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41 Clark, Edwin
SUBJECT AREA: Civil engineering[br]b. 7 January 1814 Marlow, Buckinghamshire, Englandd. 22 October 1894 Marlow, Buckinghamshire, England[br]English civil engineer.[br]After a basic education in mathematics, latin, French and geometry, Clark was articled to a solicitor, but he left after two years because he did not like the work. He had no permanent training otherwise, and for four years he led an idle life, becoming self-taught in the subjects that interested him. He eventually became a teacher at his old school before entering Cambridge, although he returned home after two years without taking a degree. He then toured the European continent extensively, supporting himself as best he could. He returned to England in 1839 and obtained further teaching posts. With the railway boom in progress he decided to become a surveyor and did some work on a proposed line between Oxford and Brighton.After being promised an interview with Robert Stephenson, he managed to see him in March 1846. Stephenson took a liking to Clark and asked him to investigate the strains on the Britannia Bridge tubes under various given conditions. This work so gained Stephenson's full approval that, after being entrusted with experiments and designs, Clark was appointed Resident Engineer for the Britannia Bridge across the Menai Straits. He not only completed the bridge, which was opened on 19 October 1850, but also wrote the history of its construction. After the completion of the bridge—and again without any professional experience—he was appointed Engineer-in-Chief to the Electric and International Telegraph Company. He was consulted by Captain Mark Huish of the London \& North Western Railway on a telegraphic system for the railway, and in 1853 he introduced the Block Telegraph System.Clark was engaged on the Crystal Palace and was responsible for many railway bridges in Britain and abroad. He was Engineer and part constructor of the harbour at Callao, Peru, and also of harbour works at Colón, Panama. On canal works he was contractor for the marine canal, the Morskoy Canal, in 1875 between Kronstadt and St Petersburg. His great work on canals, however, was the concept with Edward Leader Williams of the hydraulically operated barge lift at Anderton, Cheshire, linking the Weaver Navigation to the Trent \& Mersey Canal, whose water levels have a vertical separation of 50 ft (15 m). This was opened on 26 July 1875. The structure so impressed the French engineers who were faced with a bottleneck of five locks on the Neuffossée Canal south of Saint-Omer that they commissioned Clark to design a lift there. This was completed in 1878 and survives as a historic monument. The design was also adopted for four lifts on the Canal du Centre at La Louvière in Belgium, but these were not completed until after Clark's death.JHB -
42 Ellington, Edward Bayzard
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 2 August 1845 London, Englandd. 10 November 1914 London, England[br]English hydraulic engineer who developed a direct-acting hydraulic lift.[br]Ellington was educated at Denmark Hill Grammar School, London, after which he became articled to John Penn of Greenwich. He stayed there until 1868, working latterly in the drawing office after a period of erecting plant and attending trials on board ship. For some twelve months he superintended the erection of Glengall Wharf, Old Kent Road, and the machinery used therein.In 1869 he went into partnership with Bryan Johnson of Chester, the company being known as Johnson \& Ellington, manufacturing mining and milling machinery. Under Ellington's influence, the firm specialized in the manufacture of hydraulic machinery. In 1874 the company acquired the right to manufacture the Brotherhood three-cylinder hydraulic engine; the company became the Hydraulic Engineering Company Ltd of Chester. Ellington developed a direct-acting hydraulic lift with a special balance arrangement that was smooth-acting and economical in water. He described the lift in a paper that was read to the Institution of Mechanical Engineers (IMechE) in 1882.Soon after Ellington joined the Chester firm, an Act of Parliament was passed, mainly due to his efforts, for the distribution of water under high pressure for the working of passenger and goods lifts and other hydraulic machinery in large towns. In 1872 he initiated the first hydraulic mains company at Hull, thus proving the practicability of the system of a high-pressure water-mains supply. Ellington remained as engineer to the Hull company until he was appointed a director in 1875. He was general manager and engineer of the General Hydraulic Power Company, which operated in London and had subsidiaries in Liverpool (opened in 1889), Manchester (1894) and Glasgow (1895). He maintained an interest in all these companies, as general manager and engineer, until his death.In 1895 he read another paper, "On hydraulic power in towns", to the Institution of Mechanical Engineers. In 1911 he became President of the IMechE; his Presidential Address was on the education of young engineers. In 1913 he delivered the Thomas Hawksley Lecture on "Water as a mechanical agent". He was Chairman of the Building Committee during the extension of the Institution's headquarters. Ellington was also a Member of Council of the Institution of Civil Engineers, a member of the Société des Ingé-nieurs Civils de France and a Governor of Imperial College of Science and Technology.[br]Principal Honours and DistinctionsMember of the Institution of Mechanical Engineers 1875; Member of Council 1898– 1903; President 1911–12.IMcNBiographical history of technology > Ellington, Edward Bayzard
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43 Taylor, Frederick Winslow
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 20 March 1856 Germantown, Pennsylvania, USAd. 21 March 1915 Philadelphia, Pennsylvania, USA[br]American mechanical engineer and pioneer of scientific management.[br]Frederick W.Taylor received his early education from his mother, followed by some years of schooling in France and Germany. Then in 1872 he entered Phillips Exeter Academy, New Hampshire, to prepare for Harvard Law School, as it was intended that he should follow his father's profession. However, in 1874 he had to abandon his studies because of poor eyesight, and he began an apprenticeship at a pump-manufacturing works in Philadelphia learning the trades of pattern-maker and machinist. On its completion in 1878 he joined the Midvale Steel Company, at first as a labourer but then as Shop Clerk and Foreman, finally becoming Chief Engineer in 1884. At the same time he was able to resume study in the evenings at the Stevens Institute of Technology, and in 1883 he obtained the degree of Mechanical Engineer (ME). He also found time to take part in amateur sport and in 1881 he won the tennis doubles championship of the United States.It was while with the Midvale Steel Company that Taylor began the systematic study of workshop management, and the application of his techniques