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subject proposed

  • 1 subject

    объект; предмет, тема; вопрос
    - subject of application
    - subject of industrial property
    - subject of license
    - subject of patent
    - subject of patenting
    - additional subject
    - application subject
    - controversial subject
    - patentable subject
    - patented subject
    - proposed subject of invention
    - test subject

    Patent terms dictionary > subject

  • 2 proposed purchase quantity

    General subject: Early Volumes

    Универсальный русско-английский словарь > proposed purchase quantity

  • 3 proposed subject of invention

    Универсальный англо-русский словарь > proposed subject of invention

  • 4 proposed subject of invention

    предполагаемый объект изобретения, предполагаемый предмет изобретения

    Patent terms dictionary > proposed subject of invention

  • 5 ὑπόθεσις

    ὑπόθεσις, εως, ἡ, ([etym.] ὑποτίθημι, ὑποτίθεμαι)
    A proposal, proposed action,

    τὴν ἐν φίλοις δικαιοτάτην ὑ. ἔχω ὑποτιθέναι X.Cyr.5.5.13

    ;

    ἵνα σὺ τὰ σαυτοῦ κατὰ τὴν ὑ. ὅπως ἂν βούλῃ περαίνῃς Pl.Grg. 454c

    ; intention, policy,

    πολλὰ πρᾶξαι πρὸς τὴν ὑ. τῆς πατρίδος ὡς συχνῆς ἀδικίας δεομένην Thphr.Fr. 136

    ;

    διὰ τὴν ὑ. τῆς πολιτείας.. ἠναγκάζετο χρῆσθαι τοῖς ὑπουργοῦσι Plu.Caes.51

    ; πρὸς ὑ. τινα ἀγαθῶν ἀνδρῶν men good for a particular policy, Arist.Pol. 1293b4; ὑ. τῆς δημοκρατικῆς πολιτείας ἐλευθερία ib. 1317a40; ἡμῖν ἡ τῶν νόμων ὑ. ἐνταῦθα ἔβλεπεν, ὅπως .. Pl.Lg. 743c;

    περὶ τῶν αὐτῶν οὐχ ὁμοίως ἅπασι βουλευτέον, ἀλλ' ὡς ἂν ἐξ ἀρχῆς ἕκαστοι τοῦ βίου ποιήσωνται τὴν ὑ. Isoc.6.90

    ;

    τοῖς φαύλοις ἐνδέχεται τὰ τυχόντα πράττειν· εὐθὺς γὰρ τοῦ βίου τοιαύτην πεποίηνται τὴν ὑ. Id.1.48

    ;

    ἀνάγκη τοῖς περὶ ὅλων τῶν πραγμάτων καλὰς τὰς ὑ. πεποιημένοις καὶ τὰ μέρη τὸν αὐτὸν τρόπον ἔχειν ἐκείνοις Id.7.28

    ;

    πρὸς ταύτην τὴν ὑ. ἀποβλέποντες ἄμεινον βουλευσόμεθα καὶ περὶ τῶν ἄλλων Id.8.18

    ;

    ἐξέστητε τῆς ὑ. ἐφ' ἧς ὑμᾶς οἱ πρόγονοι κατέλιπον D.10.46

    ; οἱ τῆς αὐτῆς ὑ. προεστῶτες those who advocated the same policy, Plb.30.32.12;

    ἅπαντας ἀπονεύσειν ἐπ' ἐκείνην τὴν ὑ. Id.24.9.7

    ; Ἀχαϊκωτέραν εἶναι.. ταύτην τὴν ὑ. καὶ νικητικωτέραν ἐν τοῖς πολλοῖς ib.4;

    τὸ τῆς ἰδίας ὑ. λαμπρόν Id.21.23.1

    ;

    τὸ τῶν σαρισῶν μέγεθός ἐστι κατὰ μὲν τὴν ἐξ ἀρχῆς ὑ. ἑκκαίδεκα πηχῶν, κατὰ δὲ τὴν ἁρμογὴν τὴν πρὸς τὴν ἀλήθειαν δεκατεττάρων Id.18.29.2

    ;

    τηροῦντες τὴν αὑτῶν ὑ. Id.5.5.5

    ;

    πρὸς ταύτην ἁρμοζόμενοι τὴν ὑ. Id.3.16.1

    , cf. 3.50.7; κατασκέψασθαι τὴν τῶν ὑπεναντίων ἐπίνοιαν καὶ τὴν ὅλην ὑ. ib.6;

