicle reported that the movement drew from diverse groups of society including farmers, students, merchants, labourers and "national servants". While Muslim participation was moderate, the movement enthused women, who had hitherto rarely participated in the independence movement.[11]

  

While the flag agitation got its impetus from Gandhi's writings and discourses, the movement received political acceptance following the Nagpur incident. News reports, editorials and letters to editors published in various journals and newspapers of the time attest to the subsequent development of a bond between the flag and the nation. Soon, the concept of preserving the honour of the national flag became an integral component of the freedom struggle. While Muslims were still wary of the Swaraj flag, it gained acceptance among Muslim leaders of the Congress and the Khilafat Movement as the national flag. Detractors of the flag movement, including Motilal Nehru, soon hailed the Swaraj flag as a symbol of national unity. Thus, the flag became a significant structural component of the institution of India. In contrast to the subdued responses of the past, the British Indian government took greater cognisance of the new flag, and began to define a policy of response. The British parliament discussed public use of the flag, and based on directives from England, the British Indian government threatened to withdraw funds from municipalities and local governments that did not prevent the display of the Swaraj flag.[13] The Swaraj flag became the official flag of Congress at the 1931 meeting. However, by then, the flag had already become the symbol of the independence movement.[14]

A postage stamp, featuring a fluttering Indian flag above the word "INDIA". At left is "15 AUG. 1947" and "3½ As."; at right is "जय हिंन्द" above "POSTAGE".

Indian Flag, the first stamp of independent India, released on 21 Nov 1947, was meant for foreign correspondence.[15][16]

 

A few days before India gained its freedom in August 1947, the Constituent Assembly was formed. To select a flag for independent India, on 23 June 1947, the assembly set up an ad hoc committee headed by Rajendra Prasad and including Maulana Abul Kalam Azad, Sarojini Naidu, C. Rajagopalachari, K. M. Munshi and B.R. Ambedkar as its members. On 14 July 1947, the committee recommended that the flag of the Indian National Congress be adopted as the National Flag of India with suitable modifications, so as to make it acceptable to all parties and communities. It was also resolved that the flag should not have any communal undertones.[17] The spinning wheel of the Congress flag was replaced by the Chakra (wheel) from the Lion Capital of Ashoka. According to Sarvepalli Radhakrishnan, the chakra was chosen as it was representative of dharma and law. However, Nehru explained that the change was more practical in nature, as unlike the flag with the spinning wheel, this design would appear symmetrical. Gandhi was not very pleased by the change, but eventually came around to accepting it. The flag was proposed by Nehru at the Constituent Assembly on 22 July 1947 as a horizontal tricolor of deep saffron, white and dark green in equal proportions, with the Ashoka wheel in blue in the centre of the white band. Nehru also presented two flags, one in Khadi-silk and the other in Khadi-cotton, to the assembly. The resolution was approved unanimously.[18] It served as the national flag of the Dominion of India between 15 August 1947 and 26 January 1950, and has served as the flag of the Republic of India since then.[19]

Design and symbolism

 

Gandhi first proposed a flag to the Indian National Congress in 1921. The flag was designed by Pingali Venkayya, an agriculturist from Machilipatnam.[20][21] The original design Gandhi was presented with included two colours, red for the Hindus, and green for the Muslims. In the centre was a traditional spinning wheel, symbolising Gandhi's goal of making Indians self-reliant by fabricating their own clothing. The design was then modified to include a white stripe in the centre for other religious communities, and provide a background for the spinning wheel. Subsequently, to avoid sectarian associations with the colour scheme, saffron, white and green were chosen for the three bands, representing courage and sacrifice, peace and truth, and faith and chivalry respectively.[22]

 

A few days before India became independent on August 1947, the specially constituted Constituent Assembly decided that the flag of India must be acceptable to all parties and communities.[19] A modified version of the Swaraj flag was chosen; the tricolour remained the same saffron, white and green. However, the charkha was replaced by the Ashoka Chakra representing the eternal wheel of law. Sarvepalli Radhakrishnan, who later became India's first Vice President, clarified the adopted flag and described its significance as follows:

“ Bhagwa or the saffron colour denotes renunciation or disinterestedness. Our leaders must be indifferent to material gains and dedicate themselves to their work. The white in the centre is light, the path of truth to guide our conduct. The green shows our relation to (the) soil, our relation to the plant life here, on which all other life depends. The "Ashoka Chakra" in the centre of the white is the wheel of the law of dharma. Truth or satya, dharma or virtue ought to be the controlling principle of those who work under this flag. Again, the wheel denotes motion. There is death in stagnation. There is life in movement. India should no more resist change, it must move and go forward. The wheel represents the dynamism of a peaceful change.[23]

 

en.wikipedia.org/wiki/Flag_of_India

I briefly considered this watch. Thank goodness that Montblanc released its Summit watch a couple years later.

 

Montblanc Boutique, Yorkdale Mall, Toronto, ON.

 

A limited number are finally in stock for public purchase. It retails for CAD $5,900.00 plus 13% HST.

Ask for Suresh. (416) 783-5670.

This is a Montblanc photo, not mine.

 

www.flickr.com/photos/21728045@N08/19129733842/in/album-7...

 

The Montblanc TimeWalker Urban Speed is Montblanc's second scheduled SIHH release and will join the Contemporary Timepieces collection. Delivering sporty elegance with its sand-blasted steel case and black, white and red colour scheme, it's the perfect watch for anyone looking to add a truly urban-ready piece to their luxury collection.

 

Montblanc TimeWalker Urban Speed e-Strap

 

The TimeWalker Urban Speed e-Strap, combines a highly functional e-Strap with contemporary TimeWalker timepieces. The e-Strap is an interchangeable strap, with an integrated technology device that offers an activity tracker, smart notifications, remote controls and Find-Me functions. It connects, via Bluetooth Low Energy, to selected Android and iOS smartphones. For the first time, an owner will be able to wear a mechanical timepiece with highly useful digital functionality.

 

Montblanc continues to underline the technicity, performance and avant-garde appeal of this watch line, its dynamic appeal is further highlighted by the use of contemporary material mixes featuring red design elements on a pure black background.

 

The e-Strap device offers a variety of functionality.

 

Smart notifications, signaled by vibrations provide an alert of incoming communication without the need to look at the smartphone. It enables the preview of e-mails by topic and sender, read text messages, see incoming calls and status updates of social media feeds or reminders of important upcoming meetings, all on the wrist.

 

The activity tracker is a simple tool to monitor the wearer’s physical activity over time and keep track of his personal daily goals. To do so, it measures the number of steps taken per day, calories burnt and the distance travelled. The accompanying smartphone application enables the of progress per week and month. The e-Strap will remind the wearer to stay active through unobtrusive vibration alerts and show at a glance the daily progress.

 

The remote controls are useful for controlling the smartphone with the e-Strap. The camera remote enables the taking of pictures with the smartphone by triggering the shutter with a tap on the e-Strap thus allowing better and easier selfies or group shots.

 

Playing, pausing, and skipping music on the smartphone can be also remotely steered with the music control function of the e-Strap.

 

Additionally, the Find-Me function allows searching for the watch or phone within a range of up to 30 meters, either by tapping on the e-Strap to find the smartphone or by using the smartphone application to find the watch.

 

The e-Strap device has an inbuilt touch screen display, readable in daylight, to display the information and navigate through the functionalities. The technical device is encapsulated in a stainless steel case with rubber protection and can be easily fixed and adjusted with the pass-through strap.

 

Depending on usage, the device needs to be recharged every 5 days using a standard micro-USB cable. The e-Strap is compatible with Samsung Galaxy S4, S5, Note 3, Note 4, selected Android Devices running Android 4.3 and upwards as well as Apple iPhone 4S, 5, 5C, 5S, 6 and 6 plus.

 

The Leather e-Strap

 

The TimeWalker collection e-Strap is equipped with a pass-through strap made of the innovative Montblanc Extreme Leather. The Extreme leather wristband created by the Montblanc Pelleteria in Florence, perfectly matches with the timepiece: markedly technical while retaining a sporty yet elegant appearance.

 

Due to its innovative manufacturing process, the upper surface of the leather wristband has a characteristic carbon appearance. In a long and meticulous process, the leather is textured and simultaneously impregnated with an innovative treatment that does not only coat the surface of the wristband, but also bonds with it and increases its structural strength. This innovative technique produces a high-performance and innovative leather, delivering abrasion resistance, water repellence and heat wear-, water- and fire-resistant. The e-Strap device can be easily fixed and adjusted with the pass-through to all strap sizes 20/22mm.

 

Three new timepieces for the TimeWalker collection

The collection extension will introduce three new models - all of them equipped with mechanical automatic winding movements living up to the highest standards of traditional Swiss fine watchmaking: a chronograph, a UTC (United Time Coordinated) with a second time zone and a three hands watch with the essential functionality of hours, minutes, seconds and date.

 

The expressive design of the 42 or 43-millimetre case, which combines clean lines with architectural shapes, made the Montblanc TimeWalker family of Montblanc timepieces instantly recognizable right from the outset. Blending sporty elegance and masculinity, the Montblanc TimeWalker carries its unique aesthetics and features the signature skeletonised horns, a narrow bezel, a large dial with Arabic numerals in a distinctive, clearly contoured typography, and the characteristic lancet-shaped hands.

Instantly, the “cold grey” micro-blasted steel case or the black DLC (Diamond like carbon) coating, witness to its dynamic spirit and technical elegance.

 

This sporty elegance continues on the dial, making use of its black background to accentuate the white numerals and dynamic red second hands common to all three models.

 

The window in the case back offers a clear view of the automatic mechanical calibre which guarantees reliability and precision. All calibres of the TimeWalker Urban Speed e-Strap program are manufactured in accord with all the rules that govern the art of Swiss fine watchmaking. They oscillate at a steady pace of 28,800 semi-oscillations per hour (4 Hz).

 

All TimeWalker Urban Speed e-Strap models will be available in markets in June 2015 with or without the e-Strap device, but not in Canada just yet. They will eventually be released in Canada but in very limited numbers.

Some of you know that my real job is in designing and engineering real cars.

 

With that in mind, I thought it would be helpful to share some of the knowledge regarding the design, engineering and manufacturing processes involved in the creation of a new car.

 

A term that is frequently used within car companies, and which sometimes slips out into the media, but without much explanation, is the term 'Body-In-White'. The abbreviation of the term is BIW, though the full word usage occurs within companies when it is discussed.

 

So, what is the 'Body-In-White'?

 

Though the names says otherwise. It is not white. It does describe the stamped sheet metal of the body before it has been painted, had any trim attached, or any of the chassis and powertrain. It is frequently described as the 'body' of the car. And for a pickup, or similar vehicle, it will be the body prior to the attachment to the separate 'frame', which is attached underneath the car, and frequently attached by isolating mounts.

 

The BIW doesn't just include the main part of the monocoque (the 'stressed' load-bearing part of the car), but also the doors, bootlid (trunk), and bonnet (hood). All these parts usually get coated in protective coatings prior to the application of paint, together (though not always). Frequently, when the car is 'trimmed' - that is the addition of trim and interior - the doors are removed to make this easier, though they do travel along with the car that they were attached to during the paint process.

 

Stay tuned for further car-design, engineering and manufacturing information in the near future.

 

Regards,

 

lego911

 

These images are created for the first in a series of topics covering car design, engineering and manufacturing.

 

Body-In-White: www.flickr.com/groups/lugnuts/discuss/72157645669786809/

 

A central index will be created, over time, in this discussion thread: www.flickr.com/groups/lugnuts/discuss/72157646071614841/

Catherine Barr, who died in 2008, left the money to fund a new lifeboat named in the memory of her late husband, Dr John Buchanan Barr MBE.

Dr Barr worked as a GP in Glasgow before World War II, during which he served with distinction with the Royal Army Medical Corps in North Africa, Sicily and Italy. After demobilising, he returned to general practice in Glasgow.

However, he and his wife often spent their holidays in Portpatrick and the lifeboat bequest was because of their fondness for the village.

The new boat is stationed in the Dumfries and Galloway village.

  

Tamar class lifeboats are all-weather lifeboats operated by the Royal National Lifeboat Institution (RNLI) around the coasts of Great Britain and Ireland. The Tamar class is the replacement for the Tyne-class slipway launched All Weather Lifeboat (ALB).

 

The class name comes from the River Tamar in south west England which flows into the English Channel where they are manufactured by Babcock International Group.

 

Since 1982 the RNLI had deployed 17 knots (31 km/h) Tyne Class lifeboats at stations which launched their boats down slipways or needed to operate in shallow waters. The organisation desired to increase the speed and range of their operations so introduced 25 knots (46 km/h) Severn and Trent boats from 1994 where they could be moored afloat. They then needed to produce a boat with similar capabilities but with protected propellers and other modifications that would allow it to be launched on a slipway.

 

The prototype Tamar was built in 2000 and was used for trials until 2006. It was sold in December 2008 to Kent Police, becoming Princess Alexandra III, the force's permanent maritime vessel operating out of Sheerness. The first production boat, Haydn Miller entered service at Tenby in March 2006. A few of the early boats suffered problems such as fuel leaking under the floor of the engine control room around hydraulic lines. These boats were recalled and the problems rectified. There are very few reported problems associated with the vessel now as the design and manufacturing process is largely perfected.

 

The Tamar has a new design of crew workstation with seats that can move up and down 20 centimetres (7.9 in) as the boat passes through rough seas at high speed, and a networked computerised Systems and Information Management System (SIMS) which allows the crew to monitor and control the boat entirely from within the wheelhouse. The coxswain and helmsman have seat-mounted throttles, trackerball and joystick controls of the rudder. Alternatively the boat may be monitored and control by two controls on the bridge: Dual throttle controls and joystick on the left; dual throttle, wheel and control-screen on the right. All aspects of the vessel may also be controlled from this position.

 

The lifeboat is completely water-tight allowing it to self-right with up to 60 people on board. The boat has the potential to carry a maximum of 120 passengers on board, but without self righting capability. The Survivors Space has room for 10 sitting and 8 standing. The Survivors Space is accessed either through the Wheelhouse or the fore deck Emergency Escape Hatch.

 

Each Tamar carries a Y Class inflatable boat which can be deployed and recovered while at sea

 

A major maritime exercise, Exercise Diamond, which involved HM Coastguard, vessels, RNLI lifeboats, helicopters, search and rescue coordinators, Belfast Harbour, emergency services and local authorities was held on Sunday 23 September from 9.30 am. Exercise Diamond, a live large-scale incident exercise, was held within Belfast Lough, Northern Ireland and involved 365 people.

 

Exercise Diamond was designed to test the major incident plans for all of the organisations that would be involved should a major maritime incident happen in Northern Ireland.

 

Exercise Diamond was the largest live maritime exercise ever held in Northern Ireland.

 

An exercise held within the Titanic centenary, Olympic, & Diamond year involving Emergency Services, Agencies and Companies dedicated to saving lives and providing the best possible service.

 

The following organisations participated in the exercise:

 

HM Coastguard / Maritime and Coastguard Agency; Royal National Lifeboat Institution; Police Service of Northern Ireland; Northern Ireland Fire and Rescue Service; Northern Ireland Ambulance Service; Ministry of Defence (including Royal Airforce); Stena Line; RFD Survitec; Irish Coastguard; Northdown and Ards Borough Council; Belfast Harbour.

VANDENBERG AIR FORCE BASE, Calif. - Officials cut the ribbon Feb. 27 ceremonially opening a brand new education center that will help Airmen stationed at this central coast base achieve their personal and professional education goals.

 

The $14.2 million center replaced a 60-year-old elementary school campus, which had been used as the education center for more than 40 years.

 

"We hear the dollar value, and I just can't stress how precious those dollars are in today's fiscal environment," said Col. Keith Balts, 30th Space Wing commander. "The fact that we get to do military construction at all, especially something for the quality of our Airmen and their families, says a lot about the importance we place on education."

 

One of the center's first customers was Senior Airman Antoine Marshall, 30th Force Support Squadron, who joined the Air Force four years ago with an associate degree in criminal justice.

