(1868-1896)

сокр. от Cartwright's British North America Constitutional Cases

SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering, Steam and internal combustion engines

[br]

[br]

[br]

Bryan Donkin was the eldest son of John Donkin (1802–54) and grandson of Bryan Donkin I (1768–1855). He was educated at University College, London, and at the Ecole Centrale des Arts et Métiers in Paris, and then served an apprenticeship in the firm established by his grandfather. He assisted his uncle, Bryan Donkin II (1809–93), in setting up paper mills at St Petersburg. He became a partner in the Donkin firm in 1868 and Chairman in 1889, and retained this position after the amalgamation with Clench \& Co. of Chesterfield in 1900. Bryan Donkin was one of the first engineers to carry out scientific tests on steam engines and boilers, the results of his experiments being reported in many papers to the engineering institutions. In the 1890s his interests extended to the internal-combustion engine and he translated Rudolf Diesel's book Theory and Construction of a Rational Heat Motor. He was a frequent contributor to the weekly journal The Engineer. He was a member of the Institution of Civil Engineers and of the Institution of Mechanical Engineers, as well as of many other societies, including the Royal Institution, the American Society of Mechanical Engineers, the Société Industrielle de Mulhouse and the Verein Deutscher Ingenieure. In his experimental work he often collaborated with others, notably Professor A.B.W.Kennedy (1847–1928), with whom he was also associated in the consulting engineering firm of Kennedy \& Donkin.

[br]

SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering

[br]

[br]

[br]

From 1868 to 1896 George Alden was head of the steam and mechanical engineering departments at the Worcester Polytechnic Institute, Worcester, Massachusetts. He made a donation in 1910 to establish a hydraulic laboratory at the Institute, and later a further donation for an extension of the laboratory which was completed in 1925. He was Chairman of the Board of Norton (Abrasives) Company and made a significant contribution to the theory of grinding in his paper in 1914 to the American Society of Mechanical Engineers. He was a member of that society from 1880, the year of its foundation, and took an active part in its proceedings.

[br]

SUBJECT AREA: Automotive engineering, Mechanical, pneumatic and hydraulic engineering

[br]

[br]

[br]

Ernest-Sylvain Bollée was the founder of an extensive dynasty of bellfounders based in Le Mans and in Orléans. He and his three sons, Amédée (1844–1917), Ernest-Sylvain fils (1846–1917) and Auguste (1847-?), were involved in work and patents on steam-and petrol-driven cars, on wind engines and on hydraulic rams. The presence of the Bollées' car industry in Le Mans was a factor in the establishment of the car races that are held there.

In 1868 Ernest-Sylvain Bollée père took out a patent for a wind engine, which at that time was well established in America and in England. In both these countries, variable-shuttered as well as fixed-blade wind engines were in production and patented, but the Ernest-Sylvain Bollée patent was for a type of wind engine that had not been seen before and is more akin to the water-driven turbine of the Jonval type, with its basic principle being parallel to the "rotor" and "stator". The wind drives through a fixed ring of blades on to a rotating ring that has a slightly greater number of blades. The blades of the fixed ring are curved in the opposite direction to those on the rotating blades and thus the air is directed onto the latter, causing it to rotate at a considerable speed: this is the "rotor". For greater efficiency a cuff of sheet iron can be attached to the "stator", giving a tunnel effect and driving more air at the "rotor". The head of this wind engine is turned to the wind by means of a wind-driven vane mounted in front of the blades. The wind vane adjusts the wind angle to enable the wind engine to run at a constant speed.

The fact that this wind engine was invented by the owner of a brass foundry, with all the gear trains between the wind vane and the head of the tower being of the highest-quality brass and, therefore, small in scale, lay behind its success. Also, it was of prefabricated construction, so that fixed lengths of cast-iron pillar were delivered, complete with twelve treads of cast-iron staircase fixed to the outside and wrought-iron stays. The drive from the wind engine was taken down the inside of the pillar to pumps at ground level.

