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61 Watson-Watt, Sir Robert Alexander
[br]b. 13 April 1892 Brechin, Angus, Scotlandd. 6 December 1973 Inverness, Scotland[br]Scottish engineer and scientific adviser known for his work on radar.[br]Following education at Brechin High School, Watson-Watt entered University College, Dundee (then a part of the University of St Andrews), obtaining a BSc in engineering in 1912. From 1912 until 1921 he was Assistant to the Professor of Natural Philosophy at St Andrews, but during the First World War he also held various posts in the Meteorological Office. During. this time, in 1916 he proposed the use of cathode ray oscillographs for radio-direction-finding displays. He joined the newly formed Radio Research Station at Slough when it was opened in 1924, and 3 years later, when it amalgamated with the Radio Section of the National Physical Laboratory, he became Superintendent at Slough. At this time he proposed the name "ionosphere" for the ionized layer in the upper atmosphere. With E.V. Appleton and J.F.Herd he developed the "squegger" hard-valve transformer-coupled timebase and with the latter devised a direction-finding radio-goniometer.In 1933 he was asked to investigate possible aircraft counter-measures. He soon showed that it was impossible to make the wished-for radio "death-ray", but had the idea of using the detection of reflected radio-waves as a means of monitoring the approach of enemy aircraft. With six assistants he developed this idea and constructed an experimental system of radar (RAdio Detection And Ranging) in which arrays of aerials were used to detect the reflected signals and deduce the bearing and height. To realize a practical system, in September 1936 he was appointed Director of the Bawdsey Research Station near Felixstowe and carried out operational studies of radar. The result was that within two years the East Coast of the British Isles was equipped with a network of radar transmitters and receivers working in the 7–14 metre band—the so-called "chain-home" system—which did so much to assist the efficient deployment of RAF Fighter Command against German bombing raids on Britain in the early years of the Second World War.In 1938 he moved to the Air Ministry as Director of Communications Development, becoming Scientific Adviser to the Air Ministry and Ministry of Aircraft Production in 1940, then Deputy Chairman of the War Cabinet Radio Board in 1943. After the war he set up Sir Robert Watson-Watt \& Partners, an industrial consultant firm. He then spent some years in relative retirement in Canada, but returned to Scotland before his death.[br]Principal Honours and DistinctionsKnighted 1942. CBE 1941. FRS 1941. US Medal of Merit 1946. Royal Society Hughes Medal 1948. Franklin Institute Elliot Cresson Medal 1957. LLD St Andrews 1943. At various times: President, Royal Meteorological Society, Institute of Navigation and Institute of Professional Civil Servants; Vice-President, American Institute of Radio Engineers.Bibliography1923, with E.V.Appleton \& J.F.Herd, British patent no. 235,254 (for the "squegger"). 1926, with J.F.Herd, "An instantaneous direction reading radio goniometer", Journal ofthe Institution of Electrical Engineers 64:611.1933, The Cathode Ray Oscillograph in Radio Research.1935, Through the Weather Hours (autobiography).1936, "Polarisation errors in direction finders", Wireless Engineer 13:3. 1958, Three Steps to Victory.1959, The Pulse of Radar.1961, Man's Means to his End.Further ReadingS.S.Swords, 1986, Technical History of the Beginnings of Radar, Stevenage: Peter Peregrinus.KFBiographical history of technology > Watson-Watt, Sir Robert Alexander
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62 second
I
1. 'sekənd adjective1) (next after, or following, the first in time, place etc: February is the second month of the year; She finished the race in second place.) segundo2) (additional or extra: a second house in the country.) segundo3) (lesser in importance, quality etc: She's a member of the school's second swimming team.) segundo
2. adverb(next after the first: He came second in the race.) segundo
3. noun1) (a second person, thing etc: You're the second to arrive.) segundo2) (a person who supports and helps a person who is fighting in a boxing match etc.) segundo, cuidador
4. verb(to agree with (something said by a previous speaker), especially to do so formally: He proposed the motion and I seconded it.) apoyar, secundar
5. noun(a secondary school.) escuela de secundaria- seconder- secondly
- secondary colours
- secondary school
- second-best
- second-class
- second-hand
- second lieutenant
- second-rate
- second sight
- second thoughts
- at second hand
- come off second best
- every second week
- month
- second to none
II 'sekənd noun1) (the sixtieth part of a minute: He ran the race in three minutes and forty-two seconds.) segundo2) (a short time: I'll be there in a second.) segundo, instantesecond1 adj segundosecond2 n segundotr['sekənd]■ Birmingham is second only to London in population sólo Londres tiene más habitantes que Birmingham■ every second day/week/month/year cada dos días/semanas/meses/años1 segundo,-a1 (in series) segundo,-a3 SMALLAUTOMOBILES/SMALL (gear) segunda5 SMALLMUSIC/SMALL segunda1 segundo, en segundo lugar■ he came second llegó segundo, quedó en segundo lugar1 (motion, proposal) apoyar, secundar1 SMALLCOMMERCE/SMALL artículos nombre masculino plural con tara, artículos nombre masculino plural defectuosos1 (food) segunda ración nombre femenino■ who wants seconds? ¿quién quiere repetir?\SMALLIDIOMATIC EXPRESSION/SMALLon second thoughts pensándolo biento be second nature to somebody serle completamente natural a alguien■ don't worry, it'll soon become second nature to you no te preocupes, pronto te parecerá una cosa muy naturalto be second to none no tener igualto have a second string to one's bow tener otra alternativato have second helpings repetirto have second thoughts (about something) entrarle dudas a uno (sobre algo), cambiar de idea (sobre algo)to play second fiddle ser segundón,-ona, desempeñar un papel secundariosecond class segunda claseSecond Coming Segundo Advenimientosecond generation segunda generación nombre femeninosecond half segundo tiemposecond language segundo idiomasecond name apellidosecond person segunda personasecond sight clarividencia————————tr['sekənd]1 (time) segundo■ Christie's time was 9.9 seconds Christie hizo un tiempo de 9,9 segundos2 familiar momento, momentito■ have you got a second? ¿tienes un momento?\SMALLIDIOMATIC EXPRESSION/SMALLsecond hand (of watch) segundero————————tr[sɪ'kɒnd]1 SMALLBRITISH ENGLISH/SMALL trasladar temporalmentesecond ['sɛkənd] vt: secundar, apoyar (una moción): en segundo lugarsecond adj: segundosecond n1) : segundo m, -da f (en una serie)2) : segundo m, segunda parte f3) : segundo m, ayudante m (en deportes)4) moment: segundo m, momento madj.• segunda adj.• segundo, -a adj.adv.• en segundo lugar adv.n.• dos s.m.• segunda s.f.• segundante s.m.• segundo s.m. (In a duel)v.• apadrinar v.v.• secundar v.
I 'sekənd1)a) segundohe's already had a second helping — ya ha repetido or (Chi) se ha repetido
to give somebody a second chance — darle* a alguien otra oportunidad
every second Tuesday/week — cada dos martes/semanas, martes/semana por medio (CS, Per)
b) (in seniority, standing) segundo2) ( elliptical use)
II
a) (in position, time, order) en segundo lugarwork comes second, family first — la familia está antes que el trabajo
b) ( secondly) en segundo lugarc) ( with superl)
III
1)a) ( of time) segundo m; (before n)second hand — segundero m
b) ( moment) segundo mit doesn't take a second — no lleva ni un segundo, es cosa de un segundo
2)a) second (gear) ( Auto) (no art) segunda fb) ( in competition)he finished a good/poor second — quedó en un honroso/deslucido segundo lugar
c) (BrE Educ)upper/lower second — segunda y tercera nota de la escala de calificaciones de un título universitario
3) (in boxing, wrestling) segundo m; ( in dueling) padrino m4) ( substandard product) artículo m con defectos de fábrica5) seconds pl ( second helping) (colloq)to have seconds — repetir*, repetirse* (Chi)
IV
1) ( support) \<\<motion/candidate\>\> secundar
I ['sekǝnd]1. ADJ1) (gen) segundothey have a second home in Oxford — tienen otra casa en Oxford, en Oxford tienen una segunda vivienda
will you have a second cup? — ¿quieres otra taza?
•
in second gear — (Aut) en segunda (velocidad)•
it's second nature to her — lo hace sin pensarfor some of us swimming is not second nature — para muchos de nosotros nadar no es algo que nos salga hacer de forma natural
he had practised until it had become second nature — había practicado hasta que le salía con naturalidad
•
to be/lie in second place — estar/encontrarse en segundo lugar or segunda posición•
to have second sight — tener clarividencia, ser clarividenteto have second thoughts (about sth/about doing sth) — tener sus dudas (sobre algo/si hacer algo)
on second thoughts... — pensándolo bien...
fatherhood second time around has not been easy for him — volver a ser padre no le ha resultado fácil
•
to be second to none — no tener rival, ser inigualablefloor 1.Bath is second only to Glasgow as a tourist attraction — Bath es la atracción turística más popular aparte de Glasgow, solo Glasgow gana en popularidad a Bath como atracción turística
2) (Mus) segundofiddle 1., 1)2. ADV1) (in race, competition, election) en segundo lugar•
to come/ finish second — quedar/llegar en segundo lugar or segunda posiciónin popularity polls he came second only to Nelson Mandela — en los sondeos era el segundo más popular por detrás de Nelson Mandela
2) (=secondly) segundo, en segundo lugarthe second largest fish — el segundo pez en tamaño, el segundo mayor pez
this is the second largest city in Spain — ocupa la segunda posición entre las ciudades más grandes de España
3. N1) (in race, competition)•
he came a good/ poor second — quedó segundo a poca/gran distancia del vencedorstudying for his exams comes a poor second to playing football — prepararse los exámenes no tiene ni de lejos la importancia que tiene jugar al fútbol
closeI feel I come a poor second in my husband's affections to our baby daughter — tengo la sensación de que mi marido vuelca todo su cariño en la pequeña y a mí me tiene olvidada
2) (Aut) segunda velocidad f•
in second — en segunda (velocidad)seconds out! — ¡segundos fuera!
4) (Brit)(Univ)•
Lower/ Upper Second — calificación que ocupa el tercer/segundo lugar en la escala de las que se otorgan con un título universitarioSee:see cultural note DEGREE in degree5) secondsa) (Comm) artículos mpl con defecto de fábrica•
these dresses are slight seconds — estos vestidos tienen pequeños defectos de fábricab) (Culin)will you have seconds? — ¿quieres más?