produced significant increases in the company's output and productivity. In 1890 he became Manager of a company operating large paper mills in Maine and Wisconsin, until 1893 when he set up on his own account as a consulting engineer specializing in management organization. In 1898 he was retained exclusively by the Bethlehem Steel Company, and there continued his work on the metal-cutting process that he had started at Midvale. In collaboration with J.Maunsel White (1856–1912) he developed high-speed tool steels and their heat treatment which increased cutting capacity by up to 300 per cent. He resigned from the Bethlehem Steel Company in 1901 and devoted the remainder of his life to expounding the principles of scientific management which became known as "Taylorism". The Society to Promote the Science of Management was established in 1911, renamed the Taylor Society after his death. He was an active member of the American Society of Mechanical Engineers and was its President in 1906; his presidential address "On the Art of Cutting Metals" was reprinted in book form.[br]Principal Honours and DistinctionsParis Exposition Gold Medal 1900. Franklin Institute Elliott Cresson Gold Medal 1900. President, American Society of Mechanical Engineers 1906. Hon. ScD, University of Pennsylvania 1906. Hon. LLD, Hobart College 1912.BibliographyF.W.Taylor was the author of about 100 patents, several papers to the American Society of Mechanical Engineers, On the Art of Cutting Metals (1907, New York) and The Principles of Scientific Management (1911, New York) and, with S.E.Thompson, 1905 A Treatise on Concrete, New York, and Concrete Costs, 1912, New York.Further ReadingThe standard biography is Frank B.Copley, 1923, Frederick W.Taylor, Father of Scientific Management, New York (reprinted 1969, New York) and there have been numerous commentaries on his work: see, for example, Daniel Nelson, 1980, Frederick W.Taylor and the Rise of Scientific Management, Madison, Wis.RTSBiographical history of technology > Taylor, Frederick Winslow
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44 SEE
1) Общая лексика: Юго-Восточная Европа2) Американизм: Social Environmental And Ethical3) Военный термин: School of Electrical Engineering, Society of Explosives Engineers, Softcopy Exploitation Environment, Standard External Evaluation, Supplementary Electronic Equipment, System Engineering and Evaluation, senior electrical engineer, small emplacement excavator, strategic bomber enhancement, systems effectiveness evaluation, systems efficiency expert5) Математика: Standard Error Of Estimate6) Метеорология: Static Exchange Evaluation7) Биржевой термин: Stock Earnings Escalator, Swiss Electronic Exchange8) Сокращение: School of Electronic Engineering, Single Event Effects, Systems Effectiveness Engineering9) Университет: Science Education And Ethics, Selection, Education, and Enrollment, Students For Energy Education10) Вычислительная техника: Software Engineering Environments, Systems Equipment Engineering11) Экология: Society of Environmental Engineers12) Энергетика: Static Exitation Equipment13) Деловая лексика: Search Evaluate Execute, Social And Environmental Entrepreneurs, Social Environmental And Economic, Support Encourage And Enhance14) Образование: Science And Everyday Experiences, Senior Educational Experience, Signing Exact English, Successful Education Endeavors, Summer Enrichment Experience, Summer Exploratory Experience, Support Education And Encouragement15) Сетевые технологии: Software Engineering Environment16) Программирование: Binary Painter Operator17) Макаров: secondary electron emission18) Общественная организация: Surgical Eye Expeditions19) Должность: Society Economy And Environment20) NYSE. Sealed Air Corporation21) Аэропорты: Gillespie Field, San Diego, California USA22) НАСА: Space Environments Ecovillage -
45 see
1) Общая лексика: Юго-Восточная Европа2) Американизм: Social Environmental And Ethical3) Военный термин: School of Electrical Engineering, Society of Explosives Engineers, Softcopy Exploitation Environment, Standard External Evaluation, Supplementary Electronic Equipment, System Engineering and Evaluation, senior electrical engineer, small emplacement excavator, strategic bomber enhancement, systems effectiveness evaluation, systems efficiency expert5) Математика: Standard Error Of Estimate6) Метеорология: Static Exchange Evaluation7) Биржевой термин: Stock Earnings Escalator, Swiss Electronic Exchange8) Сокращение: School of Electronic Engineering, Single Event Effects, Systems Effectiveness Engineering9) Университет: Science Education And Ethics, Selection, Education, and Enrollment, Students For Energy Education10) Вычислительная техника: Software Engineering Environments, Systems Equipment Engineering11) Экология: Society of Environmental Engineers12) Энергетика: Static Exitation Equipment13) Деловая лексика: Search Evaluate Execute, Social And Environmental Entrepreneurs, Social Environmental And Economic, Support Encourage And Enhance14) Образование: Science And Everyday Experiences, Senior Educational Experience, Signing Exact English, Successful Education Endeavors, Summer Enrichment Experience, Summer Exploratory Experience, Support Education And Encouragement15) Сетевые технологии: Software Engineering Environment16) Программирование: Binary Painter Operator17) Макаров: secondary electron emission18) Общественная организация: Surgical Eye Expeditions19) Должность: Society Economy And Environment20) NYSE. Sealed Air Corporation21) Аэропорты: Gillespie Field, San Diego, California USA22) НАСА: Space Environments Ecovillage -
46 Gordon, Lewis Dunbar Brodie
SUBJECT AREA: Civil engineering[br]b. 6 March 1815 Edinburgh, Scotlandd. 1876[br]Scottish civil engineer.[br]Lewis Gordon attended the High School in Edinburgh and Edinburgh University. He was unusual amongst British engineers of his generation in also spending some time at foreign educational establishments, including the School of Mines at Freiberg in Saxony and the Ecole Polytechnique in Paris. He served under Marc Brunel in the final stages of the construction of the Thames Tunnel, from 1837 to 1840. After this, he set up a civil engineering partnership with Lawrence Hill in Glasgow in 1840 and was then appointed as the first holder of the Regius Chair of Civil Engineering and Mechanics at Glasgow University, 1841–55. He seems to have been frustrated by the lack of facilities at Glasgow, and handed over to his deputy, W.J.M. Rankine in 1855, in order to concentrate on his growing private practice which he had been building up during his professorship at the university. His practice was involved in designing iron bridges and introducing wire rope into Britain; he also became involved with submarine cables and telegraphy. With Charles Liddell, he was the engineer for several railways in England and Wales, including the Crumlin Viaduct on the Newport, Abergavenny and Hereford Railway.[br]Further ReadingAlthough he was frequently referred to in accounts of the period, there appears to be no good biographical work on Gordon. However, see Buchanan, 1989, The Engineers.ABBiographical history of technology > Gordon, Lewis Dunbar Brodie
