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SUBJECT AREA: Photography, film and optics

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Originally destined to follow his father into the Church, Brewster studied divinity at Edinburgh University, where he met many distinguished men of science. He began to take a special interest in optics, and eventually abandoned the clerical profession. In 1813 he presented his first paper to the Royal Society on the properties of light, and within months invented the principle of the kaleidoscope. In 1844 Brewster described a binocular form of Wheatstone's reflecting stereoscope where the mirrors were replaced with lenses or prisms. The idea aroused little interest at the time, but in 1850 a model taken to Paris was brought to the notice of L.J. Duboscq, who immediately began to manufacture Brewster's stereoscope on a large scale; shown at the Great Exhibition of 1851, it attracted the attention of Queen Victoria. Stereoscopic photography rapidly became one of the fashionable preoccupations of the day arid did much to popularize photography. Although originally marketed as a scientific toy and drawing-room pastime, stereoscopy later found scientific application in such fields as microscopy, photogrammetry and radiography. Brewster was a prolific scientific author throughout his life. His income was derived mainly from his writing and he was one of the nineteenth century's most distinguished popularizers of science.

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SUBJECT AREA: Aerospace

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Gianni Caproni studied civil and electrical engineering in Munich and Liège before moving on to Paris, where he developed an interest in aeronautics. He built his first aircraft in 1910, a biplane with a tricycle undercarriage (which has been claimed as the world's first tricycle undercarriage). Caproni and his brother, Dr Fred Caproni, set up a factory at Malpensa in northern Italy and produced a series of monoplanes and biplanes. In 1913 Caproni astounded the aviation world with his Ca 30 three-engined biplane bomber. There followed many variations, of which the most significant were the Ca 32 of 1915, the first large bomber to enter service in significant numbers, and the Ca 42 triplane of 1917 with a wing span of almost 30 metres.

After the First World War, Caproni designed an even larger aircraft with three pairs of triplane wings (i.e. nine wings each of 30 metres span) and eight engines. This Ca 60 flying boat was designed to carry 100 passengers. In 1921 it made one short flight lightly loaded; however, with a load of sandbags representing sixty passengers, it crashed soon after take-off. The project was abandoned but Caproni's company prospered and expanded to become one of the largest groups of companies in Italy. In the 1930s Caproni aircraft twice broke the world altitude record. Several Caproni types were in service when Italy entered the Second World War, and an unusual research aircraft was under development. The Caproni-Campini No. 1 (CC2) was a jet, but it did not have a gas-turbine engine. Dr Campini's engine used a piston engine to drive a compressor which forced air out through a nozzle, and by burning fuel in this airstream a jet was produced. It flew with limited success in August 1940, amid much publicity: the first German jet (1939) and the first British jet (1941) were both flown in secret. Caproni retained many of his early aircraft for his private museum, including some salvaged parts from his monstrous flying boat.

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See also: Heinkel, Ernst; Ohain, Hans Joachim Pabst von; Whittle, Sir Frank

SUBJECT AREA: Aerospace

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Alan Cobham was a man of many parts. He started as a veterinary assistant in France during the First World War, but transferred to the Royal Flying Corps in 1917. After the war he continued flying, by giving joy-rides and doing aerial photography work. In 1921 he joined the De Havilland Aircraft Company (see de Havilland, Geoffrey) as a test and charter pilot; he was also successful in a number of air races. During the 1920s Cobham made many notable flights to distant parts of the British Empire, pioneering possible routes for airline operations. During the early 1930s Sir Alan (he was knighted in 1926) devoted his attention to generating a public interest in aviation and to campaigning for more airfields. Cobham's Flying Circus toured the country giving flying displays and joy-rides, which for thousands of people was their first experience of flying.

In 1933 Cobham planned a non-stop flight to India by refuelling his aircraft while flying: this was not a new idea but the process was still experimental. The flight was unsuccessful due to a fault in his aircraft, unrelated to the in-flight refuelling system. The following year Flight Refuelling Ltd was founded, and by 1939 two Short flying boats were operating the first inflight-refuelled service across the Atlantic. Inflight refuelling was not required during the early years of the Second World War, so Cobham turned to other projects such as thermal de-icing of wings, and a scheme which was not carried out, for delivering fighters to the Middle East by towing them behind Wellington bombers.

