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1 сборник решений по морским делам
Law: Browning and Lushington's Admiralty Reports (составители Браунинг и Лашингтон, 1863-1865), Burrell's Admiralty Cases (составитель Барел, 1584-1839), C.Robinson's Admiralty Reports (составитель Робинсон, 1799-1808), Cook's Admiralty Cases (Квебек, составитель Кук, 1873-1884), Dodson's Admiralty Reports (составитель Додсон, 1811-1822), Edward's Admiralty Reports (составитель Эдуард, 1808-1812), Haggard's Admiralty Reports (составитель Хэгерд, 1822-1828), Maritime Law Cases (с 1860 г.), Marriott's Admiralty Decisions (составитель Мариотт, 1776-1779), Marsden's Admiralty Cases (составитель Марсден), Stewart's Admiralty Reports (Новая Шотландия, составитель Стюарт, 1803-1813), Stockton's Admiralty Reports (Нью-Брунсвик, составитель Стоктон, 1879-1891), Stuart's Admiralty Reports (Нижняя Канада, составитель Стюарт, 1836-1874), Swabey's Admiralty Reports (составитель Суэйби, 1855-1859), W.Robinson's Admiralty Reports (составитель У.Робннсон, 1838-1852), Young's Nova Scotia Admiralty Cases (Новая Шотландия, составитель Янг, 1865-1880)Универсальный русско-английский словарь > сборник решений по морским делам
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2 Young's Nova Scotia Admiralty Cases
Law: Young Adm. (Новая Шотландия, составитель Янг, 1865-1880), Young Adm.Универсальный русско-английский словарь > Young's Nova Scotia Admiralty Cases
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3 сборник решений по морским делам, Новая Шотландия, составитель Янг
Универсальный русско-английский словарь > сборник решений по морским делам, Новая Шотландия, составитель Янг
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4 Siemens, Dr Ernst Werner von
[br]b. 13 December 1816 Lenthe, near Hanover, Germanyd. 6 December 1892 Berlin, Germany[br]German pioneer of the dynamo, builder of the first electric railway.[br]Werner von Siemens was the eldest of a large family and after the early death of his parents took his place at its head. He served in the Prussian artillery, being commissioned in 1839, after which he devoted himself to the study of chemistry and physics. In 1847 Siemens and J.G. Halske formed a company, Telegraphen-Bauanstalt von Siemens und Halske, to manufacture a dial telegraph which they had developed from an earlier instrument produced by Charles Wheatstone. In 1848 Siemens obtained his discharge from the army and he and Halske constructed the first long-distance telegraph line on the European continent, between Berlin and Frankfurt am Main.Werner von Siemens's younger brother, William Siemens, had settled in Britain in 1844 and was appointed agent for the Siemens \& Halske company in 1851. Later, an English subsidiary company was formed, known from 1865 as Siemens Brothers. It specialized in manufacturing and laying submarine telegraph cables: the specialist cable-laying ship Faraday, launched for the purpose in 1874, was the prototype of later cable ships and in 1874–5 laid the first cable to run direct from the British Isles to the USA. In charge of Siemens Brothers was another brother, Carl, who had earlier established a telegraph network in Russia.In 1866 Werner von Siemens demonstrated the principle of the dynamo in Germany, but it took until 1878 to develop dynamos and electric motors to the point at which they could be produced commercially. The following year, 1879, Werner von Siemens built the first electric railway, and operated it at the Berlin Trades Exhibition. It comprised an oval line, 300 m (985 it) long, with a track gauge of 1 m (3 ft 3 1/2 in.); upon this a small locomotive hauled three small passenger coaches. The locomotive drew current at 150 volts from a third rail between the running rails, through which it was returned. In four months, more than 80,000 passengers were carried. The railway was subsequently demonstrated in Brussels, and in London, in 1881. That same year Siemens built a permanent electric tramway, 1 1/2 miles (2 1/2 km) long, on the outskirts of Berlin. In 1882 in Berlin he tried out a railless electric vehicle which drew electricity from a two-wire overhead line: this was the ancestor of the trolleybus.In the British Isles, an Act of Parliament was obtained in 1880 for the Giant's Causeway Railway in Ireland with powers to work it by "animal, mechanical or electrical power"; although Siemens Brothers were electrical engineers to the company, of which William Siemens was a director, delays in construction were to mean that the first railway in the British Isles to operate regular services by electricity was that of Magnus Volk.[br]Principal Honours and DistinctionsHonorary doctorate, Berlin University 1860. Ennobled by Kaiser Friedrich III 1880, after which he became known as von Siemens.Further ReadingS.von Weiher, 1972, "The Siemens brothers, pioneers of the electrical age in Europe", Transactions of the Newcomen Society 45 (describes the Siemens's careers). C.E.Lee, 1979, The birth of electric traction', Railway Magazine (May) (describes Werner Siemens's introduction of the electric railway).Transactions of the Newcomen Society (1979) 50: 82–3 (describes Siemens's and Halske's early electric telegraph instruments).Transactions of the Newcomen Society (1961) 33: 93 (describes the railless electric vehicle).PJGRBiographical history of technology > Siemens, Dr Ernst Werner von
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5 Starrett, Laroy S.