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47 Hammond, Robert
[br]b. 19 January 1850 Waltham Cross, Englandd. 5 August 1915 London, England[br]English engineer who established many of the earliest public electricity-supply systems in Britain.[br]After an education at Nunhead Grammar School, Hammond founded engineering businesses in Middlesbrough and London. Obtaining the first concession from the Anglo- American Brush Company for the exploitation of their system in Britain, he was instrumental in popularizing the Brush arc-lighting generator. Schemes using this system, which he established at Chesterfield, Brighton, Eastbourne and Hastings in 1881–2, were the earliest public electricity-supply ventures in Britain. On the invention of the incandescent lamp, high-voltage Brush dynamos were employed to operate both arc and incandescent lamps. The limitations of this arrangement led Hammond to become the sole agent for the Ferranti alternator, introduced in 1882. Commencing practice as a consulting engineer, Hammond was responsible for the construction of many electricity works in the United Kingdom, of which the most notable were those at Leeds, Hackney (London) and Dublin, in addition to many abroad. Appreciating the need for trained engineers for the new electrical industry and profession then being created, in 1882 he established the Hammond Electrical Engineering College. Later, in association with Francis Ince, he founded Faraday House, a training school that pioneered the concept of "sandwich courses" for engineers. Between 1883 and 1903 he paid several visits to the United States to study developments in electric traction and was one of the advisers to the Postmaster General on the acquisition of the telephone companies.[br]Bibliography1884, Electric Light in Our Homes, London (one of the first detailed accounts of electric lighting).1897, "Twenty five years" developments in central stations', Electrical Review 41:683–7 (surveys nineteenth-century public electricity supply).Further ReadingF.W.Lipscomb, 1973, The Wise Men of the Wires, London (the story of Faraday House). B.Bowers, 1985, biography, in Dictionary of Business Biography, Vol. III, ed. J.Jeremy, London, pp. 21–2 (provides an account of Hammond's business ventures). J.D.Poulter, 1986, An Early History of 'Electricity Supply, London.GW -
48 Sinclair, Sir Clive Maries
[br]b. 30 July 1940[br]English electronic engineer and inventor.[br]The son of G.W.C.Sinclair, a machine tool engineer, the young Sinclair's education was disrupted by the failure of his father's business. Aged 12 he left Boxgrove preparatory school and went through twelve more schools before leaving St George's School, Weybridge, at the age of 17. His first job was as an editorial assistant on a hobbyist's magazine, Practical Wireless, and his next as an editor at Bernard Books, writing a series of technical manuals. In 1961 he registered Sinclair Radionics and in the following year announced its first product, a micro-amplifier. This was the first of a series of miniaturized radio products that he put on the market while retaining his editorial job. In 1972 he launched the Sinclair Executive calculator, selling originally at £79.95 but later at £24.95. In 1976, the Black Watch, an electronic watch with digital light-emitting diode (LED) display, was marketed, to be followed by the TV1A, a miniature television with a 2 in. (5 cm) monochrome screen. During the latter part of this period, Sinclair Radionics was supported by investment from the UK National Enterprise Board, who appointed an outside managing director; after making a considerable loss, they closed the company in 1979. However, Sinclair Electronics had already been set up and started to market the UK's first cheap computer kit, the MK 14, which was followed by the ZX 80 and later the ZX 81. Price was kept at a minimum by the extensive use of existing components, though this was a restriction on performance. The small memory was enhanced from one kilobyte to seventeen kilobytes with the addition of a separate memory unit. In January 1985 Sinclair produced the Sinclair C5, a small three-wheeled vehicle driven by a washing-machine engine, intended as a revolutionary new form of personal transport; perceived as unsafe and impractical, it did not prove popular, and the failure of this venture resulted in a contraction of Sinclair's business activities. Later in 1985, a rival electronics company, Amstrad, paid £35,000,000 for all rights to existing Sinclair computer products.In March 1992, the irrepressible Sinclair launched his latest brainchild, the Zike electric bicycle; a price of £499 was forecast. This machine, powered by an electric motor but with pedal assistance, had a top speed of 19 km/h (12 mph) and, on full power, would run for up to one hour. Its lightweight nickel-cadmium battery could be recharged either by a generator or by free-wheeling. Although more practical than the C5, it did not bring Sinclair success on the scale of his earlier micro-electronic products.[br]Principal Honours and DistinctionsKnighted 1983.Further ReadingI.Adamson and R.Kennedy, 1986, Sinclair and the "Sunrise" Technology, Harmondsworth: Penguin.IMcNBiographical history of technology > Sinclair, Sir Clive Maries
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49 Sperry, Elmer Ambrose
[br]b. 21 October 1860 Cincinnatus, Cortland County, New York, USAd. 16 June 1930 Brooklyn, New York, USA[br]American entrepreneur who invented the gyrocompass.[br]Sperry was born into a farming community in Cortland County. He received a rudimentary education at the local school, but an interest in mechanical devices was aroused by the agricultural machinery he saw around him. His attendance at the Normal School in Cortland provided a useful theoretical background to his practical knowledge. He emerged in 1880 with an urge to pursue invention in electrical engineering, then a new and growing branch of technology. Within two years he was able to patent and demonstrate his arc lighting system, complete with its own generator, incorporating new methods of regulating its output. The Sperry Electric Light, Motor and Car Brake Company was set up to make and market the system, but it was difficult to keep pace with electric-lighting developments such as the incandescent lamp and alternating current, and the company ceased in 1887 and was replaced by the Sperry Electric Company, which itself was taken over by the General Electric Company.In the 1890s Sperry made useful inventions in electric mining machinery and then in electric street-or tramcars, with his patent electric brake and control system. The patents for the brake were important enough to be bought by General Electric. From 1894 to 1900 he was manufacturing electric motor cars of his own design, and in 1900 he set up a laboratory in Washington, where he pursued various electrochemical processes.In 1896 he began to work on the practical application of the principle of the gyroscope, where