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1 British Association of Consulting Engineers
Общая лексика: Британская ассоциация инженеров-консультантовУниверсальный англо-русский словарь > British Association of Consulting Engineers
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2 British Association of Consulting Engineers
Abbreviation: BACEУниверсальный русско-английский словарь > British Association of Consulting Engineers
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3 BACE
1) Военный термин: Brigade Airspace Coordination Element, basic automatic checkout equipment2) Сокращение: British Association of Consulting Engineers -
4 Британская ассоциация инженеров-консультантов
General subject: British Association of Consulting EngineersУниверсальный русско-английский словарь > Британская ассоциация инженеров-консультантов
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5 Preece, Sir William Henry
[br]b. 15 February 1834 Bryn Helen, Gwynedd, Walesd. 6 November 1913 Penrhos, Gwynedd, Wales[br]Welsh electrical engineer who greatly furthered the development and use of wireless telegraphy and the telephone in Britain, dominating British Post Office engineering during the last two decades of the nineteenth century.[br]After education at King's College, London, in 1852 Preece entered the office of Edwin Clark with the intention of becoming a civil engineer, but graduate studies at the Royal Institution under Faraday fired his enthusiasm for things electrical. His earliest work, as connected with telegraphy and in particular its application for securing the safe working of railways; in 1853 he obtained an appointment with the Electric and National Telegraph Company. In 1856 he became Superintendent of that company's southern district, but four years later he moved to telegraph work with the London and South West Railway. From 1858 to 1862 he was also Engineer to the Channel Islands Telegraph Company. When the various telegraph companies in Britain were transferred to the State in 1870, Preece became a Divisional Engineer in the General Post Office (GPO). Promotion followed in 1877, when he was appointed Chief Electrician to the Post Office. One of the first specimens of Bell's telephone was brought to England by Preece and exhibited at the British Association meeting in 1877. From 1892 to 1899 he served as Engineer-in-Chief to the Post Office. During this time he made a number of important contributions to telegraphy, including the use of water as part of telegraph circuits across the Solent (1882) and the Bristol Channel (1888). He also discovered the existence of inductive effects between parallel wires, and with Fleming showed that a current (thermionic) flowed between the hot filament and a cold conductor in an incandescent lamp.Preece was distinguished by his administrative ability, some scientific insight, considerable engineering intuition and immense energy. He held erroneous views about telephone transmission and, not accepting the work of Oliver Heaviside, made many errors when planning trunk circuits. Prior to the successful use of Hertzian waves for wireless communication Preece carried out experiments, often on a large scale, in attempts at wireless communication by inductive methods. These became of historic interest only when the work of Maxwell and Hertz was developed by Guglielmo Marconi. It is to Preece that credit should be given for encouraging Marconi in 1896 and collaborating with him in his early experimental work on radio telegraphy.While still employed by the Post Office, Preece contributed to the development of numerous early public electricity schemes, acting as Consultant and often supervising their construction. At Worcester he was responsible for Britain's largest nineteenth-century public hydro-electric station. He received a knighthood on his retirement in 1899, after which he continued his consulting practice in association with his two sons and Major Philip Cardew. Preece contributed some 136 papers and printed lectures to scientific journals, ninety-nine during the period 1877 to 1894.[br]Principal Honours and DistinctionsCB 1894. Knighted (KCB) 1899. FRS 1881. President, Society of Telegraph Engineers, 1880. President, Institution of Electrical Engineers 1880, 1893. President, Institution of Civil Engineers 1898–9. Chairman, Royal Society of Arts 1901–2.BibliographyPreece produced numerous papers on telegraphy and telephony that were presented as Royal Institution Lectures (see Royal Institution Library of Science, 1974) or as British Association reports.1862–3, "Railway telegraphs and the application of electricity to the signaling and working of trains", Proceedings of the ICE 22:167–93.Eleven editions of Telegraphy (with J.Sivewright), London, 1870, were published by 1895.1883, "Molecular radiation in incandescent lamps", Proceedings of the Physical Society 5: 283.1885. "Molecular shadows in incandescent lamps". Proceedings of the Physical Society 7: 178.1886. "Electric induction between wires and wires", British Association Report. 