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 25 April 1836 China, Maine, USAd. 23 April 1922 St Petersburg, Florida, USA[br]American inventor and tool manufacturer.[br]As a youth, Laroy S.Starrett worked on his father's farm and later on other farms, and after a few years acquired his own 600-acre stock farm at Newburyport, Massachusetts, which he operated for four years. He had an interest in mechanics and in 1865 invented and patented a device for chopping meat. He arranged for this to be manufactured by the Athol Machine Company at Athol, Massachusetts, and it was so successful that three years later he sold his farm and purchased a controlling interest in the company. He reorganized the company for the manufacture of his meat chopper and two other inventions of his, a washing machine and a butter worker, which he had also patented in 1865. In 1877 Starrett invented the combination square and in 1880 he established the L.S.Starrett Company in Athol for manufacturing it and other small tools, such as steel rules and tapes, callipers, dividers, micrometers and depth gauges, etc. The business expanded and by 1906 he was employing over 1,000 people. He established agencies in Britain and other countries, and Starrett tools were sold throughout the world.[br]Further ReadingK.J.Hume, 1980, A History of Engineering Me-trology, London, 133–4 (provides a short account of L.S.Starrett and his company).RTS -
6 Lumière, Charles Antoine
SUBJECT AREA: Photography, film and optics[br]b. 13 March 1840 Ormoy, Franced. 16 April 1911[br]French photographer and photographie manufacturer.[br]Orphaned when his parents died of cholera, at the age of 14 he was taken by his elder sister to live in Marcilly-le-Hayer. Apprenticed to a joiner, he was also interested in chemistry and physics, but his great love was drawing and painting. The leading water-colourist Auguste Constantin took him into his Paris home as an apprentice and taught him the whole business of painting. He was able to earn his living as a sign-painter, and numbered among his clients several photographers. This led to an interest in photography, which caused him to abandon the safe trade of sign-painter for that of photographer.Lumière took a post with a photographer in Besançon in 1862. He set up business on his own account in 1865 and moved to Lyons c.1870, joining his friend and fellow photographer Emile Lebeau. The business prospered; in 1879 he installed an electricity generator in his studio to run the newly invented Van de Weyde electric arc lamp, permitting portraiture in all weathers and at all times. With the arrival of the dry-plate process c. 1880, the Lumière business looked to employ the new medium. His second son, Louis Lumière (b. 5 October 1864 Besançon, France; d. 6 June 1948 Bandol, France; see under Lumière, Auguste), fresh from college, experimented with emulsions with which his 12-year-old sister coated glass plates. While still running the studio, Antoine started marketing the plates, which were the first to be made in France, and production was soon up to 4,000 plates a day. Under his guidance A.Lumière et ses Fils acquired a worldwide reputation for the quality and originality of its products.After his retirement from business, when he handed it over to his sons, Auguste (see Lumière, Auguste) and Louis, he took up painting again and successfully exhibited in several Salons. He was a Chevalier of the Légion d'honneur, a recognition of his participation in the 1893 World's Colombian Exposition in Chicago.[br]Further ReadingGuy Borgé, 1980, Prestige de la photographie, Nos. 8 and 9, Paris.BCBiographical history of technology > Lumière, Charles Antoine
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7 Samuda, Joseph d'Aguilar
[br]b. 21 May 1813 London, Englandd. 27 April 1885 London, England[br]English shipbuilder and promoter of atmospheric traction for railways.[br]Joseph Samuda studied as a engineer under his elder brother Jacob and formed a partnership with him in 1832 as builders of marine steam engines. In 1838, with Samuel Clegg, they took out a patent for an atmospheric railway system. In this system a cast-iron tube, with a continuous sealed slot along the top, was laid between the rails; trains were attached to a piston within the tube by an arm, the slot being opened and resealed before and behind it. The tube ahead of the piston was exhausted by a stationary steam engine and the train propelled by atmospheric pressure. The system appeared to offer clean, fast travel and was taken up by noted contemporary railway engineers such as I.K. Brunel and C.B. Vignoles, but it eventually