Sperry achieved his most notable inventions, the first of which was the gyrostabilizer for ships. The relatively narrow-hulled steamship rolled badly in heavy seas and in 1904 Ernst Otto Schuck, a German naval engineer, and Louis Brennan in England began experiments to correct this; their work stimulated Sperry to develop his own device. In 1908 he patented the active gyrostabilizer, which acted to correct a ship's roll as soon as it started. Three years later the US Navy agreed to try it on a destroyer, the USS Worden. The successful trials of the following year led to widespread adoption. Meanwhile, in 1910, Sperry set up the Sperry Gyroscope Company to extend the application to commercial shipping.At the same time, Sperry was working to apply the gyroscope principle to the ship's compass. The magnetic compass had worked well in wooden ships, but iron hulls and electrical machinery confused it. The great powers' race to build up their navies instigated an urgent search for a solution. In Germany, Anschütz-Kämpfe (1872–1931) in 1903 tested a form of gyrocompass and was encouraged by the authorities to demonstrate the device on the German flagship, the Deutschland. Its success led Sperry to develop his own version: fortunately for him, the US Navy preferred a home-grown product to a German one and gave Sperry all the backing he needed. A successful trial on a destroyer led to widespread acceptance in the US Navy, and Sperry was soon receiving orders from the British Admiralty and the Russian Navy.In the rapidly developing field of aeronautics, automatic stabilization was becoming an urgent need. In 1912 Sperry began work on a gyrostabilizer for aircraft. Two years later he was able to stage a spectacular demonstration of such a device at an air show near Paris.Sperry continued research, development and promotion in military and aviation technology almost to the last. In 1926 he sold the Sperry Gyroscope Company to enable him to devote more time to invention.[br]Principal Honours and DistinctionsJohn Fritz Medal 1927. President, American Society of Mechanical Engineers 1928.BibliographySperry filed over 400 patents, of which two can be singled out: 1908. US patent no. 434,048 (ship gyroscope); 1909. US patent no. 519,533 (ship gyrocompass set).Further ReadingT.P.Hughes, 1971, Elmer Sperry, Inventor and Engineer, Baltimore: Johns Hopkins University Press (a full and well-documented biography, with lists of his patents and published writings).LRD -
50 Stanley, Robert Crooks
[br]b. 1 August 1876 Little Falls, New Jersey, USAd. 12 February 1951 USA[br]American mining engineer and metallurgist, originator of Monel Metal[br]Robert, the son of Thomas and Ada (Crooks) Stanley, helped to finance his early training at the Stevens Institute of Technology, Hoboken, New Jersey, by working as a manual training instructor at Montclair High School. After graduating in mechanical engineering from Stevens in 1899, and as a mining engineer from the Columbia School of Mines in 1901, he accepted a two-year assignment from the S.S.White Dental Company to investigate platinum-bearing alluvial deposits in British Columbia. This introduced him to the International Nickel Company (Inco), which had been established on 29 March 1902 to amalgamate the major mining companies working the newly discovered cupro-nickel deposits at Sudbury, Ontario. Ambrose Monell, President of Inco, appointed Stanley as Assistant Superintendent of its American Nickel Works at Camden, near Philadelphia, in 1903. At the beginning of 1904 Stanley was General Superintendent of the Orford Refinery at Bayonne, New Jersey, where most of the output of the Sudbury mines was treated.Copper and nickel were separated there from the bessemerized matte by the celebrated "tops and bottoms" process introduced thirteen years previously by R.M.Thompson. It soon occurred to Stanley that such a separation was not invariably required and that, by reducing directly the mixed matte, he could obtain a natural cupronickel alloy which would be ductile, corrosion resistant, and no more expensive to produce than pure copper or nickel. His first experiment, on 30 December 1904, was completely successful. A railway wagon full of bessemerized matte, low in iron, was calcined to oxide, reduced to metal with carbon, and finally desulphurized with magnesium. Ingots cast from this alloy were successfully forged to bars which contained 68 per cent nickel, 23 per cent copper and about 1 per cent iron. The new alloy, originally named after Ambrose Monell, was soon renamed Monel to satisfy trademark requirements. A total of 300,000 ft2 (27,870 m2) of this white, corrosion-resistant alloy was used to roof the Pennsylvania Railway Station in New York, and it also found extensive applications in marine work and chemical plant. Stanley greatly increased the output of the Orford Refinery during the First World War, and shortly after becoming President of the company in 1922, he established a new Research and Development Division headed initially by A.J.Wadham and then by Paul D. Merica, who at the US Bureau of Standards had first elucidated the mechanism of age-hardening in alloys. In the mid- 1920s a nickel-ore body of unprecedented size was identified at levels between 2,000 and 3,000 ft (600 and 900 m) below the Frood Mine in Ontario. This property was owned partially by Inco and partially by the Mond Nickel Company. Efficient exploitation required the combined economic resources of both companies. They merged on 1 January 1929, when Mond became part of International Nickel. Stanley remained President of the new company until February 1949 and was Chairman from 1937 until his death.[br]Principal Honours and DistinctionsAmerican Society for Metals Gold Medal. Institute of Metals Platinum Medal 1948.Further ReadingF.B.Howard-White, 1963, Nickel, London: Methuen (a historical review).ASD -
51 force(s)
сила; группа; группировка; формирования; части и соединения [подразделения]; мор. отряд; соединение; pl. войска, силы; вооруженные силы, ВС; форсироватьACE mobile force(s), Air — мобильные ВВС ОВС НАТО в Европе
ACE mobile force(s), Land — мобильные СВ ОВС НАТО в Европе
Air forces, Gulf — Бр. ВВС в районе Персидского залива
Air forces, Northern Army Group BBC — Северной группы армий (ОВС НАТО в Европе)
Allied forces, Central [Northern, Southern] Europe — ОВС НАТО на Центрально-Европейском [Северо-Европейском, Южно-Европейском] ТВД
Allied forces, Europe OBC — НАТО в Европе
Allied Land forces, Northern [Southern] Europe — ОСВ НАТО на Северо-Европейском [Южно-Европейском] ТВД
Allied Naval forces, Northern [Southern] Europe — ОВМС НАТО на Северо-Европейском [Южно-Европейском] ТВД
carrier submarine detection [search] and striking force — ПЛ авианосная поисково-ударная группа
earmarked (for assignment) forces — войска [силы], выделенные [предназначенные] для передачи в оперативное подчинение (командования НАТО)
insert a force (into the area) — высаживать десант; десантировать (часть, подразделение)
mobile logistical (support) force — соединение сил [судов] подвижного тылового обеспечения (ВМС)
