(1837-1840)

сокр. от Drury and Walsh's Irish Chancery Reports

1) Город в центральной части штата Иллинойс на р. Сангаммон [Sangamon River]. Административный центр (столица) штата. 111,4 тыс. жителей (2000), с пригородами - 201,1 тыс. Торгово-промышленный центр района с интенсивным сельским хозяйством (центр т.н. Кукурузного пояса [ Corn Belt]) и добычей угля. Пищевая промышленность; производство сельскохозяйственных машин. Университет Сангаммон в ведении властей штата [Sangammon State University], медицинское отделение Университета Южного Илинойса [Southern Illinois, University of], Спрингфилдский колледж [Springfield College]. Симфонический оркестр, балет, Иллинойский центр музыки кантри [Illinois Country Opry; country and western music]. Поселение основано в 1818 И. Келли [Kelly, Elisha], город заложен в 1822 и назван по реке Спринг-Крик [Spring Creek], статус города с 1840. История города связана с жизнью и деятельностью А. Линкольна [ Lincoln, Abraham], который жил здесь в 1837-61. В 1837 он сыграл решающую роль в переносе сюда столицы штата из г. Вандалия [Vandalia]. Среди достопримечательностей: реконструированный дом А. Линкольна [ Lincoln Home National Historic Site], где он жил с женой и сыновьями в 1844-61, их могилы [Lincoln Tomb State Historic Site], здание капитолия штата [Old State Capitol], где А. Линкольн произнес первую речь о "расколотом доме" [house divided], Историческая библиотека штата с богатым собранием материалов о президенте Линкольне, Дом-музей поэта В. Линдсея [ Lindsay, (Nicholas) Vachel], Музей Спрингфилдской художественной ассоциации [Springfield Art Association]. Ежегодно здесь проводится ярмарка штата [Illinois State Fair]

2) Город на юго-западе штата Массачусетс, на р. Коннектикут [ Connecticut River]; 152 тыс. жителей (2000), с пригородами - 521,9 тыс.; четвертый по величине город Новой Англии [ New England]. Торгово-финансовый центр западных районов штата. Производство электрооборудования, радиоэлектроники, инструментов, стрелкового оружия и боеприпасов, в том числе фирмы "Смит энд Вессон" [ Smith and Wesson] (в 1794-1968 здесь находился Арсенал США [U.S. Armory; Springfield Armory National Historic Site]), игрушек, спортинвентаря, мотоциклов; химическая и полиграфическая промышленность. Основан в 1636 пуританами [ Puritans] во главе с У. Пинчоном [Pynchon, William], статус города с 1641. В 1786-87 был охвачен восстанием Шейса [ Shays's Rebellion]. История города тесно связана и с аболиционизмом [ abolition] - здесь жил и работал Дж. Браун [ Brown, John], город лежал на маршруте "Подземной железной дороги" [ Underground Railroad]. Родина спичек, изобретенных А. Филлипсом [Phillips, Alonzo] (1836), и баскетбола [ basketball; Naismith, James]. В 1895 здесь была создана первая в США автомобильная фирма "Дуриэ мотор вэгон" [Duryea Motor Wagon Co.; Duryea]. Массачусетский университет [ Massachusetts, University of], Колледж Амхерста [ Amherst College], Колледж Маунт-Холиок [ Mount Holyoke College] и др., симфонический оркестр. Среди достопримечательностей: Нейсмитовская галерея славы баскетбола [Naismith Basketball Hall of Fame], памятник "Пуританин" ["The Puritan"] работы О. Сент-Годенса [ Saint-Gaudens, Augustus]