proved a failure as no satisfactory means of sealing the slot could at that time be found. It did, however, lead to experiments in the 1860s with underground, pneumatic-tube railways, in which the vehicle would be its own piston, and Samuda Bros, supplied cast-iron tubes for such a line. Meanwhile, Samuda Bros, had commenced building iron steamships in 1843, and although Jacob Samuda lost his life in 1844 as the result of an accident aboard one of the earliest built, the firm survived to become noted London builders of steamships of many types over the ensuing four decades. Joseph Samuda became a founder member of the Institution of Naval Architects in 1860, and was MP for Tavistock from 1865 to 1868 and for Tower Hamlets from 1868 to 1880.[br]Bibliography1838, jointly with Jacob Samuda and Samuel Clegg, British patent no. 7,920 (atmospheric traction).1861–2, "On the form and materials for iron plated ships", Minutes of Proceedings of the Institution of Civil Engineers 21.Further ReadingObituary, Minutes of Proceedings of the Institution of Civil Engineers 81:334 (provides good coverage of his career).C.Hadfield, 1967, Atmospheric Railways, Newton Abbot: David \& Charles (includes a discussion of his railway work).PJGRBiographical history of technology > Samuda, Joseph d'Aguilar
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8 Swan, Sir Joseph Wilson
[br]b. 31 October 1828 Sunderland, Englandd. 27 May 1914 Warlingham, Surrey, England[br]English chemist, inventor in Britain of the incandescent electric lamp and of photographic processes.[br]At the age of 14 Swan was apprenticed to a Sunderland firm of druggists, later joining John Mawson who had opened a pharmacy in Newcastle. While in Sunderland Swan attended lectures at the Athenaeum, at one of which W.E. Staite exhibited electric-arc and incandescent lighting. The impression made on Swan prompted him to conduct experiments that led to his demonstration of a practical working lamp in 1879. As early as 1848 he was experimenting with carbon as a lamp filament, and by 1869 he had mounted a strip of carbon in a vessel exhausted of air as completely as was then possible; however, because of residual air, the filament quickly failed.Discouraged by the cost of current from primary batteries and the difficulty of achieving a good vacuum, Swan began to devote much of his attention to photography. With Mawson's support the pharmacy was expanded to include a photographic business. Swan's interest in making permanent photographic records led him to patent the carbon process in 1864 and he discovered how to make a sensitive dry plate in place of the inconvenient wet collodian process hitherto in use. He followed this success with the invention of bromide paper, the subject of a British patent in 1879.Swan resumed his interest in electric lighting. Sprengel's invention of the mercury pump in 1865 provided Swan with the means of obtaining the high vacuum he needed to produce a satisfactory lamp. Swan adopted a technique which was to become an essential feature in vacuum physics: continuing to heat the filament during the exhaustion process allowed the removal of absorbed gases. The inventions of Gramme, Siemens and Brush provided the source of electrical power at reasonable cost needed to make the incandescent lamp of practical service. Swan exhibited his lamp at a meeting in December 1878 of the Newcastle Chemical Society and again the following year before an audience of 700 at the Newcastle Literary and Philosophical Society. Swan's failure to patent his invention immediately was a tactical error as in November 1879 Edison was granted a British patent for his original lamp, which, however, did not go into production. Parchmentized thread was used in Swan's first commercial lamps, a material soon superseded by the regenerated cellulose filament that he developed. The cellulose filament was made by extruding a solution of nitro-cellulose in acetic acid through a die under pressure into a coagulating fluid, and was used until the ultimate obsolescence of the carbon-filament lamp. Regenerated cellulose became the first synthetic fibre, the further development and exploitation of which he left to others, the patent rights for the process being sold to Courtaulds.Swan also devised a modification of Planté's secondary battery in which the active material was compressed into a cellular lead plate. This has remained the central principle of all improvements in secondary cells, greatly increasing the storage capacity for a given weight.