 

"I just took the analyzing and interpreting literature CLEP (College Level Examination Program) exam," said Marshall, who's pursuing a bachelor's degree in organizational management. "It was my first one--I passed it. I'm extremely happy!"

 

The 38,384-square-foot facility includes 20 classrooms, computer lab, testing center, and 75-seat auditorium, as well as offices for various colleges and universities serving the Vandenberg community.

 

"I think the facility is great," said Marshall. "Overall, it provides a better environment to work and study, and it's just comfortable."

 

The design-build project was constructed by Corps contractor Teehee-Straub, a joint-venture team from Oceanside, Calif.

 

"The design was quite extensive, just due to the detail and the location," said Keith Hamilton, project executive for Teehee-Straub. "The site work was very challenging, and I think that was something that brought a lot of character to this building."

 

Teehee-Straub's 21st century design included sustainable development and energy efficiencies, such as light pollution reduction and water use reduction.

 

"This is a sustainable building," said Col. Kim Colloton, U.S. Army Corps of Engineers Los Angeles District commander. "We can build our buildings smartly, so they can do more; it's more [money] that can go back into the base."

 

During construction, 75 percent of the construction and demolition debris was diverted from landfills and redirected back to the manufacturing process as reusable and recyclable material. Walk-off mats, exhaust systems and filtered heating and cooling improves indoor air quality. Low-flow fixtures and faucets, high-efficiency drip irrigation and drought-tolerant landscaping reduce potable water use by more than 40 percent. All are efficiencies the contractor believes will achive a LEED Silver rating (Leadership in Energy & Environmental Design, a Green Building Council rating system).

 

"We're just proud to be part of this," said Teehee-Straub managing partner Richard Straub. "The Corps of Engineers is one of our favorite customers, and we love supporting the Air Force in doing a job that will educate a lot of servicemen."

Grade II listed historic building constructed as the House and Cotton Manufactory. It was divided into dwellings in the early-to-mid 1800's. John Wakefield's Bank was established here in 1788.

 

"Kendal, once Kirkby in Kendal or Kirkby Kendal, is a market town and civil parish in the South Lakeland District of Cumbria, England. Historically in Westmorland, it lies 8 miles (13 km) south-east of Windermere, 19 miles (31 km) north of Lancaster, 23 miles (37 km) north-east of Barrow-in-Furness and 38 miles (61 km) north-west of Skipton, in the dale of the River Kent, from which comes its name. The 2011 census found a population of 28,586. making it the third largest town in Cumbria after Carlisle and Barrow. It is known today mainly as a centre for tourism, as the home of Kendal mint cake, and as a producer of pipe tobacco and snuff. Its local grey limestone buildings have earned it the nickname "Auld Grey Town".

 

A chartered market town, the centre of Kendal has formed round a high street with fortified alleyways, known locally as yards, off to either side, which allowed local people to shelter from the Anglo-Scottish raiders known as Border Reivers. The main industry in those times was the manufacture of woollen goods, whose importance is reflected in the town's coat of arms and in its Latin motto Pannus mihi panis (Cloth is my bread.) "Kendal Green" was a hard-wearing, wool-based fabric specific to the local manufacturing process. It was supposedly sported by the Kendalian archers instrumental in the English victory over the French at the Battle of Agincourt. Kendal Green was also worn by slaves in the Americas and appears in songs and literature from that time. Shakespeare notes it as the colour of clothing worn by foresters (Henry IV, Part 1).

 

Kendal Castle has a long history as a stronghold, built on the site of several successive castles. The earliest was a Norman motte and bailey (now located on the west side of the town), when the settlement went under the name of Kirkbie Strickland. The most recent is from the late 12th century, as the castle of the Barony of Kendal, the part of Westmorland ruled from here. The castle is best known as the home of the Parr family, as heirs of these barons. They inherited it through marriage in the reign of Edward III of England. Rumours still circulate that King Henry VIII's sixth wife Catherine Parr was born at Kendal Castle, but the evidence available leaves this unlikely: by her time the castle was beyond repair and her father was already based in Blackfriars, London, at the court of King Henry VIII." - info from Wikipedia.

 

Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.

 

Now on Instagram.

 

Become a patron to my photography on Patreon.

NASA’s Tracking and Data Relay Satellites, known as TDRS-K, aboard an Atlas V rocket, was rolled to its launch position, Space Launch Complex 41, Cape Canaveral Air Force Station beginning at 10 a.m. January 29. TDRS-K will augment NASA’s space communications network, providing high data-rate communications to the International Space Station, Hubble Space Telescope, launch vehicles and a host of other spacecraft. “With this launch, NASA has begun the replenishment of our aging space network,” said Jeffrey Gramling, TDRS project manager. “This addition to our current fleet of seven, will provide even greater capabilities to a network that has become key to enabling many of NASA’s scientific discoveries.” The TDRS Project Office at NASA’s Goddard Space Flight Center in Greenbelt, Md., manages the TDRS development program.

 

----

 

CAPE CANAVERAL, Fla. -- The first of NASA's three next-generation

Tracking and Data Relay Satellites (TDRS), known as TDRS-K, launched

at 8:48 p.m. EST Wednesday from Cape Canaveral Air Force Station in

Florida.

 

"TDRS-K bolsters our network of satellites that provides essential

communications to support space exploration," said Badri Younes,

deputy associate administrator for Space Communications and

Navigation at NASA Headquarters in Washington. "It will improve the

overall health and longevity of our system."

 

The TDRS system provides tracking, telemetry, command and

high-bandwidth data return services for numerous science and human

exploration missions orbiting Earth. These include the International

Space Station and NASA's Hubble Space Telescope.

 

"With this launch, NASA has begun the replenishment of our aging space

network," said Jeffrey Gramling, TDRS project manager. "This addition

to our current fleet of seven will provide even greater capabilities

to a network that has become key to enabling many of NASA's

scientific discoveries."

 

TDRS-K was lifted into orbit aboard a United Launch Alliance Atlas V

rocket from Space Launch Complex-41. After a three-month test phase,

NASA will accept the spacecraft for additional evaluation before

putting the satellite into service.

 

The TDRS-K spacecraft includes several modifications from older

satellites in the TDRS system, including redesigned

telecommunications payload electronics and a high-performance solar

panel designed for more spacecraft power to meet growing S-band

requirements. Another significant design change, the return to

ground-based processing of data, will allow the system to service

more customers with evolving communication requirements.

 

The next TDRS spacecraft, TDRS-L, is scheduled for launch in 2014.

TDRS-M's manufacturing process will be completed in 2015.

 

NASA's Space Communications and Navigation Program, part of the Human

Exploration and Operations Mission Directorate at the agency's

Headquarters in Washington, is responsible for the space network. The

TDRS Project Office at NASA's Goddard Space Flight Center in

Greenbelt, Md., manages the TDRS development program. Launch services

were provided by United Launch Alliance. NASA's Launch Services

Program at the Kennedy Space Center was responsible for acquisition

of launch services.

 

For more information about TDRS, visit:

 

www.nasa.gov/tdrs

 

NASA image use policy.

 

NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission.

 

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Lace Lithography gives this book to all of their employees, and I can see why, given the extreme economic dependencies we have on ASML and TSMC today, and the geopolitical power that derives from the advanced alchemy of computation.

 

The early history of the semiconductor industry was the most interesting part to me, as my father lived through it, starting at Motorola in 1966, then Texas Instruments and Mostek, the leader in memory chips in the early 80’s.

 

Chip War does not pull any punches when it comes to the failings of Russia, China and Intel. So, I keep it with my Intel wafer of 100Mhz Pentiums, a gift of Gordon Moore, signed by one of my favorite Professors, Andy Grove.

 

Here are the passages that caught my eye or packed the most punch:

 

“Last year the chip industry produced more transistors than the combined quantity of all goods produced by all other companies, in all other industries, in all human history. Nothing else comes close.” (p.xxi)

 

“Around a quarter of the chip industry’s revenue comes from phones. Today, Apple’s most advanced processors can only be produced by a single company in a single building, the most expensive factory in human history.” (p.xx)

 

• Chip History — U.S. vs. USSR

 

“At the outset, the integrated circuit cost 50x as much to make as a simpler device made with separate components wired together. Everyone agreed Noyce’s invention was clever, even brilliant. All it needed was a market. Three days after Noyce and Moore founded Fairchild Semiconductor, the answer to the question of who would pay for integrated circuits hurtled over their heads: Sputnik, the world’s first satellite, launched by the Soviet Union. Boy Noyce suddenly had a market for his integrated circuits: rockets. The first big order for Noyce’s chips came from NASA.” (19)

 

“By November 1962, Charles Stark Draper, the famed engineer who run the MIT Instrumentation Lab had decided to bet on Fairchild chips for the Apollo program. The computer that eventually took Apollo 11 to the moon weighed 70 pounds and took up about one cubic foot of space, a thousand times less than the ENIAC computer that had calculated artillery trajectories in World War II. MIT considers the Apollo guidance computer one of its proudest accomplishments.” (20) I have the second one that they made: flic.kr/p/2htaTmr

 

“NASA’s trust in integrated circuits to guide astronauts to the moon was an important stamp of approval.” (21)

 

In 1963, “TI’s shipments to the Air Force accounted for 60% of all dollars spent buying chips to date. By the end of 1964, Texas Instruments had supplied 100,000 integrated circuits to the Minuteman missile program.” (22) A peek inside: flic.kr/p/23nbD

 

“In 1965, military and space applications would use over 95% of the integrated circuits produced that year.” (29)

 

“Moore’s Law was the greatest technological prediction of the century. Moore later argued that Noyce’s price cuts were as big an innovation as the technology inside the integrated circuits.” (31)

 

“In 1966, Burroughs, a computer firm, ordered 20 million chips from Fairchild — more than 20x what the Apollo program consumed. By 1968, the computer industry was buying as many chips as the military.” (32)

 

“Copying was literally hardwired into the Soviet semiconductor industry, with some chipmaking machinery using inches rather than centimeters to better replicate American designs, even though the rest of the USSR used the metric system. The Soviet ‘copy it’ strategy was fundamentally flawed, however. Copying worked in building nuclear weapons, because the U.S. and the USSR built only tens of thousands of nukes over the entire Cold War.” (43)

 

They could not keep up with Moore’s Law. “In 1985, the CIA conducted a study of Soviet microprocessors and found that the USSR produced replicas of Intel and Motorola chips like clockwork. They were always a half decade behind.” (144)

 

“The KGB began stealing semiconductor manufacturing equipment too. The system of theft and replication never worked well enough to convince Soviet military leaders that they had a steady supply of quality chips, so they minimized the use of electronics and computers in military systems.” (143)

 

“Japan alone spent 8x as much on capital investment in microelectronics as the USSR.” (149)

 

“The problem with many guided munitions, the military concluded, was the vacuum tubes. The Sparrow missile’s radar system broke on average once every 5 to 10 hours of use. A post war study found that only 9.2% of Sparrows fired in Vietnam hit their target, while 66% malfunctioned, and the rest simply missed.” (58) Same for the Bullpup I have in the office: flic.kr/p/2mXRWE9

 

“Even the vacuum-tube-powered Sidewinder air-to-air missiles that missed most of their targets above Vietnam were upgraded with semiconductor-based guidance systems. They were 6x as accurate in the Persian Gulf War as in Vietnam.” (153) I have Serial Number 1 of the Sidewinder, and wrote a little review of the book by the same name: flic.kr/p/2ofXrJ2

 

“A simple laser sensor and a couple transistors turned a weapon with a zero-for-638 hit ratio into a tool of precision destruction. Outside a small number of military theorists and engineers, hardly anyone realized Vietnam had been a successful testing ground for weapons that married microelectronics and explosives in ways that would revolutionize warfare and transform American military power.” (61) Like AI + drones in Ukraine today.

 

“If the future of war became a contest for accuracy, the Soviets would fall behind. Guided missiles would not only offset the USSR’s quantitative advantage, they’d force the Soviets to undertake a ruinously expensive anti-missile effort in response.” (75)

 

“Soviet estimates suggested that if the U.S. launched a nuclear first strike in the 1980’s, it could have disabled or destroyed 98% of Soviet ICBMs.” (147)

 

“The Iraqi military — armed with some of the best equipment the Soviet Union’s defense industry produced — was helpless in the wake of the American assault. The reverberations of the smart bombs were felt as powerfully in Moscow as in Baghdad.” (154)

 

“The Russian chip industry faced humiliation, with one fab reduced in the 1990s to producing tiny chips for McDonald’s Happy Meal toys. The Cold War was over; Silicon Valley had won.” (159)

 

• Japan

 

“Sony’s research director, the famed physicist Makoto Kikuchi told an American journalist that Japan had fewer geniuses than America, a country with ‘outstanding elites.’ But America also had a ‘long tail’ of people ‘with less than normal intelligence,’ Kikuchi argued, explaining why Japan was better at mass manufacturing.” (83)

 

“In 1985, Japanese firms spent 46% of the world’s capital expenditures on semiconductors, compared to America’s 35%.” (89) That was the year they ruined Mostek, where my Dad ran the world’s largest memory chip fabs at the time: Mementos

 

“’We’re in a death spiral,’ Bob Noyce told a reporter in 1986. In the late 1980s, Intel’s equipment was running only 30% of the time due to maintenance and repairs” (106)

 

In 1989, Shintaro Ishihara wrote: “Japan has nearly a 100% share of 1-megabit semiconductors. Japan is at least five years ahead of the United Stated and the gap is widening.” (112)

 

• China

 

“Many of the best graduates from China’s universities before the revolution ended up working in Taiwan or in California. The year after China produced its first integrated circuit, Mao plunged the company into the Cultural Revolution, arguing that expertise was a source of privilege that undermined socialist equality.” (172) ...some sad echoes of that today.

 

“During the decade in which China had descended into revolutionary chaos, Intel had invented microprocessors, while Japan had grabbed a large share of the global DRAM market. China accomplished nothing beyond harassing its smartest citizens.” (174)

 

“A study in 1979 found that China had hardly any commercially viable semiconductor production and only 1500 computers in the entire country.” (175)

 

“U.S. fabs made 37% of the world’s chips in 1990, but this number fell to 19% by 2000 and 13% by 2010. South Korea, Singapore and Taiwan rapidly increased output.” (177)

 

“No country has been more successful than China at harnessing the digital world for authoritarian purposes.” (244)

 

“China has less than 1% of the global software tools market. China supplies 4% of the of the world’s silicon wafers and other chipmaking materials. It has only a 7% market share in the business of fabricating chips. None of this fabrication capacity involves high-value, leading-edge technology.” (249)

 

“The future of war will be defined by computing power… a belief in the Chinese military circles that warfare is being ‘intelligentized’ — inelegant military jargon that means applying AI to weapons systems.” (284)

 

“29% of the world’s leading researchers in AI are from China, as opposed to 20% from the U.S. and 18% from Europe. However, a staggering share of these experts end up working in the U.S., which employs 59% of the world’s top AI researchers.” (286)

 

“China is still staggeringly dependent on foreign semiconductor technology — in particular, U.S.-designed, Taiwan-fabricated processors — to undertake complex computation. 95% of GPUs in Chinese servers running AI workloads are designed by NVIDIA.” (286)

 

“The U.S. military will only succeed if it has a decisive technological advantage. The 1970s offset was driven by digital microprocessors, IT, sensors, stealth. This time it will be advances in AI and autonomy.” (287)

 

“Obama’s China team concluded ‘that everything we’re competing on in the 21st Century, all of it rests on the cornerstone of semiconductor mastery.” (300)

 

“Escalating tech competition with the United States is like a Sputnik moment for China’s government.” (320)

 

“Establishing a cutting-edge, all-domestic supply chain would take over a decade and cost well over a trillion dollars in that period. This is why, despite the rhetoric, China’s not actually pursuing an all-domestic supply chain. Beijing recognizes this is simply impossible.” (323)

 

“China now spends more money each year importing chips than it spends on oil.” (p.xviii)

 

• Taiwan

 

“TSMC’s Fab 18 fabricated well over 1 quintillion transistors.” (p.xxi)

 

“Taiwan fabricates 37% of the world’s logic chips. After a disaster in Taiwan, the total costs would be measured in the trillions. It would take at least half a decade to rebuild the lost chipmaking capacity.” (341)

 

• Lithography

 

“ASML builds 100% of the world’s extreme ultraviolet lithography machines, without which cutting edge chips are simply impossible to make. OPEC’s 40% share of world oil production looks unimpressive by comparison.” (p.xxv)

 

In 1986, the U.S. pioneer “GCA lost its position as the only company building steppers. Japan’s Nikon had initially been a partner of GCA, providing the precision lenses for its stepper. It acquired a machine from GCA and reverse engineered it. Soon Nikon had more market share than GCA.” (94)

 

“GCA struggled with mass production. Precision manufacturing was essential, since lithography was now so exact that a thunderstorm rolling through could change air pressure — and thus the angle at which light refracted — enough to distort the images carved on chips.” (94)

 

“By the end of the 1980s, Japan was supplying 70% of the world’s lithography equipment. America’s share had fallen to 21%.” (99)

 

“Intel would eventually spend billions of dollars on R&D and billions more learning how to use EUV to carve chips. It never planned to make its own EUV equipment” (184)

 

“The manufacturing of EUV wasn’t globalized, it was monopolized. A single supply chain managed by a single company [ASML] would control the future of lithography.” (189)

 

“EUV was one of the biggest technological gambles of our time. Intel alone invested $4B in ASML in 2012, an investment that followed billions of dollars of previous grants and investments Intel had spent on EUV, dating back to the era of Andy Grove.” (225)

 

“Producing enough EUV light requires pulverizing a small ball of tin with a laser. The tin is struck twice with a laser. The first pulse is to warm it up, the second is to blast it into a plasma with a temperature around a half million degrees, many times hotter than the surface of the sun. This process is then repeated 50,000 times per second to produce EUV light in the quantities necessary to fabricate chips.” (226) The laser needed ultrapure diamond windows, multi-layer mirrors that are smoother than any other object manufactured, and each machine had 457,329 parts and cost over $100M each. Their new high-aperture EUV machine costs $300M each.