mobile logistics (support) force — соединение сил [судов] подвижного тылового обеспечения (ВМС)
NATO-earmarked (for assignment) forces — войска, выделенные [предназначенные] для передачи в оперативное подчинение командования НАТО
On-Call Naval force, Mediterranean — оперативное соединение ОВМС НАТО на Средиземном море для действий по вызову
rapid deployment force, Air — авиационный компонент СВР
rapid deployment force, Army — сухопутный компонент СВР
rapid deployment force, Navy — военноморской компонент СВР
special service force (mobile command) — Кан. группа войск специального назначения (мобильного командования)
Standing Naval force, Atlantic — постоянное оперативное соединение ОВМС НАТО на Атлантике
UN Peace Keeping forces, Cyprus — ВС ООН по поддержанию мира на Кипре
US forces, Europe — ВС США в Европейской зоне
— ACE mobile forces— amphibious assault force— BM force— conventional armed forces— counterforce-capable forces— divert forces from— experimental naval forces— fleet-based air force— frontier-guarding force— garrison forces— in force— international forces— link-up force— main battle forces— nuclear forces— special action forces— tactical nuclear-capable forces— unconventional warfare forces— visiting armed force -
52 force(s)
сила; группа; группировка; формирования; части и соединения [подразделения]; мор. отряд; соединение; pl. войска, силы; вооруженные силы, ВС; форсироватьACE mobile force(s), Air — мобильные ВВС ОВС НАТО в Европе
ACE mobile force(s), Land — мобильные СВ ОВС НАТО в Европе
Air forces, Gulf — Бр. ВВС в районе Персидского залива
Air forces, Northern Army Group BBC — Северной группы армий (ОВС НАТО в Европе)
Allied forces, Central [Northern, Southern] Europe — ОВС НАТО на Центрально-Европейском [Северо-Европейском, Южно-Европейском] ТВД
Allied forces, Europe OBC — НАТО в Европе
Allied Land forces, Northern [Southern] Europe — ОСВ НАТО на Северо-Европейском [Южно-Европейском] ТВД
Allied Naval forces, Northern [Southern] Europe — ОВМС НАТО на Северо-Европейском [Южно-Европейском] ТВД
carrier submarine detection [search] and striking force — ПЛ авианосная поисково-ударная группа
earmarked (for assignment) forces — войска [силы], выделенные [предназначенные] для передачи в оперативное подчинение (командования НАТО)
insert a force (into the area) — высаживать десант; десантировать (часть, подразделение)
mobile logistical (support) force — соединение сил [судов] подвижного тылового обеспечения (ВМС)
mobile logistics (support) force — соединение сил [судов] подвижного тылового обеспечения (ВМС)
NATO-earmarked (for assignment) forces — войска, выделенные [предназначенные] для передачи в оперативное подчинение командования НАТО
On-Call Naval force, Mediterranean — оперативное соединение ОВМС НАТО на Средиземном море для действий по вызову
rapid deployment force, Air — авиационный компонент СВР
rapid deployment force, Army — сухопутный компонент СВР
rapid deployment force, Navy — военноморской компонент СВР
special service force (mobile command) — Кан. группа войск специального назначения (мобильного командования)
Standing Naval force, Atlantic — постоянное оперативное соединение ОВМС НАТО на Атлантике
UN Peace Keeping forces, Cyprus — ВС ООН по поддержанию мира на Кипре
US forces, Europe — ВС США в Европейской зоне
— ACE mobile forces— amphibious assault force— BM force— conventional armed forces— counterforce-capable forces— divert forces from— experimental naval forces— fleet-based air force— frontier-guarding force— garrison forces— in force— international forces— link-up force— main battle forces— nuclear forces— special action forces— tactical nuclear-capable forces— unconventional warfare forces— visiting armed force -
53 Taylor, Frederick Winslow
(1856–1917) Gen MgtU.S. engineer. Acknowledged as the father of scientific management, which is sometimes referred to as “Taylorism.” Taylor’s methods, recorded in The Principles of Scientific Management (1911), have been criticized as too mechanistic, treating people like machines rather than human beings to be motivated. They were later counterbalanced by the human relations school of management.Taylor grew up in an affluent Philadelphia family. He worked as chief engineer at the Midvale Steel Company, and later became general manager of the Manufacturing Investment Company’s paper mills in Maine. In 1893 he moved to New York and began business as a consulting engineer.The ultimate business dictionary > Taylor, Frederick Winslow
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54 Armstrong, Sir William George, Baron Armstrong of Cragside
[br]b. 26 November 1810 Shieldfield, Newcastle upon Tyne, Englandd. 27 December 1900 Cragside, Northumbria, England[br]English inventor, engineer and entrepreneur in hydraulic engineering, shipbuilding and the production of artillery.[br]The only son of a corn merchant, Alderman William Armstrong, he was educated at private schools in Newcastle and at Bishop Auckland Grammar School. He then became an articled clerk in the office of Armorer Donkin, a solicitor and a friend of his father. During a fishing trip he saw a water-wheel driven by an open stream to work a marble-cutting machine. He felt that its efficiency would be improved by introducing the water to the wheel in a pipe. He developed an interest in hydraulics and in electricity, and became a popular lecturer on these subjects. From 1838 he became friendly with Henry Watson of the High Bridge Works, Newcastle, and for six years he visited the Works almost daily, studying turret clocks, telescopes, papermaking machinery, surveying instruments and other equipment being produced. There he had built his first hydraulic machine, which generated 5 hp when run off the Newcastle town water-mains. He then designed and made a working model of a hydraulic crane, but it created little interest. In 1845, after he had served this rather unconventional apprenticeship at High Bridge Works, he was appointed Secretary of the newly formed Whittle Dene Water Company. The same year he proposed to the town council of Newcastle the conversion of one of the quayside cranes to his hydraulic operation which, if successful, should also be applied to a further four cranes. This was done by the Newcastle Cranage Company at High Bridge Works. In 1847 he gave up law and formed W.G.Armstrong \& Co. to manufacture hydraulic machinery in a works at Elswick. Orders for cranes, hoists, dock gates and bridges were obtained from mines; docks and railways.Early in the Crimean War, the War Office asked him to design and make submarine mines to blow up ships that were sunk by the Russians to block the entrance to Sevastopol harbour. The mines were never used, but this set him thinking about military affairs and brought him many useful contacts at the War Office. Learning that two eighteen-pounder British guns had silenced a whole Russian battery but were too heavy to move over rough ground, he carried out a thorough investigation and proposed light field guns with rifled barrels to fire elongated lead projectiles rather than cast-iron balls. He delivered his first gun in 1855; it