as+noted+later

(1922-)

   Recipient of the 1998 Nobel Prize in Literature, Saramago, a noted novelist, poet, essayist, and travel writer, is the first writer in the Portuguese language, of whatever nationality, to be so honored. Saramago began his career as a journalist, editor, and translator, and then became a full-time novelist. Born in the village of Azinhaga, Ribatejo province, Saramago worked as a journalist and directed the literary supplement of the Diário de Lisboa, a daily paper in the capital, as well as being an editor with the Diário de Notícias. Among his other writings from earlier decades is his work as a literary critic for the liberal, progressive journal Seara Nova. His reputation as a writer rests chiefly on the value of his novels, most of them translated now into more than 20 foreign languages and published widely outside Portugal, but he is also a versatile poet, playwright, travel writer, and political commentator. His membership in the Portuguese Communist Party (PCP) and later his moving from residence in Portugal to the Canary Islands with his Spanish wife elicited ongoing discussions. Among his more famous novels that have been rendered into the English language and widely praised are Baltazar and Blimunda (1987), The Year of the Death of Ricardo Reis (1991), and The History of the Siege of Lisbon (1996).

(1949-)

   Political leader and administrator, law professor, editor, and writer. A son of Baltazar Rebelo de Sousa, important administrator, governor-general of Mozambique, and cabinet minister during the Estado Novo, Rebelo de Sousa took a law degree at the University of Lisbon Law Faculty. Near the end of the Estado Novo, he was a founding editor of the influential, independent weekly paper Expresso, and years later became director or chief editor. As a member of the Social Democratic Party (PSD) after the Revolution of 25 April 1974, Rebelo de Sousa held a variety of positions from deputy to the Constituent Assembly, which wrote the 1976 Constitution, to ministerial posts. He moved up in the PSD after the retirement of Aníbal Cavaco Silva in 1995 to become leader of that party, the most important political grouping next to the Socialist Party (PS). Marcelo Rebelo de Sousa was an unsuccessful candidate for prime minister in the 1999 elections for the Assembly of the Republic. A noted legal authority and a law academic who publishes frequently, he remained a professor of law at University of Lisbon's Law Faculty and the Catholic University, and was the author of law texts. He has also held various municipal posts from Cascais to Celorico de Basto.

σημει-όω ([dialect] Dor. [pref] σᾱμ- IG5(1).1390.71 (Andania, i B.C.)),= σημαίνω,

A mark (by milestones), Plb.3.39.8 ([voice] Pass.), cf. 1.47.1; seal,

ἐπιστολὰς -ωμένας σφραγῖδι D.H.4.57

:—[voice] Pass., to be marked or stamped, IG l.c.

2 give a signal, impers. in [voice] Pass., ὅταν σημειωθῇ Aen. Tact.22.23 (cod. M).

II [voice] Med., mark for oneself, note down,

ὅτι.. Thphr.CP1.21.7

;

τόπον Plb.21.28.9

: abs., Δυμᾶς σεσημείωμαι ( signed) Δυμᾶς, Ostr.Bodl. iii 280 (i A.D.), cf. ii 25 (i A.D.), etc.; take notice of, pay honour to..,

ὅπως ὁ δῆμος φαίνηται τοὺς καλοὺς κἀγαθοὺς τῶν ἀνδρῶν σημειούμενος Inscr.Perg.252.28

.

2 interpret anything as a sign or portent, Plb.5.78.2, Str.9.2.11; infer as from a sign,

ὁ ἐκ τῆς ἐναργείας -ούμενος περὶ τῶν ἀδήλων Phld. Sign.15

, cf. Epicur.Ep.2p.47U., S.E.M.8.271:—Medic., diagnose, Antyll. ap. Orib.45.2.1, Gal.18(2).851; later, examine,

σημειωσόμεθα κοπαρίῳ Paul.Aeg.6.77

; οἱ τοῦ -ουμένου δάκτυλοι ib.96.

3 in Gramm., of marginal marks, σημείωσαι,= nota bene, Hdn.Gr.1.87, al., freq. in Sch.:—in [voice] Pass., σημειοῦται δὲ ὅτι.. Sch.Il.Oxy.1086i17; τὰ σεσημειωμένα noted as exceptions, A.D.Pron.115.11, Choerob. in Theod.1.406 H.: [tense] fut.

σεσημειώσεται A.D.Adv.166.14

.

χαίρω, Il.7.191, etc.; [ per.] 3pl. imper.