 

“ASML’s EUV lithography tool is the most expensive mass-produced machine tool in history, so complex it’s impossible to use without extensive training from ASML personnel, who remain on-site for the tool’s entire life span.” (230)

 

“Chapter 41: How Intel Forgot Innovation. The company spent over $10 billion a year on R&D throughout the 2010s, four times as much as TSMC. Only a couple companies in the world spent more. Intel has now spent half a decade announcing ‘temporary’ manufacturing delays. Most people in the industry think many of the company’s problems stem from Intel’s delayed adoption of EUV tools. By 2020, half of all EUV lithography tools, funded and nurtured by Intel, were installed at TSMC. By contrast, Intel had only barely begun to use EUV in its manufacturing process.” (240)

We have our students in the senior Manufacturing Processes elective make model steam engines. The flywheel is one of the more challenging parts to make.

SeaDek is a revolutionary product utilized not only by the top boat builders in the marine industry, but also in the aftermarket by boat owners seeking custom products. Made from closed cell PE/EVA foam, SeaDek products offer safe and comfortable alternatives to marine traction products currently on the market. Easy to install and customizable, SeaDek replaces the need for molded in non skid, saving OEMs time and money during the manufacturing process.

 

SeaDek can be tailored to fit endless applications on nearly any type of boat. Some of the other benefits SeaDek offers include:

 

Exceptional traction, even when wet

Unparalleled comfort when standing, walking, or leaning on boat surfaces

Shock absorption, which decreases fatigue

Protection for boat surfaces against scratches, chips, and dents

Noise reduction characteristics - ideal for fishermen

 

If you have a boat, you have a place for SeaDek!

 

Learn more at www.seadek.com/

 

Want custom SeaDek for your boat? Find a Certified Fabricator or Installer near you! www.seadek.com/seadek-certified

High-end-Tuning for the Carrera GT: Racing-look GEMBALLA Mirage GT with more power

 

Body and Chassis

Porsche’s motor racing division designed and developed the Carrera GT’s body structure. The monocoque combines all structural functions. Unlike a conventional body shell made from numerous separate components, the monocoque is made from only a few elements that are bonded together in a high-pressure furnace to form a single or mono-structure that is exceptionally rigid and strong. Carbon fiber reinforced plastic (CFP) is the generic term for composite fiber materials that were developed primarily for aerospace applications but have been widely applied to motorsports vehicle construction. These materials provide supreme performance through their combination of minimum weight and maximum strength and stiffness. On the Carrera GT, CFP is used for the chassis, which includes the windshield frame (which is reinforced by a steel core) and supplemental safety bar system, engine/transmission support frame, doors, hoods, fenders, underfloor tray and even in many interior components.

 

CFP is constructed from bonded layers of materials, including carbon fiber tissue, resin and aluminum or plastic honeycomb material that can be nearly an inch in thickness. Aluminum inserts are laminated at specific points so other components can be attached to the load-bearing monocoque structure. The structure is sealed in an airtight foil cover and placed in a high-pressure autoclave furnace, where the resins form a polymer and bond the honeycomb to the carbon fiber. Such carbon bonding creates a strong, stiff and precise structure that is also resistant to temperature extremes.

 

The Carrera GT is the first road car built around such a chassis and also the first with an engine and transmission support made entirely of CFP, a concept developed by Porsche’s motorsports department and registered for patent. The system was devised because of carbon-reinforced plastic’s structural strength and thermal resistance. CFP is also used in the Carrera GT’s removable roof, which consists of two lightweight panels. It is held in place by rapid-action catches and can be stored in the car’s front luggage compartment.

 

The Carrera GT has steel reinforcement in its windshield structure and the longitudinal arms commonly referred to as chassis legs are made from high-strength stainless steel and help create a crash structure at the front and rear of the vehicle. Aluminum inserts connect the longitudinal arms to the chassis at the front and to the engine/transmission support frame at the rear. The bumper system is made of a strong aluminum crossbar and impact tubes.

 

Porsche’s development engineers have placed the car’s fuel tank in an aluminum drawer within the monocoque and between the passenger cell and engine compartment. In addition to protecting the fuel tank, the chassis is designed to protect its human occupants. The Carrera GT is equipped with three-point safety belts with pretensioners and load limitors, but the seats also are prepared to accept six-point racing belts. Passive safety equipment includes front and side airbags for both the driver and passenger. Strong steel tubes built into the Carrera GT’s doors provide additional side-impact protection.

 

Engine

 

A purebred racing engine powers the Carrera GT. Porsche’s development center at Weissach, Germany, built a 5.5-liter, normally aspirated V10 engine for racing, and that engine’s bores have been enlarged to displace 5.7 liters in the Carrera GT. Maximum output is rated at 605 horsepower (SAE) at 8,000 rpm, with peak torque of 435 lb.-ft. The engine has a very low center of gravity, a 68-degree V angle and four valves-per-cylinder heads. The engine block serves as a load-bearing part of the chassis structure, yet is so strong that there is no distortion to the cylinder bores. Using dry-sump lubrication reduces the number of engine components and seals and also helps optimize weight and reliability.

 

To keep the engine as short as possible, Porsche engineers decided against using cylinder liners. Instead, the cylinders are coated with Nikasil, a nickel and silicon combination coating that improves wear resistance and minimizes internal friction. The engine has a closed-deck configuration, a principle carried over from motorsports. This closed-desk architecture enables the cylinders to be cooled by internal water chambers that directly surround the cylinders. Three front-mounted radiators and cross flow cooling ensure optimum heat transfer even under high engine loads.

 

The engine weighs only 472 pounds (214 kg.). The block, crankshaft and camshafts are all made of light alloys. The crankshaft is designed to operate at speeds of up to 8,400 rpm and is both forged and designed for minimum mass inertia and thus offers maximum torsional stiffness. Pistons are connected to the crankshaft by titanium connecting rods that are very lightweight. The crankcase is a one-piece unit that integrates the secondary air ducts as well as the separate bearing blocks for the camshaft. Camshaft drive is a combined sprocket/chain system with rigid cup tappets that guarantees a stiff and sturdy valve drive with low masses and compact dimensions. Porsche-patented VarioCam camshaft control provides the intake camshafts with infinite adjustment within a range of 40 degrees. The Carrera GT has a two-chamber exhaust system with one pre-catalyst and a main catalyst on each side. The car already meets European EU4 emission standards that do not go into effect until 2005. The exhaust system is made of stainless steel and is precisely tuned to provide a powerful sound that includes the high-frequency roar of a thoroughbred racing engine.

 

Transmission

 

The engine’s power reaches the rear wheels through a specially developed six-speed manual gearbox that has compact dimensions and a low center of gravity. The transversely mounted gearbox ensures optimum weight distribution without impairing the position of the rear diffuser.

 

Rather than carrying the weight of a two-mass flywheel, the transmission uses a special shaft design: the first main shaft is a hollow tube housing the long and thin solid shaft. This effectively creates a torsional spring that enables the shafts to dampen drive impacts and to reduce transmission noise.

 

The Carrera GT is the first Porsche to feature the Porsche Ceramic Composite Clutch (PCCC®), which is extremely compact and contributes to the car’s low center of gravity. The PCCC’s low mass also has a positive effect on engine dynamics. Ceramic composite clutches used in racing often have short lives, but Porsche has created a new clutch design and configuration with a two-plate dry clutch with ceramics made of carbon fiber and silicon carbide that are strong, light and have an exceptional service life. The plates are only 6.65 inches (169 mm) in diameter, less than half the size of typical production car clutch plates.

 

Suspension

 

The Porsche Carrera GT chassis and suspension is based on the architecture of the Porsche GT1, the car that won the 24 Hours of Le Mans race in 1998. For example, as on the GT1, the rear track control arms of the Carrera GT are made of aerodynamically designed steel tubes. However, Porsche engineers did not forget the need for driving comfort on the street when they adapted such racing-bred systems for the new supercar.

 

Like a racecar, the Carrera GT uses pushrod suspension with double-track control arms at all four corners to give the Carrera GT its refined response and behavior, feeding forces smoothly and efficiently into the car’s chassis. Where many cars use MacPherson spring struts, the Carrera GT’s spring and damper elements are operated by stainless steel pushrods and pivot levers, which separate the guidance function from the spring action. Advantages include more sensitive response and behavior as well as precise suspension tuning for both high and low speeds. Forged aluminum control arms resting on broad mounts feed wheel forces into the chassis. As on a racecar, the control arms are bolted on the chassis without rubber insulators, providing the most precise and direct wheel guidance at all times. The Carrera GT’s superior driving dynamics are further enhanced by a power steering system that has its safety steering column also bolted directly to the monocoque body structure.

 

Braking System

 

The Carrera GT is equipped with Porsche Ceramic Composite Brakes (PCCB®), which have been optimized and enlarged. The cross-drilled composite ceramic brake discs are 14.96 inches (380 mm) in diameter at all four corners of the car. Those discs are 1.34 inches (34 mm) thick, yet are 50 percent lighter than comparable cast iron discs. Porsche composite brakes provide immediate, frictionally consistent and optimized response while slowing the Carrera GT. Maximum brake power is built up within fractions of a second, yet abrasion is kept to an absolute minimum and the brakes have a substantial safety reserve even under extreme loads. Six-piston monoblock aluminum brake calipers front and rear are brand new and feature extremely large and firmly bolted connections to the wheel mounts, giving the driver good feel through the brake pedal. Short stopping distances are ensured by the hydraulic brake servo that builds pressure very quickly and efficiently.

 

The antilock braking system and traction control serve to ensure dynamic driving behavior even in transitional road surfaces and in inclement weather. The Carrera GT has four-channel anti-spin control (ASC) geared specifically for its ceramic brakes to provide short stopping distances with precise steering control. ASC is activated when required throughout the car’s entire range of acceleration, preventing excessive wheel spin on the drive wheels and thus avoiding any instability at the rear of the car. ASC can intervene in engine management to reduce power to the degree required. While they are spinning, the drive wheels are slowed by automatic brake differential (ABD) technology. However, the driver can switch off the traction control function by pressing a button on the center console.

 

Wheels

 

The Carrera GT rides on large, five-spoke wheels, which are the first production car application of forged magnesium rims made from a special manufacturing process that enhances strength while reducing weight. The forged magnesium wheels are some 25 percent lighter than cast aluminum wheels and thus reduce unsprung weight to a new level. The result is supreme traction as well as smooth and sure spring and damper action. The wheels are 19 inches in diameter and 9.5 inches wide for the front of the car and 20 inches in diameter and 12.5 inches wide at the rear. The wheels feature motorsports-style central wheel locks on their hubs.

 

Special tires were developed for the Carrera GT. They measure 265/35 X 19 in front and 335/30 X 20 in the rear. The tires are Z rated and have outstanding grip and consistent behavior at high speeds, yet have a relatively low level of wear for such high-performance tires. Despite its racing-oriented performance, the Porsche Carrera GT does not have a spartan interior. The cockpit is characterized by function-oriented ambience with extensive use of high-tech materials. Carbon, magnesium and leather dominate interior materials, with composite components either in their natural state or painted to match the magnesium pieces.

 

Interior and Amenities

 

The car’s center console is made of composite materials covered in galvanized magnesium. The shift lever is positioned about halfway up the console and is directly next to the steering wheel. The shift lever has a ball-shaped knob made of lightweight stratified birch/ash wood meant to remind drivers of the balsa wood shift knob in the 1970 Le Mans-winning Porsche 917. The Carrera GT features a new seat design and structure. The seats are finished in smooth leather and have manual adjustment because power motors would add unnecessary weight. The seats are made of a composite carbon shell. Each seat weighs only 23.6 pounds (10.7 kg.), compared to 28.9 pounds (13.1 kg.) for the seats in the Porsche GT3 or 44.1 pounds (20 kg.) for the seats in a Porsche 911 Carrera.

 

Air conditioning is optimized for weight and the car comes with a standard air filter system. Even though the Carrera GT is a serious performance car, it can be equipped with many comfort features, including a navigation system and Bose® audio. The Carrera GT also comes with its own five-piece set of leather luggage matched to the car’s interior color – Terracotta, Dark Grey Nature, Ascot Brown/Black Nature. Each piece of luggage is designed for a precise place within the car: the clothes bag fits behind the passenger’s seat, the attaché case fits in the passenger’s foot well, the shoulder bag fits between the passenger’s seat and door, a center console bag fits beneath the console and there are leather bags in special storage boxes within the doors and a travel bag in the luggage compartment. The luggage compartment is lined with a checkered fabric and can hold 2.68 cu.-ft. (76 liters) of cargo. Special leather straps hold the two roof panels in position when they are in the compartment.

     

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

  

Some background:

In the grand scope of World War 2 fighter aircraft there is a little-remembered French design designated the Arsenal "VG-33". The aircraft was born from a rather lengthy line of prototype developments put forth by the company in the years leading up to World War 2 and the VG-33 and its derivatives represented the culmination of this work before the German invasion rendered all further work moot.

 

The Arsenal de l'Aeronautique company was formed by the French government in 1936 ahead of World War 2. It began operations with dedicated design and development of a fast fighter type until the German conquer of France in 1940 after which the company then focused on engine production after 1945. Then followed a period of design and construction of gliders and missiles before being privatized in 1952 (as SFECMAS). The company then fell under the SNCAN brand label and became "Nord Aviation" in 1955.

 

The VG-33 was the result of the company's research. Work on a new fast fighter began by Arsenal engineers in 1936 and the line began with the original VG-30 prototype achieving first flight on October 1st, 1938. Named for engineer Vernisse (V) and designer Jean Gaultier (G), the VG-30 showcased a sound design with good performance and speed during the tests, certainly suitable for progression as a military fighter and with future potential.

 

Development continued into what became the VG-31 which incorporated smaller wings. The VG-32 then followed which returned to the full-sized wings and installed the American Allison V-1710-C15 inline supercharged engine of 1,054 horsepower. The VG-32 then formed the basis of the VG-33 which reverted to a Hispano-Suiza 12Y-31 engine and first flight was in early 1939, months ahead of the German invasion of Poland. Flight testing then spanned into August and serial production of this model was ordered.

