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1 New Education Fellowship
Общая лексика: МОПВ, Международное общество прогрессивного воспитанияУниверсальный англо-русский словарь > New Education Fellowship
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2 NEF
1) Американизм: Notice Of Electronic Filing2) Сельское хозяйство: net energy for fattening3) Шутливое выражение: Nothing Ever Fits4) Сокращение: Network Element Function, New Education Fellowship, National extra fine (thread)5) Фирменный знак: New England Firearms6) Авиационная медицина: noise exposure forecast7) Общественная организация: National Emphysema Foundation, Near East Foundation8) Аэропорты: Neftekamsk, Russia -
3 nef
1) Американизм: Notice Of Electronic Filing2) Сельское хозяйство: net energy for fattening3) Шутливое выражение: Nothing Ever Fits4) Сокращение: Network Element Function, New Education Fellowship, National extra fine (thread)5) Фирменный знак: New England Firearms6) Авиационная медицина: noise exposure forecast7) Общественная организация: National Emphysema Foundation, Near East Foundation8) Аэропорты: Neftekamsk, Russia -
4 Stephenson, George
[br]b. 9 June 1781 Wylam, Northumberland, Englandd. 12 August 1848 Tapton House, Chesterfield, England[br]English engineer, "the father of railways".[br]George Stephenson was the son of the fireman of the pumping engine at Wylam colliery, and horses drew wagons of coal along the wooden rails of the Wylam wagonway past the house in which he was born and spent his earliest childhood. While still a child he worked as a cowherd, but soon moved to working at coal pits. At 17 years of age he showed sufficient mechanical talent to be placed in charge of a new pumping engine, and had already achieved a job more responsible than that of his father. Despite his position he was still illiterate, although he subsequently learned to read and write. He was largely self-educated.In 1801 he was appointed Brakesman of the winding engine at Black Callerton pit, with responsibility for lowering the miners safely to their work. Then, about two years later, he became Brakesman of a new winding engine erected by Robert Hawthorn at Willington Quay on the Tyne. Returning collier brigs discharged ballast into wagons and the engine drew the wagons up an inclined plane to the top of "Ballast Hill" for their contents to be tipped; this was one of the earliest applications of steam power to transport, other than experimentally.In 1804 Stephenson moved to West Moor pit, Killingworth, again as Brakesman. In 1811 he demonstrated his mechanical skill by successfully modifying a new and unsatisfactory atmospheric engine, a task that had defeated the efforts of others, to enable it to pump a drowned pit clear of water. The following year he was appointed Enginewright at Killingworth, in charge of the machinery in all the collieries of the "Grand Allies", the prominent coal-owning families of Wortley, Liddell and Bowes, with authorization also to work for others. He built many stationary engines and he closely examined locomotives of John Blenkinsop's type on the Kenton \& Coxlodge wagonway, as well as those of William Hedley at Wylam.It was in 1813 that Sir Thomas Liddell requested George Stephenson to build a steam locomotive for the Killingworth wagonway: Blucher made its first trial run on 25 July 1814 and was based on Blenkinsop's locomotives, although it lacked their rack-and-pinion drive. George Stephenson is credited with building the first locomotive both to run on edge rails and be driven by adhesion, an arrangement that has been the conventional one ever since. Yet Blucher was far from perfect and over the next few years, while other engineers ignored the steam locomotive, Stephenson built a succession of them, each an improvement on the last.During this period many lives were lost in coalmines from explosions of gas ignited by miners' lamps. By observation and experiment (sometimes at great personal risk) Stephenson invented a satisfactory safety lamp, working independently of the noted scientist Sir Humphry Davy who also invented such a lamp around the same time.In 1817 George Stephenson designed his first locomotive for an outside customer, the Kilmarnock \& Troon Railway, and in 1819 he laid out the Hetton Colliery Railway in County Durham, for which his brother Robert was Resident Engineer. This was the first railway to be worked entirely without animal traction: it used inclined planes with stationary engines, self-acting inclined