was built of a steel core and wound-iron wire jacket. The barrel was multi-grooved and the gun weighed a quarter of a ton and could fire a 3 lb (1.4 kg) projectile. This was considered too light and was sent back to the factory to be rebored to take a 5 lb (2.3 kg) shot. The gun was a complete success and Armstrong was then asked to design and produce an equally successful eighteen-pounder. In 1859 he was appointed Engineer of Rifled Ordnance and was knighted. However, there was considerable opposition from the notably conservative officers of the Army who resented the intrusion of this civilian engineer in their affairs. In 1862, contracts with the Elswick Ordnance Company were terminated, and the Government rejected breech-loading and went back to muzzle-loading. Armstrong resigned and concentrated on foreign sales, which were successful worldwide.The search for a suitable proving ground for a 12-ton gun led to an interest in shipbuilding at Elswick from 1868. This necessitated the replacement of an earlier stone bridge with the hydraulically operated Tyne Swing Bridge, which weighed some 1450 tons and allowed a clear passage for shipping. Hydraulic equipment on warships became more complex and increasing quantities of it were made at the Elswick works, which also flourished with the reintroduction of the breech-loader in 1878. In 1884 an open-hearth acid steelworks was added to the Elswick facilities. In 1897 the firm merged with Sir Joseph Whitworth \& Co. to become Sir W.G.Armstrong Whitworth \& Co. After Armstrong's death a further merger with Vickers Ltd formed Vickers Armstrong Ltd.In 1879 Armstrong took a great interest in Joseph Swan's invention of the incandescent electric light-bulb. He was one of those who formed the Swan Electric Light Company, opening a factory at South Benwell to make the bulbs. At Cragside, his mansion at Roth bury, he installed a water turbine and generator, making it one of the first houses in England to be lit by electricity.Armstrong was a noted philanthropist, building houses for his workforce, and endowing schools, hospitals and parks. His last act of charity was to purchase Bamburgh Castle, Northumbria, in 1894, intending to turn it into a hospital or a convalescent home, but he did not live long enough to complete the work.[br]Principal Honours and DistinctionsKnighted 1859. FRS 1846. President, Institution of Mechanical Engineers; Institution of Civil Engineers; British Association for the Advancement of Science 1863. Baron Armstrong of Cragside 1887.Further ReadingE.R.Jones, 1886, Heroes of Industry', London: Low.D.J.Scott, 1962, A History of Vickers, London: Weidenfeld \& Nicolson.IMcNBiographical history of technology > Armstrong, Sir William George, Baron Armstrong of Cragside
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55 Bouch, Sir Thomas
SUBJECT AREA: Civil engineering[br]b. 22 February 1822 Thursby, Cumberland, Englandd. 1880 Moffat[br]English designer of the ill-fated Tay railway bridge.[br]The third son of a merchant sea captain, he was at first educated in the village school. At the age of 17 he was working under a Mr Larmer, a civil engineer, constructing the Lancaster and Carlisle railway. He later moved to be a resident engineer on the Stockton \& Darlington Railway, and from 1849 was Engineer and Manager of the Edinburgh \& Northern Railway. In this last position he became aware of the great inconvenience caused to traffic by the broad estuaries of the Tay and the Forth on the eastern side of Scotland. The railway later became the Edinburgh, Perth \& Dundee, and was then absorbed into the North British in 1854 when Bouch produced his first plans for a bridge across the Tay at an estimated cost of £200,000. A bill was passed for the building of the bridge in 1870. Prior to this, Bouch had built many bridges up to the Redheugh Viaduct, at Newcastle upon Tyne, which had two spans of 240 ft (73 m) and two of 260 ft (79 m). He had also set up in business on his own. He is said to have designed nearly 300 miles (480 km) of railway in the north, as well as a "floating railway" of steam ferries to carry trains across the Forth and the Tay. The Tay bridge, however, was his favourite project; he had hawked it for some twenty years before getting the go-ahead, and the foundation stone of the bridge was laid on 22 July 1871. The total length of the bridge was nearly two miles (3.2 km), while the shore-to-shore distance over the river was just over one mile (1.6 km). It consisted of eighty-five spans, thirteen of which, i.e. "the high girders", were some 245 ft (75 m) long and 100 ft (30 m) above water level to allow for shipping access to Perth, and was a structure of lattice girders on brick and masonry piers topped with ironwork. The first crossing of the bridge was made on 26 September 1877, and the official opening was on 31 May 1878. On Sunday 28 December 1879, at about 7.20 pm, in a wind of probably 90 mph (145 km/h), the thirteen "high girders" were blown into the river below, drowning the seventy-five passengers and crew aboard the 5.20 train from Burntisland. A Court of Enquiry was held and revealed design faults in that the effect of wind pressure had not been adequately taken into account, faults in manufacture in the plugging of flaws in the castings, and inadequate inspection and maintenance; all of these faults were attributed to Bouch, who had been knighted for the building of the bridge. He died at his house in Moffat four months after the enquiry.[br]Principal Honours and DistinctionsKnighted. Cross of St George.Further ReadingJohn Prebble, 1956, The High Girders.IMcN -
56 Crompton, Rookes Evelyn Bell
[br]b. 31 May 1845 near Thirsk, Yorkshire, Englandd. 15 February 1940 Azerley Chase, Ripon, Yorkshire, England[br]English electrical and transport engineer.[br]Crompton was the youngest son of a widely travelled diplomat who had retired to the country and become a Whig MP after the Reform Act of 1832. During the Crimean War Crompton's father was in Gibraltar as a commander in the militia. Young Crompton enrolled as a cadet and sailed to Sebastopol, visiting an older brother, and, although only 11 years old, he qualified for the Crimean Medal. Returning to England, he was sent to Harrow, where he showed an aptitude for engineering. In the holidays he made a steam road engine on his father's estate. On leaving school he was commissioned into the Rifle Brigade and spent four years in India, where he worked on a system of steam road haulage to replace bullock trains. Leaving the Army in 1875, Crompton bought a share in an agricultural and general engineering business in Chelmsford, intending to develop his interests in transport. He became involved in the newly developing technology of electric arc lighting and began importing electric lighting equipment made by Gramme in Paris. Crompton soon decided that he could manufacture better equipment himself, and the Chemlsford business was transformed into Crompton \& Co., electrical engineers. After lighting a number of markets and railway stations, Crompton won contracts for lighting the new Law Courts in London, in 1882, and the Ring Theatre in Vienna in 1883. Crompton's interests then broadened to include domestic electrical appliances, especially heating and cooking apparatus, which provided a daytime load when lighting was not required. In 1899 he went to South Africa with the Electrical Engineers Volunteer Corps, providing telegraphs and searchlights in the Boer War. He was appointed Engineer to the new Road Board in 1910, and during the First World War worked for the Government on engineering problems associated with munitions and tanks. He believed strongly in the value of engineering standards, and in 1906 became the first Secretary of the International Electrotechnical Commission.[br]Bibliography1928, Reminiscences.Further ReadingB.Bowers, 1969, R.E.B.Crompton. Pioneer Electrical Engineer, London: Science Museum.BBBiographical history of technology > Crompton, Rookes Evelyn Bell