After the Second World War the fortunes of Flight Refuelling Ltd were at a low ebb, especially when British South American Airways abandoned the idea of using in-flight refuelling. Then an American contract and the use of their tanker aircraft to ferry oil during the Berlin Airlift saved the day. In 1949 Cobham's chief designer, Peter Macgregor, came up with an idea for refuelling fighters using a probe and drogue system. A large tanker aircraft trailed a hose with a conical drogue at the free end. The fighter pilot manoeuvred the probe, fitted to his aircraft, so that it locked into the drogue, enabling fuel to be transferred. Since the 1950s this system has become the effective world standard.

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SUBJECT AREA: Steam and internal combustion engines

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Corliss's father was a physician and surgeon. The son was educated at Greenwich, New York, but while he showed an aptitude for mathematics and mechanics he first of all became a storekeeper and then clerk, bookkeeper, salesperson and official measurer and inspector of the cloth produced at W.Mowbray \& Son. He went to the Castleton Academy, Vermont, for three years and at the age of 21 returned to a store of his own in Greenwich. Complaints about stitching in the boots he sold led him to patent a sewing machine. He approached Fairbanks, Bancroft \& Co., Providence, Rhode Island, machine and steam engine builders, about producing his machine, but they agreed to take him on as a draughtsman providing he abandoned it. Corliss moved to Providence with his family and soon revolutionized the design and construction of steam engines. Although he started working out ideas for his engine in 1846 and completed one in 1848 for the Providence Dyeing, Bleaching and Calendering Company, it was not until March 1849 that he obtained a patent. By that time he had joined John Barstow and E.J.Nightingale to form a new company, Corliss Nightingale \& Co., to build his design of steam-engines. He used paired valves, two inlet and two exhaust, placed on opposite sides of the cylinder, which gave good thermal properties in the flow of steam. His wrist-plate operating mechanism gave quick opening and his trip mechanism allowed the governor to regulate the closure of the inlet valve, giving maximum expansion for any load. It has been claimed that Corliss should rank equally with James Watt in the development of the steam-engine. The new company bought land in Providence for a factory which was completed in 1856 when the Corliss Engine Company was incorporated. Corliss directed the business activities as well as technical improvements. He took out further patents modifying his valve gear in 1851, 1852, 1859, 1867, 1875, 1880. The business grew until well over 1,000 workers were employed. The cylindrical oscillating valve normally associated with the Corliss engine did not make its appearance until 1850 and was included in the 1859 patent. The impressive beam engine designed for the 1876 Centennial Exhibition by E. Reynolds was the product of Corliss's works. Corliss also patented gear-cutting machines, boilers, condensing apparatus and a pumping engine for waterworks. While having little interest in politics, he represented North Providence in the General Assembly of Rhode Island between 1868 and 1870.

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SUBJECT AREA: Canals, Textiles

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Cosnier was probably an Angevin as he had property in Tours although he lived in Paris; his father was valet de chambre to King Henri IV. Although he qualified as an engineer, he was primarily a man of ideas. On 23 December 1603 he obtained a grant to establish silkworm breeding, or sericulture, in Poitou by introducing 100,000 mulberry plants, together with 200 oz (5.7 kg) of mulberry seed. He had 2,000 instruction leaflets on silkworm breeding printed, but his project collapsed when the Poitevins refused to co-operate. Cosnier then distributed the plants and seeds to other parts of France. The same year he approached Henri IV with the proposal to build a canal from the Loire to the Seine, partly via the Loing, from Briare to Montargis. On the king's acceptance of his proposal, Cosnier on 11 March 1604 undertook to complete the canal, which necessitated crossing the ridge between the two rivers, over a three-year period for 505,000 livres. The Canal de Briare, as it became known, with thirty-six locks including the flight of seven at Rogny, was almost complete in 1610; however, the death of Henri IV led to its abandonment. Cosnier offered to complete it at his own expense, but his offer was refused. Instead, his accounts were examined and it was found that he had already exceeded his authorized credits by 35,000 livres. In settlement, after some quibbling, he was awarded the two seigneuries of Trousse near Briare. Cosnier then suggested encircling the Paris suburbs with a canal which would not only be navigable but would also provide a water supply for fountains and drains. His proposal was accepted in 1618, but the works were never started. In the 1620s the marquis d'Effiet proposed the completion of the Canal de Briare and Cosnier was invited to resume work. Before anything more could be done Cosnier died, some time between July 1629 and March 1630, and the work was again abandoned. The canal was ultimately completed by Boutheroue in 1642, but the seven locks at Rogny remain a dramatic monument to Cosnier's ability.