4. VT1) [+ motion, speaker, nomination] apoyar, secundarI'll second that * — lo mismo digo yo, estoy completamente de acuerdo
2) [sɪ'kɒnd][+ employee] trasladar temporalmente; [+ civil servant] enviar en comisión de servicios (Sp)5.CPDsecond chamber N — [of parliament] cámara f alta
the Second Coming N — (Rel) el segundo Advenimiento
second cousin N — primo(-a) segundo(-a) m / f
second fiddle — see fiddle 1., 1)
second form N — curso de secundaria para alumnos de entre 12 y 13 años
second gear N — segunda f
second half N — (Sport) segundo tiempo m, segunda parte f ; (Econ) segundo semestre m (del año económico)
second house N — (Theat) segunda función f
second lieutenant N — (in army) alférez mf, subteniente mf
second mate, second officer N — (in Merchant Navy) segundo m de a bordo
second name N — apellido m
second person N — (Gram) segunda persona f
the second person singular/plural — la segunda persona del singular/plural
second sight N —
•
to have second sight — ser clarividentesecond string N — (esp US) (Sport) (=player) suplente mf ; (=team) equipo m de reserva
II ['sekǝnd]1.N (in time, Geog, Math) segundo m•
in a split second — en un instante, en un abrir y cerrar de ojosthe operation is timed to a split second — la operación está concebida con la mayor precisión en cuanto al tiempo
•
it won't take a second — es cosa de un segundo, es un segundo nada más•
at that very second — en ese mismo instante2.CPDsecond hand N — [of clock] segundero m
* * *
I ['sekənd]1)a) segundohe's already had a second helping — ya ha repetido or (Chi) se ha repetido
to give somebody a second chance — darle* a alguien otra oportunidad
every second Tuesday/week — cada dos martes/semanas, martes/semana por medio (CS, Per)
b) (in seniority, standing) segundo2) ( elliptical use)
II
a) (in position, time, order) en segundo lugarwork comes second, family first — la familia está antes que el trabajo
b) ( secondly) en segundo lugarc) ( with superl)
III
1)a) ( of time) segundo m; (before n)second hand — segundero m
b) ( moment) segundo mit doesn't take a second — no lleva ni un segundo, es cosa de un segundo
2)a) second (gear) ( Auto) (no art) segunda fb) ( in competition)he finished a good/poor second — quedó en un honroso/deslucido segundo lugar
c) (BrE Educ)upper/lower second — segunda y tercera nota de la escala de calificaciones de un título universitario
3) (in boxing, wrestling) segundo m; ( in dueling) padrino m4) ( substandard product) artículo m con defectos de fábrica5) seconds pl ( second helping) (colloq)to have seconds — repetir*, repetirse* (Chi)
IV
1) ( support) \<\<motion/candidate\>\> secundar2) [sɪ'kɒnd] ( attach) (BrE) -
63 Gomes da Costa, Manuel de Oliveira
(1863-1929)Marshal of the Portuguese Army, commander of Portugal's forces in Flanders in World War I, and leader of the military coup that overthrew the First Republic in May 1926. Trained at the Military College, Gomes da Costa rose from the rank of private to general during the period 1883-1917. His career began with important colonial service in Portuguese India and Mozambique in suppressing insurgencies in the 1890s. He served with Mousinho de Albuquerque in the Gaza campaigns (1896-97), in Mozambique, and later in Angola and São Tomé. His most notable service was in Portugal's intervention in World War I as he helped organize the first brigade and commanded the first division of Portugal's Expeditionary Corps (CEP), which entered combat on the western front in May 1917. For his role in the battle of Lys, in April 1918, when German forces badly mauled the Portuguese sector, Gomes da Costa was decorated by Portugal with the Tower and Sword medal. During the latter part of the First Republic, he was dispatched to the colonies on missions to divert him from domestic politics, since he had joined the Reformist Party (PR).As the most senior and best-known career army officer, Gomes da Costa was invited by former CEP comrades to join in military conspiracies to overthrow the democrat-dominated First Republic. On 28 May 1926, in Braga, he launched the military coup with the pronouncement "To Arms, Portugal!" The general's famous name and forceful personality gave the military movement the necessary prestige and won public opinion's confidence for the political moment. Gomes da Costa, however, was not suited for political maneuvering and administrative efficiency and, on 9 July 1926, he was dismissed as minister of war by other generals, including future president Óscar Carmona, and then exiled to the Azores. For political effect and as a consolation prize to the leader whose individual daring had helped create the abertura (opening) that allowed the coup to succeed, the military dictatorship honored Gomes da Costa, even in exile, with promotion to marshal of the army. In ill health on his return from the isolated Azores in late 1927, he died less than two years later in Lisbon. There is a statue of Gomes da Costa in a square in Braga, designed by Barata Feyo, which honors the general of the Twenty- eighth of May coup d'etat.Historical dictionary of Portugal > Gomes da Costa, Manuel de Oliveira
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64 Bergius, Friedrich Carl Rudolf
[br]b. 11 October 1884 Goldschmieden, near Breslau, Germanyd. 31 March Buenos Aires, Argentina[br][br]After studying chemistry in Breslau and Leipzig and assisting inter alia at the institute of Fritz Haber in Karlsruhe on the catalysis of ammonia under high pressure, in 1909 he went to Hannover to pursue his idea of turning coal into liquid hydrocarbon under high hydrogen pressure (200 atm) and high temperatures (470° C). As experiments with high pressure in chemical processes were still in their initial stages and the Technical University could not support him sufficiently, he set up a private laboratory to develop the methods and to construct the equipment himself. Four years later, in 1913, his process for producing liquid or organic compounds from coal was patented.The economic aspects of this process were apparent as the demand for fuels and lubricants increased more rapidly than the production of oil, and Bergius's process became even more important after the outbreak of the First World War. The Th. Goldschmidt company of Essen contracted him and tried large-scale production near Mannheim in 1914, but production failed because of the lack of capital and experience to operate with high pressure on an industrial level. Both capital and experience were provided jointly by the BASF company, which produced ammonia at Merseburg, and IG Farben, which took over the Bergius process in 1925, the same year that the synthesis of hydrocarbon had been developed by Fischer-Tropsch. Two years later, at the Leuna works, almost 100,000 tonnes of oil were produced from coal; during the following years, several more hydrogenation plants were to follow, especially in the eastern parts of Germany as well as in the Ruhr area, while the government guaranteed the costs. The Bergius process was extremely important for the supply of fuels to Germany during the Second World War, with the monthly production rate in 1943–4 being more than 700,000 tonnes. However, the plants were mostly destroyed at. the end of the war and were later dismantled.As a consequence of this success Bergius, who had gained an international reputation, went abroad to work as a consultant to several foreign governments. Experiments aiming to reduce the costs of production are still continued in some countries. By 1925, after he had solved all the principles of his process, he had turned to the production of dextrose by hydrolyzing wood with highly concentrated hydrochloric acid.[br]Principal Honours and DistinctionsNobel Prize 1931. Honorary doctorates, Heidelberg, Harvard and Hannover.Bibliography1907, "Über absolute Schwefelsäure als Lösungsmittel", unpublished thesis, Weida. 1913, Die Anwendung hoher Drucke bei chemischen Vorgängen und eine Nachbildungdes Entstehungsprozesses der Steinkohle, Halle. 1913, DRP no. 301, 231 (coal-liquefaction process).1925, "Verflüssigung der Kohle", Zeitschrift des Vereins Deutscher Ingenieure, 69:1313–20, 1359–62.1933, "Chemische Reaktionen unter hohem Druck", Les Prix Nobel en 1931, Stockholm, pp. 1–37.Further ReadingDeutsches Bergbau-Museum, 1985, Friedrich Bergius und die Kohleverflüssigung. Stationen einer Entwicklung, Bochum (gives a comprehensive and illustrated description of the man and the technology).H.Beck, 1982, Friedrich Bergius, ein Erfinderschicksal, Munich: Deutsches Museum (a detailed biographical description).W.Birkendfeld, 1964, Der synthetische Treibstoff 1933–1945. Ein Beitragzur nationalsozialistischen Wirtschafts-und Rüstungspolitik, Göttingen, Berlin and Frankfurt (describes the economic value of synthetic fuels for the Third Reich).WKBiographical history of technology > Bergius, Friedrich Carl Rudolf
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65 Curtiss, Glenn Hammond
SUBJECT AREA: Aerospace[br]b. 21 May 1878 Hammondsport, New York, USAd. 23 July 1930 Buffalo, New York, USA[br]American designer of aeroplanes, especially seaplanes.[br]Curtiss started his career in the bicycle business, then became a designer of motor-cycle engines, and in 1904 he designed and built an airship engine. The success of his engine led to him joining the Aerial Experimental Association (AEA), founded by the inventor Alexander Graham Bell. Working with the AEA, Curtiss built several engines and designed a biplane, June Bug, in which he won a prize for the first recorded flight of over 1 km (1,100yd) in the USA. In 1909 Curtiss joined forces with Augustus M.Herring, who had earlier flown Octave Chanute's gliders, to form the Herring-Curtiss Company. Their Gold Bug was a success and led to the Golden Flyer, in which Glenn Curtiss won the Gordon Bennett Cup at Rheims in France with a speed of 75.7 km/h (47 mph). At this time the Wright brothers accused Curtiss and the new Curtiss Aeroplane Company of infringing their patent rights, and a bitter lawsuit ensued. The acrimony subsided during the First World War and in 1929 the two companies merged to form the Curtiss-Wright Corporation.Curtiss had started experimenting with water-based aircraft in 1908, but it was not until 1911 that he managed to produce a successful float-plane. He then co-operated with the US Navy in developing catapults to launch aircraft from ships at sea. During the First World War, Curtiss produced the JN-4 Jenny trainer, which became probably his best-known design. This sturdy bi-plane continued in service long after the war and was extensively used by "barnstorming" pilots at air shows and for early mail flights. In 1919 a Navy-Curtiss NC-4 flying boat achieved the first flight across the Atlantic, having made the crossing in stages, refuelling en route. Curtiss himself, however, had little interest in aviation in his later years and turned his attention to real-estate development in Florida.[br]Principal Honours and DistinctionsRobert J.Collier Trophy 1911, 1912. US Aero Club Gold Medal 1911, 1912. Smithsonian Institution Langley Gold Medal 1913.Further ReadingL.S.Casey, 1981, Curtiss: The Hammondsport Era 1907–1915, New York. C.R.Roseberry, 1972, Glenn Curtiss, Pioneer of Flight, New York.R.Taylor and Walter S.Taylor, 1968, Overland and Sea, New York (biography). Alden Heath, 1942, Glenn Curtiss: Pioneer of Naval Aviation, New York.JDS -