3) Город на юго-западе штата Миссури у северных отрогов гор Озарк [ Ozark Mountains]. 151,5 тыс. жителей (2000), с пригородами - 325,7 тыс. Основан в 1829, статус города с 1855. Центр сельскохозяйственного района (птицеводство, молочное животноводство). Пищевая промышленность (мясная, молочная), радиоэлектроника, деревообработка, производство трейлеров [ trailer], одежды. Университет, два колледжа. Город лежал на пересечении нескольких путей переселения на запад. Во время Гражданской войны [ Civil War] удерживался конфедератами [ Confederates] в августе 1861 - феврале 1862. Получил прозвище Звезда Озарков [Queen City of the Ozarks]. Среди достопримечательностей - Художественный музей [Springfield Art Museum]

4) Город на западе центральной части штата Огайо. 65,3 тыс. жителей (2000). Основан в 1799, статус города с 1850. Центр сельскохозяйственного района (свиноводство, выращивание озимой пшеницы). Сельскохозяйственное машиностроение, производство электрооборудования, автомобилестроение (запчасти, грузовики). Университет Виттенберга [Wittenberg University] (1845). Развитие города связано с прокладкой через него маршрута "Национальной дороги" [ National Road] (1838). Крупная община немецких лютеран [ German-Americans]. Среди достопримечательностей городской культурный центр [Springfield Art Center]

SUBJECT AREA: Electricity

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When he was 14 years old Davenport was apprenticed to a blacksmith for seven years. At the close of his apprenticeship in 1823 he opened a blacksmith's shop in Brandon, Vermont. He began experimenting with electromagnets after observing one in use at the Penfield Iron Works at Crown Point, New York, in 1831. He saw the device as a possible source of power and by July 1834 had constructed his first electric motor. Having totally abandoned his regular business, Davenport built and exhibited a number of miniature machines; he utilized an electric motor to propel a model car around a circular track in 1836, and this became the first recorded instance of an electric railway. An application for a patent and a model were destroyed in a fire at the United States Patent Office in December 1836, but a second application was made and Davenport received a patent the following year for Improvements in Propelling Machinery by Magnetism and Electromagnetism. A British patent was also obtained. A workshop and laboratory were established in New York, but Davenport had little financial backing for his experiments. He built a total of over one hundred motors but was defeated by the inability to obtain an inexpensive source of power. Using an electric motor of his own design to operate a printing press in 1840, he undertook the publication of a journal, The Electromagnet and Mechanics' Intelligencer. This was the first American periodical on electricity, but it was discontinued after a few issues. In failing health he retired to Vermont where in the last year of his life he continued experiments in electromagnetism.

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SUBJECT AREA: Electricity, Land transport, Railways and locomotives

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Davidson, son of an Aberdeen merchant, attended Marischal College, Aberdeen, between 1819 and 1822: his studies included mathematics, mechanics and chemistry. He subsequently joined his father's grocery business, which from time to time received enquiries for yeast: to meet these, Davidson began to manufacture yeast for sale and from that start built up a successful chemical manufacturing business with the emphasis on yeast and dyes. About 1837 he started to experiment first with electric batteries and then with motors. He invented a form of electromagnetic engine in which soft iron bars arranged on the periphery of a wooden cylinder, parallel to its axis, around which the cylinder could rotate, were attracted by fixed electromagnets. These were energized in turn by current controlled by a simple commutaring device. Electric current was produced by his batteries. His activities were brought to the attention of Michael Faraday and to the scientific world in general by a letter from Professor Forbes of King's College, Aberdeen. Davidson declined to patent his inventions, believing that all should be able freely to draw advantage from them, and in order to afford an opportunity for all interested parties to inspect them an exhibition was held at 36 Union Street, Aberdeen, in October 1840 to demonstrate his "apparatus actuated by electro-magnetic power". It included: a model locomotive carriage, large enough to carry two people, that ran on a railway; a turning lathe with tools for visitors to use; and a small printing machine. In the spring of 1842 he put on a similar exhibition in Edinburgh, this time including a sawmill. Davidson sought support from railway companies for further experiments and the construction of an electromagnetic locomotive; the Edinburgh exhibition successfully attracted the attention of the proprietors of the Edinburgh 585\& Glasgow Railway (E \& GR), whose line had been opened in February 1842. Davidson built a full-size locomotive incorporating his principle, apparently at the expense of the railway company. The locomotive weighed 7 tons: each of its two axles carried a cylinder upon which were fastened three iron bars, and four electromagnets were arranged in pairs on each side of the cylinders. The motors he used were reluctance motors, the power source being zinc-iron batteries. It was named Galvani and was demonstrated on the E \& GR that autumn, when it achieved a speed of 4 mph (6.4 km/h) while hauling a load of 6 tons over a distance of 1 1/2 miles (2.4 km); it was the first electric locomotive. Nevertheless, further support from the railway company was not forthcoming, although to some railway workers the locomotive seems to have appeared promising enough: they destroyed it in Luddite reaction. Davidson staged a further exhibition in London in 1843 without result and then, the cost of battery chemicals being high, ceased further experiments of this type. He survived long enough to see the electric railway become truly practicable in the 1880s.

