(1828-1831)

сокр. от Draper's Upper Canada King's Bench reports

сокр. от Moore and Payne's Common Pleas Reports

сокр. от Moore and Payne's Common Pleas Reports

сокр. от Moore and Payne's Common Pleas reports

ист. «Чёрная война» (военные действия с целью сегрегации всех аборигенов Тасмании в 1828 – 1831 гг., которые привели к их уничтожению и вымиранию; см. тж. Black Line)

Максимович, Михайло Олександрович (1804, хут.Тимківщина, нині с.Бугуславець Черкаської обл. - 1873) - укр. вчений-енциклопедист, ботанік, натурфілософ, історик, етнограф, письменник. Закінчив словесний (1819 - 1821) та природничий (1821 - 1823) від. філософського ф-ту Московського ун-ту. Магістр фізико-математичних наук, докт. слов'яно-рос. філології, чл.-кор. Петербурзької АН. У 1833 р. очолював кафедру ботаніки Московського ун-ту, в 1834 - 1835 рр. - перший ректор Київського ун-ту, проф. рос. та слов'янської філології (1834 - 1841, 1843 - 1845). Творча спадщина налічує понад 200 назв книг, статей, рецензій. У 1823 - 1834 рр. працював переважно в галузі природознавства. М. - фундатор наукового українознавства. Автор піонерських праць з історії літератури України-Русі, порівняльного аналізу "південно-російської мови" з іншими слов'янськими мовами, один із перших дослідників і перекладачів на укр. мову "Слова о полку Ігоревім", речник концепції самобутності і самостійності укр. мови, тяглості і неперервності (починаючи з Києво-княжої доби) укр. історії. Мислитель-романтик, що орієнтувався у культурознавстві на народні основи культури; свій час усвідомлював як "час народності". Один із перших у Росії (і Європі) дослідників народної поезії. Видав три збірки укр. народних пісень (1827, 1834, 1849), перша з яких стала подією не тільки в літературному, а й світоглядному вимірах культурного життя тогочасної Росії. Натурфілософ з помітною шеллінгіанською тенденцією. Філософія М. відзначається виразним ухилом в кордоцентризм. Природу М. сприймав не як засіб для задоволення утилітарно-матеріальних людських потреб, а як храм, єдність речовинного і духовного, як життя, що "бере свій початок від Бога". Бог, у розумінні М., не Годинникар, а Художник. Тому природа - це не годинниковий механізм, а вражаючий красою художній витвір, в якому немає дрібниць, бо кожна частинка відображає Ціле. За М., кожна наука має бути і філософією - єдністю розуму і серця.

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Осн. тв.: "Головні засади зоології, або науки про тварин" (1824); "Про системи рослинного царства" (1827); "Основи ботаніки". У 2 кн. (1828, 1831); "Роздуми про природу" (1833); "Лист про філософію" (1833).

(1802-1866)

   The third son of King João VI and of Dona Carlota Joaquina, Miguel was barely five years of age when he went to Brazil with the fleeing royal family. In 1821, with his mother and father, he returned to Portugal. Whatever the explanation for his actions, Miguel always took Carlota Joaquina's part in the subsequent political struggles and soon became the supreme hope of the reactionary, clerical, absolutist party against the constitutionalists and opposed any compromise with liberal constitutionalism or its adherents. He became not only the symbol but the essence of a kind of reactionary messianism in Portugal during more than two decades, as his personal fortunes of power and privilege rose and fell. With his personality imbued with traits of wildness, adventurism, and violence, Miguel enjoyed a life largely consumed in horseback riding, love affairs, and bull- fighting.

   After the independence of Brazil (1822), Miguel became the principal candidate for power of the Traditionalist Party, which was determined to restore absolutist royal power, destroy the constitution, and rule without limitation. Miguel was involved in many political conspiracies and armed movements, beginning in 1822 and including the coups known to history as the "Vila Francada" (1823) and the "Abrilada" (1824), which were directed against his father King João VI, in order to restore absolutist royal power. These coup conspiracies failed due to foreign intervention, and the king ordered Miguel dismissed from his posts and sent into exile. He remained in exile for four years. The death of King João VI in 1826 presented new opportunities in the absolutist party, however, and the dashing Dom Miguel remained their great hope for power.

   His older brother King Pedro IV, then emperor of Brazil, inherited the throne and wrote his own constitution, the Charter of 1826, which was to become the law of the land in Portugal. However, his daughter Maria, only seven, was too young to rule, so Pedro, who abdicated, put together an unusual deal. Until Maria reached her majority age, a regency headed by Princess Isabel Maria would rule Portugal. Dom Miguel would return from his Austrian exile and, when Maria reached her majority, Maria would marry her uncle Miguel and they would reign under the 1826 Charter. Miguel returned to Portugal in 1828, but immediately broke the bargain. He proclaimed himself an absolutist King, acclaimed by the usual (and last) Cortes of 1828; dispensed with Pedro's Charter; and ruled as an absolutist. Pedro's response was to abdicate the emperorship of Brazil, return to Portugal, defeat Miguel, and place his young daughter on the throne. In the civil war called the War of the Brothers (1831-34), after a seesaw campaign on land and at sea, Miguel's forces were defeated and he went into exile, never to return to Portugal.