1889, with J.Maier, The Telephone.1894, "Electric signalling without wires", RSA Journal.1898, "Aetheric telegraphy", Proceedings of the Institution of Electrical Engineers.Further ReadingJ.J.Fahie, 1899, History of Wireless Telegraphy 1838–1899, Edinburgh: Blackwood. E.Hawkes, 1927, Pioneers of Wireless, London: Methuen.E.C.Baker, 1976, Sir William Preece, F.R.S. Victorian Engineer Extraordinary, London (a detailed biography with an appended list of his patents, principal lectures and publications).D.G.Tucker, 1981–2, "Sir William Preece (1834–1913)", Transactions of the Newcomen Society 53:119–36 (a critical review with a summary of his consultancies).GW / KFBiographical history of technology > Preece, Sir William Henry
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6 Merz, Charles Hesterman
[br]b. 5 October 1874 Gateshead, Englandd. 14 October 1940 London, England[br]English engineer who pioneered large-scale integration of electricity-supply networks, which led to the inauguration of the British grid system.[br]Merz was educated at Bootham School in York and Armstrong College in Newcastle. He served an apprenticeship with the Newcastle Electric Supply Company at their first power station, Pandon Dene, and part of his training was at Robey and Company of Lincoln, steam engine builders, and the British Thomson-Houston Company, electrical equipment manufacturers. After working at Bankside in London and at Croydon, he became Manager of the Croydon supply undertaking. In 1898 he went to Cork on behalf of BTH to build and manage a tramway and electricity company. It was there that he met William McLellan, who later joined him in establishing a firm of consulting engineers. Merz, with his vision of large-scale electricity supply, pioneered an integrated traction and electricity scheme in north-eastern England. He was involved in the reorganization of electricity schemes in many countries and established a reputation as a leading parliamentary witness. Merz was appointed Director of Experiments and Research at the Admiralty, where his main contribution was the creation of an organization of outstanding engineers and scientists during the First World War. In 1925 he was largely responsible for a report of the Weir Committee which led to the Electricity (Supply) Act of 1926, the formation of the Central Electricity Board and the construction of the National Grid. The choice of 132 kV as the original grid voltage was that of Merz and his associates, as was the origin of the term "grid". Merz and his firm produced many technical innovations, including the first power-system control room and Merz-Price and Merz-Hunter forms of cable and transformer protection.[br]Principal Honours and DistinctionsInstitution of Electrical Engineers Faraday Medal 1931.Bibliography1903–4, with W.McLennan, "Power station design", Journal of the Institution of Electrical Engineers 33:696–742 (a classic on its subject).1929, "The national scheme of electricity supply in Great Britain", Proceedings of the British Association, Johannesburg.Further ReadingJ.Rowland, 1960, Progress in Power. The Contribution of Charles Merz and His Associates to Sixty Years of Electrical Development 1899–1959, London (the most detailed account).L.Hannah, 1979, Electricity Before Nationalisation, London.——, 1985, Dictionary of Business Biography, ed. J.Jeremy, London, pp. 221–7 (a short account).GWBiographical history of technology > Merz, Charles Hesterman
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7 Bateman, John Frederick La Trobe