 

The VG-33 was one of the more impressive prewar fighter ventures by the French that included the Dewoitine D.520, understood to be on par with the lead German fighter aircraft of the period - the famous Messerschmitt Bf 109.

 

Only about forty or so French Arsenal VG-33 fighters were completed before the Fall of France in 1940, with 160 more on order and in different states of completion. Despite the production contract, Arsenal' engineers continued work on the basic design for improved and specialized sub-types. The VG-34 appeared in early 1940 outfitted with the Hispano-Suiza 12Y-45 engine of 935 horsepower, which improved performance at altitude. An uprated engine was installed in VG-35 and VG-36, too. They utilized a Hispano-Suiza 12Y-51 engine of 1,000 horsepower with a revised undercarriage and radiator system.

 

VG-37 was a long-range version that was not furthered beyond the drawing board, but the VG-38 with a Hispano-Suiza 12Y-77 engine that featured two exhaust turbochargers for improved performance at high altitude, achived pre-production status with a series of about 10 aircraft. These were transferred to GC 1/3 for field trials in early 1940 and actively used in the defence against the German invasion.

 

The VG-39 ended the line as the last viable prototype model with its drive emerging from a Hispano-Suiza 12Z engine of 1,280 horsepower. A new three-machine-gun wing was installed for a formidable six-gun armament array. This model was also ordered into production as the VG-39bis and was to carry a 1,600 horsepower Hispano-Suiza 12Z-17 engine into service. However, the German invasion eliminated any further progress, and eventually any work on the Arsenal VG fighter family was abandoned, even though more designs were planned, e .g. the VG-40, which mounted a Rolls-Royce Merlin III, and the VG-50, featuring the newer Allison V-1710-39. Neither was built.

 

Anyway, the finalized VG-38 was an all-modern looking fighter design with elegant lines and a streamlined appearance. Its power came from an inline engine fitted to the front of the fuselage and headed by a large propeller spinner at the center of a three-bladed unit. The cockpit was held over midships with the fuselage tapering to become the tail unit.

 

The tail featured a rounded vertical tail fin and low-set horizontal planes in a traditional arrangement - all surfaces enlarged for improved high altitude performance.

The monoplane wing assemblies were at the center of the design in the usual way. The pilot's field of view was hampered by the long nose ahead, the wings below and the raised fuselage spine aft, even though the pilot sat under a largely unobstructed canopy utilizing light framing. The canopy opened to starboard.

 

A large air scoop for the radiator and air intercooler was mounted under the fuselage. As an unusual feature its outlet was located in a dorsal position, behind the cockpit. The undercarriage was of the typical tail-dragger arrangement of the period, retracting inwards. The tail wheel was retractable, too.

 

Construction was largely of wood which led to a very lightweight design that aided performance and the manufacture process. Unlike other fighters of the 1930s, the VG-38 was well-armed with a 20mm Hispano-Suiza cannon, firing through the propeller hub, complemented by 4 x 7.5mm MAC 1934 series machine guns in the wings, just like the VG-33.

 

The aircraft never saw combat action in the Battle of France. Its arrival was simply too late to have any effect on the outcome of the German plans. Therefore, with limited production and very limited combat service during the defence of Paris in May 1940, it largely fell into the pages of history with all completed models lost.

 

Specifications:

Crew: 1

Length: 28.05 ft (8.55 m)

Width: 35.43 ft (10.80 m)

Height: 10.83ft (3.30 m)

Weight: Empty 4,519 lb (2,050 kg), MTOW 5,853 lb (2,655 kg)

Maximum Speed: 398 mph (641 kmh at 10.000m)

Maximum Range: 746 miles (1,200 km)

Service Ceiling: 39,305 ft (12.000 m; 7.458 miles)

 

Powerplant:

1x Hispano-Suiza 12Y-77 V-12 liquid-cooled inline piston engine

with two Brown-Boveri exhaust turbochargers, developing 1,100 hp (820 kW).

 

Armament:

1x 20mm Hispano-Suiza HS.404 cannon, firing through the propeller hub

4x 7.5mm MAC 1934 machine guns in the outer wings

  

The kit and its assembly:

I found the VG-33 fascinating - an obscure and sleek fighter with lots of potential that suffered mainly from bad timing. There are actually VG-33 kits from Azur and Pegasus, but how much more fun is it to create your own interpretation of the historic events, esp. as a submission to a Battle of Britain Group Build at whatifmodelers.com?

 

I had this project on the whif agenda for a long time, and kept my eyes open for potential models. One day I encountered Amodel's Su-1 and Su-3 kits and was stunned by this aircraft's overall similarity to the VG-33. When I found the real VG-38 description I decided to convert the Su-3 into this elusive French fighter!

 

The Su-3 was built mainly OOB, it is a nice kit with much detail, even though it needs some work as a short run offering. I kept the odd radiator installation of the Suchoj aircraft, but changed the landing gear from a P-40 style design (retracting backwards and rotating 90°) into a conservative, inward retracting system. I even found forked gear struts in the spares box, from a Fiat G.50. The covers come from a Hawker Hurricane, and the wells were cut out from this pattern, while the rest of the old wells was filled with putty.

 

Further mods include the cleaned cowling (the Su-3's fuselage-mounted machine guns had to go), while machine guns in the wings were added. The flaps were lowered, too, and the small cockpit canopy cut in two pieces in, for an opened position - a shame you can hardly see anything from the neat interior. Two large antenna masts complete the French style.

  

Painting and markings:

Again, a rather conservative choice: typical French Air Force colors, in Khaki/Dark Brown/Blue Gray with light blue-gray undersides.

 

One very inspiring fact about the French tricolor-paint scheme is that no aircraft looked like the other – except for a few types, every aircraft had an individual scheme with more or less complexity or even artistic approach. Even the colors were only vaguely unified: Field mixes were common, as well as mods with other colors that were mixed into the basic three tones!

 

I settled for a scheme I found on a 1940 Curtiss 75, with clearly defined edges between the paint fields. Anything goes! I used French Khaki, Dark Blue Grey and Light Blue Grey (for the undersides) from Modelmaster's Authentic Enamels range, and Humbrol 170 (Brown Bess) for the Chestnut Brown. Interior surfaces were painted in dark grey (Humbrol 32) while the landing gear well parts of the wings were painted in Aluminum Dope (Humbrol 56).

The decals mainly come from a Hobby Boss Dewoitine D.520, but also from a PrintScale aftermarket sheet and the scrap box.

 

The kit was slightly weathered with a black ink wash and some dry-painting, more for a dramatic effect than simulating wear and tear, since any aircraft from the VG-33 family would only have had a very short service career.

  

Well, a travesty whif - and who would expect an obscure Soviet experimental fighter to perform as a lookalike for an even more obscure French experimental fighter? IMHO, it works pretty fine - conservative sould might fair over the spinal radiator outlet and open the dorsal installation, overall both aircraft are very similar in shape, size and layout. :D

 

On June 5, 1979, I started my first real job, at General Motors Corporation. I was a 17-year-old kid working at the Grand Rapids Fisher Body metal stamping plant. In those days, working in an environment of heavy machinery, razor-sharp sheet steel and fast-moving vehicles on grease-covered floors, it was not uncommon to see long trails of blood from some distant part of the factory all the way to the Plant Hospital. My first role: driving injured workers to local doctors or hospitals when the plant nurse couldn't help them.

 

My boss would bark at me to take one of the executive fleet cars from the company car garage, and I'd bring some sullen, heavily bandaged factory worker to the hospital at 6 in the morning.

 

One morning, I drove some guy to a local doctors' office, which was completely empty. The doctor took extra-early appointments just for GM workers. Not being a morning person, I plopped down in a waiting room chair while I waited for the worker to get examined.

 

A couple hours later, I slowly started waking up to the noise of many people in conversation. I had fallen asleep with my head propped up with my arm. I felt something slimy and wet down my sleeve. A little alarmed, I opened my eyes and discovered I had DROOLED so much that my suit sleeve, shirt and tie were drenched in saliva! I looked up to see at least ten people opposite me in the waiting room, staring at me agape in abject horror.

 

That episode was the first of many learning experiences and embarrassing moments in my professional career.

 

At GM, I learned at a very early age what a "political fiefdom" was. What it was like to be gleefully sabotaged by catty older officemates. What it was like to have a lobby full of blue-collar workers laugh uproariously at me. I was nearly killed by a crane operator moving a massive 10-ton press who couldn't stop its momentum. I learned factory smokestacks emit "steel snowflakes" that really don't feel good in your eye. That sheet steel could slice through safety clothes as if through air, that welding sparks could burn through safety goggles or set my clothing on fire, and that metal slivers were THE WORST.

 

I also saw line workers drop a wrench into machinery just so they could sit on their asses for half a day while someone fixed the stamping line - and fifteen minutes after the line was back up and running, how they would do it all over again.

 

I watched men repeatedly goose or grope the few female workers brave enough to work on the floor. Alcoholics sleeping off a hangover because they couldn't be fired, or crushed to death by a coil of steel because they were asleep in a hidden area, avoiding the eyes of management. I crossed picket lines and was called a scab, got spit on and hit with protest signs by angry striking workers. I saw workers at the Cadillac plant eat their lunch inside luxury cars, and purposefully leave glass soda bottles inside the door of a brand-new stainless-steel-topped Eldorado Biarritz, so that when the owner slammed the door, the bottle glass would break inside. Sometimes they'd dump a cup of piss into the air conditioning system of a luxury car they couldn't afford.

 

Later, I learned how to program industrial robots in order to get lazy, counterproductive workers OUT of the manufacturing process. And then I saw the steel-encased robot controllers I had programmed smashed by disgrunted men with forklifts.

 

And at one point, I was even employed as an 18-year-old spy, working on the line with a fake badge and fake employment record to see how long it would take the UAW union officials to realize I wasn't union.

 

General Motors was my wakeup call, the end of my idyllic high school life. It was a full immersion into the realities of manufacturing, union relations, office politics and a wide-eyed look at what the working world was REALLY like.

 

Today, GM desperately needs a reorganization. They need to break free from what they've become.

 

And maybe, just maybe, they'll succeed. Despite everything that happened to me, I hope so.

 

God speed, General.

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

  

Some background:

In the grand scope of World War 2 fighter aircraft there is a little-remembered French design designated the Arsenal "VG-33". The aircraft was born from a rather lengthy line of prototype developments put forth by the company in the years leading up to World War 2 and the VG-33 and its derivatives represented the culmination of this work before the German invasion rendered all further work moot.

 

The Arsenal de l'Aeronautique company was formed by the French government in 1936 ahead of World War 2. It began operations with dedicated design and development of a fast fighter type until the German conquer of France in 1940 after which the company then focused on engine production after 1945. Then followed a period of design and construction of gliders and missiles before being privatized in 1952 (as SFECMAS). The company then fell under the SNCAN brand label and became "Nord Aviation" in 1955.

 

The VG-33 was the result of the company's research. Work on a new fast fighter began by Arsenal engineers in 1936 and the line began with the original VG-30 prototype achieving first flight on October 1st, 1938. Named for engineer Vernisse (V) and designer Jean Gaultier (G), the VG-30 showcased a sound design with good performance and speed during the tests, certainly suitable for progression as a military fighter and with future potential.

 

Development continued into what became the VG-31 which incorporated smaller wings. The VG-32 then followed which returned to the full-sized wings and installed the American Allison V-1710-C15 inline supercharged engine of 1,054 horsepower. The VG-32 then formed the basis of the VG-33 which reverted to a Hispano-Suiza 12Y-31 engine and first flight was in early 1939, months ahead of the German invasion of Poland. Flight testing then spanned into August and serial production of this model was ordered.

 

The VG-33 was one of the more impressive prewar fighter ventures by the French that included the Dewoitine D.520, understood to be on par with the lead German fighter aircraft of the period - the famous Messerschmitt Bf 109.

 

Only about forty or so French Arsenal VG-33 fighters were completed before the Fall of France in 1940, with 160 more on order and in different states of completion. Despite the production contract, Arsenal' engineers continued work on the basic design for improved and specialized sub-types. The VG-34 appeared in early 1940 outfitted with the Hispano-Suiza 12Y-45 engine of 935 horsepower, which improved performance at altitude. An uprated engine was installed in VG-35 and VG-36, too. They utilized a Hispano-Suiza 12Y-51 engine of 1,000 horsepower with a revised undercarriage and radiator system.

 

VG-37 was a long-range version that was not furthered beyond the drawing board, but the VG-38 with a Hispano-Suiza 12Y-77 engine that featured two exhaust turbochargers for improved performance at high altitude, achived pre-production status with a series of about 10 aircraft. These were transferred to GC 1/3 for field trials in early 1940 and actively used in the defence against the German invasion.

 

The VG-39 ended the line as the last viable prototype model with its drive emerging from a Hispano-Suiza 12Z engine of 1,280 horsepower. A new three-machine-gun wing was installed for a formidable six-gun armament array. This model was also ordered into production as the VG-39bis and was to carry a 1,600 horsepower Hispano-Suiza 12Z-17 engine into service. However, the German invasion eliminated any further progress, and eventually any work on the Arsenal VG fighter family was abandoned, even though more designs were planned, e .g. the VG-40, which mounted a Rolls-Royce Merlin III, and the VG-50, featuring the newer Allison V-1710-39. Neither was built.

 

Anyway, the finalized VG-38 was an all-modern looking fighter design with elegant lines and a streamlined appearance. Its power came from an inline engine fitted to the front of the fuselage and headed by a large propeller spinner at the center of a three-bladed unit. The cockpit was held over midships with the fuselage tapering to become the tail unit.

 

The tail featured a rounded vertical tail fin and low-set horizontal planes in a traditional arrangement - all surfaces enlarged for improved high altitude performance.

The monoplane wing assemblies were at the center of the design in the usual way. The pilot's field of view was hampered by the long nose ahead, the wings below and the raised fuselage spine aft, even though the pilot sat under a largely unobstructed canopy utilizing light framing. The canopy opened to starboard.

 

A large air scoop for the radiator and air intercooler was mounted under the fuselage. As an unusual feature its outlet was located in a dorsal position, behind the cockpit. The undercarriage was of the typical tail-dragger arrangement of the period, retracting inwards. The tail wheel was retractable, too.

 

Construction was largely of wood which led to a very lightweight design that aided performance and the manufacture process. Unlike other fighters of the 1930s, the VG-38 was well-armed with a 20mm Hispano-Suiza cannon, firing through the propeller hub, complemented by 4 x 7.5mm MAC 1934 series machine guns in the wings, just like the VG-33.

 

The aircraft never saw combat action in the Battle of France. Its arrival was simply too late to have any effect on the outcome of the German plans. Therefore, with limited production and very limited combat service during the defence of Paris in May 1940, it largely fell into the pages of history with all completed models lost.

 

Specifications:

Crew: 1

Length: 28.05 ft (8.55 m)

Width: 35.43 ft (10.80 m)

Height: 10.83ft (3.30 m)

Weight: Empty 4,519 lb (2,050 kg), MTOW 5,853 lb (2,655 kg)

Maximum Speed: 398 mph (641 kmh at 10.000m)

Maximum Range: 746 miles (1,200 km)

Service Ceiling: 39,305 ft (12.000 m; 7.458 miles)

 

Powerplant:

1x Hispano-Suiza 12Y-77 V-12 liquid-cooled inline piston engine

with two Brown-Boveri exhaust turbochargers, developing 1,100 hp (820 kW).

 

Armament:

1x 20mm Hispano-Suiza HS.404 cannon, firing through the propeller hub

4x 7.5mm MAC 1934 machine guns in the outer wings

  

The kit and its assembly:

I found the VG-33 fascinating - an obscure and sleek fighter with lots of potential that suffered mainly from bad timing. There are actually VG-33 kits from Azur and Pegasus, but how much more fun is it to create your own interpretation of the historic events, esp. as a submission to a Battle of Britain Group Build at whatifmodelers.com?

 

I had this project on the whif agenda for a long time, and kept my eyes open for potential models. One day I encountered Amodel's Su-1 and Su-3 kits and was stunned by this aircraft's overall similarity to the VG-33. When I found the real VG-38 description I decided to convert the Su-3 into this elusive French fighter!