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57 Roberts, Richard
[br]b. 22 April 1789 Carreghova, Llanymynech, Montgomeryshire, Walesd. 11 March 1864 London, England[br]Welsh mechanical engineer and inventor.[br]Richard Roberts was the son of a shoemaker and tollkeeper and received only an elementary education at the village school. At the age of 10 his interest in mechanics was stimulated when he was allowed by the Curate, the Revd Griffith Howell, to use his lathe and other tools. As a young man Roberts acquired a considerable local reputation for his mechanical skills, but these were exercised only in his spare time. For many years he worked in the local limestone quarries, until at the age of 20 he obtained employment as a pattern-maker in Staffordshire. In the next few years he worked as a mechanic in Liverpool, Manchester and Salford before moving in 1814 to London, where he obtained employment with Henry Maudslay. In 1816 he set up on his own account in Manchester. He soon established a reputation there for gear-cutting and other general engineering work, especially for the textile industry, and by 1821 he was employing about twelve men. He built machine tools mainly for his own use, including, in 1817, one of the first planing machines.One of his first inventions was a gas meter, but his first patent was obtained in 1822 for improvements in looms. His most important contribution to textile technology was his invention of the self-acting spinning mule, patented in 1825. The normal fourteen-year term of this patent was extended in 1839 by a further seven years. Between 1826 and 1828 Roberts paid several visits to Alsace, France, arranging cottonspinning machinery for a new factory at Mulhouse. By 1826 he had become a partner in the firm of Sharp Brothers, the company then becoming Sharp, Roberts \& Co. The firm continued to build textile machinery, and in the 1830s it built locomotive engines for the newly created railways and made one experimental steam-carriage for use on roads. The partnership was dissolved in 1843, the Sharps establishing a new works to continue locomotive building while Roberts retained the existing factory, known as the Globe Works, where he soon after took as partners R.G.Dobinson and Benjamin Fothergill (1802–79). This partnership was dissolved c. 1851, and Roberts continued in business on his own for a few years before moving to London as a consulting engineer.During the 1840s and 1850s Roberts produced many new inventions in a variety of fields, including machine tools, clocks and watches, textile machinery, pumps and ships. One of these was a machine controlled by a punched-card system similar to the Jacquard loom for punching rivet holes in plates. This was used in the construction of the Conway and Menai Straits tubular bridges. Roberts was granted twenty-six patents, many of which, before the Patent Law Amendment Act of 1852, covered more than one invention; there were still other inventions he did not patent. He made his contribution to the discussion which led up to the 1852 Act by publishing, in 1830 and 1833, pamphlets suggesting reform of the Patent Law.In the early 1820s Roberts helped to establish the Manchester Mechanics' Institute, and in 1823 he was elected a member of the Literary and Philosophical Society of Manchester. He frequently contributed to their proceedings and in 1861 he was made an Honorary Member. He was elected a Member of the Institution of Civil Engineers in 1838. From 1838 to 1843 he served as a councillor of the then-new Municipal Borough of Manchester. In his final years, without the assistance of business partners, Roberts suffered financial difficulties, and at the time of his death a fund for his aid was being raised.[br]Principal Honours and DistinctionsMember, Institution of Civil Engineers 1838.Further ReadingThere is no full-length biography of Richard Roberts but the best account is H.W.Dickinson, 1945–7, "Richard Roberts, his life and inventions", Transactions of the Newcomen Society 25:123–37.W.H.Chaloner, 1968–9, "New light on Richard Roberts, textile engineer (1789–1864)", Transactions of the Newcomen Society 41:27–44.RTS -
58 Smeaton, John
SUBJECT AREA: Civil engineering, Mechanical, pneumatic and hydraulic engineering, Steam and internal combustion engines[br]b. 8 June 1724 Austhorpe, near Leeds, Yorkshire, Englandd. 28 October 1792 Austhorpe, near Leeds, Yorkshire, England[br]English mechanical and civil engineer.[br]As a boy, Smeaton showed mechanical ability, making for himself a number of tools and models. This practical skill was backed by a sound education, probably at Leeds Grammar School. At the age of 16 he entered his father's office; he seemed set to follow his father's profession in the law. In 1742 he went to London to continue his legal studies, but he preferred instead, with his father's reluctant permission, to set up as a scientific instrument maker and dealer and opened a shop of his own in 1748. About this time he began attending meetings of the Royal Society and presented several papers on instruments and mechanical subjects, being elected a Fellow in 1753. His interests were turning towards engineering but were informed by scientific principles grounded in careful and accurate observation.In 1755 the second Eddystone lighthouse, on a reef some 14 miles (23 km) off the English coast at Plymouth, was destroyed by fire. The President of the Royal Society was consulted as to a suitable engineer to undertake the task of constructing a new one, and he unhesitatingly suggested Smeaton. Work began in 1756 and was completed in three years to produce the first great wave-swept stone lighthouse. It was constructed of Portland stone blocks, shaped and pegged both together and to the base rock, and bonded by hydraulic cement, scientifically developed by Smeaton. It withstood the storms of the English Channel for over a century, but by 1876 erosion of the rock had weakened the structure and a replacement had to be built. The upper portion of Smeaton's lighthouse was re-erected on a suitable base on Plymouth Hoe, leaving the original base portion on the reef as a memorial to the engineer.The Eddystone lighthouse