    Φάβιος.. κατὰ τὴν ἐξ ἀρχῆς ὑ. οὐδαμῶς κρίνων ἐκκυβεύειν οὐδὲ παραβάλλεσθαι τοῖς ὅλοις Id.3.94.4

    .
    2 suggestion, advice,

    ἐδώκαμεν ἄν σοι ὑποθέσεις δι' ὧν οἱ ἀντίδικοι ἂν οἴμωζον PMich.Zen.57.7

     (iii B. C.);

    διελέγοντο.. κατὰ τὰς ἐντολὰς τὰς Ἀράτου καὶ τὰς ὑ. Plb. 2.48.8

    , cf. 2.52.6, 4.24.2;

    κροτηθείσης τῆς ὑ. Id.28.16.5

    ; πολυτέχνους ὑ. ἔργων elaborate proposals for works, Plu.Per.12.
    3 purpose,

    τῆς στρατηγίας ὑπόθεσιν τὴν τυραννίδα πεποιημένος Id.Tim.2

    ;

    λόγῳ μὲν ἀποδώσων.., ἑτέραν δὲ τῆς ἀποδημίας ἔχων ὑ. λανθάνουσαν τοὺς πολλούς Id.Mar.31

    ;

    ἐξ αὐτῆς τῆς αἰτίας τῆς τε ὑ. τοῦ πολέμου ἀξιολογώτατος ἀγὼν συνηνέχθη D.C.41.56

    ;

    ὑ. τοῦ πολέμου καὶ πρόφασιν διδόντων ἐλευθεροῦν τοὺς Ἕλληνας Plu.Flam.15

    ;

    τὸ χωρὶς ὑποθέσεως πολεμεῖν.. τί ἄλλο ἢ μανία; D.Chr.38.17

    ; [

    οἱ ἐλέφαντες] ἴσασι τῆς ὁδοῦ τῆς ἐπ' αὐτοὺς τὴν ὑ... εἶναι.. τοὺς ὀδόντας Ael.NA6.56

    .
    4 occasion, excuse, pretext,

    οὕτω γὰρ ἂν αὐτοῖς ἡ ἀπολογία προαναιροῖτο καὶ ἡ πρώτη ὑ. τῆς ἐθελοδουλείας Luc.Merc.Cond.5

    ; τοιαύτης αὐτοῖς τῆς ὑ. οὔσης ib.10;

    ἀεὶ χρὴ ἐπί τινι λυπεῖσθαι καὶ μὴ ἄνευ ὑ. Artem.

     2.60;

    ὑ. ἀργυρισμοῦ καὶ φόνων εἰληφέναι ἐδόκει D.C.63.26

    ;

    μή με νομίσῃς ἀπὸ τῆς παρούσης ὑ. ἀπαρτᾶν τὸν λόγον Id.52.18

    .
    5 actor's role,

    τοὺς ὑποκριτὰς.. οὓς ὁρῶμεν οὔτε κλαίοντας ἐν τοῖς θεάτροις, ὡς αὐτοὶ θέλουσιν, ἀλλ' ὡς ὁ ἀγὼν ἀπαιτεῖ πρὸς τὴν ὑ. Plu.Dem.22

    ;

    ὶδεῖν τί μου ποιεῖ ὁ ἀθλητής, πῶς μελετᾷ τὴν ὑ. Arr.Epict.1.29.38

    , cf. 41;

    τὴν τοῦ πατρὸς καὶ τῆς μητρὸς ὑ. λαβεῖν Iamb.VP8.39

    .
    6 function, occupation, station in life, [

    Διονύσιος] ἐκ σημοτικῆς καὶ ταπεινῆς ὑ. ὁρμηθείς Plb.15.35.2

    ; [

    Ἀγαθοκλῆς] ὁρμηθεὶς ἀπὸ τοιαύτης ὑ. Id.12.15.7

    ;

    τὸ μὴ εἶναι ἄλλην βίου ὑ. εἰς τὸ φιλοσοφεῖν οὕτως ἐπιτήδειον ὡς ταύτην ἐν ᾗ νῦν ὢν τυγχάνεις M.Ant.11.7

    , cf. 8.1, Paul. Aeg.3.17.
    7 practical problem,

    κοινὴ ἡ ὑ. καὶ τῷ καθ' ἡμᾶς βίῳ πάνυ πολλή, βαλανείου κατασκευή Luc.Hipp.4

    ;

    ἡ μὲν οὖν ὑ. τοιαύτη HeroAut.21.2

    .
    II subject proposed ( to oneself or another) for discussion,

    κελεῦσαι τὴν πρώτην ὑ. τοῦ πρώτου λόγου ἀναγνῶναι Pl. Prm. 127d

    ;