A

χαιρόντων E.HF 575

: [tense] impf., [dialect] Ep.

χαῖρον Il.14.156

, [dialect] Ion.

χαίρεσκον 18.259

: [tense] fut.

χαιρήσω 20.363

, Hdt. 1.128, Ar.Pl.64, And.1.101, Arr.An.5.20.6; [dialect] Ep. redupl. inf.

κεχᾰρησέμεν Il.15.98

; later χᾰρῶ v.l. in Apoc. 11.10: [tense] aor.

ἐχαίρησα Plu. Luc.25

: [tense] pf.

κεχάρηκα Ar.V. 764

, part.

- ηκώς Hdt.3.42

, etc., [dialect] Ep. acc. κεχᾰρηότα, pl. -ότας, Il.7.312, Hes.Fr.77:—[voice] Med. (in same sense), χαίρομαι, noted as a barbarism in Ar. Pax 291 (v. Sch.), but found in BCH36.622 (Perinthus, written χέρ-), Alex.Aphr.Pr.1.20, al.: [tense] fut. χᾰρήσομαι Ps.-Luc.Philopatr.24, ([etym.] συγ-) Plb.30.18.1, D.S. 31.15; [dialect] Dor.

χαρησοῦμαι Pythag.Ep.3.7

; χᾰροῦμαι LXXZa.4.10, ([etym.] κατα-) ib.Pr.1.26; [dialect] Ep.

κεχᾰρήσομαι Od.23.266

: [tense] aor. 1 part.

χαιρησάμενος BGU 742 ii 3

(ii A. D.): [dialect] Ep. [tense] aor.1

χήρατο Il.14.270

;

ἐχ- Opp.C.1.509

, etc.; part.

χηράμενος AP7.198

(Leon.): [dialect] Ep. redupl. [tense] aor. 2, [ per.] 3pl.

κεχάροντο Il.16.600

(

χάροντο Q.S.6.315

); opt. [ per.] 3sg. and pl. κεχάροιτο, -οίατο, Od.2.249, Il.1.256:—[voice] Pass. (in same sense), [tense] aor. 2 ἐχάρην [pron. full] [ᾰ] 7.54, etc., [dialect] Ep. [ per.] 3sg.

χάρη 5.682

, 13.609; subj.

χᾰρῇς Pl.R. 606c

; opt.

χᾰρείη Il.6.481

; inf.

χᾰρῆναι Simon.164

; part.

χᾰρείς Il.10.541

, Sapph.118, Pi.I.6(5).10, Ar.Th. 981 (lyr.), etc.; [tense] pf.

κεχάρημαι h.Bacch.7.10

, E.IA 200 (lyr.), Ar.V. 389 (anap.); part.

κεχαρμένος E.Or. 1122

, Tr. 529 (lyr.), Cyc. 367 (lyr.): [tense] plpf. [ per.] 3sg. and pl. κεχάρητο, -ηντο, Hes.Sc.65, h.Cer. 458:—rejoice, be glad, Il.3.111, 21.347, etc.;

γραῦς ἥδε οἰνοφόρος κεχαρημένη ὧδε κάθηται IG12(8).679

(Scyros, ii B. C.):

χ. θυμῷ Il.7.191

, al.;

ἐν θυμῷ 24.491

, Od.22.411;

φρεσὶν ᾗσι Il.13.609

;

φρένα 6.481

; χ. νόῳ to rejoice in wardly, Od. 8.78;

χαίρει δέ μοι ἦτορ Il.23.647

;

αὐτὰρ ἐμὸν κῆρ χ. Od.4.260

;

χ. καὶ γελᾶν S.El. 1300

;

ἥδομαι καὶ χαίρομαι κεὐφραίνομαι Ar. Pax 291

; opp. λυπεῖσθαι, A.Fr.266.3, S.Aj. 555, etc.; opp. ἀλγεῖν, Id.Tr. 1119. —Constr.,

1 c. dat. rei, rejoice at, take pleasure in a thing,

νίκῃ Il.7.312

;

φήμῃ Od.2.35

;

δώρῳ Hes.Op. 358

;

μόλπᾳ Sapph.Supp. 25.5

, cf. S.OT 1070, Pl.Mx. 238d, etc.: c. dat. pers.,

χαῖρε.. ἀνδρὶ δικαίῳ Od.3.52

; with a part. added,

χάρη δ' ἄρα οἱ προσιόντι Il.5.682

, cf. 24.706, Od.19.463: with Preps.,

χαίρειν ἐπί τινι S.Fr. 926

, X. Mem.2.6.35, Cyr.8.4.12, Isoc.2.30, Pl.Lg. 739d, etc.;