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PJGR / GW

SUBJECT AREA: Metallurgy

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He was apprenticed to his uncles, makers of metalware, in 1815 and showed such aptitude for business that he was taken into partnership. On their deaths, Elkington assumed sole ownership of the business. In conjunction with his cousin Henry (1810–52), by unrelenting enterprise, he established an industry for electroplating and electrogilding. Up until c.1840, silver-plated goods were produced by rolling or soldering thin sheets of silver to a base metal, such as copper. Back in 1801, the English chemist William Wollaston had deposited one metal upon another by means of an electric current generated from a voltaic pile or battery. In the 1830s, certain inventors, such as Bessemer used this result to produce plated articles and these efforts in turn induced the Elkingtons to apply the method in their trade. In 1836 and 1837 they took out patents for "mercurial gilding", and one patent of 1838 refers to a separate electric current. In 1840 they bought from John Wright, a Birmingham surgeon, his discovery of what proved to be the best electroplating solution: namely, solutions of cyanides of gold and silver in potassium cyanide. They also purchased rights to use the electric machine invented by J.S. Woolrich. Armed with these techniques, the Elkingtons produced in their large new works in Newhall Street a wide range of gold-and silver-plated decorative and artistic ware. Henry was particularly active on the artistic side of the business, as was their employee Alexander Parkes. For some twenty-five years, Britain enjoyed a virtual monopoly of this kind of ware, due largely to the enterprise of the Elkingtons, although by the end of the century rising tariffs had closed many foreign markets and the lead had passed to Germany. George spent all his working life in Birmingham, taking some part in the public life of the city. He was a governor of King Edward's Grammar School and a borough magistrate. He was also a caring employer, setting up houses and schools for his workers.

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SUBJECT AREA: Civil engineering

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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.

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SUBJECT AREA: Photography, film and optics

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Educated as a notary's clerk, Bayard began his working life in Paris in the Ministry of Finance. His interest in art led him to investigations into the chemical action of light, and he began his experiments in 1837. In May 1839 Bayard described an original photographic process which produced direct positive images on paper. It was devised independently of Talbot and before details of Daguerre's process had been published. During the same period, similar techniques were announced by other investigators and Bayard became involved in a series of priority disputes. Bayard's photographs were well received when first exhibited, and examples survive to the present day. Because the process required long exposure times it was rarely practised, but Bayard is generally credited with being an independent inventor of photography.