    ἐπὶ τὴν ὑ. ἐπανάγειν τὸν λόγον X.Mem.4.6.13

    ;

    ἐπὶ τὴν ὑ. πάλιν ἐπανελθεῖν Isoc.4.63

    , cf. Gal.6.124;

    τὴν ὑ. περὶ ἧς βουλεύεσθε οὐχὶ τὴν οὖσαν παριστάντες D.3.1

    ;

    τοὺς δικαστὰς ἀπαγαγὼν ἀπὸ τῆς ὑ. Id.19.242

    ;

    ἐπὶ τῆς ὑ. μεῖναι Aeschin.3.76

    ;

    ἔξω τῆς ὑ. λέγειν Isoc.7.63

    , cf. 12.161;

    μὴ πόρρω λίαν τῆς ὑ. ἀποπλανηθῶ Id.7.77

    , cf. 12.88, Aeschin. 3.176,190;

    ὅτ' ἔγραφον περὶ τὴν αὐτὴν ὑ. Isoc.5.83

    ;

    περὶ [τῆς πόλεως] τὴν ὑ. ποιησάμενος Id.12.35

    ;

    τοῦ πράγματος ἐν κεφαλαίῳ.. δήλωσις, ἵνα γινώσκωσι περὶ ὧν ὁ λόγος παρακολουθῶσί τε τῇ ὑ. Arist.Rh.Al. 1436a36

    , cf. Pl.Def. 415b;

    ἡ ὑ. ἐλάττων Arist.Rh. 1404b15

    ; πρὸς ὑπόθεσιν λέγειν, opp. πρὸς ἀμφισβητοῦντα, ib. 1391b13;

    πολλὰ πρὸς τὴν ὑ. οἰκείως διαλεχθείς D.S.13.53

    ; haec erat ὑ., de gravitate ordinis, etc., Cic.Att.1.14.4.
    2 case at law, lawsuit,

    γράφει ὁ Μαιίστας εἰς τὴν ὑ. ταύτην IG11(4).1299.29

     (Delos, iii B. C.), cf. OGI665.18,669.41 (both Egypt, i A. D.), POxy. 237 vii 34, viii 22 (ii A. D.), 486.26 (ii A. D.);

    τὰ περὶ ταύτης τῆς ὑ. πεπραγμένα PLips.34.18

     (iv A. D.).
    3 subject of a poem or treatise, Zeno Stoic.1.23, Plb.1.2.1, D.H.Pomp.3, Longin. 38.2, Plu.Pomp.42, Luc.Charid.14, Pseudol.5, al.; of a picture, Id.Zeux.5,7; of an impromptu declamation,

    ἐπειδὰν οἱ παρόντες ὑποβάλωσί τινας ὑ. καὶ ἀφορμὰς λόγου Id.Rh.Pr.18

    ; plot, story,

    μῦθοι καὶ ὑποθέσεις Phld.Po.2.62

    , cf. 5.5, al., Arg.Men.Oxy.1235.113 (ii A. D.), Dicaearch. ap. S.E.M.3.3, Artem.4.59, Sch.S.Aj.Prooem., Arg.Ar. Ach. tit., etc.
    4 speech,

    αἱ δικανικαὶ καὶ δημηγορικαὶ ὑ. Theon Prog.1

    ; = ἐπίδειξις 1.3, ἀρξαμένων (v.l. -ῳ)

    τῆς ὑ. LXX 4 Ma.1.12

    ; ἀνδρὸς ἀρετὰς ὅλην πληρούσας ὑ. providing matter for a whole speech, Chor.p.34B.
    b speech or subject of a speech in which the person, occasion, etc. are particularized, opp. θέσις v. 2, Aphth.Prog. 13, cf. Quint.Inst.3.5.7.
    5 a kind of play or pantomime,

    μῖμοί τινές εἰσιν ὧν τοὺς μὲν ὑποθέσεις τοὺς δὲ παίγνια καλοῦσιν Plu.2.712e

    ; μιμολωγοι η υποθησις εικυρα (i. e. μιμολόγοι· ἡ ὑπόθεσις Ἑκυρά), i. e. 'theatrical performance: play, the Hecyra', Ath.Mitt.26.4 (inscr. on lamp, iii B. C.); κλάειν ἤρξαντο πάντες καὶ μετέβαλε τὸ συμπόσιον εἰς σκυθρωπὴν ὑ. into a tragedy, Charito 4.3; so perh. in Luc.Nigr.8; of Aesop's fables,