[br]Principal Honours and DistinctionsKnighted 1904. FRS 1894. President, Institution of Electrical Engineers 1898. First President, Faraday Society 1904. Royal Society Hughes Medal 1904. Chevalier de la Légion d'Honneur 1881.Bibliography2 January 1880, British patent no. 18 (incandescent electric lamp).24 May 1881, British patent no. 2,272 (improved plates for the Planté cell).1898, "The rise and progress of the electrochemical industries", Journal of the Institution of Electrical Engineers 27:8–33 (Swan's Presidential Address to the Institution of Electrical Engineers).Further ReadingM.E.Swan and K.R.Swan, 1968, Sir Joseph Wilson Swan F.R.S., Newcastle upon Tyne (a detailed account).R.C.Chirnside, 1979, "Sir Joseph Swan and the invention of the electric lamp", IEEElectronics and Power 25:96–100 (a short, authoritative biography).GWBiographical history of technology > Swan, Sir Joseph Wilson
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9 Taylor, William
[br]b. 11 June 1865 London, Englandd. 28 February 1937 Laughton, Leicestershire, England[br]English mechanical engineer and metrologist, originator of standard screw threads for lens mountings and inventor of "Dimple" golf balls.[br]William Taylor served an apprenticeship from 1880 to 1885 in London with Paterson and Cooper, electrical engineers and instrument makers. He studied at the Finsbury Technical College under Professors W.E.Ayrton (1847–1908) and John Perry (1850–1920). He remained with Paterson and Cooper until 1887, when he joined his elder brother, who had set up in Leicester as a manufacturer of optical instruments. The firm was then styled T.S. \& W.Taylor and a few months later, when H.W.Hobson joined them as a partner, it became Taylor, Taylor and Hobson, as it was known for many years.William Taylor was mainly responsible for technical developments in the firm and he designed the special machine tools required for making lenses and their mountings. However, his most notable work was in originating methods of measuring and gauging screw threads. He proposed a standard screw-thread for lens mountings that was adopted by the Royal Photographic Society, and he served on screw thread committees of the British Standards Institution and the British Association. His interest in golf led him to study the flight of the golf ball, and he designed and patented the "Dimple" golf ball and a mechanical driving machine for testing golf balls.He was an active member of the Institution of Mechanical Engineers, being elected Associate Member in 1894, Member in 1901 and Honorary Life Member in 1936. He served on the Council from 1918 and was President in 1932. He took a keen interest in engineering education and advocated the scientific study of materials, processes and machine tools, and of management. His death occurred suddenly while he was helping to rescue his son's car from a snowdrift.[br]Principal Honours and DistinctionsOBE 1918. FRS 1934. President, Institution of Mechanical Engineers 1932.Further ReadingK.J.Hume, 1980, A History of Engineering Metrology, London, 110–21 (a short account of William Taylor and of Taylor, Taylor and Hobson).RTS -
10 Westinghouse, George
[br]b. 6 October 1846 Central Bridge, New York, USAd. 12 March 1914 New York, New York, USA[br]American inventor and entrepreneur, pioneer of air brakes for railways and alternating-current distribution of electricity.[br]George Westinghouse's father was an ingenious manufacturer of agricultural implements; the son, after a spell in the Union Army during the Civil War, and subsequently in the Navy as an engineer, went to work for his father. He invented a rotary steam engine, which proved impracticable; a rerailing device for railway rolling stock in 1865; and a cast-steel frog for railway points, with longer life than the cast-iron frogs then used, in 1868–9. During the same period Westinghouse, like many other inventors, was considering how best to meet the evident need for a continuous brake for trains, i.e. one by which the driver could apply the brakes on all vehicles in a train simultaneously instead of relying on brakesmen on individual vehicles. By chance he encountered a magazine article about the construction of the Mont Cenis Tunnel, with a description of the pneumatic tools invented for it, and from this it occurred to him that compressed air might be used to operate the brakes along a train.The first prototype was ready in 1869 and the Westinghouse Air Brake Company was set up to manufacture it. However, despite impressive demonstration of the brake's powers when it saved the test train from otherwise certain collision with a horse-drawn dray on a level crossing, railways were at first slow to adopt it. Then in 1872 Westinghouse