66 Farman, Henri
SUBJECT AREA: Aerospace[br]b. 26 May 1874 Paris, Franced. 17 July 1958 Paris, France[br]French aeroplane designer who modified Voisin biplanes and later, with his brother Maurice (b. 21 March 1877 Paris, France; d. 26 February 1964 Paris, France), created a major aircraft-manufacturing company.[br]The parents of Henri and Maurice Farman were British subjects living in Paris, but their sons lived all their lives in France and became French citizens. As young men, both became involved in cycle and automobile racing. Henri (or Henry—he used both versions) turned his attention to aviation in 1907 when he bought a biplane from Gabriel Voisin. Within a short time he had established himself as one of the leading pilots in Europe, with many record-breaking flights to his credit. Farman modified the Voisin with his own improvements, including ailerons, and then in 1909 he designed the first Farman biplane. This became the most popular biplane in Europe from the autumn of 1909 until well into 1911 and is one of the classic aeroplanes of history. Meanwhile, Maurice Farman had also begun to design and build biplanes; his first design of 1909 was not a great success but from it evolved two robust biplanes nicknamed the "Longhorn" and the "Shorthorn", so called because of their undercarriage skids. In 1912 the brothers joined forces and set up a very large factory at Billancourt. The "Longhorn" and "Shorthorn" became the standard training aircraft in France and Britain during the early years of the First World War. The Farman brothers went on to produce a number of other wartime designs, including a large bomber. After the war the Farmans produced a series of large airliners which played a key role in establishing France as a major airline operator. Most famous of these was the Goliath, a twin-engined biplane capable of carrying up to twelve passengers. This was produced from 1918 to 1929 and was used by many airlines, including the Farman Line. The brothers retired when their company was nationalized in 1937.[br]Bibliography1910, The Aviator's Companion, London (with his brother Dick Farman).Further ReadingM.Farman, 1901, 3,000 kilomètres en ballon, Paris (an account of several balloon flights from 1894 to 1900).J.Liron, 1984, Les Avions Farman, Paris (provides comprehensive descriptions of all Farman aircraft).Jane's Fighting Aircraft of World War I, 1990, London (reprint) (gives details of all early Farman aircraft).J.Stroud, 1966, European Aircraft since 1910, London (provides details about Farman air-liners).JDS -
67 Gresley, Sir Herbert Nigel
[br]b. 19 June 1876 Edinburgh, Scotlandd. 5 April 1941 Hertford, England[br]English mechanical engineer, designer of the A4-class 4–6–2 locomotive holding the world speed record for steam traction.[br]Gresley was the son of the Rector of Netherseale, Derbyshire; he was educated at Marlborough and by the age of 13 was skilled at making sketches of locomotives. In 1893 he became a pupil of F.W. Webb at Crewe works, London \& North Western Railway, and in 1898 he moved to Horwich works, Lancashire \& Yorkshire Railway, to gain drawing-office experience under J.A.F.Aspinall, subsequently becoming Foreman of the locomotive running sheds at Blackpool. In 1900 he transferred to the carriage and wagon department, and in 1904 he had risen to become its Assistant Superintendent. In 1905 he moved to the Great Northern Railway, becoming Superintendent of its carriage and wagon department at Doncaster under H.A. Ivatt. In 1906 he designed and produced a bogie luggage van with steel underframe, teak body, elliptical roof, bowed ends and buckeye couplings: this became the prototype for East Coast main-line coaches built over the next thirty-five years. In 1911 Gresley succeeded Ivatt as Locomotive, Carriage \& Wagon Superintendent. His first locomotive was a mixed-traffic 2–6–0, his next a 2–8–0 for freight. From 1915 he worked on the design of a 4–6–2 locomotive for express passenger traffic: as with Ivatt's 4 4 2s, the trailing axle would allow the wide firebox needed for Yorkshire coal. He also devised a means by which two sets of valve gear could operate the valves on a three-cylinder locomotive and applied it for the first time on a 2–8–0 built in 1918. The system was complex, but a later simplified form was used on all subsequent Gresley three-cylinder locomotives, including his first 4–6–2 which appeared in 1922. In 1921, Gresley introduced the first British restaurant car with electric cooking facilities.With the grouping of 1923, the Great Northern Railway was absorbed into the London \& North Eastern Railway and Gresley was appointed Chief Mechanical Engineer. More 4–6– 2s were built, the first British class of such wheel arrangement. Modifications to their valve gear, along lines developed by G.J. Churchward, reduced their coal consumption sufficiently to enable them to run non-stop between London and Edinburgh. So that enginemen might change over en route, some of the locomotives were equipped with corridor tenders from 1928. The design was steadily improved in detail, and by comparison an experimental 4–6–4 with a watertube boiler that Gresley produced in 1929 showed no overall benefit. A successful high-powered 2–8–2 was built in 1934, following the introduction of third-class sleeping cars, to haul 500-ton passenger trains between Edinburgh and Aberdeen.In 1932 the need to meet increasing road competition had resulted in the end of a long-standing agreement between East Coast and West Coast railways, that train journeys between London and Edinburgh by either route should be scheduled to take 8 1/4 hours. Seeking to accelerate train services, Gresley studied high-speed, diesel-electric railcars in Germany and petrol-electric railcars in France. He considered them for the London \& North Eastern Railway, but a test run by a train hauled by one of his 4–6–2s in 1934, which reached 108 mph (174 km/h), suggested that a steam train could better the railcar proposals while its accommodation would be more comfortable. To celebrate the Silver Jubilee of King George V, a high-speed, streamlined train between London and Newcastle upon Tyne was proposed, the first such train in Britain. An improved 4–6–2, the A4 class, was designed with modifications to ensure free running and an ample reserve of power up hill. Its streamlined outline included a wedge-shaped front which reduced wind resistance and helped to lift the exhaust dear of the cab windows at speed. The first locomotive of the class, named Silver Link, ran at an average speed of 100 mph (161 km/h) for 43 miles (69 km), with a maximum speed of 112 1/2 mph (181 km/h), on a seven-coach test train on 27 September 1935: the locomotive went into service hauling the Silver Jubilee express single-handed (since others of the class had still to be completed) for the first three weeks, a round trip of 536 miles (863 km) daily, much of it at 90 mph (145 km/h), without any mechanical troubles at all. Coaches for the Silver Jubilee had teak-framed, steel-panelled bodies on all-steel, welded underframes; windows were double glazed; and there was a pressure ventilation/heating system. Comparable trains were introduced between London Kings Cross and Edinburgh in 1937 and to Leeds in 1938.Gresley did not hesitate to incorporate outstanding features from elsewhere into his locomotive designs and was well aware of the work of André Chapelon in France. Four A4s built in 1938 were equipped with Kylchap twin blast-pipes and double chimneys to improve performance still further. The first of these to be completed, no. 4468, Mallard, on 3 July 1938 ran a test train at over 120 mph (193 km/h) for 2 miles (3.2 km) and momentarily achieved 126 mph (203 km/h), the world speed record for steam traction. J.Duddington was the driver and T.Bray the fireman. The use of high-speed trains came to an end with the Second World War. The A4s were then demonstrated to be powerful as well as fast: one was noted hauling a 730-ton, 22-coach train at an average speed exceeding 75 mph (120 km/h) over 30 miles (48 km). The war also halted electrification of the Manchester-Sheffield line, on the 1,500 volt DC overhead system; however, anticipating eventual resumption, Gresley had a prototype main-line Bo-Bo electric locomotive built in 1941. Sadly, Gresley died from a heart attack while still in office.[br]Principal Honours and DistinctionsKnighted 1936. President, Institution of Locomotive Engineers 1927 and 1934. President, Institution of Mechanical Engineers 1936.Further ReadingF.A.S.Brown, 1961, Nigel Gresley, Locomotive Engineer, Ian Allan (full-length biography).John Bellwood and David Jenkinson, Gresley and Stanier. A Centenary Tribute (a good comparative account).See also: Bulleid, Oliver Vaughan SnellPJGRBiographical history of technology > Gresley, Sir Herbert Nigel
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68 Sarnoff, David
[br]b. 27 February 1891 Uzlian, Minsk (now in Belarus)d. 12 December 1971 New York City, New York, USA[br]Russian/American engineer who made a major contribution to the commercial development of radio and television.[br]As a Jewish boy in Russia, Sarnoff spent several years preparing to be a Talmudic Scholar, but in 1900 the family emigrated to the USA and settled in Albany, New York. While at public school and at the Pratt Institute in Brooklyn, New York, he helped the family finances by running errands, selling newspapers and singing the liturgy in the synagogue. After a short period as a messenger boy with the Commercial Cable Company, in 1906 he became an office boy with the Marconi Wireless Telegraph Company of America (see G. Marconi). Having bought a telegraph instrument with his first earnings, he taught himself Morse code and was made a junior telegraph operator in 1907. The following year he became a wireless operator at Nantucket Island, then in 1909 he became Manager of the Marconi station at Sea Gate, New York. After two years at sea he returned to a shore job as wireless operator at the world's most powerful station at Wanamaker's store in Manhattan. There, on 14 April 1912, he picked up the distress signals from the sinking iner Titanic, remaining at his post for three days.Rewarded by rapid promotion (Chief Radio Inspector 1913, Contract Manager 1914, Assistant Traffic Manager 1915, Commercial Manager 1917) he proposed the introduction of commercial radio broadcasting, but this received little response. Consequently, in 1919 he took the job of Commercial Manager of the newly formed Radio Corporation of America (RCA), becoming General Manager in 1921, Vice- President in 1922, Executive Vice-President in 1929 and President in 1930. In 1921 he was responsible for the broadcasting of the Dempsey-Carpentier title-fight, as a result of which RCA sold $80 million worth of radio receivers in the following three years. In 1926 he formed the National Broadcasting Company (NBC). Rightly anticipating the development of television, in 1928 he inaugurated an experimental NBC television station and in 1939 demonstrated television at the New York World Fair. Because of his involvement with the provision of radio equipment for the armed services, he was made a lieutenant-colonel in the US Signal Corps Reserves in 1924, a full colonel in 1931 and, while serving as a communications consultant to General Eisenhower during the Second World War, Brigadier General in 1944.With the end of the war, RCA became a major manufacturer of television receivers and then invested greatly in the ultimately successful development of shadowmask tubes and receivers for colour television. Chairman and Chief Executive from 1934, Sarnoff held the former post until his retirement in 1970.[br]Principal Honours and DistinctionsFrench Croix de Chevalier d'honneur 1935, Croix d'Officier 1940, Croix de Commandant 1947. Luxembourg Order of the Oaken Crown 1960. Japanese Order of the Rising Sun 1960. US Legion of Merit 1946. UN Citation 1949. French Union of Inventors Gold Medal 1954.KFSee also: Zworykin, Vladimir Kosma -