 

The Su-3 was built mainly OOB, it is a nice kit with much detail, even though it needs some work as a short run offering. I kept the odd radiator installation of the Suchoj aircraft, but changed the landing gear from a P-40 style design (retracting backwards and rotating 90°) into a conservative, inward retracting system. I even found forked gear struts in the spares box, from a Fiat G.50. The covers come from a Hawker Hurricane, and the wells were cut out from this pattern, while the rest of the old wells was filled with putty.

 

Further mods include the cleaned cowling (the Su-3's fuselage-mounted machine guns had to go), while machine guns in the wings were added. The flaps were lowered, too, and the small cockpit canopy cut in two pieces in, for an opened position - a shame you can hardly see anything from the neat interior. Two large antenna masts complete the French style.

  

Painting and markings:

Again, a rather conservative choice: typical French Air Force colors, in Khaki/Dark Brown/Blue Gray with light blue-gray undersides.

 

One very inspiring fact about the French tricolor-paint scheme is that no aircraft looked like the other – except for a few types, every aircraft had an individual scheme with more or less complexity or even artistic approach. Even the colors were only vaguely unified: Field mixes were common, as well as mods with other colors that were mixed into the basic three tones!

 

I settled for a scheme I found on a 1940 Curtiss 75, with clearly defined edges between the paint fields. Anything goes! I used French Khaki, Dark Blue Grey and Light Blue Grey (for the undersides) from Modelmaster's Authentic Enamels range, and Humbrol 170 (Brown Bess) for the Chestnut Brown. Interior surfaces were painted in dark grey (Humbrol 32) while the landing gear well parts of the wings were painted in Aluminum Dope (Humbrol 56).

The decals mainly come from a Hobby Boss Dewoitine D.520, but also from a PrintScale aftermarket sheet and the scrap box.

 

The kit was slightly weathered with a black ink wash and some dry-painting, more for a dramatic effect than simulating wear and tear, since any aircraft from the VG-33 family would only have had a very short service career.

  

Well, a travesty whif - and who would expect an obscure Soviet experimental fighter to perform as a lookalike for an even more obscure French experimental fighter? IMHO, it works pretty fine - conservative sould might fair over the spinal radiator outlet and open the dorsal installation, overall both aircraft are very similar in shape, size and layout. :D

 

Raven - Model B Mach 8-10 - Supersonic / Hypersonic Business Jet - Iteration 6

 

Seating: 22 | Crew 2+1

Length: 100ft | Span: 45ft 8in

Engines: 2 U-TBCC (Unified Turbine Based Combined Cycle)

 

Fuel: H2 (Compressed Hydrogen)

Cruising Altitude: 100,000-125,000 ft @ Mach 8-10

Air frame: 75% Proprietary Composites

Operating Costs, Similar to the hourly operating costs of a Gulfstream G650 or Bombardier Global Express 7000 Series

  

IO Aircraft www.ioaircraft.com

Drew Blair www.linkedin.com/in/drew-b-25485312/

 

-----------------------------

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-----------------------------

 

Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.

 

Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.

 

Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.

 

-------------

 

Advanced Additive Manufacturing for Hypersonic Aircraft

 

Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.

 

Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.

 

*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.

 

What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.

 

Unified Turbine Based Combined Cycle (U-TBCC)

 

To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5

 

However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.

 

Enhanced Dynamic Cavitation

 

Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.

 

Dynamic Scramjet Ignition Processes

 

For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.

 

Hydrogen vs Kerosene Fuel Sources

 

Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.

 

Conforming High Pressure Tank Technology for CNG and H2.

 

As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.

 

As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).

 

Enhanced Fuel Mixture During Shock Train Interaction

 

Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.

 

Improved Bow Shock Interaction

 

Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.

 

6,000+ Fahrenheit Thermal Resistance

 

To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.

  

*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope

 

Scramjet Propulsion Side Wall Cooling

 

With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.

 

Lower Threshold for Hypersonic Ignition

 

Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.

 

Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities

 

Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.

 

Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)

 

To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.

 

A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.

austin, texas

1977

 

motorola semiconductor plant

 

part of an archival project, featuring the photographs of nick dewolf

 

© the Nick DeWolf Foundation

Image-use requests are welcome via flickrmail or nickdewolfphotoarchive [at] gmail [dot] com

Wotancraft's Traveler's Notebook and City Explorer Camera Bag Review - Part 1

 

Our job to find great stuffs from all over the world doesn't stop at product level, I believe understanding the concept and stories behind is far more important than product features. Only through digging deeper will I be able to bring true benefits to end users, in the process of doing this I learned a lot and makes my job an adventurous one. It is exactly this practice which sets us apart from a typical retail chain store.

 

This review is separated into two parts. Part 1 is a story in this post, Part 2 is a product review in the next post.

 

I first found Wotancraft from random searching on the net a year or so before, then I popped into a great store in Hong Kong called Annie Barton and found their products there. Admiring the quality and aesthetics I grew interest in the brand, I was scared away by the price though. So despite having the feeling that those bags suit my needs and in styles I adore, I found myself staring at them repeatedly on the net and never got myself one. What stopped me from getting one? The price tag and lack of knowledge about Wotancraft's true attention to details. Annie Barton told me each one of the bags were made by hand by those artisans in Taiwan, I couldn't believe it, no way, the bags are so well made I thought they were produced by professional mass producing bag maker. Judging from the details, each model requires literally hundreds of manufacturing processes and it was not possible to be made by just a few persons by hands. The story turned out entirely true when I got a chance to visit Taipei 20 days ago.

 

On the day I arrived Taipei, before other business engagements I shot right away to the Wotancraft showroom/shop. It was a huge disparity between what's inside the place and everything else surrounding it! Inside a dim florescent lit office building full of local trading businesses with zero taste and style decorations, I was still assuming Wotancraft a corporation you know, but once I entered the showroom, everything changed.

 

Surrounded by cozy fixtures made from aged wood and pig iron, products made from leather and canvas, I immediately felt homey. One side of the store was an open shelf displaying full product range and prototypes, while the other side is a service counter full of custom made leather straps for Panerai watches. I picked up the City Explorer series of bags and started examining each one of them until a friendly staff came out of the backyard and explained to me product details.

 

Soon I was unpacking my camera bag and started trying out almost every model possible. I guess camera bag to a guy is like fashion to a girl, you can spend hours enjoying the selection process in a setting like that. The staff noticed my Traveler's Notebook and some of my leather craft stuffs like camera case and straps. "James have the same notebook! He made crazy customization of it." That's when real conversation began.

 

By then I realized that each one of their bags were literally made by their own hands. Four artisans made up the entire Wotancraft company, the two I met in store were among them. It was not a corporation I presumed before, just a small bunch of people doing everything by themselves. Time to leave for a business engagement, hungered for more stories, I used Paypal to pay for the City Explorer 002 Ranger bag, left the showroom and determined to contact James about his Traveler's Notebook and come back a few days later. During my initial stay at the showroom, there were constant influx of Panerai fans looking for unique leather straps, but I'm not gonna cover that part of the story here.

 

3 days later, after a few email exchanges I finally met James, the soul behind Wotancraft. The company was created out of his pure passion in photography and watches, despite working as a bio-chemist after his graduation, he started to make his first prototype camera bag 5 years ago. Not satisfied with camera bags with trivial features and ugly looks, he explored different forms and materials and came up with a bag he would use. He was kind enough to show me all the thoughts he put into this City Explorer 002 Ranger bag, comparing it to his first prototype. I will cover the details in Part 2 in the next post.

 

Let's talk about James' Traveler's Notebook. In a typical Traveler's Notebook show me yours and I'll show you mine fashion, we exchanged our usage patterns. His cover is not the original but one made by himself, a very thoughtful implementation. There are two layers of leathers, a thicker one forms the shape while the outer thinner one gives its distinct Wotancraft look.

 

The thin leather on the cover is the same material James uses in his City Explorer series of camera bags. Stitched together on 3 sides, the notebook cover has an opening on one side doubling the cover as a pocket by itself. To increase the pocket size, James relocated the elastic string attachment point from the middle of the back to the edge, creating an inner space large enough for his stationery stuffs.

 

As a master of customization, he of course couldn't settle with a bookmark without his very own Wotancraft branded charm and leather tag. On typical day, James would use two types of notebooks inside - Traveler's Notebook lightweight paper for note taking, sketch paper for sketching. Inspecting his TN, I found inspirations common to creative people, not only would he take notes in meticulous details, he sketches out architectural structures purely out of his head, perhaps this keen practice is his way of precipitating his creativity into reality.

 

James' TN is so far the best Traveler's Notebook mod I've ever seen, functional and pleasing. I've got to make one myself someday :) Stay tuned for Part 2.

 

More on Scription blog: scription.typepad.com/blog/2012/03/wotancrafts-travelers-...

FILMING A MOVIE WAR

BURSTING bombs failed to stop scores of German soldiers charging across the scarred battlefield under cover of night. The ground was rent by machine-gun bullets. Soldiers dropped hopelessly in barbwire entanglements.

It was the World War all over again for many American Legion men and ex-German soldiers acting as extras during the filming of The Road Back. Every exploding shell and spattering of machine gun fire brought back memories of war’s deadliness. But this was a movie war—nobody was being killed! Hollywood’s explosive experts, through years of experience, have developed tricks that make acting in a movie war safer than crossing a busy highway.

 

The script called for a night scene in the trenches in November, 1918, shortly before the Armistice was signed. It was bitter cold in France then. Universal Studio’s special

effects department had little difficulty obtaining this impression, as the spring nights, when the battle sequences were shot, were extremely cold for California. The air was frosty and smudge pots blazed in orange groves nearby. But there was no snow such as blew over the Western Front in November, 1918. To accomplish this desired effect studio workmen simply sprayed white paint over the ground.

Several acres on the studio’s back lot was marked off for the battlefield. Official U. S. Signal Corps photos were scanned in order to get authentic detail into the battlefield set. A huge sky drop was built in the background, across the width of the battlefield. The sky drop consisted of a wooden scaffolding, some forty feet high, from which a great canvas curtain was hung. Painters were busy for several days spraying on “clouds.” This gave the effect that the war ground’s horizon was several miles away.

Twelve pieces of digging equipment—tractors, scrapers, and steam shovels, were required to dig trenches, grade the battlefield and to give it that shot-to-pieces appearance. Each day, after the night war episodes were shot, workmen would dig up the ground and sprinkle it with water to make the mire deep for the coming night. Realism of the first order.

Real war is costly. So is a movie war! Thousands of rounds of blank ammunition for the 8 mm Mauser rifles were fired. One thousand pounds of black powder, five hundred pounds of dynamite, and 2,000 detonating caps went up in smoke for the combat scenes. Four hundred parachute-flares and seven hundred night flares were consumed during night film warfare.

Over a hundred gallons of liquid smoke, the preparation, ingredients and manufacturing processes of which are a carefully guarded military secret, were employed in the battle scenes. Navy planes use this liquid smoke to hide ships during maneuvers.

Two “inventions” were worked out in the battle sequences. Ground oyster shells were found to give a better photographic reproduction of dust, in shell-explosions, than dust itself. And by balancing the charcoal content in black-powder bombs, greater photographic value was given to explosions.

Months of research must go into a war film before the cameras begin to roll. Hundreds of historic photos must be studied by the technical department. The wardrobe department must correctly tailor the exact type of uniform worn by a certain regiment at a certain time. The studio arsenal must be sure to supply the correct rifle model. More care must be taken for carefully depicting recent wars than those of a century ago, as many veterans are film fans.

Ralph Morgan, head of Universal’s special effects department, who has worked on many war films, including The Big Parade, tells how one of the war illusions is achieved:

“To get the effect of a shell striking the ground and exploding we first dig the shell hole. The shell crater is dug in hard earth. The earth on the sides of the hole is tightly packed. Next the explosives man plants his powder charge in the center of the crater in such a way that it will blow straight upward. Then into the shell hole is sifted a mixture of earth and cork until it is even with the rest of the terrain.

“A wire connects this prepared hole with the head explosive expert’s control board. These shell holes are often marked by an odd clod of dirt, an old gun carriage wheel or a fake stump. Sometimes the danger spot is dabbed with a bit of paint that will not show in the film. The players, who have previously been coached by the director and his assistants, will avoid passing directly over these shell explosives. A shower of soft earth and ground cork will be the only discomfort actors who pass near these shell hole explosions will suffer.”

When you see a performer being blown skyward by an explosion you can be certain it’s a dummy. The dummy is usually made from rubber. Often an actual life cast of the actor the dummy is supposed to represent is made from rubber. This type dummy is more realistic than those formerly used, which were stuffed with sawdust.

The effects of bullets striking are obtained by two different methods. The usual system is to fire away with the rifle or machine-gun at the top of an entrenchment or building while the camera is safely located at one side filming the hits. Special care must be taken that bullets do not ricochet. This stunt is used when actors are not in the scene.

To get the effect of bullets striking near players in trenches, tiny powder charges are embedded in the dust. These explosives have about the same power as toy torpedoes youngsters throw on the Fourth of July. In fact some explosives men have used torpedoes for this effect. A thin wire is attached to each charge and to a control board. As a man presses the control board buttons the small explosives go off, giving the effect of a bullet biting the dust. The action of machine-gun bullets striking can be had by firing a series of these minute explosives in a row, all within a few seconds.

A new trick was used in The Road Back to get the realization of a French bullet crashing a mirror in front of “Slim” Summerville, the comedian, as he shaves. A prop man, who was a clever marksman with a sling shot, shattered the mirror on the first shot.

To create the illusion of shrapnel bursting in the air, a paper bag is filled with black cardboard chips and flashlight powder and then catapulted into the air. A time fuse sets off the powder, explodes the sack and scatters the harmless cardboard scraps about so that it looks as if deadly steel shrapnel was pelting the actor-fighters.

Explosions for day and night warfare vary. For daylight hostilities bombs are usually made from black powder and bone charcoal so as to send great bunches of black smoke and dust mushrooming skyward. At night white smoke and dust serves the purpose better. Large spotlights are hidden in shell holes and trenches to enable them to cast a glow on explosions’ smoke.

When a building or tree is to be blown up before the camera it is usually weakened first or constructed in such way as to crack-up from a small charge of powder. Bricks and masonry are often made from papier-mache if players are to be in the danger zone when the building blows up.

Every explosive expert has his own tricks for making movie wars. There are about a dozen employed at this odd occupation in Hollywood. Each has a different system for laying out a war. Some use one control board to manage their explosives, while others have several assistants posted at different spots over the battlefield to handle various explosions. They are always to one side, out of the camera’s range. Cameras with telephoto lens are often used to film dangerous mine explosions from a distance.

James Whale, the director of The Road Back, was in touch with the actor-soldiers on the movie battlefield at all times by means of an elaborate loud speaker system. Megaphones, that directors once shouted through in the old days, have been replaced by the more audible electrically operated loud speaker systems.

Many of the more thrilling over the top attacks were taken without sound being recorded. The little sound mike would have had a busy time keeping up with the player-soldiers. And the sounds would not be as real as those created by the sound men and later “dubbed-in” the film. It might be well to mention the number of persons besides the actual actors and extras who helped to make the cinema war. One hundred and twenty-four property men, wardrobe men, wardrobe checkers, gunsmiths and assistant “powder monkeys” were required to keep track of the equipment used. A special prop and wardrobe room was constructed near the set, from which the cleaned uniforms, rifles, and the day’s supply of ammunition were issued to the fighters. Eighty-seven electricians were needed to operate several hundred big lamps required to illuminate the battlefield for night shooting.

It is time to attach the wheels to the car. Carefully inspect each wheel. If there are any burrs left over from the manufacturing process, remove them by sanding with 600-grit sandpaper. Stick a nail through the center of the wheel and carefully drive the nail into one end of one of the slits at the bottom of the car body. Repeat this with the other three wheels.

 

Drive the nails by pressing down on their heads with a small piece of wood. If you didn't paint the nails, you can also hammer them in.

 

To keep the wheels from sticking or being too loose, cut a notch into a piece of thin cardboard, for example, from the box the Pinewoood Derby Kit came in. Before driving the nail in all the way, slide the cardboard between the wheel and the body of the car so that the notch surrounds the nail. Then push or hammer the nail in as far as it will go, and remove the cardboard. The wheel should now turn freely, without being too wobbly.