added to it the triple valve, which enabled the train pipe to charge reservoirs beneath each vehicle, from which the compressed air would apply the brakes when pressure in the train pipe was reduced. This meant that the brake was now automatic: if a train became divided, the brakes on both parts would be applied. From then on, more and more American railways adopted the Westinghouse brake and the Railroad Safety Appliance Act of 1893 made air brakes compulsory in the USA. Air brakes were also adopted in most other parts of the world, although only a minority of British railway companies took them up, the remainder, with insular reluctance, preferring the less effective vacuum brake.From 1880 Westinghouse was purchasing patents relating to means of interlocking railway signals and points; he combined them with his own inventions to produce a complete signalling system. The first really practical power signalling scheme, installed in the USA by Westinghouse in 1884, was operated pneumatically, but the development of railway signalling required an awareness of the powers of electricity, and it was probably this that first led Westinghouse to become interested in electrical processes and inventions. The Westinghouse Electric Company was formed in 1886: it pioneered the use of electricity distribution systems using high-voltage single-phase alternating current, which it developed from European practice. Initially this was violently opposed by established operators of direct-current distribution systems, but eventually the use of alternating current became widespread.[br]Principal Honours and DistinctionsLégion d'honneur. Order of the Crown of Italy. Order of Leopold.BibliographyWestinghouse took out some 400 patents over forty-eight years.Further ReadingH.G.Prout, 1922, A Life of "George Westinghouse", London (biography inclined towards technicalities).F.E.Leupp, 1918, George Westinghouse: His Life and Achievements, Boston (London 1919) (biography inclined towards Westinghouse and his career).J.F.Stover, 1961, American Railroads, Chicago: University of Chicago Press, pp. 152–4.PJGR -
11 Worsdell, Thomas William
[br]b. 14 January 1838 Liverpool, Englandd. 28 June 1916 Arnside, Westmorland, England[br]English locomotive engineer, pioneer of the use of two-cylinder compound locomotives in Britain.[br]T.W.Worsdell was the son of Nathaniel Worsdell. After varied training, which included some time in the drawing office of the London \& North Western Railway's Crewe Works, he moved to the Pennsylvania Railroad, USA, in 1865 and shortly became Master Mechanic in charge of its locomotive workshops in Altoona. In 1871, however, he accepted an invitation from F.W. Webb to return to Crewe as Works Manager: it was while he was there that Webb produced his first compound locomotive by rebuilding an earlier simple.In 1881 T.W.Worsdell was appointed Locomotive Superintendent of the Great Eastern Railway. Working with August von Borries, who was Chief Mechanical Engineer of the Hannover Division of the Prussian State Railways, he developed a two-cylinder compound derived from the work of J.T.A. Mallet. Von Borries produced his compound 2–4–0 in 1880, Worsdell followed with a 4–4–0 in 1884; the restricted British loading gauge necessitated substitution of inside cylinders for the outside cylinders used by von Borries, particularly the large low-pressure one. T.W.Worsdell's compounds were on the whole successful and many were built, particularly on the North Eastern Railway, to which he moved as Locomotive Superintendent in 1885. There, in 1888, he started to build, uniquely, two-cylinder compound "single driver" 4–2–2s: one of them was recorded as reaching 86 mph (138 km/h). He also equipped his locomotives with a large side-window cab, which gave enginemen more protection from the elements than was usual in Britain at that time and was no doubt appreciated in the harsh winter climate of northeast England. The idea for the cab probably originated from his American experience. When T.W.Worsdell retired from the North Eastern Railway in 1890 he was succeeded by his younger brother, Wilson Worsdell, who in 1899 introduced the first 4– 6–0s intended for passenger trains in England.[br]Further ReadingC.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allan, Ch. 15 (biography).E.L.Ahrons, 1927, The British Steam Railway Locomotive 1825–1925, London: The Locomotive Publishing Co., pp. 253–5 (describes his locomotives). C.Fryer, 1990, Experiments with Steam, Patrick Stephens, Ch. 7.PJGRBiographical history of technology > Worsdell, Thomas William
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