πρὸς τοῖς παιδικοῖς Eup.327

; with a part. added,

ἐπ' ἐξεργασμένοις κακοῖσι χ. E.Ba. 1040

, cf. 1033: rarely

ἔν τινι A.Eu. 996

(lyr.), S.Tr. 1119: also c. dat. modi, χ. γέλωτι express one's joy by laughter, X.Cyr.8.1.33.

b of a plant,

χαίρει ὑφάμμοις χωρίοις Thphr.HP6.5.2

; also

ἡ κύστις χ. τῇ χολῇ Gal.19.646

.

2 rarely c. acc., with a part. added,

χαίρω δέ σ' εὐτυχοῦντα E.Rh. 390

;

τοὺς γὰρ εὐσεβεῖς θεοὶ θνῄσκοντας οὐ χ. Id.Hipp. 1340

; χαίρω σ' <ἐλθόντα> Id.Fr. 673 (this usage is said to be Oropian, EM808.4).

b with a neut. Adj.,

ταὐτὰ λυπεῖσθαι καὶ ταὐτὰ χαίρειν τοῖς πολλοῖς D.18.292

: c. acc. cogn.,

ἁπλῆν χαίρειν ἡδονήν Arist.EN 1154b26

;

χ. ἀνδραπόδων τινὰ χαράν Plu.2.1091e

.

3 c. part., χαίρω.. τὸν μῦθον ἀκούσας I rejoice at having heard, am glad to hear, Il.19.185, cf. 7.54, 11.73;

χαίρουσιν βίοτον νήποινον ἔδοντες Od.14.377

, cf. 12.380, Hes.Op.55;

χαίρω.. κόμπον ἱείς Pi.N.8.49

;

χαίρεις ὁρῶν φῶς, πατέρα δ' οὐ χαίρειν δοκεῖς; E.Alc. 691

;

χαίρω φειδόμενος Ar.Pl. 247

;

θωπευόμενος χαίρεις Id.Eq. 1116

(lyr.), cf. Pl.Smp. 191e, etc.

b c. part. [tense] pres., delight in doing, to be wont to do,

χρεώμενοι χαίρουσι Hdt.7.236

, cf. S.Ph. 449, Ar.V. 764, Pl.Prt. 318d, 346c, 358a.

4 χαίρειν ὅττι or ὅτι .., Od.14.51, 526, Pi.N.5.46; ἐχάρην καὶ ἐθρασυνάμην ὅτι ἔμαθον .. Metrod.Fr.42; χ. οὕνεκα .. Od.8.200.

II with negat., esp. with [tense] fut., οὐ χαιρήσεις thou wilt or shalt not rejoice, i.e. thou shalt not go unpunished, shalt repent it, Ar.Pl.64;

οὐ χαιρήσετον Id.Eq. 235

; so

οὐδέ τιν' οἴω Τρώων χαιρήσειν Il.20.363

, cf.15.98, Od.2.249, Ar.V. 186; ἀλλ' οὐδ' ὣς Κῦρός

γε χαιρήσει Hdt.1.128

; with an interrog.,

σὺ.. χαιρήσειν νομίζεις; Plu.Alex.51

: rarely with other tenses,

ὅπως ἂν μὴ χαίρωσιν. D.19.299

;

οὐκ ἐχαίρησεν Plu.Luc.25

: for a similar use of the part., v. infr. IV. 2.

III freq. in imper. χαῖρε, dual χαίρετον, pl. χαίρετε, as a form of greeting,

1 at meeting, hail, welcome (esp. in the morning, acc. to D.C.69.18, cf. Luc.Laps.), Il.9.197, Od.13.229, etc.;

χαῖρε, ξεῖνε, παρ' ἄμμι φιλήσεαι 1.123

; strengthd.,

οὖλέ τε, καὶ μάλα χαῖρε, θεοὶ δέ τοι ὄλβια δοῖεν 24.402

;

χαῖρέ μοι Il.23.19

, cf. S.OC 1137; repeated, A.Eu. 996, 1014 (both lyr.), S.Aj.91, etc.;

χαῖρ' ὡς μέγιστα, χαῖρε Id.Ph. 462

; in greeting one's native land, the sun, etc., A.Ag. 508,22, S.Ph. 1453 (anap.).