[br]b. 30 May 1810 Lower Wyke, near Halifax, Yorkshire, Englandd. 10 June 1889 Moor Park, Farnham, Surrey, England[br]English civil engineer whose principal works were concerned with reservoirs, water-supply schemes and pipelines.[br]Bateman's maternal grandfather was a Moravian missionary, and from the age of 7 he was educated at the Moravian schools at Fairfield and Ockbrook. At the age of 15 he was apprenticed to a "civil engineer, land surveyor and agent" in Oldham. After this apprenticeship, Bateman commenced his own practice in 1833. One of his early schemes and reports was in regard to the flooding of the river Medlock in the Manchester area. He came to the attention of William Fairbairn, the engine builder and millwright of Canal Street, Ancoats, Manchester. Fairbairn used Bateman as his site surveyor and as such he prepared much of the groundwork for the Bann reservoirs in Northern Ireland. Whilst the reports on the proposals were in the name of Fairbairn, Bateman was, in fact, appointed by the company as their engineer for the execution of the works. One scheme of Bateman's which was carried forward was the Kendal Reservoirs. The Act for these was signed in 1845 and was implemented not for the purpose of water supply but for the conservation of water to supply power to the many mills which stood on the river Kent between Kentmere and Morecambe Bay. The Kentmere Head dam is the only one of the five proposed for the scheme to survive, although not all the others were built as they would have retained only small volumes of water.Perhaps the greatest monument to the work of J.F.La Trobe Bateman is Manchester's water supply; he was consulted about this in 1844, and construction began four years later. He first built reservoirs in the Longdendale valley, which has a very complicated geological stratification. Bateman favoured earth embankment dams and gravity feed rather than pumping; the five reservoirs in the valley that impound the river Etherow were complex, cored earth dams. However, when completed they were greatly at risk from landslips and ground movement. Later dams were inserted by Bateman to prevent water loss should the older dams fail. The scheme was not completed until 1877, by which time Manchester's population had exceeded the capacity of the original scheme; Thirlmere in Cumbria was chosen by Manchester Corporation as the site of the first of the Lake District water-supply schemes. Bateman, as Consulting Engineer, designed the great stone-faced dam at the west end of the lake, the "gothic" straining well in the middle of the east shore of the lake, and the 100-mile (160 km) pipeline to Manchester. The Act for the Thirlmere reservoir was signed in 1879 and, whilst Bateman continued as Consulting Engineer, the work was supervised by G.H. Hill and was completed in 1894.Bateman was also consulted by the authorities in Glasgow, with the result that he constructed an impressive water-supply scheme derived from Loch Katrine during the years 1856–60. It was claimed that the scheme bore comparison with "the most extensive aqueducts in the world, not excluding those of ancient Rome". Bateman went on to superintend the waterworks of many cities, mainly in the north of England but also in Dublin and Belfast. In 1865 he published a pamphlet, On the Supply of Water to London from the Sources of the River Severn, based on a survey funded from his own pocket; a Royal Commission examined various schemes but favoured Bateman's.Bateman was also responsible for harbour and dock works, notably on the rivers Clyde and Shannon, and also for a number of important water-supply works on the Continent of Europe and beyond. Dams and the associated reservoirs were the principal work of J.F.La Trobe Bateman; he completed forty-three such schemes during his professional career. He also prepared many studies of water-supply schemes, and appeared as professional witness before the appropriate Parliamentary Committees.[br]Principal Honours and DistinctionsFRS 1860. President, Institution of Civil Engineers 1878, 1879.BibliographyAmong his publications History and Description of the Manchester Waterworks, (1884, London), and The Present State of Our Knowledge on the Supply of Water to Towns, (1855, London: British Association for the Advancement of Science) are notable.Further ReadingObituary, 1889, Minutes of the Proceedings of the Institution of Civil Engineers 97:392– 8.Obituary, 1889, Proceedings of the Royal Society 46:xlii-xlviii. G.M.Binnie, 1981, Early Victorian Water Engineers, London.P.N.Wilson, 1973, "Kendal reservoirs", Transactions of the Cumberland and Westmorland Antiquarian and Archaeological Society 73.KM / LRDBiographical history of technology > Bateman, John Frederick La Trobe
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8 Guest, James John