    χρῆται [τῇ ἀλώπεκι] ὁ Αἴσωπος διακόνῳ τῶν πλείστων ὑ. Philostr.Im.1.3

    .
    III supposition,

    ἢ βούλεσθε.. ἀπ' ἐμαυτοῦ ἄρξωμαι καὶ τῆς ἐμαυτοῦ ὑ., περὶ τοῦ ἑνὸς αὐτοῦ ὑποθέμενος, εἴτε ἕν ἐστιν εἴτε μὴ ἕν, τί χρὴ συμβαίνειν; Pl.Prm. 137b

    ; αὕτη ἡ ὑ., εἰ ἓν μὴ ἔστιν ib. 160b; χρὴ.. μὴ μόνον εἰ ἔστιν ἕκαστον ὑποτιθέμενον σκοπεῖν τὰ συμβαίνοντα ἐκ τῆς ὑ., ἀλλὰ καὶ εἰ μὴ ἔστι τὸ αὐτὸ τοῦτο ὑποτίθεσθαι ib. 135e, cf. 136a; [σκοπεῖν] τί ἐφ' ἑκατέρας τῆς ὑ. συμβήσεται ib. 136b;

    εἰ ὀρθὴ ἡ ὑ. ἦν, τὸ ψυχὴν ἁρμονίαν εἶναι Id.Phd. 94b

    , cf. 92d, Sph. 244c;

    πρὸς μὲν τὴν ὑ. ὀρθῶς λέγουσιν, ὅλως δ' οὐκ ὀρθῶς Arist. Metaph. 1082b32

    ; ἐξ ὑποθέσεως σκοπεῖσθαι examine by starting from an assumption, of reasoning by analysis in geometry, Pl.Men. 86e; τῶν τὴν τέχνην ζητεύντων ἐξ ὑποθέσιος λόγων arguments seeking to derive the (medical) art from an assumption, Hp.VM13; ὑ. αὐτοὶ αὑτοῖς ὑποθέμενοι τῷ λόγῳ ib.1; ἄγοντες ἐπὶ ὑπόθεσιν τὴν τέχνην ib. 15;

    χρῆσιν ἀρετῆς τελείαν, καὶ ταύτην οὐκ ἐξ ὑ. ἀλλ' ἁπλῶς· λέγω δ' ἐξ ὑ. τἀναγκαῖα, οἷον.. τιμωρίαι καὶ κολάσεις.. τὸ καλῶς ἀναγκαίως ἔχουσι Arist.Pol. 1332810

    ; ἡ πολιτεία ἡ ἐξ ὑ. ( = ἡ δοθεῖσα ) the constitution based on a presupposition, ib. 1288b28; of currency, ἓν δή τι δεῖ εἶναι, τοῦτο δ' ἐξ ὑ.· διὸ νόμισμα καλεῖται according to a presupposed convention, Id.EN 1133b21 (cf. a29-31, APr. 41a40); of reductio ad impossibile,

    ἢ δεικτικῶς ἢ ἐξ ὑ. τοῦ δ' ἐξ ὑ. μέρος τὸ διὰ τοῦ ἀδυνάτου Id.APr. 40b25

    -6, cf. 41a25;

    δυνατοῦ δεξάμενον ὑπόθεσιν ἐπ' ἀδύνατον ἀπαχθῆναι Arr.Epict.1.7.25

    , cf. Procl. in Euc.pp.76,252 F.; καθ' ὑπόθεσιν by way of supposition, 'let us suppose', Phld.Rh. 1.95 S., Sign.12, Cleom.1.7.
    IV = τὸ ὑποκείμενον (cf.

    ὑπόκειμαι 11.8

    ), the presupposition of an action, that which has been settled before it begins,

    περὶ τοῦ τέλους οὐθεὶς βουλεύεται, ἀλλὰ τοῦτ' ἐστὶν ἀρχὴ καὶ ὑ. Arist.EE 1227a8

    , cf. b30;

    τῶν πράξεων τὰς ἀρχὰς καὶ τὰς ὑ. ἀληθεῖς καὶ δικαίας εἶναι προσήκει D.2.10

    ; of a thing, that without which it cannot exist or be what it is, its essence, αὕτη (sc. τὸ στέλεχος)

    οἷον ὑ. καὶ φύσις δένδρων Thphr.HP4.13.4

     (cf. οὐσία καὶ φύσις τοῦ δένδρου ibid.);

    ἐπὶ τοῖς χυμοῖς μόνοις σηπομένοις ἔχοντος τὴν ὑ. ὅλου τοῦ νοσήματος, ὅπερ ἐστὶ πυρετώδους ὄντος Gal.18(2).299