69 Sopwith, Sir Thomas (Tommy) Octave Murdoch
SUBJECT AREA: Aerospace[br]b. 18 January 1888 London, Englandd. 27 January 1989 Stockbridge, Hampshire, England[br]English aeronautical engineer and industrialist.[br]Son of a successful mining engineer, Sopwith did not shine at school and, having been turned down by the Royal Navy as a result, attended an engineering college. His first interest was motor cars and, while still in his teens, he set up a business in London with a friend in order to sell them; he also took part in races and rallies.Sopwith's interest in aviation came initially through ballooning, and in 1906 he purchased his own balloon. Four years later, inspired by the recent flights across the Channel to France and after a joy-ride at Brooklands, he bought an Avis monoplane, followed by a larger biplane, and taught himself to fly. He was awarded the Royal Aero Society's Aviator Certificate No. 31 on 21 November 1910, and he quickly distinguished himself in flying competitions on both sides of the Atlantic and started his own flying school. In his races he was ably supported by his friend Fred Sigrist, a former motor engineer. Among the people Sopwith taught to fly were an Australian, Harry Hawker, and Major Hugh Trenchard, who later became the "father" of the RAF.In 1912, depressed by the poor quality of the aircraft on trial for the British Army, Sopwith, in conjunction with Hawker and Sigrist, bought a skating rink in Kingston-upon-Thames and, assisted by Fred Sigrist, started to design and build his first aircraft, the Sopwith Hybrid. He sold this to the Royal Navy in 1913, and the following year his aviation manufacturing company became the Sopwith Aviation Company Ltd. That year a seaplane version of his Sopwith Tabloid won the Schneider Trophy in the second running of this speed competition. During 1914–18, Sopwith concentrated on producing fighters (or "scouts" as they were then called), with the Pup, the Camel, the 1½ Strutter, the Snipe and the Sopwith Triplane proving among the best in the war. He also pioneered several ideas to make flying easier for the pilot, and in 1915 he patented his adjustable tailplane and his 1 ½ Strutter was the first aircraft to be fitted with air brakes. During the four years of the First World War, Sopwith Aviation designed thirty-two different aircraft types and produced over 16,000 aircraft.The end of the First World War brought recession to the aircraft industry and in 1920 Sopwith, like many others, put his company into receivership; none the less, he immediately launched a new, smaller company with Hawker, Sigrist and V.W.Eyre, which they called the H.G. Hawker Engineering Company Ltd to avoid any confusion with the former company. He began by producing cars and motor cycles under licence, but was determined to resume aircraft production. He suffered an early blow with the death of Hawker in an air crash in 1921, but soon began supplying aircraft to the Royal Air Force again. In this he was much helped by taking on a new designer, Sydney Camm, in 1923, and during the next decade they produced a number of military aircraft types, of which the Hart light bomber and the Fury fighter, the first to exceed 200 mph (322 km/h), were the best known. In the mid-1930s Sopwith began to build a large aviation empire, acquiring first the Gloster Aircraft Company and then, in quick succession, Armstrong-Whitworth, Armstrong-Siddeley Motors Ltd and its aero-engine counterpart, and A.V.Roe, which produced Avro aircraft. Under the umbrella of the Hawker Siddeley Aircraft Company (set up in 1935) these companies produced a series of outstanding aircraft, ranging from the Hawker Hurricane, through the Avro Lancaster to the Gloster Meteor, Britain's first in-service jet aircraft, and the Hawker Typhoon, Tempest and Hunter. When Sopwith retired as Chairman of the Hawker Siddeley Group in 1963 at the age of 75, a prototype jump-jet (the P-1127) was being tested, later to become the Harrier, a for cry from the fragile biplanes of 1910.Sopwith also had a passion for yachting and came close to wresting the America's Cup from the USA in 1934 when sailing his yacht Endeavour, which incorporated a number of features years ahead of their time; his greatest regret was that he failed in his attempts to win this famous yachting trophy for Britain. After his retirement as Chairman of the Hawker Siddeley Group, he remained on the Board until 1978. The British aviation industry had been nationalized in April 1977, and Hawker Siddeley's aircraft interests merged with the British Aircraft Corporation to become British Aerospace (BAe). Nevertheless, by then the Group had built up a wide range of companies in the field of mechanical and electrical engineering, and its board conferred on Sopwith the title Founder and Life President.[br]Principal Honours and DistinctionsKnighted 1953. CBE 1918.Bibliography1961, "My first ten years in aviation", Journal of the Royal Aeronautical Society (April) (a very informative and amusing paper).Further ReadingA.Bramson, 1990, Pure Luck: The Authorized Biography of Sir Thomas Sopwith, 1888– 1989, Wellingborough: Patrick Stephens.B.Robertson, 1970, Sopwith. The Man and His Aircraft, London (a detailed publication giving plans of all the Sopwith aircraft).CM / JDSBiographical history of technology > Sopwith, Sir Thomas (Tommy) Octave Murdoch
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70 Voisin, Gabriel
SUBJECT AREA: Aerospace[br]b. 5 February 1880 Belleville-sur-Saône, Franced. 25 December 1973 Ozenay, France[br]French manufacturer of aeroplanes in the early years of aviation.[br]Gabriel Voisin was one of a group of aviation pioneers working in France c. 1905. One of the leaders of this group was a rich lawyer-sportsman, Ernest Archdeacon. For a number of years they had been building gliders based on those of the Wright brothers. Archdeacon's glider of 1904 was flown by Voisin, who went on to assist in the design and manufacture of gliders for Archdeacon and Louis Blériot, including successful float-gliders. Gabriel Voisin was joined by his brother Charles in 1905 and they set up the first commercial aircraft factory. As the Voisins had limited funds, they had to seek customers who could afford to indulge in the fashionable hobby of flying. One was Santos- Dumont, who commissioned Voisin to build his "14 bis" aeroplane in 1906.Early in 1907 the Voisins built their first powered aeroplane, but it was not a success.Later that year they completed a biplane for a Paris sculptor, Léon Delagrange, and another for Henri Farman. The basic Voisin was a biplane with the engine behind the pilot and a "pusher" propeller. Pitching was controlled by biplane elevators forward of the pilot and rudders were fitted to the box kite tail, but there was no control of roll.Improvements were gradually introduced by the Voisins and their customers, such as Farman. Incidentally, to flatter their clients the Voisins often named the aircraft after them, thus causing some confusion to historians. Many Voisins were built up until 1910, when the company's fortunes sank. Competition was growing, the factory was flooded, and Charles left. Gabriel started again, building robust biplanes of steel construction. Voisin bombers were widely used during the First World War, and a subsidiary factory was built in Russia.In August 1917, Voisin sold his business when the French Air Ministry decided that Voisin aeroplanes were obsolete and that the factory should be turned over to the building of engines. After the war he started another business making prefabricated houses, and then turned to manufacturing motor cars. From 1919 to 1939 his company produced various models, mainly for the luxury end of the market but also including a few sports and racing cars. In the early 1950s he designed a small two-seater, which was built by the Biscuter company in Spain. The Voisin company finally closed in 1958.[br]Principal Honours and DistinctionsChevalier de la Légion d'honneur 1909. Académie des Sciences Gold Medal 1909.Bibliography1961, Mes dix milles cerfs-volants, France; repub. 1963 as Men, Women and 10,000 Kites, London (autobiography; an eminent reviewer said, "it contains so many demonstrable absurdities, untruths and misleading statements, that one does not know how much of the rest one can believe").1962, Mes Mille et un voitures, France (covers his cars).Further ReadingC.H.Gibbs-Smith, 1965, The Invention of the Aeroplane 1799–1909, London (includes an account of Voisin's contribution to aviation and a list of his early aircraft).Jane's Fighting Aircraft of World War I, London; reprinted 1990 (provides details of Voisin's 1914–18 aircraft).E.Chadeau, 1987, L'Industrie aéronautique en France 1900–1950, de Blériot à Dassault, Paris.G.N.Georgano, 1968, Encyclopedia of Motor Cars 1885 to the Present, New York (includes brief descriptions of Voisin's cars).JDS -
71 Zuse, Konrad