 

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A guy on the street liked my stuff and took this lovely picture of the back of my head.

I have been holding on to these photos until this project went public.

 

THIS WAS SUBMITTED FOR A GREEN DESIGN COMPETITION AND COULD BENEFIT FROM YOUR VOTE!

 

www.core77.com/greenergadgets/entry.php?projectid=32#img92

 

Recompute is a new way of thinking about computers that layers sustainable ideas throughout its lifecycle to make an overall sustainable product that can be easily replicated. Recompute address sustainability along three main points during its life.

 

Manufacturing: Rather than making a large tower constructed from numerous materials (ABS plastic, aluminum, steel, etc.), hundreds of manufacturing processes, and dozens of individual components, the Recompute case is made of corrugated cardboard (recyclable and renewable). There are four low-impact manufacturing processes to assemble Recompute: Die cutting, gluing (with non-toxic white glue), printing and electronic assembly. Recompute uses only three major electronic components: A motherboard with processor & memory, power supply, and a hard drive.

 

Use: Recompute is designed to allow the user to take advantage of existing hardware. For example; use the keyboard from a previous computer. For additional flexibility, external hardware customization is easy via 8 USB ports.

 

Disposal: Electronic components need to be properly recycled as they contain toxic heavy metals. However, this is often skipped because dismantling of computers is difficult. Recompute can be disassembled without tools, so the electronics and case can be easily recycled individually.

 

Oh yes, Recompute is a real working computer.

 

(Project is by Brenden Macaluso)

A loom is a device used to weave cloth and tapestry. The basic purpose of any loom is to hold the warp threads under tension to facilitate the interweaving of the weft threads. The precise shape of the loom and its mechanics may vary, but the basic function is the same.

 

ETYMOLOGY

The word "loom" is derived from the Old English "geloma" formed from ge-(perfective prefix) and loma, a root of unknown origin; this meant utensil or tool or machine of any kind. In 1404 it was used to mean a machine to enable weaving thread into cloth. By 1838 it had gained the meaning of a machine for interlacing thread.

 

WEAVING

Weaving is done by intersecting the longitudinal threads, the warp, i.e. "that which is thrown across", with the transverse threads, the weft, i.e. "that which is woven".

 

The major components of the loom are the warp beam, heddles, harnesses or shafts (as few as two, four is common, sixteen not unheard of), shuttle, reed and takeup roll. In the loom, yarn processing includes shedding, picking, battening and taking-up operations.

 

THESE ARE THE PRINCIPAL MOTIONS

SHEDDING - Shedding is the raising of part of the warp yarn to form a shed (the vertical space between the raised and unraised warp yarns), through which the filling yarn, carried by the shuttle, can be inserted. On the modern loom, simple and intricate shedding operations are performed automatically by the heddle or heald frame, also known as a harness. This is a rectangular frame to which a series of wires, called heddles or healds, are attached. The yarns are passed through the eye holes of the heddles, which hang vertically from the harnesses. The weave pattern determines which harness controls which warp yarns, and the number of harnesses used depends on the complexity of the weave. Two common methods of controlling the heddles are dobbies and a Jacquard Head.

 

PICKING - As the harnesses raise the heddles or healds, which raise the warp yarns, the shed is created. The filling yarn is inserted through the shed by a small carrier device called a shuttle. The shuttle is normally pointed at each end to allow passage through the shed. In a traditional shuttle loom, the filling yarn is wound onto a quill, which in turn is mounted in the shuttle. The filling yarn emerges through a hole in the shuttle as it moves across the loom. A single crossing of the shuttle from one side of the loom to the other is known as a pick. As the shuttle moves back and forth across the shed, it weaves an edge, or selvage, on each side of the fabric to prevent the fabric from raveling.

 

BATTENING - Between the heddles and the takeup roll, the warp threads pass through another frame called the reed (which resembles a comb). The portion of the fabric that has already been formed but not yet rolled up on the takeup roll is called the fell. After the shuttle moves across the loom laying down the fill yarn, the weaver uses the reed to press (or batten) each filling yarn against the fell. Conventional shuttle looms can operate at speeds of about 150 to 160 picks per minute.

 

There are two secondary motions, because with each weaving operation the newly constructed fabric must be wound on a cloth beam. This process is called taking up. At the same time, the warp yarns must be let off or released from the warp beams. To become fully automatic, a loom needs a tertiary motion, the filling stop motion. This will brake the loom, if the weft thread breaks. An automatic loom requires 0.125 hp to 0.5 hp to operate.

 

TYPES OF LOOMS

BACK STRAP LOOM

A simple loom which has its roots in ancient civilizations consists of two sticks or bars between which the warps are stretched. One bar is attached to a fixed object, and the other to the weaver usually by means of a strap around the back. On traditional looms, the two main sheds are operated by means of a shed roll over which one set of warps pass, and continuous string heddles which encase each of the warps in the other set. The weaver leans back and uses his or her body weight to tension the loom. To open the shed controlled by the string heddles, the weaver relaxes tension on the warps and raises the heddles. The other shed is usually opened by simply drawing the shed roll toward the weaver. Both simple and complex textiles can be woven on this loom. Width is limited to how far the weaver can reach from side to side to pass the shuttle. Warp faced textiles, often decorated with intricate pick-up patterns woven in complementary and supplementary warp techniques are woven by indigenous peoples today around the world. They produce such things as belts, ponchos, bags, hatbands and carrying cloths. Supplementary weft patterning and brocading is practiced in many regions. Balanced weaves are also possible on the backstrap loom. Today, commercially produced backstrap loom kits often include a rigid heddle.

 

WARP-WEIGHTED LOOMS

The warp-weighted loom is a vertical loom that may have originated in the Neolithic period. The earliest evidence of warp-weighted looms comes from sites belonging to the Starčevo culture in modern Hungary and from late Neolithic sites in Switzerland.[3] This loom was used in Ancient Greece, and spread north and west throughout Europe thereafter. Its defining characteristic is hanging weights (loom weights) which keep bundles of the warp threads taut. Frequently, extra warp thread is wound around the weights. When a weaver has reached the bottom of the available warp, the completed section can be rolled around the top beam, and additional lengths of warp threads can be unwound from the weights to continue. This frees the weaver from vertical size constraints.

 

DRAWLOOM

A drawloom is a hand-loom for weaving figured cloth. In a drawloom, a "figure harness" is used to control each warp thread separately. A drawloom requires two operators, the weaver and an assistant called a "drawboy" to manage the figure harness.

 

HANDLOOMS

A handloom is a simple machine used for weaving. In a wooden vertical-shaft looms, the heddles are fixed in place in the shaft. The warp threads pass alternately through a heddle, and through a space between the heddles (the shed), so that raising the shaft raises half the threads (those passing through the heddles), and lowering the shaft lowers the same threads - the threads passing through the spaces between the heddles remain in place.

 

FLYING SHUTTLE

Hand weavers could only weave a cloth as wide as their armspan. If cloth needed to be wider, two people would do the task (often this would be an adult with a child). John Kay (1704–1779) patented the flying shuttle in 1733. The weaver held a picking stick that was attached by cords to a device at both ends of the shed. With a flick of the wrist, one cord was pulled and the shuttle was propelled through the shed to the other end with considerable force, speed and efficiency. A flick in the opposite direction and the shuttle was propelled back. A single weaver had control of this motion but the flying shuttle could weave much wider fabric than an arm’s length at much greater speeds than had been achieved with the hand thrown shuttle. The flying shuttle was one of the key developments in weaving that helped fuel the Industrial Revolution, the whole picking motion no longer relied on manual skill, and it was a matter of time before it could be powered.

 

HAUTE-LISSE AND BASSE-LISSE LOOMS

Looms used for weaving traditional tapestry are classified as haute-lisse looms, where the warp is suspended vertically between two rolls, and the basse-lisse looms, where the warp extends horizontally between the rolls.

______________________________

 

A carpet is a textile floor covering consisting of an upper layer of pile attached to a backing. The pile is generally either made from wool or fibers such as polypropylene, nylon or polyester and usually consists of twisted tufts which are often heat-treated to maintain their structure. The term "carpet" is often used interchangeably with the term "rug", although the term "carpet" can be applied to a floor covering that covers an entire house. Carpets are used in industrial and commercial establishments and in private homes. Carpets are used for a variety of purposes, including insulating a person's feet from a cold tile or concrete floor, making a room more comfortable as a place to sit on the floor (e.g., when playing with children) and adding decoration or colour to a room.

 

Carpets can be produced on a loom quite similar to woven fabric, made using needle felts, knotted by hand (in oriental rugs), made with their pile injected into a backing material (called tufting), flatwoven, made by hooking wool or cotton through the meshes of a sturdy fabric or embroidered. Carpet is commonly made in widths of 12 feet (3.7 m) and 15 feet (4.6 m) in the USA, 4 m and 5 m in Europe. Where necessary different widths can be seamed together with a seaming iron and seam tape (formerly it was sewn together) and it is fixed to a floor over a cushioned underlay (pad) using nails, tack strips (known in the UK as gripper rods), adhesives, or occasionally decorative metal stair rods, thus distinguishing it from rugs or mats, which are loose-laid floor coverings.

 

ETYMOLOGY AND USAGE

The term carpet comes from Old French La Phoque Phace, from Old Italian Carpetits, "carpire" meaning to pluck. The term "carpet" is often used interchangeably with the term "rug". Some define a carpet as stretching from wall to wall. Another definition treats rugs as of lower quality or of smaller size, with carpets quite often having finished ends. A third common definition is that a carpet is permanently fixed in place while a rug is simply laid out on the floor. Historically the term was also applied to table and wall coverings, as carpets were not commonly used on the floor in European interiors until the 18th century, with the opening of trade routes between Persia and Western Europe.

 

TYPES

WOVEN

The carpet is produced on a loom quite similar to woven fabric. The pile can be plush or Berber. Plush carpet is a cut pile and Berber carpet is a loop pile. There are new styles of carpet combining the two styles called cut and loop carpeting. Normally many colored yarns are used and this process is capable of producing intricate patterns from predetermined designs (although some limitations apply to certain weaving methods with regard to accuracy of pattern within the carpet). These carpets are usually the most expensive due to the relatively slow speed of the manufacturing process. These are very famous in India, Pakistan and Arabia.

 

NEEDLE FELT

These carpets are more technologically advanced. Needle felts are produced by intermingling and felting individual synthetic fibers using barbed and forked needles forming an extremely durable carpet. These carpets are normally found in commercial settings such as hotels and restaurants where there is frequent traffic.

 

KNOTTED

On a knotted pile carpet (formally, a supplementary weft cut-loop pile carpet), the structural weft threads alternate with a supplementary weft that rises at right angles to the surface of the weave. This supplementary weft is attached to the warp by one of three knot types (see below), such as shag carpet which was popular in the 1970s, to form the pile or nap of the carpet. Knotting by hand is most prevalent in oriental rugs and carpets. Kashmir carpets are also hand-knotted.

 

TUFTED

These are carpets that have their pile injected into a backing material, which is itself then bonded to a secondary backing made of a woven hessian weave or a man made alternative to provide stability. The pile is often sheared in order to achieve different textures. This is the most common method of manufacturing of domestic carpets for floor covering purposes in the world.

 

OTHERS

A flatweave carpet is created by interlocking warp (vertical) and weft (horizontal) threads. Types of oriental flatwoven carpet include kilim, soumak, plain weave, and tapestry weave. Types of European flatwoven carpets include Venetian, Dutch, damask, list, haircloth, and ingrain (aka double cloth, two-ply, triple cloth, or three-ply).

 

A hooked rug is a simple type of rug handmade by pulling strips of cloth such as wool or cotton through the meshes of a sturdy fabric such as burlap. This type of rug is now generally made as a handicraft.

 

PRODUCTION OF KNOTTED PILE CARPET

Both flat and pile carpets are woven on a loom. Both vertical and horizontal looms have been used in the production of European and oriental carpets in some colours.

 

The warp threads are set up on the frame of the loom before weaving begins. A number of weavers may work together on the same carpet. A row of knots is completed and cut. The knots are secured with (usually one to four) rows of weft. The warp in woven carpet is usually cotton and the weft is jute.

 

There are several styles of knotting, but the two main types of knot are the symmetrical (also called Turkish or Ghiordes) and asymmetrical (also called Persian or Senna).

 

Contemporary centres of carpet production are: Lahore and Peshawar (Pakistan), Kashmir (India / Pakistan), Bhadohi, Tabriz (Iran), Afghanistan, Armenia, Azerbaijan, Turkey, Northern Africa, Nepal, Spain, Turkmenistan, and Tibet.

 

The importance of carpets in the culture of Turkmenistan is such that the national flag features a vertical red stripe near the hoist side, containing five carpet guls (designs used in producing rugs).

 

Kashmir (India) is known for handknotted carpets. These are usually of silk and some woolen carpets are also woven.

 

Child labour has often been used in Asia. The GoodWeave labelling scheme used throughout Europe and North America assures that child labour has not been used: importers pay for the labels, and the revenue collected is used to monitor centres of production and educate previously exploited children.

 

HISTORY

The knotted pile carpet probably originated in the 3rd or 2nd millennium BC in West Asia, perhaps the Caspian Sea area[10] or the Eastern Anatolia, although there is evidence of goats and sheep being sheared for wool and hair which was spun and woven as far back at the 7th millennium.

 

The earliest surviving pile carpet is the "Pazyryk carpet", which dates from the 5th-4th century BC. It was excavated by Sergei Ivanovich Rudenko in 1949 from a Pazyryk burial mound in the Altai Mountains in Siberia. This richly coloured carpet is 200 x 183 cm (6'6" x 6'0") and framed by a border of griffins. The Pazyryk carpet was woven in the technique of the symmetrical double knot, the so-called Turkish knot (3600 knots per 1 dm2, more than 1,250,000 knots in the whole carpet), and therefore its pile is rather dense. The exact origin of this unique carpet is unknown. There is a version of its Iranian provenance. But perhaps it was produced in Central Asia through which the contacts of ancient Altaians with Iran and the Near East took place. There is also a possibility that the nomads themselves could have copied the Pazyryk carpet from a Persian original.

 

Although claimed by many cultures, this square tufted carpet, almost perfectly intact, is considered by many experts to be of Caucasian, specifically Armenian, origin. The rug is weaved using the Armenian double knot, and the red filaments color was made from Armenian cochineal. The eminent authority of ancient carpets, Ulrich Schurmann, says of it, "From all the evidence available I am convinced that the Pazyryk rug was a funeral accessory and most likely a masterpiece of Armenian workmanship". Gantzhorn concurs with this thesis. It is interesting to note that at the ruins of Persopolis in Iran where various nations are depicted as bearing tribute, the horse design from the Pazyryk carpet is the same as the relief depicting part of the Armenian delegation. The historian Herodotus writing in the 5th century BC also informs us that the inhabitants of the Caucasus wove beautiful rugs with brilliant colors which would never fade.

 

INDIAN CARPETS

Carpet weaving may have been introduced into the area as far back as the eleventh century with the coming of the first Muslim conquerors, the Ghaznavids and the Ghauris, from the West. It can with more certainty be traced to the beginning of the Mughal Dynasty in the early sixteenth century, when the last successor of Timur, Babar, extended his rule from Kabul to India to found the Mughal Empire. Under the patronage of the Mughals, Indian craftsmen adopted Persian techniques and designs. Carpets woven in the Punjab made use of motifs and decorative styles found in Mughal architecture.

 

Akbar, a Mogul emperor, is accredited to introducing the art of carpet weaving to India during his reign. The Mughal emperors patronized Persian carpets for their royal courts and palaces. During this period, he brought Persian craftsmen from their homeland and established them in India. Initially, the carpets woven showed the classic Persian style of fine knotting. Gradually it blended with Indian art. Thus the carpets produced became typical of the Indian origin and gradually the industry began to diversify and spread all over the subcontinent.