    .
    2 in the syllogism, the preliminary statements of fact (whether proved or not) from which inference starts, i. e. the premisses ([etym.] προτάσεις) , τῶν ἀποδείξεων αἱ ὑ., equivalent to ἀρχαί, Arist.Metaph. 1013a16;

    αἱ ἀρχαὶ καὶ αἱ λεγόμεναι ὑ. Id.APo. 81b15

    ; ὅσα δέδεικται δι' ἐκείνων ὑποθέσεις ποιησάμενοι taking as premisses (here) what has been proved in those other works, Gal.6.7, cf. 25,224; ἴστω.. τῆς ὑγιεινῆς πραγματείας ἀνατρέπων τὴν ὑ. ib.17;

    ὑπόθεσιν, αἴτησιν οὖσαν πράγματος εἰς κατασκευήν τινος S.E.M.3.4

    ;

    λαμβάνειν ἀναποδείκτους ὑ. Plu.2.720f

    , cf. 721d;

    ἀναγκαῖον ἢ τὰς ὑ. εἶναι τὰς πρώτας ψευδεῖς, ἢ τὰς ὑπὲρ τῶν συμβαινόντων ἀποφάς εις Plb.1.15.9

    , cf. 11.
    b assumption of existence of any one of the fundamental objects of a particular science,

    ὁ ὁρισμὸς θέσις μέν ἐστι.. ὑ. δ' οὐκ ἔστι· τὸ γὰρ τί ἐστι μονὰς καὶ τὸ εἶναι μονάδα οὐ ταὐτόν Arist.APo. 72a23

    ;

    ἐν ταῖς πράξεσι τὸ οὗ ἕνεκα ἀρχή, ὥσπερ ἐν τοῖς μαθηματικοῖς αἱ ὑ. Id.EN 1151a17

    .
    3 starting-point,

    ἐκ ταύτης τῆς ὑ. λαβεῖν τὸν λόγον τὴν εἰς ἑκάτερον μέρος ὁρμήν Iamb.VP27.130

    ; beginning, τὰς μὲν ἐλπίδας οὐ τελειοῖ (sc. ὁ ὄνειρος) , τὰς δὲ ὑ. τῶν πραγμάτων ταῖς περιοχαῖς ὁμοίας ποιεῖ (referring to a birth of twins which died), Artem.4.47.
    4 raw material,

    τὴν δοθεῖσαν ὑ. εὐφυᾶ πρὸς ὑποδοχὴν γυμναστικῆς.. ἀμείνω ἀποφαίνειν Luc.Hist. Conscr.35

    ;

    οἵαν ὕλην καὶ ὑ. φεύγεις·.. μένε οὖν μέχρι ἐξοικειώσῃς σαυτῷ καὶ ταῦτα M.Ant.10.31

    .
    V mortgage, Thphr.Fr.97.1 (pl.).
    VI placing under,

    πτύγματος Sor.1.70a

    ;

    προσκεφαλαίου Id.2.86

    .
    2 thing placed under, base, τὰς ὑ. (signf. 111)

    ποιούμενος οὐκ ἀρχὰς ἀλλὰ τῷ ὄντι ὑ., οἷον ἐπιβάσεις τε καὶ ὁρμάς Pl.R. 511b

    , cf. Arr.Epict.1.7.22; in D.2.10 (v. supr. IV. 1) the ἀρχαί and ὑποθέσεις (i. e. basic principles) of actions are compared to the foundations ([etym.] τὰ κάτωθεν) of a house or a ship;

    Τριπτόλεμος.. τὰς πρώτας ὑ. βαλόμενος τῇ πόλει Lib.Or.11.52

    .

    Greek-English dictionary (Αγγλικά Ελληνικά-λεξικό) > ὑπόθεσις

  • 6 предложенный законопроект

    1) General subject: proposed legislation

    Универсальный русско-английский словарь > предложенный законопроект

  • 7 вновь вводимый товарный знак

    Универсальный русско-английский словарь > вновь вводимый товарный знак

  • 8 планируемые школы, финансирование которых не обеспечено

    Универсальный русско-английский словарь > планируемые школы, финансирование которых не обеспечено

  • 9 предлагаемая работа

    General subject: proposed work

    Универсальный русско-английский словарь > предлагаемая работа

  • 10 предложенный для рассмотрения

    General subject: proposed for election

    Универсальный русско-английский словарь > предложенный для рассмотрения

  • 11 предполагаемый участок проведения работ

    General subject: proposed work area

    Универсальный русско-английский словарь > предполагаемый участок проведения работ