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 24 July 1866 Handsworth, Birmingham, Englandd. 11 June 1956 Virginia Water, Surrey, England[br]English mechanical engineer, engineering teacher and researcher.[br]James John Guest was educated at Marlborough in 1880–4 and at Trinity College, Cambridge, graduating as fifth wrangler in 1888. He received practical training in several workshops and spent two years in postgraduate work at the Engineering Department of Cambridge University. After working as a draughtsman in the machine-tool, hydraulic and crane departments of Tangyes Ltd at Birmingham, he was appointed in 1896 Assistant Professor of Engineering at McGill University in Canada. After a short time he moved to the Polytechnic Institute at Worcester, Massachusetts, where he was for three years Professor of Mechanical Engineering and Head of the Engineering Department. In 1899 he returned to Britain and set up as a consulting engineer in Birmingham, being a partner in James J.Guest \& Co. For the next fifteen years he combined this work with research on grinding phenomena. He also developed a theory of grinding which he first published in a paper at the British Association for the Advancement of Science in 1914 and elaborated in a paper to the Institution of Mechanical Engineers and in his book Grinding Machinery (1915). During the First World War, in 1916–17, he was in charge of inspection in the Staffordshire and Shropshire Area, Ministry of Munitions. In 1917 he returned to teaching as Reader in Graphics and Structural Engineering at University College London. His final appointment was about 1923 as Professor of Mechanical and Electrical Engineering, Artillery College, Woolwich, which later became the Military College of Science.He carried out research on the strength of materials and contributed many articles on the subject to the technical press. He originated Guest's Law for a criterion of failure of materials under combined stresses, first published in 1900. He was a Member of the Institution of Mechanical Engineers in 1900–6 and from 1919 and contributed to their proceedings in many discussions and two major papers.[br]BibliographyOf many publications by Guest, the most important are: 1900, "Ductile materials under combined stress", Proceedings of the Physical Society 17:202.1915, Grinding Machinery, London.1915, "Theory of grinding, with reference to the selection of speeds in plain and internal work", Proceedings of the Institution of Mechanical Engineers 89:543.1917. "Torsional hysteresis of mild steel", Proceedings of the Royal Society A93:313.1918. with F.C.Lea, "Curved beams", Proceedings of the Royal Society A95:1. 1930, "Effects of rapidly acting stress", Proceedings of the Institution of MechanicalEngineers 119:1,273.RTS -
9 Fairlie, Robert Francis
[br]b. March 1831 Scotlandd. 31 July 1885 Clapham, London, England[br]British engineer, designer of the double-bogie locomotive, advocate of narrow-gauge railways.[br]Fairlie worked on railways in Ireland and India, and established himself as a consulting engineer in London by the early 1860s. In 1864 he patented his design of locomotive: it was to be carried on two bogies and had a double boiler, the barrels extending in each direction from a central firebox. From smokeboxes at the outer ends, return tubes led to a single central chimney. At that time in British practice, locomotives of ever-increasing size were being carried on longer and longer rigid wheelbases, but often only one or two of their three or four pairs of wheels were powered. Bogies were little used and then only for carrying-wheels rather than driving-wheels: since their pivots were given no sideplay, they were of little value. Fairlie's design offered a powerful locomotive with a wheelbase which though long would be flexible; it would ride well and have all wheels driven and available for adhesion.The first five double Fairlie locomotives were built by James Cross \& Co. of St Helens during 1865–7. None was particularly successful: the single central chimney of the original design had been replaced by two chimneys, one at each end of the locomotive, but the single central firebox was retained, so that exhaust up one chimney tended to draw cold air down the other. In 1870 the next double Fairlie, Little Wonder, was built for the Festiniog Railway, on which C.E. Spooner was pioneering steam trains of very narrow gauge. The order had gone to George England, but the locomotive was completed by his successor in business, the Fairlie Engine \& Steam Carriage Company, in which Fairlie and George England's son were the principal partners. Little Wonder was given two inner fireboxes separated by a water space and proved outstandingly successful. The spectacle of this locomotive hauling immensely long trains up grade, through the Festiniog Railway's sinuous curves, was demonstrated before engineers from many parts of the world and had lasting effect. Fairlie himself became a great protagonist of narrow-gauge railways and influenced their construction