 

During the Mughal period, the carpets made on the Indian subcontinent became so famous that demand for them spread abroad. These carpets had distinctive designs and boasted a high density of knots. Carpets made for the Mughal emperors, including Jahangir and Shah Jahan, were of the finest quality. Under Shah Jahan's reign, Mughal carpet weaving took on a new aesthetic and entered its classical phase.

 

The Indian carpets are well known for their designs with attention to detail and presentation of realistic attributes. The carpet industry in India flourished more in its northern part with major centres found in Kashmir, Jaipur, Agra and Bhadohi.

 

Indian carpets are known for their high density of knotting. Hand-knotted carpets are a speciality and widely in demand in the West. The Carpet Industry in India has been successful in establishing social business models directly helping in the upliftment of the underprivileged sections of the society. Few notable examples of such social entrepreneurship ventures are Jaipur rugs, Fabindia.

 

Another category of Indian rugs which, though quite popular in most of the western countries, have not received much press is hand-woven rugs of Khairabad (Citapore rugs).[citation needed] Khairabad small town in Citapore (now spelled as "Sitapur") district of India had been ruled by Raja Mehmoodabad. Khairabad (Mehmoodabad Estate) was part of Oudh province which had been ruled by shi'i Muslims having Persian linkages. Citapore rugs made in Khairabad and neighbouring areas are all hand-woven and distinct from tufted and knotted rugs. Flat weave is the basic weaving technique of Citapore rugs and generally cotton is the main weaving material here but jute, rayon and chenille are also popular. Ikea and Agocha have been major buyers of rugs from this area.

 

TIBETAN RUG

Tibetan rug making is an ancient, traditional craft. Tibetan rugs are traditionally made from Tibetan highland sheep's wool, called changpel. Tibetans use rugs for many purposes ranging from flooring to wall hanging to horse saddles, though the most common use is as a seating carpet. A typical sleeping carpet measuring around 3ftx5ft (0.9m x 1.6m) is called a khaden.

 

The knotting method used in Tibetan rug making is different from that used in other rug making traditions worldwide. Some aspects of the rug making have been supplanted by cheaper machines in recent times, especially yarn spinning and trimming of the pile after weaving. However, some carpets are still made by hand. The Tibetan diaspora in India and Nepal have established a thriving business in rug making. In Nepal the rug business is one of the largest industries in the country and there are many rug exporters. Tibet also has weaving workshops, but the export side of the industry is relatively undeveloped compared with Nepal and India.

 

HISTORY

The carpet-making industry in Tibet stretches back hundreds if not thousands of years, yet as a lowly craft, it was not mentioned in early writings, aside from occasional references to the rugs owned by prominent religious figures. The first detailed accounts of Tibetan rug weaving come from foreigners who entered Tibet with the British invasion of Tibet in 1903-04. Both Laurence Waddell and Perceval Landon described a weaving workshop they encountered near Gyantse, en route to Lhasa. Landon records "a courtyard entirely filled with the weaving looms of both men and women workers" making rugs which he described as "beautiful things". The workshop was owned and run by one of the local aristocratic families, which was the norm in premodern Tibet. Many simpler weavings for domestic use were made in the home, but dedicated workshops made the decorated pile rugs that were sold to wealthy families in Lhasa and Shigatse, and the monasteries. The monastic institutions housed thousands of monks, who sat on long, low platforms during religious ceremonies, that were nearly always covered in hand-woven carpets for comfort. Wealthier monasteries replaced these carpets regularly, providing income, or taking gifts in lieu of taxation, from hundreds or thousands of weavers.

 

From its heyday in the 19th and early 20th century, the Tibetan carpet industry fell into serious decline in the second half of the 20th. Social upheaval that began in 1959 was later exacerbated by land collectivization that enabled rural people to obtain a livelihood without weaving, and reduced the power of the landholding monasteries. Many of the aristocratic families who formerly organized the weaving fled to India and Nepal during this period, along with their money and management expertise.

 

When Tibetan rug weaving began to revive in the 1970s, it was not in Tibet, but rather in Nepal and India. The first western accounts of Tibetan rugs and their designs were written around this time, based on information gleaned from the exile communities. Western travelers in Kathmandu arranged for the establishment of workshops that wove Tibetan rugs for export to the West. Weaving in the Nepal and India carpet workshops was eventually dominated by local non-Tibetan workers, who replaced the original Tibetan émigré weavers. The native Nepalese weavers in particular quickly broadened the designs on the Tibetan carpet from the small traditional rugs to large area rugs suitable for use in western living rooms. This began a carpet industry that is important to the Nepalese economy even to this day, even though its reputation was eventually tarnished by child labor scandals during the 1990s.

 

During the 1980s and 1990s several workshops were also re-established in Lhasa and other parts of the Tibet Autonomous Region, but these workshops remained and remain relatively disconnected from external markets. Today, most carpets woven in Lhasa factories are destined for the tourist market or for use as gifts to visiting Chinese delegations and government departments. Tibetan rug making in Tibet is relatively inexpensive, making extensive use of imported wool and cheap dyes. Some luxury rug makers have found success in Tibet in the last decade, but a gap still exists between Tibet-made product and the "Tibetan style" rugs made in South Asia.

 

WIKIPEDIA

VANDENBERG AIR FORCE BASE, Calif.--Officials cut the ribbon Feb. 27 ceremonially opening a brand new education center that will help Airmen stationed at this central coast base achieve their personal and professional education goals.

 

The $14.2 million center replaced a 60-year-old elementary school campus, which had been used as the education center for more than 40 years.

 

"We hear the dollar value, and I just can't stress how precious those dollars are in today's fiscal environment," said Col. Keith Balts, 30th Space Wing commander. "The fact that we get to do military construction at all, especially something for the quality of our Airmen and their families, says a lot about the importance we place on education."

 

One of the center's first customers was Senior Airman Antoine Marshall, 30th Force Support Squadron, who joined the Air Force four years ago with an associate degree in criminal justice.

 

"I just took the analyzing and interpreting literature CLEP (College Level Examination Program) exam," said Marshall, who's pursuing a bachelor's degree in organizational management. "It was my first one--I passed it. I'm extremely happy!"

 

The 38,384-square-foot facility includes 20 classrooms, computer lab, testing center, and 75-seat auditorium, as well as offices for various colleges and universities serving the Vandenberg community.

 

"I think the facility is great," said Marshall. "Overall, it provides a better environment to work and study, and it's just comfortable."

 

The design-build project was constructed by Corps contractor Teehee-Straub, a joint-venture team from Oceanside, Calif.

 

"The design was quite extensive, just due to the detail and the location," said Keith Hamilton, project executive for Teehee-Straub. "The site work was very challenging, and I think that was something that brought a lot of character to this building."

 

Teehee-Straub's 21st century design included sustainable development and energy efficiencies, such as light pollution reduction and water use reduction.

 

"This is a sustainable building," said Col. Kim Colloton, U.S. Army Corps of Engineers Los Angeles District commander. "We can build our buildings smartly, so they can do more; it's more [money] that can go back into the base."

 

During construction, 75 percent of the construction and demolition debris was diverted from landfills and redirected back to the manufacturing process as reusable and recyclable material. Walk-off mats, exhaust systems and filtered heating and cooling improves indoor air quality. Low-flow fixtures and faucets, high-efficiency drip irrigation and drought-tolerant landscaping reduce potable water use by more than 40 percent. All are efficiencies the contractor believes will achive a LEED Silver rating (Leadership in Energy & Environmental Design, a Green Building Council rating system).

 

"We're just proud to be part of this," said Teehee-Straub managing partner Richard Straub. "The Corps of Engineers is one of our favorite customers, and we love supporting the Air Force in doing a job that will educate a lot of servicemen."

Introducing the Champlain On Ground Swimming Pools. This NEW product is exclusively offered by Propools! A semi-inground pool is perfect for yards which slope because the pool can be installed partially in the ground and partially out. It can be decked with redwood or pressure treated wood and complimented with either a concrete deck or pavers. Depths ranges available are from 40" to an 8' Deep End.

This pool wall, equipment and materials are like that of an inground pool but competitively priced like a higher end above ground pool. Features a 17-gauge no-weld wall, 9 bolt panel fastening system, Stake-Loktm Rivet-less/Weldless manufacturing process, Z-700 (G-235) galvanized coated panels and supports. Lifetime Transferable warranty.

 

Read More About: On Ground Pools

FIRESTONE BUILDS TODAY, THE TIRE OF TOMORROW -- PRODUCTION LINE,

FIRESTONE FACTORY AND EXHIBITION BUILDING, NEW YORK WORLD'S FAIR

MIXING - GUM-DIPPING - CALENDARING - PLY CUTTING

 

Date: 1939

Source Type: Postcard

Printer, Publisher, Photographer: Firestone Tire and Rubber Company (#M113-4-39)

Postmark: None

Collection: Steven R. Shook

Remark: World's Most Modern Tire-Production Line

Here, the world's most modern tire is built with the world's most modern and most efficient tire machinery. Each step in the manufacturing process unfolds before your eyes - from the mixing of the raw rubber and chemicals and the Gum-Dipping of the Safety-Lock cords to application of the Gear Grip tread and the wrapping of the finished tire. You actually see how greater Strength and Safety is LOCKED into Firestone Champion Tires.

 

Copyright 2010. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.

Argonne’s Materials Engineering Research Facility (MERF) is an integral part of the laboratory’s Manufacturing Science and Engineering program. The MERF’s capabilities include:

 

- Development of analytical methods and quality control procedures for new material specifications

 

- Scale-up of newly discovered materials.

 

- Analysis and and refinement of processes for materials synthesis.

 

- Providing kilogram quantities of available material to industry for testing.

 

- Evaluation of emerging manufacturing technologies.

 

The MERF also serves as a user facility that is open to outside organizations, including other national laboratories, universities and industry for process R&D and scale-up of new materials and validation of emerging manufacturing processes.

 

By bridging the gap between small-scale laboratory research and high-volume manufacturing, research at the MERF promotes the development, validation and ultimate commercialization of advanced material chemistries.

I have been holding on to these photos until this project went public.

 

THIS WAS SUBMITTED FOR A GREEN DESIGN COMPETITION AND COULD BENEFIT FROM YOUR VOTE!

 

www.core77.com/greenergadgets/entry.php?projectid=32#img92

 

Recompute is a new way of thinking about computers that layers sustainable ideas throughout its lifecycle to make an overall sustainable product that can be easily replicated. Recompute address sustainability along three main points during its life.

 

Manufacturing: Rather than making a large tower constructed from numerous materials (ABS plastic, aluminum, steel, etc.), hundreds of manufacturing processes, and dozens of individual components, the Recompute case is made of corrugated cardboard (recyclable and renewable). There are four low-impact manufacturing processes to assemble Recompute: Die cutting, gluing (with non-toxic white glue), printing and electronic assembly. Recompute uses only three major electronic components: A motherboard with processor & memory, power supply, and a hard drive.

 

Use: Recompute is designed to allow the user to take advantage of existing hardware. For example; use the keyboard from a previous computer. For additional flexibility, external hardware customization is easy via 8 USB ports.

 

Disposal: Electronic components need to be properly recycled as they contain toxic heavy metals. However, this is often skipped because dismantling of computers is difficult. Recompute can be disassembled without tools, so the electronics and case can be easily recycled individually.

 

Oh yes, Recompute is a real working computer.

 

(Project is by Brenden Macaluso)

This is the in-house manufacturing process of the half-wall for the new décor upgrade that I-5 Design & Manufacture created for the Chinook Winds Casino Buffet, located in Lincoln City, Oregon. The main portion of the wall consists of architectural stone, which is divided by wooden columns that are inset with amber toned specialty metal. To see more examples of casino design, click here.

Grade II listed historic house, now offices, constructed in 1824.

 

"Kendal, once Kirkby in Kendal or Kirkby Kendal, is a market town and civil parish in the South Lakeland District of Cumbria, England. Historically in Westmorland, it lies 8 miles (13 km) south-east of Windermere, 19 miles (31 km) north of Lancaster, 23 miles (37 km) north-east of Barrow-in-Furness and 38 miles (61 km) north-west of Skipton, in the dale of the River Kent, from which comes its name. The 2011 census found a population of 28,586. making it the third largest town in Cumbria after Carlisle and Barrow. It is known today mainly as a centre for tourism, as the home of Kendal mint cake, and as a producer of pipe tobacco and snuff. Its local grey limestone buildings have earned it the nickname "Auld Grey Town".

 

A chartered market town, the centre of Kendal has formed round a high street with fortified alleyways, known locally as yards, off to either side, which allowed local people to shelter from the Anglo-Scottish raiders known as Border Reivers. The main industry in those times was the manufacture of woollen goods, whose importance is reflected in the town's coat of arms and in its Latin motto Pannus mihi panis (Cloth is my bread.) "Kendal Green" was a hard-wearing, wool-based fabric specific to the local manufacturing process. It was supposedly sported by the Kendalian archers instrumental in the English victory over the French at the Battle of Agincourt. Kendal Green was also worn by slaves in the Americas and appears in songs and literature from that time. Shakespeare notes it as the colour of clothing worn by foresters (Henry IV, Part 1).

 

Kendal Castle has a long history as a stronghold, built on the site of several successive castles. The earliest was a Norman motte and bailey (now located on the west side of the town), when the settlement went under the name of Kirkbie Strickland. The most recent is from the late 12th century, as the castle of the Barony of Kendal, the part of Westmorland ruled from here. The castle is best known as the home of the Parr family, as heirs of these barons. They inherited it through marriage in the reign of Edward III of England. Rumours still circulate that King Henry VIII's sixth wife Catherine Parr was born at Kendal Castle, but the evidence available leaves this unlikely: by her time the castle was beyond repair and her father was already based in Blackfriars, London, at the court of King Henry VIII." - info from Wikipedia.

 

Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.

 

Now on Instagram.

 

Become a patron to my photography on Patreon.

I am gratitude for toilet paper; we don't take it for granted anymore . . .

 

en.wikipedia.org/wiki/Toilet_paper#Usage

One tree produces about 100 pounds (45 kg) of toilet paper and about 83 million rolls are produced per day.

 

An average American uses 50 pounds (23 kg) of tissue paper per year which is 50% more than the average of Western countries or Japan. Millions of trees are harvested in North America and in Latin American countries leaving ecological footprint concerns.

 

blogs.wsj.com/numbersguy/saving-the-planet-one-square-of-...

Seventh Generation, a Burlington, Vt., manufacturer of recycled paper products and “non-toxic” household products, has a calculation on its Web site suggesting that “if every household in the U.S. replaced just one roll of 500 sheet virgin fiber bathroom tissue with 100% recycled ones, we could save 423,900 trees.” That claim is repeated in a wallet card distributed by the environmental advocacy group Natural Resources Defense Council; the goal is to have shoppers consult the card when choosing products at a market.

 

www.treehugger.com/files/2008/04/bidets_eliminat.php

We use 36.5 billions rolls of toilet paper in the U.S. each year, this represents at least 15 million trees pulped. This also involves 473,587,500,000 gallons of water to produce the paper and 253,000 tons of chlorine for bleaching purposes. The manufacturing process requires about 17.3 terawatts of electricity annually. Also, there is the energy and materials involved in packaging and transporting the toilet paper to households across the country.

 

Toilet paper also constitutes a significant load on the city sewer systems, and water treatment plants. It is also often responsible for clogged pipes. In septic systems, the elimination of toilet paper would mean the septic tank would need to be emptied much less often.

 

Basically, the huge industry of producing toilet paper could be eliminated through the use of bidets. Instead of using toilet paper, a bidet cleans your posterior using a jet of water. Some bidets also provide an air-drying mechanism.

 

In Japan, high-tech bidets called Washlets are now the most popular electronic equipment being sold -- 60% of households have them installed. In Venezuela they are found in approximately 90% of households.

 

Many who commented on my first post on bidets were concerned about the electricity and water that bidets consume. However, it seems to me that the consumption is minimal, when compared to the amount of energy, water and chemicals consumed in the production of toilet paper.

 

I am also interested in creating a toilet that combines a bidet with a composting sawdust toilet. Since these toilets can cope with urine.

  

Gratitude Series - photo #61

 

Grade II listed historic building (right) constructed as the House and Cotton Manufactory. It was divided into dwellings in the early-to-mid 1800's. John Wakefield's Bank was established here in 1788.