SUBJECT AREA: Civil engineering, Land transport, Mechanical, pneumatic and hydraulic engineering, Ports and shipping, Public utilities, Railways and locomotives

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The son of Marc Isambard Brunel and Sophia Kingdom, he was educated at a private boarding-school in Hove. At the age of 14 he went to the College of Caen and then to the Lycée Henri-Quatre in Paris, after which he was apprenticed to Louis Breguet. In 1822 he returned from France and started working in his father's office, while spending much of his time at the works of Maudslay, Sons \& Field.

From 1825 to 1828 he worked under his father on the construction of the latter's Thames Tunnel, occupying the position of Engineer-in-Charge, exhibiting great courage and presence of mind in the emergencies which occurred not infrequently. These culminated in January 1828 in the flooding of the tunnel and work was suspended for seven years. For the next five years the young engineer made abortive attempts to find a suitable outlet for his talents, but to little avail. Eventually, in 1831, his design for a suspension bridge over the River Avon at Clifton Gorge was accepted and he was appointed Engineer. (The bridge was eventually finished five years after Brunel's death, as a memorial to him, the delay being due to inadequate financing.) He next planned and supervised improvements to the Bristol docks. In March 1833 he was appointed Engineer of the Bristol Railway, later called the Great Western Railway. He immediately started to survey the route between London and Bristol that was completed by late August that year. On 5 July 1836 he married Mary Horsley and settled into 18 Duke Street, Westminster, London, where he also had his office. Work on the Bristol Railway started in 1836. The foundation stone of the Clifton Suspension Bridge was laid the same year. Whereas George Stephenson had based his standard railway gauge as 4 ft 8½ in (1.44 m), that or a similar gauge being usual for colliery wagonways in the Newcastle area, Brunel adopted the broader gauge of 7 ft (2.13 m). The first stretch of the line, from Paddington to Maidenhead, was opened to traffic on 4 June 1838, and the whole line from London to Bristol was opened in June 1841. The continuation of the line through to Exeter was completed and opened on 1 May 1844. The normal time for the 194-mile (312 km) run from Paddington to Exeter was 5 hours, at an average speed of 38.8 mph (62.4 km/h) including stops. The Great Western line included the Box Tunnel, the longest tunnel to that date at nearly two miles (3.2 km).

Brunel was the engineer of most of the railways in the West Country, in South Wales and much of Southern Ireland. As railway networks developed, the frequent break of gauge became more of a problem and on 9 July 1845 a Royal Commission was appointed to look into it. In spite of comparative tests, run between Paddington-Didcot and Darlington-York, which showed in favour of Brunel's arrangement, the enquiry ruled in favour of the narrow gauge, 274 miles (441 km) of the former having been built against 1,901 miles (3,059 km) of the latter to that date. The Gauge Act of 1846 forbade the building of any further railways in Britain to any gauge other than 4 ft 8 1/2 in (1.44 m).

The existence of long and severe gradients on the South Devon Railway led to Brunel's adoption of the atmospheric railway developed by Samuel Clegg and later by the Samuda brothers. In this a pipe of 9 in. (23 cm) or more in diameter was laid between the rails, along the top of which ran a continuous hinged flap of leather backed with iron. At intervals of about 3 miles (4.8 km) were pumping stations to exhaust the pipe. Much trouble was experienced with the flap valve and its lubrication—freezing of the leather in winter, the lubricant being sucked into the pipe or eaten by rats at other times—and the experiment was abandoned at considerable cost.

Brunel is to be remembered for his two great West Country tubular bridges, the Chepstow and the Tamar Bridge at Saltash, with the latter opened in May 1859, having two main spans of 465 ft (142 m) and a central pier extending 80 ft (24 m) below high water mark and allowing 100 ft (30 m) of headroom above the same. His timber viaducts throughout Devon and Cornwall became a feature of the landscape. The line was extended ultimately to Penzance.

As early as 1835 Brunel had the idea of extending the line westwards across the Atlantic from Bristol to New York by means of a steamship. In 1836 building commenced and the hull left Bristol in July 1837 for fitting out at Wapping. On 31 March 1838 the ship left again for Bristol but the boiler lagging caught fire and Brunel was injured in the subsequent confusion. On 8 April the ship set sail for New York (under steam), its rival, the 703-ton Sirius, having left four days earlier. The 1,340-ton Great Western arrived only a few hours after the Sirius. The hull was of wood, and was copper-sheathed. In 1838 Brunel planned a larger ship, some 3,000 tons, the Great Britain, which was to have an iron hull.