b sts. implied in the use of χαίρω, κῆρυξ Ἀχαιῶν, χαῖρε .. Answ. χαίρω I accept the greeting, A.Ag. 538; νῦν πᾶσι χαίρω, νῦν με πᾶς ἀσπάζεται I hear the word χαῖρε from all, S.OT 596: so in inf., τὸ χαίρειν dub. l. in Pl.Chrm. 164e; χαίρειν δὲ τὸν κήρυκα προὐννέπω I bid him welcome, S.Tr. 227;

προσειπών τινα χ. οὐκ ἀντιπροσερρήθη X.Mem.3.13.1

; but χαίρειν τἄλλ' ἐγώ σ' ἐφίεμαι I bid thee have thy pleasure, S.Aj. 112.

c inf. alone at the beginning of letters, Κῦρος Κυαζάρῃ χαίρειν (sc. λέγει) X.Cyr.4.5.27, cf. Theoc.14.1; used by Alexander the Great to Phocion as a mark of respect, Duris 51J.

2 at leavetaking, fare-thee-well, Od.5.205, 13.59, 15.151;

χαῖρε πόλλ' ὦδελφέ Ar.Ra. 164

; pl.,

χαίρετε πολλάκι Theoc.1.144

; freq. put into the mouth of the dying, S.Aj. 863, Tr. 921, Pl.Phd. 116d, etc.: hence in sepulchral inscriptions, IG7.203, etc.

b hence, imper. χαιρέτω, χαιρόντων, have done with.., away with..,

εἴτ' ἐγένετο ἄνθρωπος εἴτ' ἐστὶ δαίμων, χαιρέτω Hdt.4.96

;

χαιρέτω βουλεύματα τὰ πρόσθεν E. Med. 1044

,

χαιρόντων πόνοι Id.HF 575

; cf. Pl.Smp. 199a, Lg. 636d, 886d.

c ἐᾶν χαίρειν τινά or τι dismiss from one's mind, put away, renounce, Hdt.6.23, 9.41, Ar.Pl. 1187, Pl.Phd. 63e, Prt. 348a, X.An.7.3.23, etc.;

συχνὰ χ. ἐᾶν τινα Pl.Phlb. 59b

;

ἐλευθερίαν μακρὰ χ. ἐᾶν Luc.Apol.3

;

μακρὰ χ. εἰποῦσα Ael.VH12.1

;

πόλλα μοι τὰν Πωλυανάκτιδα παῖδα χαίρην Sapph.86

;

τὴν Κύπριν πόλλ' ἐγὼ χαίρειν λέγω E.Hipp. 113

, cf. 1059, Pl.Tht. 188a;

χ. κελεύων πολλὰ τοὺς Ἀχαρνέας Ar.Ach. 200

;

εἰπεῖν χαίρειν τινά Ath.Mitt.56.131

(Milet., Hellenistic), cf. Luc.Dem.Enc.50;

χαίρειν προσαγορεύειν Ar.Pl. 322

(metaph. in Pl.Lg. 771a);

χαίρειν προσειπεῖν Eup.308

: less freq. c. dat. pers. (never with ἐᾶν χ.)

, πολλὰ χαίρειν ξυμφοραῖς καταξιῶ A.Ag. 572

(nisi leg. ξυμφοράς)

; φράσαι.. χαίρειν Ἀθηναίοισι Ar.Nu. 609

(troch.);

πολλὰ εἰπόντα χ. τῷ ἀληθεῖ Pl.Phdr. 272e

, cf. Phd. 64c, R. 406d, X.HG4.1.31 (codd., fort. ἀλλήλους), Jul.ad Them.255a.

3 on other occasions, as in comforting, be of good cheer, Od.8.408; at meals, 4.60, 18.122; χαῖρε, γύναι, φιλότητι good luck be on our union, 11.248;

εὐχωλῇς χαίρετε 13.358

:

χαῖρε ἀοιδῇ h.Hom.9.7

.

IV part.

χαίρων

glad, joyful,

Il.1.446

, etc.;

χαίροντα φίλην ἐς πατρίδ' ἔπεμπον εἰς Ἰθάκην Od.19.461

;

χαίροντι φέρειν.. χαίρων 17.83

; λυπούμενοι καὶ χαίροντες in sorrow and in joy, Arist.Rh. 1356a16: also [tense] pf. part.

κεχαρηκώς Hdt.3.27

,42, etc.