  • 12 представленный

    1) General subject: proposed (проект), (ранее) rendered
    2) Mathematics: outlined
    3) Religion: brought to mind
    4) Makarov: represented
    6) SAP.tech. displayed, presented

    Универсальный русско-английский словарь > представленный

  • 13 проект резолюции

    1) General subject: proposed resolution

    Универсальный русско-английский словарь > проект резолюции

  • 14 Meusnier, Jean Baptiste Marie

    SUBJECT AREA: Aerospace
    [br]
    b. 1754 Tours, France
    d. 1793 Mainz, Germany
    [br]
    French designer of the "dirigible balloon" (airship).
    [br]
    Just a few days after the first balloon flight by the relatively primitive Montgolfier hot-air balloon, a design for a sophisticated steerable or "dirigible" balloon was proposed by a young French army officer. On 3 December 1783, Lieutenant (later General) Jean Baptiste Marie Meusnier of the Corps of Engineers presented to the Académie des Sciences a paper entitled Mémoire sur l'équilibre des machines aérostatiques. This outlined Meusnier's ideas and so impressed the learned members of the Academy that they commissioned him to make a more complete study. This was published in 1784 and contained sixteen water-colour drawings of the proposed airship, which are preserved by the Musée de l'Air in Paris.
    Meusnier's "machine aérostatique" was ellipsoidal in shape, in contrast to those of his unsuccessful contemporaries who tried to make spherical balloons steerable, often using oars for propulsion. Meusnier's proposed airship was 79.2 m (260 ft) long with the crew in a slim boat slung below the envelope (in case of a landing on water); it was steered by a large sail-like rudder at the rear end. Between the envelope and the boat were three propellers, which were to be manually driven as there was no suitable engine available; this was the first design for a propeller-driven aircraft. The most important innovation was a ballonnet, a balloon within the main envelope that was pressurized with air supplied by bellows in the boat. Varying the amount of air in the ballonnet would compensate for changes in the volume of hydrogen gas in the main envelope when the airship changed altitude. The ballonnet would also help to maintain the external shape of the main envelope.
    General Meusnier was killed in action in 1793 and it was almost one hundred years from the date of his publication that his idea of ballonnets was put into practice, by Dupuy de Lome in 1872, and later by Renard and Krebs.
    [br]
    Bibliography
    1784, Mémoire sur l'équilibre des machines aérostatiques, Paris; repub. Paris: Musée de l'Air.
    Further Reading
    L.T.C.Rolt, 1966, The Aeronauts, London (paperback 1985). Basil Clarke, 1961, The History of Airships, London.
    JDS

    Biographical history of technology > Meusnier, Jean Baptiste Marie

  • 15 Rennie, John

    SUBJECT AREA: Canals, Civil engineering
    [br]
    b. 7 June 1761 Phantassie, East Linton, East Lothian, Scotland
    d. 4 October 1821 Stamford Street, London, England
    [br]
    Scottish civil engineer.
    [br]
    Born into a prosperous farming family, he early demonstrated his natural mechanical and structural aptitude. As a boy he spent a great deal of time, often as a truant, near his home in the workshop of Andrew Meikle. Meikle was a millwright and the inventor of a threshing machine. After local education and an apprenticeship with Meikle, Rennie went to Edinburgh University until he was 22. He then travelled south and met James Watt, who in 1784 offered him the post of Engineer at the Albion Flour Mills, London, which was then under construction. Rennie designed all the mill machinery, and it was while there that he began to develop an interest in canals, opening his own business in 1791 in Blackfriars. He carried out work on the Kennet and Avon Canal and in 1794 became Engineer for the company. He meanwhile carried out other surveys, including a proposed extension of the River Stort Navigation to the Little Ouse and a Basingstoke-to-Salisbury canal, neither of which were built. From 1791 he was also engaged on the Rochdale Canal and the Lancaster Canal, as well as the great masonry aqueduct carrying the latter canal across the river Lune at Lancaster. He also surveyed the Ipswich and Stowmarket and the Chelmer and Blackwater Navigations. He advised on the Horncastle Canal in 1799 and on the River Ancholme in 1799, both of which are in Lincolnshire. In 1802 he was engaged on the Royal Canal in Ireland, and in the same year he was commissioned by the Government to prepare a plan for flooding the Lea Valley as a defence on the eastern approach to London in case Napoleon invaded England across the Essex marshes. In 1809 he surveyed improvements on the Thames, and in the following year he was involved in a proposed canal from Taunton to Bristol. Some of his schemes, particularly in the Fens and Lincolnshire, were a combination of improvements for both drainage and navigation. Apart from his canal work he engaged extensively in the construction and development of docks and harbours including the East and West India Docks in London, Holyhead, Hull, Ramsgate and the dockyards at Chatham and Sheerness. In 1806 he proposed the great breakwater at Plymouth, where work commenced on 22 June 1811.
    He was also highly regarded for his bridge construction. These included Kelso and Musselburgh, as well as his famous Thames bridges: London Bridge (uncompleted at the time of his death), Waterloo Bridge (1810–17) and Southwark Bridge (1815–19). He was elected a Fellow of the Royal Society in 1798.
    [br]
    Principal Honours and Distinctions
    FRS 1798.
    Further Reading
    C.T.G.Boucher, 1963, John Rennie 1761–1821, Manchester University Press. W.Reyburn, 1972, Bridge Across the Atlantic, London: Harrap.
    JHB