Whilst the wind engines were being built for wealthy owners or communes, the work of the foundry continued. The three sons joined the family firm as partners and produced several steam-driven vehicles. These vehicles were the work of Amédée père and were l'Obéissante (1873); the Autobus (1880–3), of which some were built in Berlin under licence; the tram Bollée-Dalifol (1876); and the private car La Mancelle (1878). Another important line, in parallel with the pumping mechanism required for the wind engines, was the development of hydraulic rams, following the Montgolfier patent. In accordance with French practice, the firm was split three ways when Ernest-Sylvain Bollée père died. Amédée père inherited the car side of the business, but it is due to Amédée fils (1867– 1926) that the principal developments in car manufacture came into being. He developed the petrol-driven car after the impetus given by his grandfather, his father and his uncle Ernest-Sylvain fils. In 1887 he designed a four-stroke single-cylinder engine, although he also used engines designed by others such as Peugeot. He produced two luxurious saloon cars before putting Torpilleur on the road in 1898; this car competed in the Tour de France in 1899. Whilst designing other cars, Amédée's son Léon (1870–1913) developed the Voiturette, in 1896, and then began general manufacture of small cars on factory lines. The firm ceased work after a merger with the English firm of Morris in 1926. Auguste inherited the Eolienne or wind-engine side of the business; however, attracted to the artistic life, he sold out to Ernest Lebert in 1898 and settled in the Paris of the Impressionists. Lebert developed the wind-engine business and retained the basic "stator-rotor" form with a conventional lattice tower. He remained in Le Mans, carrying on the business of the manufacture of wind engines, pumps and hydraulic machinery, describing himself as a "Civil Engineer".

The hydraulic-ram business fell to Ernest-Sylvain fils and continued to thrive from a solid base of design and production. The foundry in Le Mans is still there but, more importantly, the bell foundry of Dominique Bollée in Saint-Jean-de-Braye in Orléans is still at work casting bells in the old way.

[br]

SUBJECT AREA: Automotive engineering, Land transport

[br]

[br]

[br]

The fourth of eight children of an architect, he spent his childhood in Hove and attended a private preparatory school, from where, aged 14, he went to the Hartley Institution (the forerunner of Southampton University). He was then granted a scholarship to the Royal College of Science, South Kensington, and also studied practical engineering at Finsbury Technical College, London. He worked first for a draughtsman and pseudo-patent agent, and was then appointed Assistant Works Manager of the Forward Gas Engine Company of Birmingham, with sixty men and a salary of £1 per week. He was then aged 21. His younger brother, George, was apprenticed to the same company. In 1889 and 1890 he invented a pendulum governor and an engine starter which earned him royalties. He built a flat-bottomed river craft with a stern paddle-wheel and a vertical single-cylinder engine with a wick carburettor of his own design. From 1892 he performed a number of garden experiments on model gliders relating to problems of lift and drag, which led him to postulate vortices from the wingtips trailing behind, much of his work lying behind the theory of modern aerodynamics. The need to develop a light engine for aircraft led him to car design.

In February 1896 his first experimental car took the road. It had a torsionally rigid chassis, a perfectly balanced and almost noiseless engine, dynamically stable steering, epicyclic gear for low speed and reverse with direct drive for high speed. It turned out to be underpowered and was therefore redesigned. Two years later an 8 hp, two-cylinder flat twin appeared which retained the principle of balancing by reverse rotation, had new Lanchester valve-gear and a new method of ignition based on a magneto generator. For the first time a worm and wheel replaced chain-drive or bevel-gear transmission. Lanchester also designed the machinery to make it. The car was capable of about 18 mph (29 km/h): future cars of his travelled at twice that speed. From 1899 to 1904 cars were produced for sale by the Lanchester Engine Company, which was formed in 1898. The company had to make every component except the tyres. Lanchester gave up the managership but remained as Chief Designer, and he remained in this post until 1914.

In 1907–8 his two-volume treatise Aerial Flight was published; it included consideration of skin friction, boundary-layer theory and the theory of stability. In 1909 he was appointed to the Government's Committee for Aeronautics and also became a consultant to the Daimler Company. At the age of 51 he married Dorothea Cooper. He remained a consultant to Daimler and worked also for Wolseley and Beardmore until 1929 when he started Lanchester Laboratories, working on sound reproduction. He also wrote books on relativity and on the theory of dimensions.

[br]

SUBJECT AREA: Agricultural and food technology, Chemical technology

[br]

[br]

[br]