The Great Britain was screwdriven and was launched on 19 July 1843,289 ft (88 m) long by 51 ft (15.5 m) at its widest. The ship's first voyage, from Liverpool to New York, began on 26 August 1845. In 1846 it ran aground in Dundrum Bay, County Down, and was later sold for use on the Australian run, on which it sailed no fewer than thirty-two times in twenty-three years, also serving as a troop-ship in the Crimean War. During this war, Brunel designed a 1,000-bed hospital which was shipped out to Renkioi ready for assembly and complete with shower-baths and vapour-baths with printed instructions on how to use them, beds and bedding and water closets with a supply of toilet paper! Brunel's last, largest and most extravagantly conceived ship was the Great Leviathan, eventually named The Great Eastern, which had a double-skinned iron hull, together with both paddles and screw propeller. Brunel designed the ship to carry sufficient coal for the round trip to Australia without refuelling, thus saving the need for and the cost of bunkering, as there were then few bunkering ports throughout the world. The ship's construction was started by John Scott Russell in his yard at Millwall on the Thames, but the building was completed by Brunel due to Russell's bankruptcy in 1856. The hull of the huge vessel was laid down so as to be launched sideways into the river and then to be floated on the tide. Brunel's plan for hydraulic launching gear had been turned down by the directors on the grounds of cost, an economy that proved false in the event. The sideways launch with over 4,000 tons of hydraulic power together with steam winches and floating tugs on the river took over two months, from 3 November 1857 until 13 January 1858. The ship was 680 ft (207 m) long, 83 ft (25 m) beam and 58 ft (18 m) deep; the screw was 24 ft (7.3 m) in diameter and paddles 60 ft (18.3 m) in diameter. Its displacement was 32,000 tons (32,500 tonnes).

The strain of overwork and the huge responsibilities that lay on Brunel began to tell. He was diagnosed as suffering from Bright's disease, or nephritis, and spent the winter travelling in the Mediterranean and Egypt, returning to England in May 1859. On 5 September he suffered a stroke which left him partially paralysed, and he died ten days later at his Duke Street home.

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SUBJECT AREA: Steam and internal combustion engines

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Sadi was the eldest son of Lazare Carnot, who was prominent as one of Napoleon's military and civil advisers. Sadi was born in the Palais du Petit Luxembourg and grew up during the Napoleonic wars. He was tutored by his father until in 1812, at the minimum age of 16, he entered the Ecole Polytechnique to study stress analysis, mechanics, descriptive geometry and chemistry. He organized the students to fight against the allies at Vincennes in 1814. He left the Polytechnique that October and went to the Ecole du Génie at Metz as a student second lieutenant. While there, he wrote several scientific papers, but on the Restoration in 1815 he was regarded with suspicion because of the support his father had given Napoleon. In 1816, on completion of his studies, Sadi became a second lieutenant in the Metz engineering regiment and spent his time in garrison duty, drawing up plans of fortifications. He seized the chance to escape from this dull routine in 1819 through an appointment to the army general staff corps in Paris, where he took leave of absence on half pay and began further courses of study at the Sorbonne, Collège de France, Ecole des Mines and the Conservatoire des Arts et Métiers. He was inter-ested in industrial development, political economy, tax reform and the fine arts.

It was not until 1821 that he began to concentrate on the steam-engine, and he soon proposed his early form of the Carnot cycle. He sought to find a general solution to cover all types of steam-engine, and reduced their operation to three basic stages: an isothermal expansion as the steam entered the cylinder; an adiabatic expansion; and an isothermal compression in the condenser. In 1824 he published his Réflexions sur la puissance motrice du feu, which was well received at the time but quickly forgotten. In it he accepted the caloric theory of heat but pointed out the impossibility of perpetual motion. His main contribution to a correct understanding of a heat engine, however, lay in his suggestion that power can be produced only where there exists a temperature difference due "not to an actual consumption of caloric but to its transportation from a warm body to a cold body". He used the analogy of a water-wheel with the water falling around its circumference. He proposed the true Carnot cycle with the addition of a final adiabatic compression in which motive power was con sumed to heat the gas to its original incoming temperature and so closed the cycle. He realized the importance of beginning with the temperature of the fire and not the steam in the boiler. These ideas were not taken up in the study of thermodynartiics until after Sadi's death when B.P.E.Clapeyron discovered his book in 1834.

In 1824 Sadi was recalled to military service as a staff captain, but he resigned in 1828 to devote his time to physics and economics. He continued his work on steam-engines and began to develop a kinetic theory of heat. In 1831 he was investigating the physical properties of gases and vapours, especially the relationship between temperature and pressure. In June 1832 he contracted scarlet fever, which was followed by "brain fever". He made a partial recovery, but that August he fell victim to a cholera epidemic to which he quickly succumbed.

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