2 joined with another Verb, safe and sound, with impunity, χαίροντα ἀπαλλάσσειν ib.69, cf. 9.106, D.24.153; more freq. with a neg., οὐ χαίρων to one's cost,

οὐ χαίροντες γέλωτα ἐμὲ θήσεσθε Hdt.3.29

;

οὔ τι χαίρων.. ἐρεῖς S. OT 363

, cf. Ant. 759, Ph. 1299, E.Med. 398, Ar.Ach. 563, Pl.Grg. 510d;

οὐ γὰπ.. χαίρων τις.. τοὐμὸν ἀλγυνεῖ κέαρ Eup.90

;

οὔτε χαίροντες ἂν ἀπαλλάζαιτε X.An.5.6.32

; also

οὔτι χαιρήσων γε σύ Ar.V. 186

; cf. supr. 11.

3 in the same sense as imper. (supr. 111), σὺ δέ μοι χαίρων ἀφίκοιο fare-thee-well, and may'st thou arrive, Od.15.128, cf. Theoc.2.163; χαίροισ' ἔρχεο go thy way rejoicing, Sapph.Supp.23.7; ἀλλ' ἑρπέτω χαίρουσα let her go with a benison, S.Tr. 819; χαίρων ἴθι fare-thee-well, E.Alc. 813, Ph. 921;

χαίρουσα.. στεῖχε Id.Hipp. 1440

.

4

τὸ χαῖρον τῆς ψυχῆς Plu.2.136c

, 1089e.

V Astrol., of a planet, occupy the position appropriate to another of its own αἵρεσις, Serapio in Cat.Cod.Astr.8(4).230, Ptol.Tetr.51, Vett.Val. 63.6, Man.2.348. (Cf. Skt. háryati 'take pleasure in', Umbr. heriest 'will wish', Lat. horior.)

Grammatical information: v.

Meaning: `heal'.

Other forms: Aor. ἰάσασθαι, Ion. ἰήσασθαι (Il.), pass. ἰάθην, ἰήθην (IA), fut. ἰάσομαι, ἰήσομαι (Od.), perf. ἴαμαι (Ev. Marc. 5, 29),

Dialectal forms: Myc. ijate

Compounds: rarely with prefix ( ἐξ-, ἐπ-),

Derivatives: 1. ἴαμα, ἴημα (Ion. forms not esp. noted) n. `medicine, healing' (IA) with ἰαματικός (Cyran.); 2. ἴασις `healing' (IA) with ἰάσιμος `curable' (Arbenz Die Adj. auf - ιμος 71f.), prob. also ἰασιώνη plant-name, `Convolvulus sepium (?)' (Thphr., Plin.); Strömberg Pflanzennamen 81 because of the medical (though unknown) use; 3. Ίασώ f. name of a healing goddess (Ar., Herod.), from ἴασις or from the aor., cf. Καλυψώ. 4. ἰατήρ `physician' (Il., Cypr., with ἰήτειρα adj. f. `healing' (Marc. Sid.), ἰατήριον`medicine, healing' (medic., Q. S.); 5. ἰάτωρ `id.' (Alcm., Thess. inscr.) with ἰατορία `medical art' (B., S. in lyr.); 6. ἰατής `id.' (LXX) with ἰατικός (Str.) 7. usu.. ἰατρός `id.' (Il.), with ἰατρικός, ἡ ἰατρική ( τέχνη) `art of healing' (IA), ἰάτρια f. `midwife' (Alex.), ἰατρίνη `id.' (Rom. empire, cf. Schulze Kl. Schr. 428 m. n. 3), ἰατρεύω `heal' (Hp.) with ἰατρεία, - εῖον, ἰάτρευσις, - ευμα, - ευτικός; 8. ἴατρα n. pl. `payment for healing' (Epidauros, Herod.). More on ἰατήρ, ἰάτωρ, ἰατρός in Fraenkel Nom. ag. (s. index); on the diff. ἰατήρ: ἰάτωρ Benveniste Noms d'agent 46, also Schwyzer 531. - Here Ἰάσων? (s.v.).

Origin: XX [etym. unknown]

Etymology: Unexplained. Compared with ἰαίνω, Brugmann Grundr. 2¹, 1086 (= 2²: 3, 199) proposes: ἰῶμαι \< *isā-i̯o-mai beside ἰαίνω = Skt. iṣaṇ-yá-ti like δρῶ \< *drā-i̯ō beside δραίνω (but δραίνω is rather an innovation, s. on δράω. Schwyzer 681 a. 683 explains ἰάομαι as thematic tansformation of an athematic *ἴᾰ-μαι (in Ία-μενόν Μ 139, 193 and in Cypr. ἰϳασθαι?); but such a form can hardly be IE. Diff. Wißmann Nom. postv. 1, 127 n. 1: ἰάομαι deverbative. - Doubts on the connection with ἰαίνω in Schulze Q. 381f.; wrong Ehrlich Betonung 136 (to Lat. sānus) and Theander Eranos 20, 33 (from ἰά). On the quantity of the ἰ- (in Hom. ῑ-, later also ῐ-) Schulze l. c., Sommer Lautstud. 9f. See N. van Brock, Vocab. médic. 9ff. Laryngalbetrachtungen bei Sturtevant Lang. 16, 86f.