SUBJECT AREA: Electronics and information technology[br]b. 22 June 1910 Berlin, Germany[br]German civil engineer who developed a series of computers before, during and after the Second World War.[br]Zuse grew up in Braunsberg, then in East Prussia, and attended the Technische Hochschule at Berlin-Charlottenburg to study civil engineering. In 1934 he became interested in calculatingmachines and the pursuit of a career in aeronautical engineering. Two years later, having taken a post as a statistician, in his spare time he built a mechanical computer, which he called Z1; for this he used two-state mechanical switches and punched-tape for the program input. This was followed by the design for Z2, which used electromechanical relays.Called to military service in 1939, he was soon sent to the Henschel aircraft factory, where he completed Z2. Between 1939 and 1941 the German Aeronautical Research Institute supported his development of Z3, which used 2,600 relays and a keyboard input. Taken into immediate use by the aircraft industry, both it and its predecessors were destroyed in air raids. Z4, completed towards the end of the war and using mechanical memory, survived, and with improvements was used in Switzerland until 1960. Other achievements by Zuse included a machine to perform logical calculations (LI) and his Plankalkul, one of the first computer languages. In 1950, with two friends, he formed the Zuse KG company near Bad Hersfeld, Essen, and his first Z5 relay computer was sold to Leitz in 1952. A series of machines followed, a milestone in 1958 being the first transistorized machine, Z22, of which over 200 were made. Finally, in 1969, the company was absorbed by Siemens AG and Zuse returned to scientific research.[br]Principal Honours and DistinctionsHonorary Doctorate Berlin Technical University 1960. Honorary Professor Göttingen University 1960.Bibliography11 April 1936, German patent no. Z23 1391X/42M. 16 June 1941, German patent no. Z391.1 August 1949, German patent no. 50,746.1993, The Computer: My Life, Berlin: SpringerVerlag (autobiography).Further ReadingP.E.Ceruzzi, 1981, "The early computers of Konrad Zuse 1935–45", Annals of the History of Computing 3:241.M.R.Williams, 1985, A History of Computing Technology, London: Prentice-Hall.See also: Stibitz, George R.KF -
72 INTRODUCTION
For a small country perched on the edge of western Europe but with an early history that began more than 2,000 years ago, there is a vast bibliography extant in many languages. Since general reference works with bibliography on Portugal are few, both principal and minor works are included. In the first edition, works in English, and a variety of Portuguese language works that are counted as significant if not always classic, were included. In the second and third editions, more works in Portuguese are added.It is appropriate that most of the works cited in some sections of the bibliograpy are in English, but this pattern should be put in historical perspective. Since the late 1950s, the larger proportion of foreign-language works on Portugal and the Portuguese have been in English. But this was not the case before World War II. As a whole, there were more studies in French, with a smaller number in German, Italian, and Spanish, than in English. Most of the materials published today on all aspects of this topic continue to be in Portuguese, but English-language works have come to outnumber the other non-Portuguese language studies. In addition to books useful to a variety of students, a selection of classic works of use to the visitor, tourist, and foreign resident of Portugal, as well as to those interested in Portuguese communities overseas, have been included.Readers will note that publishers' names are omitted from some Portuguese citations as well as from a number of French works. There are several reasons for this. First, in many of the older sources, publishers no longer exist and are difficult to trace. Second, the names of the publishers have been changed in some cases and are also difficult to trace. Third, in many older books and periodicals, printers' names but not publishers were cited, and identifying the publishers is virtually impossible.Some recommended classic titles for beginners are in historical studies: José Hermano Saraiva, Portugal: A Companion History (1997); A. H. de Oliveira Marques, History of Portugal (1976 ed.), general country studies in two different historical eras: Sarah Bradford, Portugal (1973) and Marion Kaplan, The Portuguese: The Land and Its People (2002 and later editions); political histories, Antônio de Figueiredo, Portugal: Fifty Years of Dictatorship (1975) and Douglas L. Wheeler, Republican Portugal: A Political History ( 1910-1926) (1978; 1998). On Portugal's Revolution of 25 April 1974 and contemporary history and politics: Kenneth Maxwell, The Making of Portuguese Democracy (1995); Phil Mailer, The Impossible Revolution (1977); Richard A. H. Robinson, Contemporary Portugal: A History (1979); Lawrence S. Graham and Douglas L. Wheeler (eds.), In Search of Modern Portugal: The Revolution and Its Consequences (1983); Lawrence S. Graham and Harry M. Makler (eds.), Contemporary Portugal: The Revolution and its Antecedents (1979). On contemporary Portuguese society, see Antonio Costa Pinto (ed.), Contemporary Portugal: Politics, Society, Culture (2003).Enduring works on the history of Portugal's overseas empire include: C. R. Boxer, The Portuguese Seaborne Empire, 1415-1825 (1969 and later editions); and Bailey W. Diffie and George Winius, The Foundations of the Portuguese Empire, 1415-1580 (1977); on Portugal and the Age of Discoveries: Charles Ley (ed.), Portuguese Voyages 1498-1663 (2003). For a new portrait of the country's most celebrated figure of the Age of Discoveries, see Peter Russell, Prince Henry 'The Navigator': A Life (2000). A still useful geographical study about a popular tourist region is Dan Stanislawski's Portugal's Other Kingdom: The Algarve (1963). A fine introduction to a region of rural southern Portugal is José Cutileiro's A Portuguese Rural Society (1971).Early travel account classics are Almeida Garrett, Travels in My Homeland (1987) and William Beckford, Recollections of an Excursion to the Monasteries of Alcobaca and Batalha (1969 and later editions). On travel and living in Portugal, see Susan Lowndes Marques and Ann Bridge, The Selective Traveller in Portugal (1968 and later editions); David Wright and Patrick Swift, Lisbon: A Portrait and Guide (1968 and later editions); Sam Ballard and Jane Ballard, Pousadas of Portugal (1986); Richard Hewitt, A Cottage in Portugal (1996);Ian Robertson, Portugal: The Blue Guide (1988 and later editions); and Anne de Stoop, Living in Portugal (1995). Fine reads on some colorful, foreign travellers in Portugal are found in Rose Macauley, They Went to Portugal (1946 and later editions) and They Went to Portugal Too (1990). An attractive blend of historical musing and current Portugal is found in Paul Hyland's, Backing Out of the Big World: Voyage to Portugal (1996); Datus Proper's The Last Old Place: A Search through Portugal (1992); and Portugal's 1998 Nobel Prize winner in Literature, José Sarmago, writes in Journey through Portugal (2001).For aspects of Portuguese literature in translation, see Aubrey F. G. Bell, The Oxford Book of Portuguese Verse (1952 edition by B. Vidigal); José Maria Eça de Queirós, The Maias (2007 and earlier editions); and José Sara-mago's Baltasar and Blimunda (1985 and later editions), as well as many other novels by this, Portugal's most celebrated living novelist. See also Landeg White's recent translation of the national 16th century epic of Luis de Camóes, The Lusiads (1997). A classic portrait of the arts in Portugal during the country's imperial age is Robert C. Smith's The Art of Portugal, 1500-1800 (1968).For those who plan to conduct research in Portugal, the premier collection of printed books, periodicals, and manuscripts is housed in the country's national library, the Biblioteca Nacional de Lisboa, in Lisbon. Other important collections are found in the libraries of the major universities in Coimbra, Lisbon, and Oporto, and in a number of foundations and societies. For the history of the former colonial empire, the best collection of printed materials remains in the library of Lisbon's historic Geography Society, the Sociedade de Geografia de Lisboa, Lisbon; and for documents there is the state-run colonial archives, the Arquivo Historico Ultramarino, in Restelo, near Lisbon. Other government records are deposited in official archives, such as those for foreign relations in the archives of the Ministry of Foreign Affairs, housed in Necessidades Palace, Lisbon.For researchers in North America, the best collections of printed materials on Portugal are housed in the Library of Congress, Washington, D.C.; New York Public Library, New York City; Newberry Library, Chicago, Illinois; and in university libraries including those of Harvard, Yale, Johns Hopkins, Brown, Indiana, Illinois, University of California at Los Angeles, University of California - Berkeley, University of California - Santa Barbara, Stanford, Florida State, Duke, University of New Hampshire, Durham, University of Toronto, University of Ottawa, McGill, and University of British Columbia. Records dealing with Portuguese affairs are found in U.S. government archives, including, for instance, those in the National Archives and Record Service (NARS), housed in Washington, D.C.BIBLIOGRAPHIES■ Academia Portuguesa de História. Guia Bibliográfica Histórica Portuguesa. Vol. I-?. Lisbon, 1954-.■ Anselmo, Antônio Joaquim. Bibliografia das bibliografias portuguesas. Lisbon: Biblioteca Nacional, 1923.■ Bell, Aubrey F. G. Portuguese Bibliography. Oxford: Oxford University Press, 1922.■ Borchardt, Paul. La Bibliographie de l'Angola, 1500-1900. Brussels, 1912. Chilcote, Ronald H., ed. and comp. The Portuguese Revolution of 25 April 1974. Annotated bibliography on the antecedents and aftermath. Coimbra: Centro de Documentação 25 de Abril, Universidade de Coimbra, 1987. Cintra, Maria Adelaide Valle. Bibliografia de textos medievais portugueses. Lisbon: Centro de Estudos Filolôgicos, 1960.■ Costa, Mário. Bibliografia Geral de Moçambique. Lisbon, 1945. Coutinho, Bernardo Xavier da Costa. Bibliographie franco-portugaise: Essai d'une bibliographie chronologique de livres français sur le Portugal. Oporto: Lopes da Silva, 1939.■ Diffie, Bailey W. "A Bibliography of the Principal Published Guides to Portuguese Archives and Libraries," Proceedings of the International Colloquium on Luso-Brazilian Studies. Nashville, Tenn., 1953. Gallagher, Tom. Dictatorial Portugal, 1926-1974: A Bibliography. Durham, N.H.: International Conference Group on Portugal, 1979.■ Gibson, Mary Jane. Portuguese Africa: A Guide to Official Publications. Washington, D.C.: Library of Congress, 1967. Greenlee, William B. "A Descriptive Bibliography of the History of Portugal." Hispanic American Historical Review XX (August 1940): 491-516. Gulbenkian, Fundação Calouste. Boletim Internacional de Bibliografia Luso-Brasileira. Vol. 1-15. Lisbon, 1960-74.■ Instituto Camoes. Faculdade de Letras da Universidade De Coimbra. Repertorio Bibliografico da Historiografia Portuguesa ( 1974-1994). Coimbra:■ Instituto Camoes; Universidade de Coimbra, 1995. Junta De Investigações Científicas Do Ultramar. Bibliografia Da Junta De Investigações Científicas Do Ultramar Sobre Ciências Humanas E Sociais. Lisbon: Junta de Investigações Científicas Do Ultramar, 1975. Kettenring, Norman E., comp. A Bibliography of Theses and Dissertations on Portuguese Topics Completed in the United States and Canada, 1861-1983.