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SUBJECT AREA: Metallurgy

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Although described as Commander of the Royal Navy, other personal details of Craufurd appear to be little known. His process for coating sheet iron with a protective layer of zinc, conveyed as a communication from abroad, was granted a patent in 1837. The details closely resembled, indeed are believed to have been based upon, those developed and patented in France in 1836 by Sorel, who had worked in collaboration with Ledru. There had been French interest in substituting zinc for tin as a coating for iron from 1742 with work by Malouin. Zinc-coated iron saucepans were produced in Rouen in the 1780s, but the work was later abandoned. Craufurd's patent directed that iron objects should be dipped into molten zinc, protected from volatilization by a layer of sal ammoniac (ammonium chloride, NH4Cl which also served as a flux. The quite misleading term "galvanizing" had already been introduced by Sorel for his process. Later its pro-tective properties were discovered to depend for effectiveness on the formation of a thin layer of zinc-iron alloy between the iron sheet and its zinc coating. Craufurd's patent was infringed in England soon after being granted, and was followed by several improvements, particularly those of Edmund Morewood, collaborating with George Rogers in five patents, of which four referred to methods of corrugation. The resulting production of zinc-coated iron implements, together with corrugated iron sheeting quickly adopted for building purposes, developed into an important industry of the West Midlands, Bristol, London and other parts of Britain.

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SUBJECT AREA: Electricity

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

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SUBJECT AREA: Chemical technology, Mining and extraction technology

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Educated at the Latin School at Penzance and from 1792 at Truro Grammar School, Davy was apprenticed to a surgeon in Penzance. In 1797 he began to teach himself chemistry by reading, among other works, Lavoisier's elementary treatise on chemistry. In 1798 Dr Thomas Beddoes of Bristol engaged him as assistant in setting up his Pneumatic Institution to pioneer the medical application of the newly discovered gases, especially oxygen.

In 1799 he discovered the anaesthetic properties of nitrous oxide, discovered not long before by the chemist Joseph Priestley. He also noted its intoxicating qualities, on account of which it was dubbed "laughing-gas". Two years later Count Rumford, founder of the Royal Institution in 1800, appointed Davy Assistant Lecturer, and the following year Professor. His lecturing ability soon began to attract large audiences, making science both popular and fashionable.

Davy was stimulated by Volta's invention of the voltaic pile, or electric battery, to construct one for himself in 1800. That enabled him to embark on the researches into electrochemistry by which is chiefly known. In 1807 he tried decomposing caustic soda and caustic potash, hitherto regarded as elements, by electrolysis and obtained the metals sodium and potassium. He went on to discover the metals barium, strontium, calcium and magnesium by the same means. Next, he turned his attention to chlorine, which was then regarded as an oxide in accordance with Lavoisier's theory that oxygen was the essential component of acids; Davy failed to decompose it, however, even with the aid of electricity and concluded that it was an element, thus disproving Lavoisier's view of the nature of acids. In 1812 Davy published his Elements of Chemical Philosophy, in which he presented his chemical ideas without, however, committing himself to the atomic theory, recently advanced by John Dalton.