made Smeaton's reputation and from then on he was constantly in demand as a consultant in all kinds of engineering projects. He carried out a number himself, notably the 38 mile (61 km) long Forth and Clyde canal with thirty-nine locks, begun in 1768 but for financial reasons not completed until 1790. In 1774 he took charge of the Ramsgate Harbour works.On the mechanical side, Smeaton undertook a systematic study of water-and windmills, to determine the design and construction to achieve the greatest power output. This work issued forth as the paper "An experimental enquiry concerning the natural powers of water and wind to turn mills" and exerted a considerable influence on mill design during the early part of the Industrial Revolution. Between 1753 and 1790 Smeaton constructed no fewer than forty-four mills.Meanwhile, in 1756 he had returned to Austhorpe, which continued to be his home base for the rest of his life. In 1767, as a result of the disappointing performance of an engine he had been involved with at New River Head, Islington, London, Smeaton began his important study of the steam-engine. Smeaton was the first to apply scientific principles to the steam-engine and achieved the most notable improvements in its efficiency since its invention by Newcomen, until its radical overhaul by James Watt. To compare the performance of engines quantitatively, he introduced the concept of "duty", i.e. the weight of water that could be raised 1 ft (30 cm) while burning one bushel (84 lb or 38 kg) of coal. The first engine to embody his improvements was erected at Long Benton colliery in Northumberland in 1772, with a duty of 9.45 million pounds, compared to the best figure obtained previously of 7.44 million pounds. One source of heat loss he attributed to inaccurate boring of the cylinder, which he was able to improve through his close association with Carron Ironworks near Falkirk, Scotland.[br]Principal Honours and DistinctionsFRS 1753.Bibliography1759, "An experimental enquiry concerning the natural powers of water and wind to turn mills", Philosophical Transactions of the Royal Society.Towards the end of his life, Smeaton intended to write accounts of his many works but only completed A Narrative of the Eddystone Lighthouse, 1791, London.Further ReadingS.Smiles, 1874, Lives of the Engineers: Smeaton and Rennie, London. A.W.Skempton, (ed.), 1981, John Smeaton FRS, London: Thomas Telford. L.T.C.Rolt and J.S.Allen, 1977, The Steam Engine of Thomas Newcomen, 2nd edn, Hartington: Moorland Publishing, esp. pp. 108–18 (gives a good description of his work on the steam-engine).LRD -
59 Stevenson, Robert
[br]b. 8 June 1772 Glasgow, Scotlandd. 12 July 1850 Edinburgh, Scotland[br]Scottish lighthouse designer and builder.[br]After his father's death when he was only 2 years old, Robert Stevenson was educated at a school for children from families in reduced circumstances. However, c. 1788 his mother married again, to Thomas Smith, Engineer to the Northern Lighthouse Board. Stevenson then served an apprenticeship under his new stepfather. The Board, which is still an active force in the 1990s, was founded in 1786 to oversee the lights and buoyage in some of the wildest waters in Western Europe, the seas around the coasts of Scotland and the Isle of Man.After studies at Andersen's College (now the University of Strathclyde) and later at Edinburgh University, Stevenson assumed responsibility in the field for much of the construction work sanctioned by the Board. After some years he succeeded Smith as Engineer to the Board and thereby the long connection between the Northern Lights and the Stevenson family commenced.Stevenson became Engineer to the Board when he was about 30 years old, remaining in that office for the best part of half a century. During these years he improved catoptric lighting, adopted the central lamp refracting system and invented the intermittent flashing light. While these developments were sufficient to form a just memorial to the man, he was involved in greater endeavours in the construction of around twenty lighthouses, most of which had ingenious forms of construction. The finest piece was the Bell Rock Lighthouse, built on a reef off the Scottish East Coast. This enterprise took five years to complete and can be regarded as the most important construction of his life.His interests fitted in with those of the other great men living in and around Edinburgh at the time, and included oceanography, astronomy, architecture and antiquarian studies. He designed several notable bridges, proposed a design for the rails for railways and also made a notable study of marine timber borers. He contributed to Encyclopaedia Britannica and to many journals.His grandson, born in the year of his death, was the famous author Robert Louis Stevenson (1850–94).[br]Principal Honours and DistinctionsFRS Edinburgh.Further ReadingSir Walter Scott, 1982, Northern Lights, Hawick.FMW -
60 Wallace, Sir William
SUBJECT AREA: Ports and shipping[br]b. 25 August 1881 Leicester, Englandd. 27 May 1963 Edinburgh, Scotland[br]English engineer; developer of the Denny-Brown fin stabilizer for ships.[br]Wallace was brought up just outside Glasgow, and educated at Paisley Grammar School and later at the Anderson College in Glasgow. The next few years were typical of the early years in the life of many young engineers: he served an apprenticeship at the Paisley shipyard of Bow, MacLachlan, before joining the British and Burmese Steam Navigation Company (Paddy Henderson's Line) as a junior engineer. After some years on the Glasgow to Rangoon service, he rose to the rank of Chief Engineer early in life and then came ashore in 1911.He joined the old established Edinburgh engineering company of Brown Brothers as a draughtsman, but by 1917 had been promoted Managing Director. He was appointed Chairman in 1946. During his near thirty years at the helm, he experimented widely and was the engineering force behind the development of the Denny-Brown ship stabilizer which was jointly pursued by Brown Brothers and the Dumbarton shipyard of William Denny \& Brothers. The first important installation was on the cross-channel steamer Isle of Sark, built at Dumbarton for the Southern Railway in 1932. Over the years countless thousands of these installations have been fitted on liners, warships and luxury yachts. Brown Brothers produced many other important engineering innovations at this time, including the steam catapult for aircraft carriers.In later years Sir William (now knighted) took an active part in the cultural life of Edinburgh and of Scotland. From 1952 to 1954 he served as President of the Institution of Engineers and Shipbuilders in Scotland.[br]Principal Honours and DistinctionsKnighted 1951. CBE 1944. Fellow of the Royal Society of Edinburgh. President, Institution of Engineers and Shipbuilders in Scotland 1952–4; Gold Medal.Bibliography1954–5 "Experiences in the stabilization of ships", Transactions of the Institution of Engineers and Shipbuilders in Scotland 98:197–266.FMW
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