Page in Frisk: 1,704-705

SUBJECT AREA: Textiles

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Bigelow was born in West Boyleston, Massachusetts, where his father struggled as a farmer, wheelwright, and chairmaker. Before he was 20, Bigelow had many different jobs, among them farm labourer, clerk, violin player and cotton-mill employee. In 1830, he went to Leicester Academy, Massachusetts, but he could not afford to go on to Harvard. He sought work in Boston, New York and elsewhere, making various inventions.

The most important of his early inventions was the power loom of 1837 for making coach lace. This loom contained all the essential features of his carpet looms, which he developed and patented two years later. He formed the Clinton Company for manufacturing carpets at Leicester, Massachusetts, but the factory became so large that its name was adopted for the town. The next twenty years saw various mechanical discoveries, while his range of looms was extended to cover Brussels, Wilton, tapestry and velvet carpets. Bigelow has been justly described as the originator of every fundamental device in these machines, which were amongst the largest textile machines of their time. The automatic insertion and withdrawal of strong wires with looped ends was the means employed to raise the looped pile of the Brussels carpets, while thinner wires with a knife blade at the end raised and then severed the loops to create the rich Wilton pile. At the Great Exhibition in 1851, it was declared that his looms made better carpets than any from hand looms. He also developed other looms for special materials.

He became a noted American economist, writing two books about tariff problems, advocating that the United States should not abandon its protectionist policies. In 1860 he was narrowly defeated in a Congress election. The following year he was a member of the committee that established the Massachusetts Institute of Technology.

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SUBJECT AREA: Land transport, Railways and locomotives

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Cooper had minimal formal education, but following a childhood spent helping his small-businessman father, he had by his early twenties become a prosperous glue maker. In 1828, with partners, he set up an ironworks at Baltimore. The Baltimore \& Ohio Railroad, intended for horse haulage, was under construction and, to confound those sceptical of the powers of steam, Cooper built a steam locomotive, with vertical boiler and single vertical cylinder, that was so small that it was called Tom Thumb. Nevertheless, when on test in 1830, it proved a match for horse power and became one of the first locomotives to run on an American railway. Cooper did not, however, personally take this line of development further; rather, he built up a vast industrial empire and later in life became a noted philanthropist.

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See also: Allen, Horatio; Stevens, John; Winans, Ross

SUBJECT AREA: Telecommunications

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At the age of 15 Field left home to seek his fortune in New York, starting work on Broadway as an errand boy for $1 per week. Returning to Massachusetts, in 1838 he became an assistant to his brother Matthew, a paper-maker, leaving to set up his own business two years later. By the age of 21 he was also a partner in a New York firm of paper wholesalers, but this firm collapsed because of large debts. Out of the wreckage he set up Cyrus W.Field \& Co., and by 1852 he had paid off all the debts. With $250,000 in the bank he therefore retired and travelled in South America. Returning to the USA, he then became involved with the construction of a telegraph line in Newfoundland by an English engineer, F.N. Osborne. Although the company collapsed, he had been fired by the dream of a transatlantic cable and in 1854 was one of the founders of the New York, Newfoundland and London Telegraph Company. He began to promote surveys and hold discussions with British telegraph pioneers and with Isambard Brunel, who was then building the Great Eastern steamship. In 1856 he helped to set up the Atlantic Telegraph Company in Britain and, as a result of his efforts and those of the British physicist and inventor Sir William Thomson (Lord Kelvin), work began in 1857 on the laying of the first transatlantic cable from Newfoundland to Ireland. After many tribulations the cable was completed on 5 August 1857, but it failed after barely a month. Following several unsuccessful attempts to repair and replace it, the cable was finally completed on 27 July 1866. Building upon his success, Field expanded his business interests. In 1877 he bought a controlling interest in and was President of the New York Elevated Railroad Company. He also helped develop the Wabash Railroad and became owner of the New York Mail and Express newspaper; however, he subsequently suffered large financial losses.