■ Durham, N.H.: International Conference Group on Portugal, 1984. Kunoff, Hugo. Portuguese Literature from Its Origins to 1990: A Bibliography Based on the Collections at Indiana University. Metuchen, N.J.: Scarecrow Press, 1994.■ Laidlar, John. Lisbon. World Bibliographical Series, Vol. 199. Oxford: ABC-Clio, 1997.. Portugal. World Bibliographical Series, Vol. 71, rev. ed. Oxford: ABC-Clio, 2000.■ Lomax, William. Revolution in Portugal: 1974-1976. A Bibliography. Durham, N.H.: International Conference Group on Portugal, 1978.■ McCarthy, Joseph M. Guinea-Bissau and Cape Verde Islands: A Comprehensive Bibliography. New York: Garland, 1977.■ Moniz, Miguel. Azores. World Bibliographical Series, Vol. 221. Oxford: ABC-Clio, 1999.■ Nunes, José Lúcio, and José Júlio Gonçalves. Bibliografia Histórico-Militar do Ultramar Portugües. Lisbon, 1956. Pélissier, René. Bibliographies sur l'Afrique Luso-Hispanophone 1800-1890.■ Orgeval, France: 1980. Portuguese Studies. London. 1984-. Annual.■ Portuguese Studies Newsletter. No. 1-23 (1976-90). Durham, N.H.: International Conference Group on Portugal. Semiannual.■ Portuguese Studies Review. Vols. 1-9 (1991-2001). Durham, N.H.: International Conference Group on Portugal. Semi-Annual.. Vols. 10- (2002-). Durham, N.H.: Trent University; Peterborough, Ontario, Canada.■ Rocha, Natércia. Bibliografia geral da Literatura Portuguesa para Crianças. Lisbon: Edit. Comunicação, 1987.■ Rogers, Francis Millet, and David T. Haberly. Brazil, Portugal and Other Portuguese-Speaking Lands: A List of Books Primarily in English. Cambridge, Mass.: Harvard University Press, 1968.■ Santos, Manuel dos. Bibliografia geral ou descrição bibliográfica de livros tantos de autores portugueses como brasileiros e muitos outras nacionalidades, impressos desde o século XV até à actualidade, 2 vols. Lisbon, 1914-25.■ Silva, J. Donald. A Bibliography on the Madeira Islands. Durham, N.H.: International Conference Group on Portugal, 1987.■ Teixeira, Carlos, and G. Lavigne. Os portugueses no Canadá: Uma bibliografia ( 1953-1996). Lisbon: Direção-Geral dos Assuntos Consulares e Comunidades Portuguesas, 1998.■ University of Coimbra, Faculty of Letters. Bibliografia Anual de História de Portugal. Vol. 1. [sources published beginning in 1989- ] Coimbra: Grupo de História; Faculdade de Letras; Universidade de Coimbra, 1992-.■ Unwin, P. T. H., comp. Portugal. World Bibliographical Series, Vol. 71. Oxford, U.K.: ABC-Clio Press, 1987.■ Viera, David J., et al., comp. The Portuguese in the United States ( Supplement to the 1976 Leo Pap Bibliography). Durham, N.H.: International Conference Group on Portugal, 1990.■ Welsh, Doris Varner, comp. A Catalogue of the William B. Greenlee Collection of Portuguese History and Literature and the Portuguese Materials in the Newberry Library. Chicago: Newberry Library, 1953.■ Wiarda, Iêda Siqueira, ed. The Handbook of Portuguese Studies. Washington, D.C.: Xlibris, 2000.■ Wilgus, A. Curtis. Latin America, Spain & Portugal: A Selected & Annotated Bibliographical Guide to Books Published 1954-1974. Metuchen, N.J.: Scarecrow Press, 1977.■ Winius, George. "Bibliographical Essay: A Treasury of Printed Source Materials Pertaining to the XV and XVI Centuries." In George Winius, ed., Portugal, the Pathfinder: Journeys from the Medieval toward the Modern World, 1300-ca. 1600, 373-401. Madison, Wis.: Hispanic Seminary of Medieval Studies, 1995.■ PERIODICALS RELATING TO PORTUGAL■ Africana. Oporto. Semiannual.■ Africa Report. New York. Monthly or bimonthly.■ Africa Today. Denver, Colo. Quarterly.■ Agenda Cultural. Lisbon. Monthly.■ Almanaque do Exército. Lisbon, 1912-40.■ American Historical Review. Washington, D.C. Quarterly.■ Anais da Académia Portuguesa da História. Lisbon.■ Anais das Bibliotecas e Arquivos. Lisbon. Annual.■ Análise do sector público administrativo e empresarial. Lisbon. Quarterly. Análise Social. Lisbon. Quarterly.■ Anglo-Portuguese News. Monte Estoril and Lisbon. 1937-2003. Biweekly and weekly.■ Antropológicas. Oporto. 1998-. Semiannual. Anuário Católico de Portugal. Lisbon. Annual.■ Archipélago. Revista do Instituto Universitário dos Açores. Punta Delgado. Semiannual. Architectural Digest. New York. Monthly. Archivum. Paris. Quarterly. Arqueologia. Oporto. Annual.■ Arqueólogo Portugües, O. Lisbon. 1958-. Semiannual Arquivo das Colónias. Lisbon. 1917-33. Arquivo de Beja. Beja. Annual. Arquivo Histórico Portuguez. Lisbon.■ Arquivos da Memória. Lisbon. 1997-. Semiannual.■ Arquivos do Centro Cultural Portugües [Fundação Gulbenkian, Paris]. Paris. Annual.■ Boletim da Academia Internacional da Cultura Portuguesa. Lisbon. Boletim da Agência Geral das Colónias. Lisbon.■ Boletim da Sociedade de Geografia de Lisboa. Lisbon Quarterly; Bimonthly.■ Boletim da Sociedade Geológica de Portugal. Oporto. Annual.■ Boletim de Estudos Operários. Lisbon. Semiannual.■ Boletim do Arquivo Histórico Militar. Lisbon. Semiannual.■ Boletim do Instituto Histórico da Ilha Terceira. Angra do Heroismo, Terceira, Azores Islands. Semiannual. Boletim Geral do Ultramar. Lisbon. Bracara Augusta. Braga. Brigantia. Lisbon. 1990-. Semiannual.■ British Bulletin of Publications on Latin America... Portugal and Spain. London. 1949-. Semiannual. British Historical Society of Portugal. Annual Report and Review. Lisbon. Brotéria. Lisbon. Quarterly. Bulletin des Etudes Portugaises. Paris. Quarterly.■ Bulletin des Etudes Portugaises et de l'Institut Français au Portugal. Lisbon. Annual.■ Cadernos de Arqueologia. Braga. Semiannual and annual. Monographs.■ Cadernos do Noroeste. Braga, University of Minho. Semiannual.■ Camões Center Quarterly. New York.■ Capital, A. Lisbon. Daily newspaper.■ Clio. Lisbon. 1996-. Annual.■ Clio-Arqueologia. Lisbon. 1983-. Annual.■ Conimbriga. Coimbra.■ Cultura. London. Quarterly.■ Democracia e Liberdade. Lisbon. Semiannual.■ Dia, O. Lisbon. Daily newspaper.■ Diário da Assembleia Nacional e Constituente. Lisbon. 1911.■ Diário da Câmara de Deputados. Lisbon. 1911-26.■ Diário de Lisboa. Lisbon. Daily newspaper.■ Diário de Notícias. Lisbon. Daily newspaper of record.■ Diário do Governo. Lisbon. 1910-74.■ Diário do Senado. Lisbon. 1911-26.■ Documentos. Centro de Documentação 25 de Abril. Coimbra. Quarterly.■ E-Journal of Portuguese History. Providence, R.I. Quarterly.■ Economia. Lisbon. Quarterly.■ Economia e Finanças. Lisbon. Semiannual.■ Economia e Sociologia. Lisbon. Quarterly.■ Estratégia Internacional. Lisbon.■ Estudos Contemporâneos. Lisbon.■ Estudos de economia. Lisbon. Semiannual.■ Estudos históricos e económicos. Oporto. Semiannual.■ Estudos Medievais. Lisbon. Semiannual.■ Estudos Orientais. Lisbon, 1990. Semiannual.■ Ethnologia. Lisbon. Semiannual.■ Ethnologie Française. Paris. Quarterly.■ Ethnos. Lisbon. Semiannual.■ European History Quarterly. Lancaster, U.K., 1970-. Quarterly.■ Expresso. Lisbon. 1973-. Weekly newspaper.■ Facts and Reports. Amsterdam. Collected press clippings.■ Financial Times. London. Daily; special supplements on Portugal.■ Finisterra. Lisbon. Quarterly.■ Flama. Lisbon. Monthly magazine.■ Garcia de Orta. Lisbon. Quarterly.■ Gaya. Oporto. Semiannual.■ Geographica: Revista da Sociedade de Geografia de Lisboa. Lisbon. Quarterly.■ Hispania. USA. Quarterly.■ Hispania Antiqua. Madrid. Semiannual.■ Hispanic American Historical Review. Chapel Hill, N.C. Quarterly. História. Lisbon. Monthly.■ Iberian Studies. Nottingham, U.K. Quarterly or Semiannual.■ Indicadores económicos. Lisbon. Bank of Portugal. Monthly. Ingenium. Revista da Ordem dos Engenheiros. Lisbon. Semiannual.■ International Journal of Iberian Studies. London and Glasgow, 1987-. Semiannual.■ Illustração Portugueza. Lisbon. 1911-1930s. Magazine. Instituto, O. Coimbra. Annual.■ Itinerário. Leiden (Netherlands). 1976-. Semiannual. Jornal, O. Lisbon. Weekly newspaper. Jornal de Letras, O. Lisbon. Weekly culture supplement. Jornal do Fundão. Fundão, Beira Alta. Weekly newspaper. Journal of European Economic History. Quarterly.■ Journal of Modern History. Chicago, Ill. Quarterly.■ Journal of Southern European Society & Politics. Athens, Greece. 1995-. Quarterly.■ Journal of the American Portuguese Culture Society. New York. 1966-81. Semiannual or annual. Ler História. Lisbon. Quarterly. Lisboa: Revista Municipal. Lisbon. Quarterly.■ Lusíada: Revista trimestral de ciência e cultura. Lisbon. 1989-. Three times a year.■ Lusitania Sacra. Lisbon. Quarterly.■ Luso-Americano, O. Newark, N.J. Weekly newspaper.■ Luso-Brazilian Review. Madison, Wisc. 1964-. Semiannual.■ Lusotopie. Paris. 1995-. Annual.■ Nova economia. Lisbon. Semiannual.■ Numismática. Lisbon. Semiannual.■ Oceanos. Lisbon. Bimonthly.■ Ocidente. Lisbon. Monthly.■ Olisipo. Lisbon. Semiannual.■ Ordem do Exército. Lisbon. 1926-74. Monthly.■ Penélope. Lisbon. Semiannual.■ Política Internacional. Lisbon. 1990-. Quarterly.■ Portugal. Annuário Estatístico do Ultramar. Lisbon. 1950-74.■ Portugal em Africa. Lisbon. 1894-1910. Bimonthly.■ Portugal socialista. Lisbon. Semiannual.■ Portugália. Lisbon. Semiannual.■ Portuguese & Colonial Bulletin. London. 1961-74. Quarterly. Portuguese Studies. London. 1985-. Annual.■ Portuguese Studies Newsletter. Durham, N.H. 1976-90. Semiannual.■ Portuguese Studies Review. Durham, N.H. 1991-2001; Trent, Ont. 2002-. Semiannual.■ Portuguese Times. New Bedford, Mass. Weekly newspaper.■ Povo Livre. Lisbon. Monthly.■ Primeiro do Janeiro. Oporto. Daily newspaper.■ Quaderni Portoghesi. Rome. 1974-. Semiannual.■ Race. A Journal of Race and Group Relations. London. Quarterly.■ Recherches en Anthropologie au Portugal. Paris. 1995-. Annual.■ República, A. Lisbon. Daily newspaper.■ Revista Crítica de Ciências Sociais. Coimbra. Quarterly.■ Revista da Biblioteca Nacional. Lisbon. Quarterly.■ Revista da Faculdade de Direito da Universidade de Lisboa. Lisbon. Quarterly.■ Revista da Faculdade de Letras. Lisbon. Quarterly. Revista da Faculdade de Letras. Oporto. Semiannual. Revista da Universidade de Coimbra. Coimbra. Quarterly. Revista de Ciência Política. Lisbon. Semiannual. Revista de Ciências Agrárias. Lisbon. Semiannual. Revista de Economia. Lisbon. 1953-. Three times a year. Revista de Estudos Anglo-Portugueses. Lisbon. Annual. Revista de Estudos Históricos. Rio de Janeiro. Semiannual. Revista de Guimarães. Guimarães. Semiannual. Revista de História. São Paulo, Brazil. Semiannual. Revista de História Económica e Social. Oporto. Semiannual. Revista de Infanteria. Lisbon. Quarterly.■ Revista Internacional de Estudos Africanos. Lisbon. Semiannual.■ Revista Lusitana. Lisbon. Quarterly.■ Revista Militar. Lisbon. Quarterly.■ Revista Portuguesa de História. Coimbra. Quarterly.■ Revue Geographique des Pyrenees et du Sud-Ouest. Paris. Semiannual.■ Sábado. Lisbon. Weekly news magazine.■ Seara Nova. Lisbon. 1921-. Bimonthly.■ Século, O. Lisbon. Daily Newspaper.■ Selecções do Readers Digest. Lisbon. Monthly.■ Semanário económico. Lisbon. Weekly.■ Setúbal arqueologica. Setúbal. Semiannual.■ Sigila. Paris. 1998-. Semiannual.■ Sintria. Sintra. Annual.■ Sociedade e Território. Revista de estudos urbanos e regionais. Oporto. 1986-. Quarterly.■ Studia. Lisbon. Quarterly.■ Studies in the History of Gardens and Designed Landscapes. New York. Quarterly.■ Studium Generale. Oporto. Quarterly.■ Tempo, O. Lisbon. Daily newspaper.■ Tempo e o Modo, O. Lisbon. 1968-74. Quarterly.■ Trabalhos da Sociedade Portuguesa de Antropologia. Oporto. Semiannual.■ Trabalhos de Antropologia E Etnologia. Lisbon. Semiannual.■ Trabalhos de Arqueologia. Lisbon. Annual.■ Translation. New York. Quarterly.■ Ultramar. Lisbon. 1960-71. Quarterly.■ Veja. São Paulo. Weekly news magazine.■ Veleia. Lisbon. Semiannual.■ Vida Mundial. Lisbon. Weekly news magazine.■ West European Politics. London. Quarterly. -