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SUBJECT AREA: Electricity

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After studying architecture at Göttingen University, Jacobi turned his attention to physics and chemistry. In 1835 he was appointed a professor of civil engineering at the University of Dorpat (which later assumed the Estonian name of Tartu). Later, moving to St Petersburg, he became a member of the Imperial Academy of Sciences and commenced research on electricity and its practical applications. In December 1834 Jacobi presented a paper to the Academy of Sciences in Paris in which he stated that he had obtained rotation by electromagnetic methods in May of that year. Tsar Nicholas of Russia gave him a grant to prove that his electric motor had a practical application. Jacobi had a boat constructed that measured 28 ft in length and was propelled by paddles connected to an electric motor of his own design. Powered by Grove cells, it carried about fourteen passengers at a speed of almost 3 mph (5 km/h) on the River Neva. The weight of and possibly the fumes from the batteries contributed to the abandonment of the project. In 1839 Jacobi introduced electrotyping, i.e. the reproduction of forms by electrodeposition, which was one of the first commercial applications of electricity. In 1840 he reported the results of his investigations into the power of the electromagnet as a function of various parameters to the British Association.

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SUBJECT AREA: Land transport, Railways and locomotives

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John Urpeth Rastrick, son of an engineer, was initially articled to his father and then moved to Ketley Ironworks, Shropshire, c. 1801. In 1808 he entered into a partnership with John Hazledine at Bridgnorth, Shropshire: Hazledine and Rastrick built many steam engines to the designs of Richard Trevithick, including the demonstration locomotive Catch-Me-Who-Can. The firm also built iron bridges, notably the bridge over the River Wye at Chepstow in 1815–16.

Between 1822 and 1826 the Stratford \& Moreton Railway was built under Rastrick's direction. Malleable iron rails were laid, in one of the first instances of their use. They were supplied by James Foster of Stourbridge, with whom Rastrick went into partnership after the death of Hazledine. In 1825 Rastrick was one of a team of engineers sent by the committee of the proposed Liverpool \& Manchester Railway (L \& MR) to carry out trials of locomotives built by George Stephenson on the Killingworth Waggonway. Early in 1829 the directors of the L \& MR, which was by then under construction, sent Rastrick and James Walker to inspect railways in North East England and report on the relative merits of steam locomotives and fixed engines with cable haulage. They reported, rather hesitantly, in favour of the latter, particularly the reciprocal system of Benjamin Thompson. In consequence the Rainhill Trials, at which Rastrick was one of the judges, were held that October. In 1829 Rastrick constructed the Shutt End colliery railway in Worcestershire, for which Foster and Rastrick built the locomotive Agenoria; this survives in the National Railway Museum. Three similar locomotives were built to the order of Horatio Allen for export to the USA.

From then until he retired in 1847 Rastrick found ample employment surveying railways, appearing as a witness before Parliamentary committees, and supervising construction. Principally, he surveyed the southern part of the Grand Junction Railway, which was built for the most part by Joseph Locke, and the line from Manchester to Crewe which was eventually built as the Manchester \& Birmingham Railway. The London \& Brighton Railway (Croydon to Brighton) was his great achievement: built under Rastrick's supervision between 1836 and 1840, it included three long tunnels and the magnificent Ouse Viaduct. In 1845 he was Engineer to the Gravesend \& Rochester Railway, the track of which was laid through the Thames \& Medway Canal's Strood Tunnel, partly on the towpath and partly on a continuous staging over the water.

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See also: Stephenson, Robert

SUBJECT AREA: Electronics and information technology

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After early education at the Jonkoping elementary school and the Weixo Gymnasium, George Scheutz entered the University of Lund, gaining a degree in law in 1805. Following five years' legal work, he moved to Stockholm in 1811 to work at the Supreme Court and, in 1814, as a military auditor. In 1816, he resigned, bought a printing business and became editor of a succession of industrial and technical journals, during which time he made inventions relating to the press. It was in 1830 that he learned from the Edinburgh Review of Babbage's ideas for a difference engine and started to make one from wood, pasteboard and wire. In 1837 his 15-yearold student son, Edvard Raphael Scheutz, offered to make it in metal, and by 1840 they had a working machine with two five-digit registers, which they increased the following year and then added a printer. Obtaining a government grant in 1851, by 1853 they had a fully working machine, now known as Swedish Difference Engine No. 1, which with an experienced operator could generate 120 lines of tables per hour and was used to calculate the logarithms of the numbers 1 to 10,000 in under eighty hours. This was exhibited in London and then at the Paris Great Exhibition, where it won the Gold Medal. It was subsequently sold to the Dudley Observatory in Albany, New York, for US$5,000 and is now in a Chicago museum.