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SUBJECT AREA: Land transport, Railways and locomotives

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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.

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See also: Bulleid, Oliver Vaughan Snell

SUBJECT AREA: Land transport, Railways and locomotives, Steam and internal combustion engines

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Orphaned as a child, Hamilton went to work for Southern Pacific Railroad in his teens, and then worked for several other companies. In his spare time he learned mathematics and physics from a retired professor. In 1911 he joined the White Motor Company, makers of road motor vehicles in Denver, Colorado, where he had gone to recuperate from malaria. He remained there until 1922, apart from an eighteenth-month break for war service.

Upon his return from war service, Hamilton found White selling petrol-engined railbuses with mechanical transmission, based on road vehicles, to railways. He noted that they were not robust enough and that the success of petrol railcars with electric transmission, built by General Electric since 1906, was limited as they were complex to drive and maintain. In 1922 Hamilton formed, and became President of, the Electro- Motive Engineering Corporation (later Electro-Motive Corporation) to design and produce petrol-electric rail cars. Needing an engine larger than those used in road vehicles, yet lighter and faster than marine engines, he approached the Win ton Engine Company to develop a suitable engine; in addition, General Electric provided electric transmission with a simplified control system. Using these components, Hamilton arranged for his petrol-electric railcars to be built by the St Louis Car Company, with the first being completed in 1924. It was the beginning of a highly successful series. Fuel costs were lower than for steam trains and initial costs were kept down by using standardized vehicles instead of designing for individual railways. Maintenance costs were minimized because Electro-Motive kept stocks of spare parts and supplied replacement units when necessary. As more powerful, 800 hp (600 kW) railcars were produced, railways tended to use them to haul trailer vehicles, although that practice reduced the fuel saving. By the end of the decade Electro-Motive needed engines more powerful still and therefore had to use cheap fuel. Diesel engines of the period, such as those that Winton had made for some years, were too heavy in relation to their power, and too slow and sluggish for rail use. Their fuel-injection system was erratic and insufficiently robust and Hamilton concluded that a separate injector was needed for each cylinder.

In 1930 Electro-Motive Corporation and Winton were acquired by General Motors in pursuance of their aim to develop a diesel engine suitable for rail traction, with the use of unit fuel injectors; Hamilton retained his position as President. At this time, industrial depression had combined with road and air competition to undermine railway-passenger business, and Ralph Budd, President of the Chicago, Burlington \& Quincy Railroad, thought that traffic could be recovered by way of high-speed, luxury motor trains; hence the Pioneer Zephyr was built for the Burlington. This comprised a 600 hp (450 kW), lightweight, two-stroke, diesel engine developed by General Motors (model 201 A), with electric transmission, that powered a streamlined train of three articulated coaches. This train demonstrated its powers on 26 May 1934 by running non-stop from Denver to Chicago, a distance of 1,015 miles (1,635 km), in 13 hours and 6 minutes, when the fastest steam schedule was 26 hours. Hamilton and Budd were among those on board the train, and it ushered in an era of high-speed diesel trains in the USA. By then Hamilton, with General Motors backing, was planning to use the lightweight engine to power diesel-electric locomotives. Their layout was derived not from steam locomotives, but from the standard American boxcar. The power plant was mounted within the body and powered the bogies, and driver's cabs were at each end. Two 900 hp (670 kW) engines were mounted in a single car to become an 1,800 hp (l,340 kW) locomotive, which could be operated in multiple by a single driver to form a 3,600 hp (2,680 kW) locomotive. To keep costs down, standard locomotives could be mass-produced rather than needing individual designs for each railway, as with steam locomotives. Two units of this type were completed in 1935 and sent on trial throughout much of the USA. They were able to match steam locomotive performance, with considerable economies: fuel costs alone were halved and there was much less wear on the track. In the same year, Electro-Motive began manufacturing diesel-electrie locomotives at La Grange, Illinois, with design modifications: the driver was placed high up above a projecting nose, which improved visibility and provided protection in the event of collision on unguarded level crossings; six-wheeled bogies were introduced, to reduce axle loading and improve stability. The first production passenger locomotives emerged from La Grange in 1937, and by early 1939 seventy units were in service. Meanwhile, improved engines had been developed and were being made at La Grange, and late in 1939 a prototype, four-unit, 5,400 hp (4,000 kW) diesel-electric locomotive for freight trains was produced and sent out on test from coast to coast; production versions appeared late in 1940. After an interval from 1941 to 1943, when Electro-Motive produced diesel engines for military and naval use, locomotive production resumed in quantity in 1944, and within a few years diesel power replaced steam on most railways in the USA.