73 Spínola, Antônio de
(1910-1996)Senior army general, hero of Portugal's wars of African insurgency, and first president of the provisional government after the Revolution of 25 April 1974. A career army officer who became involved in politics after a long career of war service and administration overseas, Spinola had a role in the 1974 coup and revolution that was somewhat analogous to that of General Gomes da Costa in the 1926 coup.Spinola served in important posts as a volunteer in Portugal's intervention in the Spanish Civil War (1936-39), a military observer on the Russian front with the Third Reich's armed forces in World War II, and a top officer in the Guarda Nacional Republicana (GNR). His chief significance in contemporary affairs, however, came following his military assignments and tours of duty in Portugal's colonial wars in Africa after 1961.Spinola fought first in Angola and later in Guinea- Bissau, where, during 1968-73, he was both commanding general of Portugal's forces and high commissioner (administrator of the territory). His Guinean service tour was significant for at least two reasons: Spinola's dynamic influence upon a circle of younger career officers on his staff in Guinea, men who later joined together in the Armed Forces Movement (MFA), and Spinola's experience of failure in winning the Guinea war militarily or finding a political means for compromise or negotiation with the Party for the Independence of Guinea and Cape Verde (PAIGC), the African insurgent movement that had fought a war with Portugal since 1963, largely in the forested tropical interior of the territory. Spinola became discouraged after failure to win permission to negotiate secretly for a political solution to the war with the PAIGC and was reprimanded by Prime Minister Marcello Caetano.After his return—not in triumph—from Guinea in 1973, Spinola was appointed chief of staff of the armed forces, but he resigned in a dispute with the government. With the assistance of younger officers who also had African experience of costly but seemingly endless war, Spinola wrote a book, Portugal and the Future, which was published in February 1974, despite official censorship and red tape. Next to the Bible and editions of Luís de Camoes's The Lusi- ads, Spinola's controversial book was briefly the best-selling work in Portugal's modern age. While not intimately involved with the budding conspiracy among career army majors, captains, and others, Spinola was prepared to head such a movement, and the planners depended on his famous name and position as senior army officer with the right credentials to win over both military and civil opinion when and where it counted.When the Revolution of 25 April 1974 succeeded, Spinola was named head of the Junta of National Salvation and eventually provisional president of Portugal. Among the military revolutionaries, though, there was wide disagreement about the precise goals of the revolution and how to achieve them. Spinola's path-breaking book had subtly proposed three new goals: the democratization of authoritarian Portugal, a political solution to the African colonial wars, and liberalization of the economic system. The MFA immediately proclaimed, not coincidentally, the same goals, but without specifying the means to attain them.The officers who ran the newly emerging system fell out with Spinola over many issues, but especially over how to decolonize Portugal's besieged empire. Spinola proposed a gradualist policy that featured a free referendum by all colonial voters to decide between a loose federation with Portugal or complete independence. MFA leaders wanted more or less immediate decolonization, a transfer of power to leading African movements, and a pullout of Portugal's nearly 200,000 troops in three colonies. After a series of crises and arguments, Spinola resigned as president in September 1974. He conspired for a conservative coup to oust the leftists in power, but the effort failed in March 1975, and Spinola was forced to flee to Spain and then to Brazil. Some years later, he returned to Portugal, lived in quiet retirement, and could be seen enjoying horseback riding. In the early 1980s, he was promoted to the rank of marshal, in retirement. -
74 Behrens, Peter
SUBJECT AREA: Architecture and building[br]b. 14 April 1868 Hamburg, Germanyd. 27 February 1940 Berlin, Germany[br]German pioneer of modern architecture, developer of the combined use of steel, glass and concrete in industrial work.[br]During the 1890s Behrens, as an artist, was a member of the German branch of Sezessionismus and then moved towards Jugendstil (Art Nouveau) types of design in different media. His interest in architecture was aroused during the first years of the twentieth century, and a turning-point in his career was his appointment in 1907 as Artistic Supervisor and Consultant to AEG, the great Berlin electrical firm. His Turbine Factory (1909) in the city was a breakthrough in design and is still standing: in steel and glass, with visible girder construction, this is a truly functional modern building far ahead of its time. In 1910 two more of Behrens's factories were completed in Berlin, followed in 1913 by the great AEG plant at Riga, Latvia.After the First World War Behrens was in great demand for industrial construction. He designed office schemes such as those at the Mannesmann Steel Works in Dusseldorf (1911–12; now destroyed) and, in a departure from his earlier work, was responsible for a more Expressionist form of design, mainly in brick, in his extensive complex for I.G.Farben at Höchst (1920–4).In the years before the First World War, some of those who were later amongst the most famous names in modern architecture were among his pupils: Gropius, Mies van der Rohe and Le Corbusier (Charles-Edouard Jeanneret).[br]Further ReadingT.Buddenseig, 1979, Industrielkultur: Peter Behrens und die AEG 1907–14, Berlin: Mann.W.Weber (ed.), 1966, Peter Behrens (1868–1940), Kaiserslautern, Germany: Pfalzgalerie.DY -
75 Cockerell, Christopher Sydney
[br]b. 4 June 1910 Cambridge, England[br]British designer and engineer who invented the hovercraft.[br]He was educated at Gresham's School in Holt and at Peterhouse College, Cambridge, where he graduated in engineering in 1931; he was made an Honorary Fellow in 1974. Cockerell entered the engineering firm of W.H.Allen \& Sons of Bedford as a pupil in 1931, and two years later he returned to Cambridge to engage in radio research for a further two years. In 1935 he joined Marconi Wireless Telegraph Company, working on very high frequency (VHF) transmitters and direction finders. During the Second World War he worked on airborne navigation and communication equipment, and later he worked on radar. During this period he filed thirty six patents in the fields of radio and navigational systems.In 1950 Cockerell left Marconi to set up his own boat-hire business on the Norfolk Broads. He began to consider how to increase the speed of boats by means of air lubrication. Since the 1870s engineers had at times sought to reduce the drag on a boat by means of a thin layer of air between hull and water. After his first experiments, Cockerell concluded that a significant reduction in drag could only be achieved with a thick cushion of air. After experimenting with several ways of applying the air-cushion principle, the first true hovercraft "took off" in 1955. It was a model in balsa wood, 2 ft 6 in. (762 mm) long and weighing 4½ oz. (27.6 g); it was powered by a model-aircraft petrol engine and could travel over land or water at 13 mph (20.8 km/h). Cockerell filed his first hovercraft patent on 12 December 1955. The following year he founded Hovercraft Ltd and began the search for a manufacturer. The government was impressed with the invention's military possibilities and placed it on the secret list. The secret leaked out, however, and the project was declassified. In 1958 the National Research and Development Corporation decided to give its backing, and the following year Saunders Roe Ltd with experience of making flying boats, produced the epoch-making SR N1, a hovercraft with an air cushion produced by air jets directed downwards and inwards arranged round the periphery of the craft. It made a successful crossing of the English Channel, with the inventor on board.Meanwhile Cockerell had modified the hovercraft so that the air cushion was enclosed within flexible skirts. In this form it was taken up by manufacturers throughout the world and found wide application as a passenger-carrying vehicle, for military transport and in scientific exploration and survey work. The hover principle found other uses, such as for air-beds to relieve severely burned patients and for hover mowers.The development of the hovercraft has occupied Cockerell since then and he has been actively involved in the several companies set up to exploit the invention, including Hovercraft Development Ltd and British Hovercraft Corporation. In the 1970s and 1980s he took up the idea of the generation of electricity by wavepower; he was Founder of Wavepower Ltd, of which he was Chairman from 1974 to 1982.[br]Principal Honours find DistinctionsKnighted 1969. CBE 1955. FRS 1967.LRDBiographical history of technology > Cockerell, Christopher Sydney
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76 Colpitts, Edwin Henry