    Biographical history of technology > Rennie, John

  • 16 Armstrong, Sir William George, Baron Armstrong of Cragside

    [br]
    b. 26 November 1810 Shieldfield, Newcastle upon Tyne, England
    d. 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 Distinctions
    Knighted 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 Reading
    E.R.Jones, 1886, Heroes of Industry', London: Low.
    D.J.Scott, 1962, A History of Vickers, London: Weidenfeld \& Nicolson.
    IMcN

    Biographical history of technology > Armstrong, Sir William George, Baron Armstrong of Cragside

  • 17 Carnot, Nicolas Léonard Sadi

    [br]
    b. 1 June 1796 Paris, France
    d. 24 August 1831 Paris, France
    [br]
    French laid the foundations for modern thermodynamics through his book Réflexions sur la puissance motrice du feu when he stated that the efficiency of an engine depended on the working substance and the temperature drop between the incoming and outgoing steam.
    [br]
    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.
    [br]
    Bibliography
    1824, Réflexions sur la puissance motrice du feu; pub. 1960, trans. R.H.Thurston, New York: Dover Publications; pub. 1978, trans. Robert Fox, Paris (full biographical accounts are provided in the introductions of the translated editions).
    Further Reading
    Dictionary of Scientific Biography, 1971, Vol. III, New York: C.Scribner's Sons. T.I.Williams (ed.), 1969, A Biographical Dictionary of Scientists, London: A. \& C.
    Black.
    Chambers Concise Dictionary of Scientists, 1989, Cambridge.
    D.S.L.Cardwell, 1971, from Watt to Clausius. The Rise of Thermodynamics in the Early Industrial Age, London: Heinemann (discusses Carnot's theories of heat).
    RLH

    Biographical history of technology > Carnot, Nicolas Léonard Sadi

  • 18 Giles, Francis

    [br]
    b. 1787 England
    d. 4 March 1847 England
    [br]
    English civil engineer engaged in canal, harbour and railway construction.
    [br]
    Trained as a surveyor in John Rennie's organization, Giles carried out surveys on behalf of Rennie before setting up in practice on his own. His earliest survey seems to have been on the line of the proposed Weald of Kent Canal in 1809. Then in 1811 he surveyed the proposed London \& Cambridge Canal linking Bishops Stortford on the Stort with Cambridge and with a branch to Shefford on the Ivel. In the same year he surveyed the line of the Wey \& Arun Junction Canal, and in 1816, in the same area, the Portsmouth \& Arundel Canal. In 1819 he carried out what is regarded as his first independent commission—the extension of the River Ivel Navigation from Biggleswade to Shefford. At this time he was helping John Rennie on the Aire \& Calder Navigation and continued there after Rennie's death in 1821. In 1825 he was engaged on plans for a London to Portsmouth Ship Canal and also on a suggested link between the Basingstoke and Kennet \& Avon Canals. Later, on behalf of Sir George Duckett, he was Engineer to the Hertford Union Canal, which was completed in 1830, and linked the Regent's Canal to the Lee Navigation. In 1833 he completed the extension of the Sankey Brook Navigation from Fiddler's Ferry to the Mersey at Widnes. One of his last canal works was a survey of the River Lee in 1844. Apart from his canal work, he was appointed Engineer to the Newcastle \& Carlisle Railway in 1829 and designed, among other works, the fine viaducts at Wetheral and Cor by. He was also, for a very short time, Engineer to the London \& Southampton Railway. Among other commissions, he was involved in harbour surveys and works at Dover, Rye, Holyhead, Dundee, Bridport and Dun Laoghaire (Kingstown). He was elected a member of the Institution of Civil Engineers in 1842 and succeeded Telford on the Exchequer Bill Loans Board.
    [br]
    Further Reading
    1848, Memoir 17, London: Institution of Civil Engineers, 9.
    JHB