In England, the British Registrar-General, wishing to produce new tables for insurance companies, and supported by the Astronomer Royal, arranged for government finance for construction of a second machine (Swedish Difference Engine No. 2). Comprising over 1,000 working parts and weighing 1,000 lb (450 kg), this machine was used to calculate over 600 tables. It is now in the Science Museum.

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SUBJECT AREA: Land transport, Railways and locomotives

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Robert Stephenson's father was George Stephenson, who ensured that his son was educated to obtain the theoretical knowledge he lacked himself. In 1821 Robert Stephenson assisted his father in his survey of the Stockton \& Darlington Railway and in 1822 he assisted William James in the first survey of the Liverpool \& Manchester Railway. He then went to Edinburgh University for six months, and the following year Robert Stephenson \& Co. was named after him as Managing Partner when it was formed by himself, his father and others. The firm was to build stationary engines, locomotives and railway rolling stock; in its early years it also built paper-making machinery and did general engineering.

In 1824, however, Robert Stephenson accepted, perhaps in reaction to an excess of parental control, an invitation by a group of London speculators called the Colombian Mining Association to lead an expedition to South America to use steam power to reopen gold and silver mines. He subsequently visited North America before returning to England in 1827 to rejoin his father as an equal and again take charge of Robert Stephenson \& Co. There he set about altering the design of steam locomotives to improve both their riding and their steam-generating capacity. Lancashire Witch, completed in July 1828, was the first locomotive mounted on steel springs and had twin furnace tubes through the boiler to produce a large heating surface. Later that year Robert Stephenson \& Co. supplied the Stockton \& Darlington Railway with a wagon, mounted for the first time on springs and with outside bearings. It was to be the prototype of the standard British railway wagon. Between April and September 1829 Robert Stephenson built, not without difficulty, a multi-tubular boiler, as suggested by Henry Booth to George Stephenson, and incorporated it into the locomotive Rocket which the three men entered in the Liverpool \& Manchester Railway's Rainhill Trials in October. Rocket, was outstandingly successful and demonstrated that the long-distance steam railway was practicable.

Robert Stephenson continued to develop the locomotive. Northumbrian, built in 1830, had for the first time, a smokebox at the front of the boiler and also the firebox built integrally with the rear of the boiler. Then in Planet, built later the same year, he adopted a layout for the working parts used earlier by steam road-coach pioneer Goldsworthy Gurney, placing the cylinders, for the first time, in a nearly horizontal position beneath the smokebox, with the connecting rods driving a cranked axle. He had evolved the definitive form for the steam locomotive.

Also in 1830, Robert Stephenson surveyed the London \& Birmingham Railway, which was authorized by Act of Parliament in 1833. Stephenson became Engineer for construction of the 112-mile (180 km) railway, probably at that date the greatest task ever undertaken in of civil engineering. In this he was greatly assisted by G.P.Bidder, who as a child prodigy had been known as "The Calculating Boy", and the two men were to be associated in many subsequent projects. On the London \& Birmingham Railway there were long and deep cuttings to be excavated and difficult tunnels to be bored, notoriously at Kilsby. The line was opened in 1838.

In 1837 Stephenson provided facilities for W.F. Cooke to make an experimental electrictelegraph installation at London Euston. The directors of the London \& Birmingham Railway company, however, did not accept his recommendation that they should adopt the electric telegraph and it was left to I.K. Brunel to instigate the first permanent installation, alongside the Great Western Railway. After Cooke formed the Electric Telegraph Company, Stephenson became a shareholder and was Chairman during 1857–8.