In 1813 Davy engaged Faraday as Assistant, perhaps his greatest service to science. In April 1815 Davy was asked to assist in the development of a miner's lamp which could be safely used in a firedamp (methane) laden atmosphere. The "Davy lamp", which emerged in January 1816, had its flame completely surrounded by a fine wire mesh; George Stephenson's lamp, based on a similar principle, had been introduced into the Northumberland pits several months earlier, and a bitter controversy as to priority of invention ensued, but it was Davy who was awarded the prize for inventing a successful safety lamp.

In 1824 Davy was the first to suggest the possibility of conferring cathodic protection to the copper bottoms of naval vessels by the use of sacrificial electrodes. Zinc and iron were found to be equally effective in inhibiting corrosion, although the scheme was later abandoned when it was found that ships protected in this way were rapidly fouled by weeds and barnacles.

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SUBJECT AREA: Textiles

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After John Levers had brought out his lacemaking machine in 1813, other lacemakers proceeded to elaborate their machinery so as to imitate the more complicated forms of handwork. One of these was Samuel Draper of Nottingham, who took out one patent in 1835 for the use of a Jacquard mechanism on a lace making machine, followed by another in 1837. However, material made on his machine cost more than the handmade article, so the experiment was abandoned after three years. Then, in Nottingham in 1841, Hooton Deverill patented the first truly successful application of the Jacquard to lacemaking. The Jacquard needles caused the warp threads to be pushed sideways to form the holes in the lace while the bobbins were moved around them to bind them together. This made it possible to reproduce most of the traditional patterns of handmade lace in both narrow and wide pieces. Lace made on these machines became cheap enough for most people to be able to hang it in their windows as curtains, or to use it for trimming clothing. However, it raised in a most serious form the problem of patent rights between the two patentees, Deverill and Draper, threatening much litigation. Deverill's patent was bought by Richard Birkin, who with his partner Biddle relinquished the patent rights. The lacemaking trade on these machines was thus thrown open to the public and a new development of the trade took place. Levers lace is still made in the way described here.

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SUBJECT AREA: Medical technology

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With John Hunter, Fauchard was the pioneer of rational dentistry. His treatise published in 1728 stated, "The most celebrated surgeons having abandoned this branch of surgery, …their negligence gave rise to a class of persons who, without theoretic knowledge or experience… practised it at hazard, having neither principles or system." He described how to fill a dental cavity using either tin, lead or gold and proposed porcelain as an improvement on bone or ivory for artificial teeth. This latter proposal is thought to have been suggested by René-Antoine Ferchault de Réaumur (1683–1757) who was connected with the porcelain factory at Sèvres.

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SUBJECT AREA: Medical technology

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Following his early education in Reykjavik, Finsen moved to Copenhagen and obtained his medical degree in 1891. Appointed as a demonstrator in anatomy at the University of Copenhagen, he soon abandoned a career in academic medicine, preferring the sunlit environment of outdoor life. He was soon studying the nature of light-induced inflammation and proceeded to identify the radiation in the blue-violet and ultraviolet (actinic) parts of the solar spectrum as being particularly responsible. By 1893 he had discovered the beneficial effect of red light on the lesions of smallpox and in 1894 he put forward his conclusion that light possessed a direct therapeutic quality. In 1895 he amplified this work with the treatment of lupus vulgaris (tuberculosis of the skin) using a carbon-arc source suitably filtered to expose the tissues to high concentrations of ultraviolet rays. Extensions of this form of therapy were applied in a number of other conditions until superseded by the development of serology, chemotherapy and antibiotic drugs.

In his final years, afflicted with a cardiac condition possibly related to the endemic hydatid disease of Iceland, he carried out an important self-study on salt and water metabolism, laying the foundations for the therapeutic concept of low fluid and low salt intake therapy.