in many countries.Towards the end of the 1860s, Fairlie was designing steam carriages or, as they would now be called, railcars, but only one was built before the death of George England Jr precipitated closure of the works in 1870. Fairlie's business became a design agency and his patent locomotives were built in large numbers under licence by many noted locomotive builders, for narrow, standard and broad gauges. Few operated in Britain, but many did in other lands; they were particularly successful in Mexico and Russia.Many Fairlie locomotives were fitted with the radial valve gear invented by Egide Walschaert; Fairlie's role in the universal adoption of this valve gear was instrumental, for he introduced it to Britain in 1877 and fitted it to locomotives for New Zealand, whence it eventually spread worldwide. Earlier, in 1869, the Great Southern \& Western Railway of Ireland had built in its works the first "single Fairlie", a 0–4–4 tank engine carried on two bogies but with only one of them powered. This type, too, became popular during the last part of the nineteenth century. In the USA it was built in quantity by William Mason of Mason Machine Works, Taunton, Massachusetts, in preference to the double-ended type.Double Fairlies may still be seen in operation on the Festiniog Railway; some of Fairlie's ideas were far ahead of their time, and modern diesel and electric locomotives are of the powered-bogie, double-ended type.[br]Bibliography1864, British patent no. 1,210 (Fairlie's master patent).1864, Locomotive Engines, What They Are and What They Ought to Be, London; reprinted 1969, Portmadoc: Festiniog Railway Co. (promoting his ideas for locomotives).1865, British patent no. 3,185 (single Fairlie).1867. British patent no. 3,221 (combined locomotive/carriage).1868. "Railways and their Management", Journal of the Society of Arts: 328. 1871. "On the Gauge for Railways of the Future", abstract in Report of the FortiethMeeting of the British Association in 1870: 215. 1872. British patent no. 2,387 (taper boiler).1872, Railways or No Railways. "Narrow Gauge, Economy with Efficiency; or Broad Gauge, Costliness with Extravagance", London: Effingham Wilson; repr. 1990s Canton, Ohio: Railhead Publications (promoting the cause for narrow-gauge railways).Further ReadingFairlie and his patent locomotives are well described in: P.C.Dewhurst, 1962, "The Fairlie locomotive", Part 1, Transactions of the Newcomen Society 34; 1966, Part 2, Transactions 39.R.A.S.Abbott, 1970, The Fairlie Locomotive, Newton Abbot: David \& Charles.PJGRBiographical history of technology > Fairlie, Robert Francis
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10 Ayrton, William Edward
[br]b. 14 September 1847 London, Englandd. 8 November 1908 London, England[br]English physicist, inventor and pioneer in technical education.[br]After graduating from University College, London, Ayrton became for a short time a pupil of Sir William Thomson in Glasgow. For five years he was employed in the Indian Telegraph Service, eventually as Superintendent, where he assisted in revolutionizing the system, devising methods of fault detection and elimination. In 1873 he was invited by the Japanese Government to assist as Professor of Physics and Telegraphy in founding the Imperial College of Engineering in Tokyo. There he created a teaching laboratory that served as a model for those he was later to organize in England and which were copied elsewhere. It was in Tokyo that his joint researches with Professor John Perry began, an association that continued after their return to England. In 1879 he became Professor of Technical Physics at the City and Guilds Institute in Finsbury, London, and later was appointed Professor of Physics at the Central Institution in South Kensington.The inventions of Avrton and Perrv included an electric tricycle in 1882, the first practicable portable ammeter and other electrical measuring instruments. By 1890, when the research partnership ended, they had published nearly seventy papers in their joint names, the emphasis being on a mathematical treatment of subjects including electric motor design, construction of electrical measuring instruments, thermodynamics and the economical use of electric conductors. Ayrton was then employed as a consulting engineer by government departments and acted as an expert witness in many important patent cases.[br]Principal Honours and DistinctionsFRS 1881. President, Physical Society 1890–2. President, Institution of Electrical Engineers 1892. Royal Society Royal Medal 1901.Bibliography28 April 1883, British patent no. 2,156 (Ayrton and Perry's ammeter and voltmeter). 1887, Practical Electricity, London (based on his early laboratory courses; 7 edns followed during his lifetime).1892, "Electrotechnics", Journal of the Institution of Electrical Engineers 21, 5–36 (for a survey of technical education).Further ReadingD.W.Jordan, 1985, "The cry for useless knowledge: education for a new Victorian technology", Proceedings of the Institution of Electrical Engineers, 132 (Part A): 587– 601.G.Gooday, 1991, History of Technology, 13: 73–111 (for an account of Ayrton and the teaching laboratory).GW -