    Biographical history of technology > Giles, Francis

  • 19 Griffith, Alan Arnold

    [br]
    b. 13 June 1893 London, England
    d. 13 October 1963 Farnborough, England
    [br]
    English research engineer responsible for many original ideas, including jet-lift aircraft.
    [br]
    Griffith was very much a "boffin", for he was a quiet, thoughtful man who shunned public appearances, yet he produced many revolutionary ideas. During the First World War he worked at the Royal Aircraft Factory, Farnborough, where he carried out research into structural analysis. Because of his use of soap films in solving torsion problems, he was nicknamed "Soap-bubble".
    During the 1920s Griffith carried out research into gas-turbine design at the Royal Aircraft Establishment (RAE; as the Royal Aircraft Factory had become). In 1929 he made proposals for a gas turbine driving a propeller (a turboprop), but the idea was shelved. In the 1930s he was head of the Engine Department of the RAE and developed multi-stage axial compressors, which were later used in jet engines. This work attracted the attention of E.W. (later Lord) Hives of Rolls-Royce who persuaded Griffith to join Rolls-Royce in 1939. His first major project was a "contra-flow" jet engine, which was a good idea but a practical failure. However, Griffith's axial-flow compressor experience played an important part in the success of Rolls-Royce jet engines from the Avon onwards. He also proposed the bypass principle used for the Conway.
    Griffith experimented with suction to control the boundary layer on wings, but his main interest in the 1950s centred on vertical-take-off and -landing aircraft. He developed the remarkable "flying bedstead", which consisted of a framework (the bedstead) in which two jet engines were mounted with their jets pointing downwards, thus lifting the machine vertically. It first flew in 1954 and provided much valuable data. The Short SC1 aircraft followed, with four small jets providing lift for vertical take-off and one conventional jet to provide forward propulsion. This flew successfully in the late 1950s and early 1960s. Griffith proposed an airliner with lifting engines, but the weight of the lifting engines when not in use would have been a serious handicap. He retired in 1960.
    [br]
    Principal Honours and Distinctions
    CBE 1948. FRS 1941. Royal Aeronautical Society Silver Medal 1955; Blériot Medal 1962.
    Bibliography
    Griffith produced many technical papers in his early days; for example: 1926, Aerodynamic Theory of Turbine Design, Farnborough.
    Further Reading
    D.Eyre, 1966, "Dr A.A.Griffith, CBE, FRS", Journal of the Royal Aeronautical Society (June) (a detailed obituary).
    F.W.Armstrong, 1976, "The aero engine and its progress: fifty years after Griffith", Aeronautical Journal (December).
    O.Stewart, 1966, Aviation: The Creative Ideas, London (provides brief descriptions of Griffith's many projects).
    JDS

    Biographical history of technology > Griffith, Alan Arnold

  • 20 Longbotham, John

    SUBJECT AREA: Canals
    [br]
    b. mid-seventeenth century Halifax (?), Yorkshire, England d. 1801
    [br]
    English canal engineer.
    [br]
    The nature of Longbotham's career before 1766 is unknown, although he was associated with Smeaton as a pupil and thus became acquainted with canal engineering. In 1766 he suggested a canal linking Leeds and Liverpool across the Pennines. The suggestion was accepted and in 1767–8 he surveyed the line of the Leeds \& Liverpool Canal. This was approved by the promoters and by Brindley, who had been called in as an assessor. The Act was obtained in 1770 and Longbotham was first appointed as Clerk of Works under Brindley as Chief Engineer. As the latter did not take up the appointment, Longbotham became Chief Engineer and from 1770 to 1775 was responsible for the design of locks and aqueducts. He also prepared contracts and supervised construction. Meanwhile, in 1768 he had proposed a canal from the Calder and Hebble to Halifax. In 1773 he was elected to the Smeatonian Society of Civil Engineers. As soon as a part of the Leeds and Liverpool Canal was opened he started a passenger packet service, but in 1775, after completing both 50 miles (80 km) of the canal and the Bradford Canal, he was dismissed from his post because of discrepancies in his accounts. However, in the early 1790s he again advised the Leeds and Liverpool proprietors, who were in difficulties on the summit level. Longbotham had colliery interests in the Uphol-land area of Wigan, and in 1787 he surveyed a proposed route for the Lancaster Canal. In 1792 he was also associated with the Grand Western Canal. Details of his later life are scarce, but it is known that he died in poverty in 1801 and that the Leeds \& Liverpool company paid his funeral expenses.
    JHB

    Biographical history of technology > Longbotham, John

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