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SUBJECT AREA: Aerospace

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Anton Flettner was an engineer with a great interest in hydraulics and aerodynamics. At the beginning of the First World War Flettner was recruited by Zeppelin to investigate the possibility of radio-controlled airships as guided missiles. In 1915 he constructed a small radio-controlled tank equipped to cut barbed-wire defences; the military experts rejected it, but he was engaged to investigate radio-controlled pilotless aircraft and he invented a servo-control device to assist their control systems. These servo-controls, or trim tabs, were used on large German bombers towards the end of the war. In 1924 he invented a sailing ship powered by rotating cylinders, but although one of these crossed the Atlantic they were never a commercial success. He also invented a windmill and a marine rudder. In the late 1920s Flettner turned his attention to rotating-wing aircraft, and in 1931 he built a helicopter with small engines mounted on the rotor blades. Progress was slow and it was abandoned after being damaged during testing in 1934. An autogiro followed in 1936, but it caught fire on a test flight and was destroyed. Undeterred, Flettner continued his development work on helicopters and in 1937 produced the Fl 185, which had a single rotor to provide lift and two propellers on outriggers to combat the torque and provide forward thrust. This arrangement was not a great success, so he turned to twin contra-rotating rotors, as used by his rival Focke, but broke new ground by using intermeshing rotors to make a more compact machine. The Fl 265 with its "egg-beater" rotors was ordered by the German navy in 1938 and flew the following year. After exhaustive testing, Flettner improved his design and produced the two-seater Fl 282 Kolibri, which flew in 1940 and became the only helicopter to be used operationally during the Second World War.

After the war, Flettner moved to the United States where his intermeshing-rotor idea was developed by the Kaman Aircraft Corporation.

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SUBJECT AREA: Civil engineering

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He became interested in the possibility of a tunnel or a bridge link between England and France in 1833 when he did his own geological survey of a route between Calais and Dover, and in 1834 he proposed an immersed tube tunnel. However, at the Great Exhibition of 1855 he promoted a scheme incorporating an artificial stone isthmus with movable bridges, which was estimated to cost £33,600,000, but this idea was eventuallv abandoned. He reverted to the idea of a tunnel and did further survey in 1855, with 180 lb (80 kg) of flint for ballast, ten inflated pig bladders to bring him to the surface and pieces of buttered lint plastered over his ears to protect them against the water pressure. He touched bottom between 99 and 108 ft (30 and 33 m). In 1856 Napoleon III granted him an audience and promised a scientific commission to evaluate his scheme, which it eventually approved. In 1858 he went to London and got the backing of Robert Stephenson, Isambard K. Brunel and Joseph Locke. He also obtained an interview with Prince Albert. In 1858, after an assassination attempt on Napoleon III, relations between France and England cooled off and Thomé de Gamond's plans were halted. He revived them in 1867, but others were by now also putting forward schemes. He had worked on the scheme for thirty-five years and expended a small fortune. In 1875 The Times reported that he was "living in humble circumstances, his daughter supporting him by giving lessons on the piano". He died the following year.

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SUBJECT AREA: Aerospace

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Charles Green lived in London at a time when gas mains were being installed to supply coal gas for the recently introduced gas lighting. He was interested in the exploits of balloonists but lacked the finance needed to construct a balloon and fill it with expensive hydrogen. He decided to experiment with coal gas, which was very much cheaper, albeit a little heavier, than hydrogen: a larger balloon would be needed to lift the same weight. Green made his first ascent on 19 July 1821 to celebrate the coronation of King George. His large balloon was prepared in Green Park, London, and filled from the gas main in Piccadilly. He made a spectacular ascent to 11,000 ft (3,350 m), thus proving the suitability of coal gas, which was readily available and cheap. Like many balloonists, Green was also a showman. He made ascents on horseback or with fireworks to attract spectators. He did, however, try out some new ideas, such as cemented fabric joints (instead of stitching) for a huge new balloon, the Royal Vauxhall. On its first flight, in September 1836, this impressive balloon carried Green plus eight passengers. On 7 November 1836 Green and two friends ascended from Vauxhall Gardens, London, to make a long-distance flight. They landed safely in the Duchy of Nassau, Germany, having covered a record 480 miles (772 km) in eighteen hours. To help control the height of the balloon on this flight, Green fitted a long, heavy rope which trailed on the ground. If the balloon started to rise, then more of the "trail rope" was lifted off the ground, resulting in an increase in the weight to be lifted and a reduction in the rate of ascent. This idea had been suggested earlier by Thomas Baldwin in 1785, but Green developed it and in 1840 proposed to use if for a flight across the Atlantic: he later abandoned this plan.