11 Wright, Arthur
[br]b. 1858 London, Englandd. 26 July 1931 Paignton, Devon, England[br]English engineer and electricity supply industry pioneer.[br]Arthur Wright, educated at Maryborough College, attended a course of training at the School of Submarine Telegraphy, Telephony and Electric Light in London. In 1882 he joined the Hammond Company in Brighton, the first company to afford a regular electricity supply in Britain on a commercial basis for street and private lighting. He invented a recording ammeter and also a thermal-demand indicator used in conjunction with a tariff based on maximum demand in addition to energy consumption. This indicator was to remain in use for almost half a century.Resigning his position in Brighton in 1889, he joined the staff of S.Z.de Ferranti and served with him during developments at the Grosvenor Gallery and Deptford stations in London. In 1891 he returned to Brighton as its first Borough Electrical Engineer. From 1900 onwards he had an extensive consulting practice designing early power stations, and was approached by many municipalities and companies in Britain, the United States, South America and Australia, primarily on finance and tariffs. Associated with the founding of the Municipal Electrical Association in 1905, the following year he became its first President.[br]Bibliography1901, British patent no. 23,153 (thermal maximum demand indicator).1922, "Early days of the Brighton electricity supply", Journal of the Institution of Electrical Engineers 60:497–9.Further ReadingObituary, 1931, Journal of the Institution of Electrical Engineers 69:1,327–8.R.H.Parsons, 1939, Early Days of the Power Station Industry, Cambridge, pp. 13–17 (describes Wright's pioneering inventions).GW -
12 Greathead, James Henry
[br]b. 6 August 1844 Grahamstown, Cape Colony (now South Africa)d. 21 October 1896 Streatham, London, England[br]British civil engineer, inventor of the Greathead tunnelling shield.[br]Greathead came to England in 1859 to complete his education. In 1864 he began a three-year pupillage with the civil engineer Peter W. Barlow, after which he was engaged as an assistant engineer on the extension of the Midland Railway from Bedford to London. In 1869 he was entrusted with the construction of the Tower Subway under the River Thames; this was carried out using a cylindrical wrought-iron shield which was forced forward by six large screws as material was excavated in front of it. This work was completed the same year. In 1870 he set himself up as a consulting engineer, and from 1873 he was Resident Engineer on the Hammersmith and Richmond extensions of the Metropolitan District Railway. He assisted in the preparation of several other railway projects including the Regent's Canal Railway in 1880, the Dagenham Dock and the Metropolitan Outer Circle Railways in 1881, a new line from London to Eastbourne and a number of Irish light railways. He worked on a bill for the City and South London Railway, which was built between 1886 and 1890; here compressed air was used to prevent the inrush of water, a method for tunnelling which was generally adopted from then on. He invented apparatus for the application of water to excavate in front of the shield as well as for injecting cement-grout behind the lining of the tunnel.He was joint engineer with Sir Douglas Fox for the construction of the Liverpool Overhead Railway, and held the same post with W.R.Galbraith on the Waterloo and City Railway; he was also associated with Sir John Fowler and Sir Benjamin Baker in the construction of the Central London Railway. He died, aged 52, before the completion of some of these projects.[br]Further ReadingObituary, 1896, Proceedings of the Institution of Mechanical Engineers.O.Green, 1987, The London Underground: An Illustrated History', London: Ian Allan (in association with the London Transport Museum).P.P.Holman, 1990, The Amazing Electric Tube: A History of the City and South LondonRailway, London: London Transport Museum.IMcN
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