planes powered by gravity, and locomotives.On 19 April 1821 Stephenson was introduced to Edward Pease, one of the main promoters of the Stockton \& Darlington Railway (S \& DR), which by coincidence received its Act of Parliament the same day. George Stephenson carried out a further survey, to improve the proposed line, and in this he was assisted by his 18-year-old son, Robert Stephenson, whom he had ensured received the theoretical education which he himself lacked. It is doubtful whether either could have succeeded without the other; together they were to make the steam railway practicable.At George Stephenson's instance, much of the S \& DR was laid with wrought-iron rails recently developed by John Birkinshaw at Bedlington Ironworks, Morpeth. These were longer than cast-iron rails and were not brittle: they made a track well suited for locomotives. In June 1823 George and Robert Stephenson, with other partners, founded a firm in Newcastle upon Tyne to build locomotives and rolling stock and to do general engineering work: after its Managing Partner, the firm was called Robert Stephenson \& Co.In 1824 the promoters of the Liverpool \& Manchester Railway (L \& MR) invited George Stephenson to resurvey their proposed line in order to reduce opposition to it. William James, a wealthy land agent who had become a visionary protagonist of a national railway network and had seen Stephenson's locomotives at Killingworth, had promoted the L \& MR with some merchants of Liverpool and had carried out the first survey; however, he overreached himself in business and, shortly after the invitation to Stephenson, became bankrupt. In his own survey, however, George Stephenson lacked the assistance of his son Robert, who had left for South America, and he delegated much of the detailed work to incompetent assistants. During a devastating Parliamentary examination in the spring of 1825, much of his survey was shown to be seriously inaccurate and the L \& MR's application for an Act of Parliament was refused. The railway's promoters discharged Stephenson and had their line surveyed yet again, by C.B. Vignoles.The Stockton \& Darlington Railway was, however, triumphantly opened in the presence of vast crowds in September 1825, with Stephenson himself driving the locomotive Locomotion, which had been built at Robert Stephenson \& Co.'s Newcastle works. Once the railway was at work, horse-drawn and gravity-powered traffic shared the line with locomotives: in 1828 Stephenson invented the horse dandy, a wagon at the back of a train in which a horse could travel over the gravity-operated stretches, instead of trotting behind.Meanwhile, in May 1826, the Liverpool \& Manchester Railway had successfully obtained its Act of Parliament. Stephenson was appointed Engineer in June, and since he and Vignoles proved incompatible the latter left early in 1827. The railway was built by Stephenson and his staff, using direct labour. A considerable controversy arose c. 1828 over the motive power to be used: the traffic anticipated was too great for horses, but the performance of the reciprocal system of cable haulage developed by Benjamin Thompson appeared in many respects superior to that of contemporary locomotives. The company instituted a prize competition for a better locomotive and the Rainhill Trials were held in October 1829.Robert Stephenson had been working on improved locomotive designs since his return from America in 1827, but it was the L \& MR's Treasurer, Henry Booth, who suggested the multi-tubular boiler to George Stephenson. This was incorporated into a locomotive built by Robert Stephenson for the trials: Rocket was entered by the three men in partnership. The other principal entrants were Novelty, entered by John Braithwaite and John Ericsson, and Sans Pareil, entered by Timothy Hackworth, but only Rocket, driven by George Stephenson, met all the organizers' demands; indeed, it far surpassed them and demonstrated the practicability of the long-distance steam railway. With the opening of the Liverpool \& Manchester Railway in 1830, the age of railways began.Stephenson was active in many aspects. He advised on the construction of the Belgian State Railway, of which the Brussels-Malines section, opened in 1835, was the first all-steam railway on the European continent. In England, proposals to link the L \& MR with the Midlands had culminated in an Act of Parliament for the Grand Junction Railway in 1833: this was to run from Warrington, which was already