[br]b. 9 January 1872 Pointe de Bute, Canadad. 6 March 1949 Orange, New Jersey, USA[br]Canadian physicist and electrical engineer responsible for important developments in electronic-circuit technology.[br]Colpitts obtained Bachelor's degrees at Mount Allison University, Sackville, New Brunswick, and Harvard in 1894 and 1896, respectively, followed by a Master's degree at Harvard in 1897. After two years as assistant to the professor of physics there, he joined the American Bell Telephone Company. When the Bell Company was reorganized in 1907, he moved to the Western Electric branch of the company in New York as Head of the Physical Laboratories. In 1911 he became a director of the Research Laboratories, and in 1917 he became Assistant Chief Engineer of the company. During this time he invented both the push-pull amplifier and the Colpitts oscillator, both major developments in communications. In 1917, during the First World War, he spent some time in France helping to set up the US Signal Corps Research Laboratories. Afterwards he continued to do much, both technically and as a manager, to place telephone communications on a firm scientific basis, retiring as Vice-President of the Bell Telephone Laboratories in 1937. With the outbreak of the Second World War in 1941 he was recalled from retirement and appointed Director of the Engineering Foundation to work on submarine warfare techniques, particularly echo-ranging.[br]Principal Honours and DistinctionsOrder of the Rising Sun, Japan, 1938. US Medal of Merit 1948.Bibliography1919, with E.B.Craft, "Radio telephony", Proceedings of the American Institution of Electrical Engineers 38:337.1921, with O.B.Blackwell, "Carrier current telephony and telegraphy", American Institute of Electrical Engineers Transactions 40:205.11 September 1915, US reissue patent no. 15,538 (control device for radio signalling).28 August 1922, US patent no. 1,479,638 (multiple signal reception).Further ReadingM.D.Fagen, 1975, A History of Engineering \& Science in the Bell System, Vol. 1, Bell Laboratories.See also: Hartley, Ralph V.L.KF -
77 Focke, E.H.Heinrich
SUBJECT AREA: Aerospace[br]b. October 1890 Bremen, Germanyd. February 1979 Bremen, Germany[br]German aircraft designer who was responsible for the first practical helicopter, in 1936.[br]Between 1911 and 1914 Heinrich Focke and Georg Wulf built a monoplane and some years later, in 1924, they founded the Focke-Wulf company. They designed and built a variety of civil and military aircraft including the F 19Ente, a tail-first design of 1927. This canard layout was thought to be safer than conventional designs but, unfortunately, it crashed, killing Wulf. Around 1930 Focke became interested in rotary-wing aircraft, and in 1931 he set up a company with Gerd Achgelis to conduct research in this field. The Focke-Wulf company took out a licence to build Cierva autogiros. Focke designed an improved autogiro, the Fw 186, which flew in 1938; it was entered for a military competition, but it was beaten by a fixed-wing aircraft, the Fieseler Storch. In May 1935 Focke resigned from Focke-Wulf to concentrate on helicopter development with the Focke-Achgelis company. His first design was the Fa 61 helicopter, which utilized the fuselage and engine of a conventional aeroplane but instead of wings had two out-riggers, each carrying a rotor. The engine drove these rotors in opposite directions to counteract the adverse torque effect (with a single rotor the fuselage tends to rotate in the opposite direction to the rotor). Following its first flight on 26 June 1936, the Fa 61 went on to break several world records. However, it attracted more public attention when it was flown inside the huge Deutschlandhalle in Berlin by the famous female test pilot Hanna Reitsch in February 1938. Focke continued to develop his helicopter projects for the Focke-Achgelis company and produced the Fa 223 Drache in 1940. This used twin contra-rotating rotors, like the Fa 61, but could carry six people. Its production was hampered by allied bombing of the factory. During the Second World War Focke- Achgelis also produced a rotor kite which could be towed behind a U-boat to provide a flying "crow's nest", as well as designs for an advanced convertiplane (part aeroplane, part helicopter). After the war, Focke worked in France, the Netherlands and Brazil, then in 1954 he became Professor of Aeroplane and Helicopter Design at the University of Stuttgart.[br]Principal Honours and DistinctionsWissenschaftliche, Gesellschaft für Luftfahrt Lilienthal Medal, Prandtl-Ring.Bibliography1965, "German thinking on rotary-wing development", Journal of the Royal Aeronautical Society, (May).Further ReadingW.Gunston and J.Batchelor, 1977, Helicopters 1900–1960, London.J.R.Smith, 1973, Focke-Wulf: An Aircraft Album, London (primarily a picture book). R.N.Liptrot, 1948, Rotating Wing Activities in Germany during the Period 1939–45, London.K.von Gersdorff and K.Knobling, 1982, Hubschrauber und Tragschrauber, Munich (a more recent publication, in German).JDS -
78 Harwood, John
SUBJECT AREA: Horology[br]b. 1893 Bolton, Englandd. 9 August 1964[br]English watchmaker, inventor and producer of the first commercial self-winding wrist watch.[br]John Harwood served an apprenticeship as a watch repairer in Bolton, and after service in the First World War he obtained a post with a firm of jewellers in Douglas, Isle of Man. He became interested in the self-winding wrist watch, not because of the convenience of not having to wind it, but because of its potential to keep the mainspring fully wound and to exclude dust and moisture from the watch movement. His experience at the bench had taught him that these were the most common factors to affect adversely the reliability of watches. Completely unaware of previous work in this area, in 1922 he started experimenting and two years later he had produced a serviceable model for which he was granted a patent in 1924. The watch operated on the pedometer principle, the mainspring being wound by a pivoted weight that oscillated in the watch case as a result of the motion of the arm. The hands of his watch were set by rotating the bezel surrounding the dial, dispensing with the usual winding/hand-setting stem which allowed dust and moisture to enter the watch case. He took the watch to Switzerland, but he was unable to persuade the watchmaking firms to produce it until he had secured independent finance to cover the cost of tooling. The Harwood Self-Winding Watch Company Ltd was set up in 1928 to market the watches, but although several thousand were produced the company became a victim of the slump and closed down in 1932. The first practical self-winding watch also operated on the pedometer principle and is attributed to Abraham-Louis Perrellet (1770). The method was refined by Breguet in France and by Recordon, who patented the device in England, but it proved troublesome and went out of fashion. There was a brief revival of interest in self-winding watches towards the end of the nineteenth century, but they never achieved great popularity until after the Second World War, when they used either self-winding mechanisms similar to that devised by Harwood or weights which rotated in the case.[br]Principal Honours and DistinctionsBritish Horological Institute Gold Medal 1957.Bibliography1 September 1924, Swiss patent no. 106,582.Further ReadingA.Chapuis and E.Jaquet, 1956, The History of the Self-Winding Watch, London (provides general information)."How the automatic wrist watch was invented", 1957, Horological Journal 99:612–61 (for specific information).DV -
79 Szilard, Leo
SUBJECT AREA: Weapons and armour[br]b. 11 February 1898 Budapest, Hungaryd. 30 May 1964 La Jolla, California, USA[br]Hungarian (naturalized American in 1943) nuclear-and biophysicist.[br]The son of an engineer, Szilard, after service in the Austro-Hungarian army during the First World War, studied electrical engineering at the University of Berlin. Obtaining his doctorate there in 1922, he joined the faculty and concentrated his studies on thermodynamics. He later began to develop an interest in nuclear physics, and in 1933, shortly after Hitler came to power, Szilard emigrated to Britain because of his Jewish heritage.In 1934 he conceived the idea of a nuclear chain reaction through the breakdown of beryllium into helium and took out a British patent on it, but later realized that this process would not work. In 1937 he moved to the USA and continued his research at the University of Columbia, and the following year Hahn and Meitner discovered nuclear fission with uranium; this gave Szilard the breakthrough he needed. In 1939 he realized that a nuclear chain reaction could be produced through nuclear fission and that a weapon with many times the destructive power of the conventional high-explosive bomb could be produced. Only too aware of the progress being made by German nuclear scientists, he believed that it was essential that the USA should create an atomic bomb before Hitler. Consequently he drafted a letter to President Roosevelt that summer and, with two fellow Hungarian émigrés, persuaded Albert Einstein to sign it. The result was the setting up of the Uranium Committee.It was not, however, until December 1941 that active steps began to be taken to produce such a weapon and it was a further nine months before the project was properly co-ordinated under the umbrella of the Manhattan Project. In the meantime, Szilard moved to join Enrico Fermi at the University of Chicago and it was here, at the end of 1942, in a squash court under the football stadium, that they successfully developed the world's first self-sustaining nuclear reactor. Szilard, who became an American citizen in 1943, continued to work on the Manhattan Project. In 1945, however, when the Western Allies began to believe that only the atomic bomb could bring the war against Japan to an end, Szilard and a number of other Manhattan Project scientists objected that it would be immoral to use it against populated targets.Although he would continue to campaign against nuclear warfare for the rest of his life, Szilard now abandoned nuclear research. In 1946 he became Professor of Biophysics at the University of Chicago and devoted himself to experimental work on bacterial mutations and biochemical mechanisms, as well as theoretical research on ageing and memory.[br]Principal Honours and DistinctionsAtoms for Peace award 1959.Further ReadingKosta Tsipis, 1985, Understanding Nuclear Weapons, London: Wildwood House, pp. 16–19, 26, 28, 32 (a brief account of his work on the atomic bomb).A collection of his correspondence and memories was brought out by Spencer Weart and Gertrud W.Szilard in 1978.CM -
80 Yarrow, Sir Alfred Fernandez
SUBJECT AREA: Ports and shipping[br]b. 13 January 1842 London, Englandd. 24 January 1932 London, England[br]English shipbuilder, naval architect, engineer and philanthropist.[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]Principal Honours and DistinctionsCreated Baronet 1916. FRS 1922. Vice-President, Institution of Naval Architects 1896.Further ReadingLady Yarrow, 1924, Alfred Yarrow, His Life and Work, London: Edward Arnold. A.Borthwick, 1965, Yarrow and Company Limited, The First Hundred Years 1865–1965, Glasgow.B.Baxter, 1986, "Alfred Fernandez Yarrow", Dictionary of Scottish Business Biography, Vol. I, pp. 245–7, Slaven \& Checkland and Aberdeen University Press.FMWBiographical history of technology > Yarrow, Sir Alfred Fernandez
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