Charles Green made over five hundred ascents and died in bed at the age of 85, no small age for a balloonist.

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SUBJECT AREA: Paper and printing

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Few biographical details are known of Johann Gensfleisch zum Gutenberg, yet it has been said that he was responsible for Germany's most notable contribution to civilization. He was a goldsmith by trade, of a patrician family of the city of Mainz. He seems to have begun experiments on printing while a political exile in Strasbourg c. 1440. He returned to Mainz between 1444 and 1448 and continued his experiments, until by 1450 he had perfected his invention sufficiently to justify raising capital for its commercial exploitation.

Circumstances were propitious for the invention of printing at that time. Rises in literacy and prosperity had led to the formation of a social class with the time and resources to develop a taste for reading, and the demand for reading matter had outstripped the ability of the scribes to satisfy it. The various technologies required were well established, and finally the flourishing textile industry was producing enough waste material, rag, to make paper, the only satisfactory and cheap medium for printing. There were others working along similar lines, but it was Gutenberg who achieved the successful adaptation and combination of technologies to arrive at a process by which many identical copies of a text could be produced in a wide variety of forms, of which the book was the most important. Gutenberg did make several technical innovations, however. The two-piece adjustable mould for casting types of varying width, from T to "M", was ingenious. Then he had to devise an oil-based ink suitable for inking metal type, derived from the painting materials developed by contemporary Flemish artists. Finally, probably after many experiments, he arrived at a metal alloy of distinctive composition suitable for casting type.

In 1450 Gutenberg borrowed 800 guldens from Johannes Fust, a lawyer of Mainz, and two years later Fust advanced a further 800 guldens, securing for himself a partnership in Gutenberg's business. But in 1455 Fust foreclosed and the bulk of Gutenberg's equipment passed to Peter Schöffer, who was in the service of Fust and later married his daughter. Like most early printers, Gutenberg seems not to have appreciated, or at any rate to have been able to provide for, the great dilemma of the publishing trade, namely the outlay of considerable capital in advance of each publication and the slowness of the return. Gutenberg probably retained only the type for the 42- and 36-line bibles and possibly the Catholicon of 1460, an encyclopedic work compiled in the thirteenth century and whose production pointed the way to printing's role as a means of spreading knowledge. The work concluded with a short descriptive piece, or colophon, which is probably by Gutenberg himself and is the only output of his mind that we have; it manages to omit the names of both author and printer.

Gutenberg seems to have abandoned printing after 1460, perhaps due to failing eyesight as well as for financial reasons, and he suffered further loss in the sack of Mainz in 1462. He received a kind of pension from the Archbishop in 1465, and on his death was buried in the Franciscan church in Mainz. The only major work to have issued for certain from Gutenberg's workshop is the great 42-line bible, begun in 1452 and completed by August 1456. The quality of this Graaf piece of printing is a tribute to Gutenberg's ability as a printer, and the soundness of his invention is borne out by the survival of the process as he left it to the world, unchanged for over three hundred years save in minor details.

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SUBJECT AREA: Photography, film and optics

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The only son of Sir William Herschel, the famous astronomer, John graduated from Cambridge in 1813 and went on to become a distinguished astronomer, mathematician and chemist. He left England in November 1833 to set up an observatory near Cape Town, South Africa, where he embarked on a study of the heavens in the southern hemisphere. He returned to England in the spring of 1838, and between 1850 and 1855 Herschel served as Master of the Royal Mint. He made several notable contributions to photography, perhaps the most important being his discovery in 1819 that hyposulphites (thiosulphates) would dissolve silver salts. He brought this property to the attention of W.H.F. Talbot, who in 1839 was using a common salt solution as a fixing agent for his early photographs. After trials, Talbot adopted "hypo", which was a far more effective fixative. It was soon adopted by other photographers and eventually became the standard photographic fixative, as it still is in the 1990s. After hearing of the first photographic process in January 1839, Herschel devised his own process within a week. In September 1839 he made the first photograph on glass. He is credited with introducing the words "positive", "negative" and "snapshot" to photography, and in 1842 he invented the cyanotype or "blueprint" process. This process was later to be widely adopted by engineers and architects for the reproduction of plans and technical drawings, a practice abandoned only in the late twentieth century.