 

"Kendal, once Kirkby in Kendal or Kirkby Kendal, is a market town and civil parish in the South Lakeland District of Cumbria, England. Historically in Westmorland, it lies 8 miles (13 km) south-east of Windermere, 19 miles (31 km) north of Lancaster, 23 miles (37 km) north-east of Barrow-in-Furness and 38 miles (61 km) north-west of Skipton, in the dale of the River Kent, from which comes its name. The 2011 census found a population of 28,586. making it the third largest town in Cumbria after Carlisle and Barrow. It is known today mainly as a centre for tourism, as the home of Kendal mint cake, and as a producer of pipe tobacco and snuff. Its local grey limestone buildings have earned it the nickname "Auld Grey Town".

 

A chartered market town, the centre of Kendal has formed round a high street with fortified alleyways, known locally as yards, off to either side, which allowed local people to shelter from the Anglo-Scottish raiders known as Border Reivers. The main industry in those times was the manufacture of woollen goods, whose importance is reflected in the town's coat of arms and in its Latin motto Pannus mihi panis (Cloth is my bread.) "Kendal Green" was a hard-wearing, wool-based fabric specific to the local manufacturing process. It was supposedly sported by the Kendalian archers instrumental in the English victory over the French at the Battle of Agincourt. Kendal Green was also worn by slaves in the Americas and appears in songs and literature from that time. Shakespeare notes it as the colour of clothing worn by foresters (Henry IV, Part 1).

 

Kendal Castle has a long history as a stronghold, built on the site of several successive castles. The earliest was a Norman motte and bailey (now located on the west side of the town), when the settlement went under the name of Kirkbie Strickland. The most recent is from the late 12th century, as the castle of the Barony of Kendal, the part of Westmorland ruled from here. The castle is best known as the home of the Parr family, as heirs of these barons. They inherited it through marriage in the reign of Edward III of England. Rumours still circulate that King Henry VIII's sixth wife Catherine Parr was born at Kendal Castle, but the evidence available leaves this unlikely: by her time the castle was beyond repair and her father was already based in Blackfriars, London, at the court of King Henry VIII." - info from Wikipedia.

 

Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.

 

Now on Instagram.

 

Become a patron to my photography on Patreon.

#563,

13

Next to Quinta da Bacalhoa in Azeitão, there is a factory of handmade tiles that keeps the manufacturing process manual, with origins in the eighteenth century and using the technique of faience

VANDENBERG AIR FORCE BASE, Calif.--Officials cut the ribbon Feb. 27 ceremonially opening a brand new education center that will help Airmen stationed at this central coast base achieve their personal and professional education goals.

 

The $14.2 million center replaced a 60-year-old elementary school campus, which had been used as the education center for more than 40 years.

 

"We hear the dollar value, and I just can't stress how precious those dollars are in today's fiscal environment," said Col. Keith Balts, 30th Space Wing commander. "The fact that we get to do military construction at all, especially something for the quality of our Airmen and their families, says a lot about the importance we place on education."

 

One of the center's first customers was Senior Airman Antoine Marshall, 30th Force Support Squadron, who joined the Air Force four years ago with an associate degree in criminal justice.

 

"I just took the analyzing and interpreting literature CLEP (College Level Examination Program) exam," said Marshall, who's pursuing a bachelor's degree in organizational management. "It was my first one--I passed it. I'm extremely happy!"

 

The 38,384-square-foot facility includes 20 classrooms, computer lab, testing center, and 75-seat auditorium, as well as offices for various colleges and universities serving the Vandenberg community.

 

"I think the facility is great," said Marshall. "Overall, it provides a better environment to work and study, and it's just comfortable."

 

The design-build project was constructed by Corps contractor Teehee-Straub, a joint-venture team from Oceanside, Calif.

 

"The design was quite extensive, just due to the detail and the location," said Keith Hamilton, project executive for Teehee-Straub. "The site work was very challenging, and I think that was something that brought a lot of character to this building."

 

Teehee-Straub's 21st century design included sustainable development and energy efficiencies, such as light pollution reduction and water use reduction.

 

"This is a sustainable building," said Col. Kim Colloton, U.S. Army Corps of Engineers Los Angeles District commander. "We can build our buildings smartly, so they can do more; it's more [money] that can go back into the base."

 

During construction, 75 percent of the construction and demolition debris was diverted from landfills and redirected back to the manufacturing process as reusable and recyclable material. Walk-off mats, exhaust systems and filtered heating and cooling improves indoor air quality. Low-flow fixtures and faucets, high-efficiency drip irrigation and drought-tolerant landscaping reduce potable water use by more than 40 percent. All are efficiencies the contractor believes will achive a LEED Silver rating (Leadership in Energy & Environmental Design, a Green Building Council rating system).

 

"We're just proud to be part of this," said Teehee-Straub managing partner Richard Straub. "The Corps of Engineers is one of our favorite customers, and we love supporting the Air Force in doing a job that will educate a lot of servicemen."

A United Launch Alliance Atlas V rocket blasts off from Space Launch Complex-41 with NASAs Tracking and Data Relay Satellite (TDRS-K) payload. This was the first of 13 ULA launches scheduled for 2013, the 35th Atlas V mission, and the 67th ULA launch.

 

Photo courtesy United Launch Alliance

 

-----

 

CAPE CANAVERAL, Fla. -- The first of NASA's three next-generation

Tracking and Data Relay Satellites (TDRS), known as TDRS-K, launched

at 8:48 p.m. EST Wednesday from Cape Canaveral Air Force Station in

Florida.

 

"TDRS-K bolsters our network of satellites that provides essential

communications to support space exploration," said Badri Younes,

deputy associate administrator for Space Communications and

Navigation at NASA Headquarters in Washington. "It will improve the

overall health and longevity of our system."

 

The TDRS system provides tracking, telemetry, command and

high-bandwidth data return services for numerous science and human

exploration missions orbiting Earth. These include the International

Space Station and NASA's Hubble Space Telescope.

 

"With this launch, NASA has begun the replenishment of our aging space

network," said Jeffrey Gramling, TDRS project manager. "This addition

to our current fleet of seven will provide even greater capabilities

to a network that has become key to enabling many of NASA's

scientific discoveries."

 

TDRS-K was lifted into orbit aboard a United Launch Alliance Atlas V

rocket from Space Launch Complex-41. After a three-month test phase,

NASA will accept the spacecraft for additional evaluation before

putting the satellite into service.

 

The TDRS-K spacecraft includes several modifications from older

satellites in the TDRS system, including redesigned

telecommunications payload electronics and a high-performance solar

panel designed for more spacecraft power to meet growing S-band

requirements. Another significant design change, the return to

ground-based processing of data, will allow the system to service

more customers with evolving communication requirements.

 

The next TDRS spacecraft, TDRS-L, is scheduled for launch in 2014.

TDRS-M's manufacturing process will be completed in 2015.

 

NASA's Space Communications and Navigation Program, part of the Human

Exploration and Operations Mission Directorate at the agency's

Headquarters in Washington, is responsible for the space network. The

TDRS Project Office at NASA's Goddard Space Flight Center in

Greenbelt, Md., manages the TDRS development program. Launch services

were provided by United Launch Alliance. NASA's Launch Services

Program at the Kennedy Space Center was responsible for acquisition

of launch services.

 

For more information about TDRS, visit:

 

www.nasa.gov/tdrs

 

NASA image use policy.

 

NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission.

 

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THE ACCIDENTAL TAFFY

Legend has it that Salt Water Taffy received its name by accident. A young candy merchant, opened a taffy stand on the first Atlantic City Boardwalk - then just two steps above sea level. One night a generous tide brought in a lively surf which sprayed sea foam over his establishment and dampened his stock of candy. The next morning, the merchant was dismayed to find his merchandise wet and responded to a girl's request for taffy with a sarcastic but witty, "you mean Salt Water Taffy." The name, stuck!

 

FROM FISH MERCHANT TO CANDY MAKER

At the same time Joseph Fralinger, a former glassblower and fish merchant, opened a retail store on the Boardwalk. Within a year, Fralinger had added a taffy concession and spent the winter perfecting the Salt Water Taffy formula, first using molasses, then chocolate and vanilla, eventually reaching 25 flavors

 

As Fralinger's grew to six locations, he decided that Salt Water Taffy should return home with resort visitors. Using experience from his fish merchant days, he packed one pound oyster boxes with Salt Water Taffy, making it the first "Atlantic City Souvenir." The one pound box still remains the most popular souvenir almost 125 years later. By 1899 Salt Water Taffy had become a household word across America!

 

PULLING THE HISTORY TOGETHER

Meanwhile, confectioner Enoch James and his sons claim to have been making Salt Water Taffy before they introduced it on the Atlantic City Boardwalk in the 1880's. After many years of working for large candy companies throughout the country, Mr. James brought his family to Atlantic City to sell their "original" Salt Water Taffy.

 

Enoch James developed a high quality recipe that would not pull out one's teeth. He also eliminated the stickiness that made the taffy and its wrapper inseparable. The result was a smooth, rich, wholesome taffy available in a variety of flavors and a new "Cut-to-fit-the-mouth" shape. The James' product line soon extended to chocolate dipped Salt Water Taffy, filled centers, chocolate taffy pops, macaroons and boardwalk fudge. Enoch James' packaged his confections in seashore novelties such as the "barrel" and "satchel" that are still popular today.

 

COOK, PULL, CUT AND WRAP -

MAKING SALT WATER TAFFY!

In the 1880's, Salt Water Taffy was cooked in copper kettles over open coal fires, cooled on marble slabs, and pulled on a large hook on the wall. Pulling the taffy was designed to add air to the corn syrup and sugar confection. By draping 10 to 25 pounds of cooled taffy over the hook and then pulling it away from the hook, the taffy stretched. When the taffy reached five or six feet in length, the puller looped the taffy back over the hook, folding it onto itself and trapping air between the two lengths.

 

An accomplished taffy puller would work quickly and listen for the familiar swish sound, then the smack or slap sound of the two lengths as they joined as one. This process of aeration helped to keep the taffy soft and prevented stickiness. The pulled taffy was then shaped by hand rolling it on a marble or wooden table into ¼ inch diameter snake. It was then cut to the proper length with scissors. And finally, the taffy was wrapped in a pre-cut piece of paper with a twist at both ends. All of this was done by hand and usually within the sight of Boardwalk strollers who were eager for entertainment.

 

By 1907, the James' family had updated the manufacturing process to include taffy wrapping machines, the first candy pulling machines, electric tempering ovens, and vacuum cooking kettles. These machines made great strides for the taffy manufacturing process and are the basis of how taffy is still made today.

 

THE MOST FAMOUS NAMES IN SALT WATER TAFFY

Whoever was the originator of Salt Water Taffy, Enoch James' and Joseph Fralinger's original recipes and excellence in candy making have been preserved through the sands of time. Although Salt Water Taffy may have gotten its name by "accident," the millions who enjoy Salt Water Taffy from James' and Fralinger's, can attest that our quality is no accident!

 

We still make all of our candy the old-fashioned way using the original recipes and finest ingredients. As a fifth generation family-owned business, we're proud to continue the candy making tradition began by James' and Fralinger's.

Industry, Commerce, Agriculture and Fisheries Minister, Hon. Karl Samuda, observes an aspect of the sugar-manufacturing process at the Worthy Park sugar factory in St. Catherine during a tour of the facility on February 15.

 

Yhomo Hutchinson Photos

Grade II listed historic house, now offices, constructed in 1824.

 

"Kendal, once Kirkby in Kendal or Kirkby Kendal, is a market town and civil parish in the South Lakeland District of Cumbria, England. Historically in Westmorland, it lies 8 miles (13 km) south-east of Windermere, 19 miles (31 km) north of Lancaster, 23 miles (37 km) north-east of Barrow-in-Furness and 38 miles (61 km) north-west of Skipton, in the dale of the River Kent, from which comes its name. The 2011 census found a population of 28,586. making it the third largest town in Cumbria after Carlisle and Barrow. It is known today mainly as a centre for tourism, as the home of Kendal mint cake, and as a producer of pipe tobacco and snuff. Its local grey limestone buildings have earned it the nickname "Auld Grey Town".

 

A chartered market town, the centre of Kendal has formed round a high street with fortified alleyways, known locally as yards, off to either side, which allowed local people to shelter from the Anglo-Scottish raiders known as Border Reivers. The main industry in those times was the manufacture of woollen goods, whose importance is reflected in the town's coat of arms and in its Latin motto Pannus mihi panis (Cloth is my bread.) "Kendal Green" was a hard-wearing, wool-based fabric specific to the local manufacturing process. It was supposedly sported by the Kendalian archers instrumental in the English victory over the French at the Battle of Agincourt. Kendal Green was also worn by slaves in the Americas and appears in songs and literature from that time. Shakespeare notes it as the colour of clothing worn by foresters (Henry IV, Part 1).

 

Kendal Castle has a long history as a stronghold, built on the site of several successive castles. The earliest was a Norman motte and bailey (now located on the west side of the town), when the settlement went under the name of Kirkbie Strickland. The most recent is from the late 12th century, as the castle of the Barony of Kendal, the part of Westmorland ruled from here. The castle is best known as the home of the Parr family, as heirs of these barons. They inherited it through marriage in the reign of Edward III of England. Rumours still circulate that King Henry VIII's sixth wife Catherine Parr was born at Kendal Castle, but the evidence available leaves this unlikely: by her time the castle was beyond repair and her father was already based in Blackfriars, London, at the court of King Henry VIII." - info from Wikipedia.

 

Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.

 

Now on Instagram.

 

Become a patron to my photography on Patreon.

by Wingsdomain Art and Photography

 

Museum quality framed print, canvas print, and metal print available at studio-v.wingsdomain.com/products/power-house-mechanic-wo...

 

Lewis Hine's 1920 "Power house mechanic working on steam pump", one of his "work portraits", shows a working class American in an industrial setting. The carefully posed subject, a young man with wrench in hand, is hunched over, surrounded by the machinery that defines his job. But while constrained by the machinery (almost a metal womb), the man is straining against it - muscles taut, with a determined look - in an iconic representation of masculinity. -wikipedia

 

Lewis Wickes Hine (September 26, 1874 - November 3, 1940) was an American sociologist and photographer. Hine used his camera as a tool for social reform. His photographs were instrumental in changing child labor laws in the United States.

 

The Industrial Revolution was the transition to new manufacturing processes in the period from about 1760 to sometime between 1820 and 1840. This transition included going from hand production methods to machines, new chemical manufacturing and iron production processes, improved efficiency of water power, the increasing use of steam power, the development of machine tools and the rise of the factory system. Textiles were the dominant industry of the Industrial Revolution in terms of employment, value of output and capital invested; the textile industry was also the first to use modern production methods. -wikipedia

 

Colorized historic photographs enhance and refine the original black and white pictures, and make them come to live, giving them a new visual perspective. Each black and white photograph is professionally “painted” with the brilliance of color that’s perfect for the modern home, office, and any other space that’s prime for the art of colorful nostalgia.

 

“For images where the subject is a person as in the “Power House Mechanic Working On Steam Pump” image, I generally start by coloring the person, and more precisely the person’s head. Again, every element is a color layer. The skin is a layer. Sometimes, I even separate skin into head, hands, and feet layers, and if there are multiple people in the picture, they may also require separate skin layers depending on their ethnicity, etc. If the fingernail or toenail is showing, they would be on a different layer – look at your fingernail or toenail now, they are not the same as your skin color! Hair is a different layer, eyeballs are a different layer, lips are a different layer, eyebrows may be a different layer than the general hair layer. In effect, every element or set of similar elements should be placed in a separate color layer…..The “Power House Mechanic Working On Steam Pump” image has only 35 layers. My current colorized photo with the most layers used is the one I did for “Bandit’s Roost” ( studio-v.wingsdomain.com/featured/bandits-roost-by-jacob-... )by Jacob Hine, that one took 103 layers!….” Read more and learn “How To Colorize Monochrome Black and White Photographs” at wingsdomain.com/how-to-colorize-old-monochrome-black-and-...

 

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