linked to the L \& MR, to Birmingham. George Stephenson had been in charge of the surveys, and for the railway's construction he and J.U. Rastrick were initially Principal Engineers, with Stephenson's former pupil Joseph Locke under them; by 1835 both Stephenson and Rastrick had withdrawn and Locke was Engineer-in-Chief. Stephenson remained much in demand elsewhere: he was particularly associated with the construction of the North Midland Railway (Derby to Leeds) and related lines. He was active in many other places and carried out, for instance, preliminary surveys for the Chester \& Holyhead and Newcastle \& Berwick Railways, which were important links in the lines of communication between London and, respectively, Dublin and Edinburgh.He eventually retired to Tapton House, Chesterfield, overlooking the North Midland. A man who was self-made (with great success) against colossal odds, he was ever reluctant, regrettably, to give others their due credit, although in retirement, immensely wealthy and full of honour, he was still able to mingle with people of all ranks.[br]Principal Honours and DistinctionsPresident, Institution of Mechanical Engineers, on its formation in 1847. Order of Leopold (Belgium) 1835. Stephenson refused both a knighthood and Fellowship of the Royal Society.Bibliography1815, jointly with Ralph Dodd, British patent no. 3,887 (locomotive drive by connecting rods directly to the wheels).1817, jointly with William Losh, British patent no. 4,067 (steam springs for locomotives, and improvements to track).Further ReadingL.T.C.Rolt, 1960, George and Robert Stephenson, Longman (the best modern biography; includes a bibliography).S.Smiles, 1874, The Lives of George and Robert Stephenson, rev. edn, London (although sycophantic, this is probably the best nineteenthcentury biography).PJGR -
5 Dickinson, John
SUBJECT AREA: Paper and printing[br]b. 29 March 1782d. 11 January 1869 London, England[br]English papermaker and inventor of a papermaking machine.[br]After education at a private school, Dickinson was apprenticed to a London stationer. In 1806 he started in business as a stationer, in partnership with George Longman; they transferred to 65 Old Bailey, where the firm remained until their premises were destroyed during the Second World War. In order to secure the supply of paper and be less dependent on the papermakers, Dickinson turned to making paper on his own account. In 1809 he acquired Apsley Mill, near Hemel Hempstead on the river Gade in Hertfordshire. There, he produced a new kind of paper for cannon cartridges which, unlike the paper then in use, did not smoulder, thus reducing the risk of undesired explosions. The new paper proved very useful during the Napoleonic War.Dickinson developed a continuous papermaking machine about the same time as the Fourdrinier brothers, but his worked on a different principle. Instead of a continuous flat wire screen, Dickinson used a wire-covered cylinder which dipped into the dilute pulp as it revolved. A felt-covered roller removed the layer of wet pulp, which was then subjected to drying, as in the Fourdrinier machine. The latter was first in use at Frogmore, just upstream from Apsley Mill on the river Gade. Dickinson patented his machine in 1809 and claimed that it was superior for some kinds of paper. In feet, both types of machine have survived, in much enlarged and modified form: the Fourdrinier for general papermaking, the Dickinson cylinder for the making of board. In 1810 Dickinson acquired the nearby Nash Mill, and over the years he extended the scope of his papermaking business, introducing many technical improvements. Among his inventions was a machine to paste together continuous webs of paper to form cardboard. Another, patented in 1829, was a process for incorporating threads of cotton, flax or silk into the body of the paper to make forgery more difficult. He became increasingly prosperous, overcoming labour disputes with unemployed hand-papermakers. and lawsuits against a canal company which threatened the water supply to his mills. Dickinson was the first to use percolation gauges to predict river flow, and his work on water supply brought him election to a Fellowship of the Royal Society in 1845.[br]Principal Honours and DistinctionsFRS 1845.Further ReadingR.H.Clapperton, 1967, The Paper-making Machine, Oxford: Pergamon Press, pp. 331–5 (provides a biography and full details of Dickinson's inventions).LRD -
6 Hodgkinson, Eaton