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SUBJECT AREA: Metallurgy

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William Humfrey, goldsmith of the parish of St Vedast, was appointed Assay Master of the Royal Mint in 1561. At the Tower of London he assumed responsibility for the weight of silver and for production standards at a time of intense activity in recoining the debased coinage of the realm. Separation of copper from the debased silver involved liquation techniques which enabled purification of the recovered silver and copper. German co-operation in introducing these methods to England developed their interest in English copper mining, resulting in the formation of the Mines Royal Company. Shareholders in this government-led monopoly included Humfrey, whose assay of Keswick copper ore, mined with German expertise, was bitterly disputed. As a result of this dispute, Humfrey promoted the formation of a smaller monopoly, the Company of Mineral Battery Works, with plans to mine lead and especially the zinc carbonate ore, calamine, using it to introduce brassmaking and wire manufacture into England. Humfrey acquired technical assistance from further skilled German immigrants, relying particularly on Christopher Schutz of Annaberg in Saxony, who claimed experience in such matters. However, the brassmaking project set up at Tintern was abandoned by 1569 after failure to make a brass suitable for manufacturing purposes. The works changed its production to iron wire. Humfrey had meanwhile been under suspicion of embezzlement at the Tower in connection with his work there. He died intestate while involved in litigation regarding infringement of rights and privileges claimed from his introduction of new techniques in later lead-mining activities under the auspices of the Company of Mineral and Battery Works.

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

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Carl Edvard Johansson was first apprenticed to a shoemaker, but he soon abandoned that career. In 1882 he went to America to join his brother Arvid working at a sawmill in the summer; in winter the brothers obtained further general education at the Gustavus Adolphus College at St Peter, Minnesota. They returned to Sweden in November 1884 and in the following year Carl obtained employment with a small engineering firm which rented a workshop in the government small-arms factory at Eskilstuna. In his spare time he attended the Eskilstuna Technical College and in 1888 he was accepted as an apprentice armourer inspector. After completion of his apprenticeship he was appointed an armourer inspector, and it was in his work of inspection that he realized that the large number of gauges then required could be reduced if several accurate gauges could be used in combination. This was in 1896, and the first set of gauges was made for use in the rifle factory. With these, any dimension between 1 mm and 201 mm could be made up to the nearest 0.01 mm, the gauges having flat polished surfaces that would adhere together by "wringing". Johansson obtained patents for the system from 1901, but it was not until c.1907 that the sets of gauges were marketed generally. Gauges were made in inch units for Britain and America—slightly different as the standards were not then identical. Johansson formed his own company to manufacture the gauges in 1910, but he did not give up his post in the rifle factory until 1914. By the 1920s Johansson gauges were established as the engineering dimensional standards for the whole world; the company also made other precision measuring instruments such as micrometers and extensometers. A new company, C.E.Johansson Inc., was set up in America for manufacture and sales, and the gauges were extensively used in the American automobile industry. Henry Ford took a special interest and Johansson spent several years in a post with the Ford Motor Company in Detroit, Michigan, until he returned to Sweden in 1936.

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SUBJECT AREA: Textiles

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William Kelly, a Larnack clockmaker, was Manager of David Dale's New Lanark cotton-spinning mills. He was writing to Boulton \& Watt in 1796 about the different ways in which he heated the mills and the New Institution. He must also have been responsible for supervising the millwrights' and mechanics' shops where much of the spinning machinery for the mills was constructed. At one time there were eighty-seven men employed in these shops alone. He devised a better method of connecting the water wheel to the line shafting which he reckoned would save a quarter of the water power required. Kelly may have been the first to apply power to the mule, for in 1790 he drove the spinning sequence from the line shafting, which operated the gear mechanism to turn the rollers and spindles as well as draw out the carriage. The winding on of the newly spun yarn still had to be done by hand. Then in 1792 he applied for a patent for a self-acting mule in which all the operations would be carried out by power. However, winding the yarn on in a conical form was a problem; he tried various ways of doing this, but abandoned his attempts because the mechanism was cumbersome and brought no economic advantage as only a comparatively small number of spindles could be operated. Even so, his semi-automatic mule became quite popular and was exported to America in 1803. Kelly was replaced as Manager at New Lanark by Robert Owen in 1800.