Sustained by the family tanning business in Dole, near the Swiss border, Pasteur's school career was undistinguished, sufficing to gain him entry into the teacher-training college in Paris, the Ecole Normale, There the chemical lectures by the great organic chemist J.B.A.Dumas (1800–84) fired Pasteur's enthusiasm for chemistry which never left him. Pasteur's first research, carried out at the Ecole, was into tartaric acid and resulted in the discovery of its two optically active forms resulting from dissymmetrical forms of their molecules. This led to the development of stereochemistry. Next, an interest in alcoholic fermentation, first as Professor of Chemistry at Lille University in 1854 and then back at the Ecole from 1857, led him to deny the possibility of spontaneous generation of animal life. Doubt had previously been cast on this, but it was Pasteur's classic research that finally established that the putrefaction of broth or the fermentation of sugar could not occur spontaneously in sterile conditions, and could only be caused by airborne micro-organisms. As a result, he introduced pasteurization or brief, moderate heating to kill pathogens in milk, wine and other foods. The suppuration of wounds was regarded as a similar process, leading Lister to apply Pasteur's principles to revolutionize surgery. In 1860, Pasteur himself decided to turn to medical research. His first study again had important industrial implications, for the silk industry was badly affected by diseases of the silkworm. After prolonged and careful investigation, Pasteur found ways of dealing with the two main infections. In 1868, however, he had a stroke, which prevented him from active carrying out experimentation and restricted him to directing research, which actually was more congenial to him. Success with disease in larger animals came slowly. In 1879 he observed that a chicken treated with a weakened culture of chicken-cholera bacillus would not develop symptoms of the disease when treated with an active culture. He compared this result with Jenner's vaccination against smallpox and decided to search for a vaccine against the cattle disease anthrax. In May 1881 he staged a demonstration which clearly showed the success of his new vaccine. Pasteur's next success, finding a vaccine which could protect against and treat rabies, made him world famous, especially after a person was cured in 1885. In recognition of his work, the Pasteur Institute was set up in Paris by public subscription and opened in 1888. Pasteur's genius transcended the boundaries between science, medicine and technology, and his achievements have had significant consequences for all three fields.

[br]

SUBJECT AREA: Ports and shipping

[br]

[br]

[br]

At the conclusion of his schooling in the South of England, Yarrow became an indentured apprentice to the Thames engine-builder Ravenhill. During this five-year period various incidents and meetings sharpened his interest in scientific matters and he showed the skills that in later years were to be so beneficial to shipbuilding. For two years he acted as London representative for Ravenhill before joining up with a Mr Hedley to form a shipyard on the Isle of Dogs. The company lasted from 1868 until 1875 and in that period produced 350 small launches and other craft. This massive output enabled Yarrow to gain confidence in many aspects of ship design. Within two years of setting out on his own he built his first ship for the Royal Navy: a torpedo boat, then at the cutting edge of technology.

In the early 1890s the company was building watertube boilers and producing destroyers with speeds in excess of 27 knots (50 km/h); it built the Russian destroyer Sokol, did pioneering work with aluminium and with high-tensile steels and worked on shipboard equipment to nullify vibrational effects. With the closure of most of the Thames shipyards and the run-down in skilled labour, Yarrow decided that the shipyard must move to some other part of the United Kingdom. After careful deliberation a green field site to the west of Glasgow was chosen, and in 1908 their first Clyde-built destroyer was launched. The company expanded, more building berths were arranged, boiler construction was developed and over the years they became recognized as specialists in smaller highspeed craft and in "knock down" ships for other parts of the world.

Yarrow retired in 1913, but at the commencement of the First World War he returned to help the yard produce, in four years, twenty-nine destroyers with speeds of up to 40 knots (74 km/h). At the end of hostilities he gave of his time and money to many charities, including those for ex-servicemen. He left a remarkable industrial organization which remains to this day the most prolific builder of surface craft for the Royal Navy.

[br]

Антонович, Володимир Боніфатійович (1834, с. Махнівка, Київщина - 1908) - укр. історик, лроф. Київського ун-ту, фундатор "народницької школи" в укр. історіографії. Історію України А. прагнув студіювати з філософського погляду, пов'язуючи свої дослідження з ідеями загальнотеоретичного характеру Н. а його думку, історія народу ("внутрішня історія") - це безперервний процес, а не набір окремих фрагментів із його минулого. Такий підхід вимагав відшукування ідей і факторів, які б простежувалися впродовж усієї історії народу та визначали її характерні особливості Н. аріжною в історіософській концепції А. є теза про "провідну ідею народу", яка обіймає світоглядний, теоретико-пізнавальний та методологічний зміст. Кожний народ, на думку вченого, у своєму політичному житті виробляє особливу "провідну ідею", яка залежить від антропологічно-расових чинників, його історії та культурного розвитку. Найвиразніше характер народу виявляється в тих політичних ідеалах, які він намагається реалізувати. "Провідна ідея" достеменно виражає його прагнення до утвердження певного способу суспільного буття. З цих позицій А. досліджує укр. історію, доводячи, що українці завжди неухильно відстоювали у суспільному житті принцип демократизму та індивідуальну свободу.

[br]

Осн. тв.: "Моя сповідь" (1862); "Останні часи козацтва на правому боці Дніпра" (1868); "Нарис стану православної церкви в Південно-Західній Росії з половини XVII до кінця XVIII століття" (1871); "Погляди українофілів" (1881); "Три національні типи народу" (1888); "Про часи козацькі на Україні" (1895 - 1896) та ін.