[br]b. 26 February 1789 Anderton, Cheshire, Englandd. 18 June 1861 near Manchester, England[br]English engineer who devised d new form of cast-iron girder.[br]Eaton Hodgkinson's father, a farmer, died when he was 6 years old, but his mother was a resourceful woman who set up a business in Salford and ensured that her son received a sound schooling. Most important for his education, however, was his friendship with the Manchester scientific luminary Dr. Dalton, who instructed him in practical mathematics. These studies led Hodgkinson to devise a new form of cast-iron girder, carefully tested by experiments and which was widely adopted for fire-proof structures in the nineteenth century. Following Dalton, Hodgkinson became an active member of the Manchester Philosophical Society, of which he was elected President in 1848. He also became an active member of the British Association for the Advancement of Science. Hodgkinson's work on cast-iron girders secured him a Fellowship of the Royal Society, and the Royal Medal of the Society, in 1841. It was Hodgkinson also who verified the mathematical value of the pioneering experiments carried out by William Fairbairn for Robert Stephenson's proposed wrought-iron tube structure which, in 1849, became the Britannia Bridge over the Menai Straits. He received a Silver Medal for this work at the Paris Exhibition of 1858. Hodgkinson served as a member of the Royal Commission appointed to enquire into the application of iron to railway structures. In 1847 he was appointed Professor of the Mechanical Principles of Engineering at University College, London, but his health began to fail shortly after. He was elected an Honorary Member of the Institution of Civil Engineers in 1851. Described as "singularly simple and guileless", he was widely admired and respected.[br]Principal Honours and DistinctionsPresident, Manchester Philosophical Society 1848. FRS 1841. Royal Society Medal 1841.Further ReadingDictionary of National Biography, London.Proceedings of the Institution of Civil Engineers 21:542–5.AB -
7 Schawlow, Arthur Leonard
[br]b. 5 May 1921 Mount Vernon, New York, USA[br]American physicist involved in laser-spectroscopy research.[br]When Arthur L.Schawlow was 3 years old his family moved to Canada: it was in Toronto that he received his education, graduating from the University of Toronto with a BA in physics in 1941. He was awarded an MA in 1942, taught classes for military personnel at the University until 1944 and worked for a year on radar equipment. He returned to the University of Toronto in 1945 to carry out research on optical spectroscopy and received his PhD in 1949. From 1949 to 1951 he held a postgraduate fellowship at Columbia University, where he worked with Charles H. Townes on microwave spectroscopy. From 1951 to 1961 he was a research physicist at the Bell Telephone Laboratories, working mainly on superconductivity, but he maintained his association with Townes, who had pioneered the maser (an acronym of microwave amplification by stimulated emission of radiation). In a paper published in Physical Review in December 1958, Townes and Schawlow suggested the possibility of a development into optical frequencies or an optical maser, later known as a laser (an acronym of light amplification by stimulated emission of radiation). In 1960 the first such device was made by Theodore H. Maiman. In 1960 Schawlow returned to Columbia University as a visiting professor and in the following year was appointed Professor of Physics at Stanford University, where he continued his researches in laser spectroscopy. He is a member of the National Academy of Sciences, the American Physical Society, the Optical Society of America and the Institute of Electrical and Electronic Engineers.[br]Principal Honours and DistinctionsNobel Prize for Physics 1981. Franklin Institute Stuart Ballantine Medal 1962. Institute of Physics of London Thomas Young Medal and Prize 1963. Institute of Electrical and Electronics Engineers Morris N.Liebmann Memorial Prize 1964. Optical Society of America Frederick Ives Medal 1976. Honorary degrees from the State University of Ghent, the University of Bradford and the University of Toronto.BibliographySchawlow is the author of many scientific papers and, with Charles H.Townes, ofMicrowave Spectroscopy (1955).Further ReadingT.Wasson (ed.), 1987, Nobel Prize Winners, New York, pp. 930–3 (contains a short biography).RTSBiographical history of technology > Schawlow, Arthur Leonard
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