Earlier, in the 1830s, Robert Stephenson assisted his father in advising on railways in Belgium and came to be increasingly in demand as a consultant. In 1840, however, he was almost ruined financially as a result of the collapse of the Stanhope \& Tyne Rail Road; in return for acting as Engineer-in-Chief he had unwisely accepted shares, with unlimited liability, instead of a fee.

During the late 1840s Stephenson's greatest achievements were the design and construction of four great bridges, as part of railways for which he was responsible. The High Level Bridge over the Tyne at Newcastle and the Royal Border Bridge over the Tweed at Berwick were the links needed to complete the East Coast Route from London to Scotland. For the Chester \& Holyhead Railway to cross the Menai Strait, a bridge with spans as long-as 460 ft (140 m) was needed: Stephenson designed them as wrought-iron tubes of rectangular cross-section, through which the trains would pass, and eventually joined the spans together into a tube 1,511 ft (460 m) long from shore to shore. Extensive testing was done beforehand by shipbuilder William Fairbairn to prove the method, and as a preliminary it was first used for a 400 ft (122 m) span bridge at Conway.

In 1847 Robert Stephenson was elected MP for Whitby, a position he held until his death, and he was one of the exhibition commissioners for the Great Exhibition of 1851. In the early 1850s he was Engineer-in-Chief for the Norwegian Trunk Railway, the first railway in Norway, and he also built the Alexandria \& Cairo Railway, the first railway in Africa. This included two tubular bridges with the railway running on top of the tubes. The railway was extended to Suez in 1858 and for several years provided a link in the route from Britain to India, until superseded by the Suez Canal, which Stephenson had opposed in Parliament. The greatest of all his tubular bridges was the Victoria Bridge across the River St Lawrence at Montreal: after inspecting the site in 1852 he was appointed Engineer-in-Chief for the bridge, which was 1 1/2 miles (2 km) long and was designed in his London offices. Sadly he, like Brunel, died young from self-imposed overwork, before the bridge was completed in 1859.

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See also: Pihl, Carl Abraham; Seguin, Marc

SUBJECT AREA: Electricity

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Stratingh spent five years working for a relative who was a chemist in Groningen, and studied pharmacy under Professor Driessen. Encouraged to become a medical student, he qualified as a doctor of medicine in 1809. Later becoming a professor of chemistry at Groningen, he was honoured by a personal visit from the King to his laboratory in 1837. In 1835, assisted by Christopher Becker, an instrument maker, he built a table-top model of an electrically propelled vehicle. The motor, with wound armature and field coils, was geared to a wheel of a small carriage which also carried a single voltaic cell. A full-scale road vehicle was never built, but in 1840 he succeeded in making an electrically powered boat.

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SUBJECT AREA: Photography, film and optics

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Educated at the Polytechnic Institute in Vienna, Voigtländer travelled widely before taking over the family business in 1837. The business had been founded by Voigtländer's grandfather in 1756, and was continued by his father, Johann Friedrich, the inventor of the opera glass, and by the 1830s enjoyed one of the highest reputations in Europe. When Petzval made the calculations for the first purpose-designed photographic objective in 1840, it was inevitable that he should go to Peter Voigtländer for advice. The business went on to manufacture Petzval's lens, which was also fitted to an all-metal camera of totally original design by Voigtländer.

The Petzval lens was an extraordinary commercial success and Voigtländer sold specimens all over the world. Unfortunately Petzval had no formal agreement with Voigtländer and made little financial gain from his design, a fact which was to lead to dispute and separation; the Voigtländer concern continued to prosper, however. To meet the increasing demand for his products, Peter Voigtländer built a new factory in Brunswick and closed the business in Vienna. The closure is seen by at least one commentator as the death blow to Vienna's optical industry, a field in which it was once preeminent. The Voigtländer dynasty continued long after Peter's death and the name enjoyed a reputation for high-quality photographic equipment well into the twentieth century.

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