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SUBJECT AREA: Aerospace, Weapons and armour

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Maxim was born the son of a pioneer farmer who later became a wood turner. Young Maxim was first apprenticed to a carriage maker and then embarked on a succession of jobs before joining his uncle in his engineering firm in Massachusetts in 1864. As a young man he gained a reputation as a boxer, but it was his uncle who first identified and encouraged Hiram's latent talent for invention.

It was not, however, until 1878, when Maxim joined the first electric-light company to be established in the USA, as its Chief Engineer, that he began to make a name for himself. He developed an improved light filament and his electric pressure regulator not only won a prize at the first International Electrical Exhibition, held in Paris in 1881, but also resulted in his being made a Chevalier de la Légion d'honneur. While in Europe he was advised that weapons development was a more lucrative field than electricity; consequently, he moved to England and established a small laboratory at Hatton Garden, London. He began by investigating improvements to the Gatling gun in order to produce a weapon with a faster rate of fire and which was more accurate. In 1883, by adapting a Winchester carbine, he successfully produced a semi-automatic weapon, which used the recoil to cock the gun automatically after firing. The following year he took this concept a stage further and produced a fully automatic belt-fed weapon. The recoil drove barrel and breechblock to the vent. The barrel then halted, while the breechblock, now unlocked from the former, continued rearwards, extracting the spent case and recocking the firing mechanism. The return spring, which it had been compressing, then drove the breechblock forward again, chambering the next round, which had been fed from the belt, as it did so. Keeping the trigger pressed enabled the gun to continue firing until the belt was expended. The Maxim gun, as it became known, was adopted by almost every army within the decade, and was to remain in service for nearly fifty years. Maxim himself joined forces with the large British armaments firm of Vickers, and the Vickers machine gun, which served the British Army during two world wars, was merely a refined version of the Maxim gun.

Maxim's interests continued to occupy several fields of technology, including flight. In 1891 he took out a patent for a steam-powered aeroplane fitted with a pendulous gyroscopic stabilizer which would maintain the pitch of the aeroplane at any desired inclination (basically, a simple autopilot). Maxim decided to test the relationship between power, thrust and lift before moving on to stability and control. He designed a lightweight steam-engine which developed 180 hp (135 kW) and drove a propeller measuring 17 ft 10 in. (5.44 m) in diameter. He fitted two of these engines into his huge flying machine testrig, which needed a wing span of 104 ft (31.7 m) to generate enough lift to overcome a total weight of 4 tons. The machine was not designed for free flight, but ran on one set of rails with a second set to prevent it rising more than about 2 ft (61 cm). At Baldwyn's Park in Kent on 31 July 1894 the huge machine, carrying Maxim and his crew, reached a speed of 42 mph (67.6 km/h) and lifted off its rails. Unfortunately, one of the restraining axles broke and the machine was extensively damaged. Although it was subsequently repaired and further trials carried out, these experiments were very expensive. Maxim eventually abandoned the flying machine and did not develop his idea for a stabilizer, turning instead to other projects. At the age of almost 70 he returned to the problems of flight and designed a biplane with a petrol engine: it was built in 1910 but never left the ground.

In all, Maxim registered 122 US and 149 British patents on objects ranging from mousetraps to automatic spindles. Included among them was a 1901 patent for a foot-operated suction cleaner. In 1900 he became a British subject and he was knighted the following year. He remained a larger-than-life figure, both physically and in character, until the end of his life.

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See also: Pilcher, Percy Sinclair

CM / JDS