Hal Hamilton remained President of Electro-Motive Corporation until 1942, when it became a division of General Motors, of which he became Vice-President.

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SUBJECT AREA: Land transport, Railways and locomotives

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H.A.Ivatt initially joined the London \& North Western Railway as an apprentice at Crewe Works, and in 1877 moved to the Great Southern \& Western Railway in Ireland, eventually succeeding J.A.F. Aspinall as Locomotive Engineer at its works in Inchicore, Dublin. In 1896 he moved back to England to become Locomotive Superintendent of the Great Northern Railway. Weights of express trains were increasing rapidly there, and in 1898 Ivatt introduced his "Atlantic", or 4–4–2 type, the first locomotive of this wheel arrangement in Britain, which had originated in the USA only three years earlier. It was not until 1902, however, that he took full advantage of its potential, when he introduced an Atlantic with a wide firebox and a larger boiler. Both types were successful and even more so when superheated and fitted with piston valves some years later. The first locomotive of each type to be built is now preserved at the National Railway Museum in York.

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See also: Bulleid, Oliver Vaughan Snell; Gresley, Sir Herbert Nigel

SUBJECT AREA: Architecture and building, Civil engineering

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Jenney's Home Insurance Building in Chicago was completed in 1885 but demolished in 1931. It was the first building to rise above ten to twelve storeys and was possible because it did not require immensely thick walls on the lower storeys to carry the weight above. Using square-sectioned cast-iron wall piers, hollow cylindrical cast-iron columns on the interior and, across these, steel and cast-iron beams and girders, Jenney produced a load-bearing metal framework independent of the curtain walling. Beams and girders were united by ties as well as being bolted to the vertical members, so providing a strong framework to take the building load. Jenney went on to build in Chicago the Second Leiter Building (1889–91) and, in 1891, the Manhattan Building. He played a considerable part in the planning of the 1893 Chicago World's Fair. Jenney is accepted as having been the founder of the Chicago school of architecture, and he trained many of the later noted architects and builders of the city, such as William Holabird, Martin Roche and Louis Sullivan.

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SUBJECT AREA: Architecture and building

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He was a first-rate architect and from 1092 was an assistant in the Directorate of Buildings and Construction. He must have shown promise as an architect for he was commissioned to revise the old manuals of architecture. The work was completed in 1100 and printed three years later as the treatise for which he is best known, the Ying Zao Fa Shi (Treatise on Architectural Method). This work has been called the greatest and definitive treatise of any age in the millennial tradition of Chinese architecture. The work is noted for the comprehensive range of constructions covered and the thoroughness of its instruction to architects. The detailed instructions for the construction and shaping of woodwork are not found in European literature until the eighteenth century. The illustrations are fine and the excellence of the constructional drawings makes them the earliest working drawings. He was a distinguished practising builder, as well as a writer, for he erected administrative offices, palace apartments, gates and gate towers, together with the ancestral temples of the Sung dynasty as well as Buddhist temples.

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SUBJECT AREA: Metallurgy

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Pliny was well educated in Rome, and for ten years or so followed a military career with which he was able to combine literary work, writing especially on historical subjects. He completed his duties c. 57 AD and concentrated on writing until he resumed his official career in 69 AD with administrative duties. During this last phase he began work on his only extant work, the thirty-seven "books" of his Historia Naturalis (Natural History), each dealing with a broad subject such as astronomy, geography, mineralogy, etc. His last post was the command of the fleet based at Misenum, which came to an end when he sailed too near Vesuvius during the eruption that engulfed Pompeii and he was overcome by the fumes.

Pliny developed an insatiable curiosity about the natural world. Unlike the Greeks, the Romans made few original contributions to scientific thought and observation, but some made careful compilations of the learning and observations of Greek scholars. The most notable and influential of these was the Historia Naturalis. To the ideas about the natural world gleaned from earlier Greek authors, he added information about natural history, mineral resources, crafts and some technological processes, such as the extraction of metals from their ores, reported to him from the corners of the Empire. He added a few observations of his own, noted during travels on his official duties. Not all the reports were reliable, and the work often presents a tangled web of fact and fable. Gibbon described it as an immense register in which the author has "deposited the discoveries, the arts, and the errors of mankind". Pliny was indefatigable in his relentless note-taking, even dictating to his secretary while dining.

During the Dark Ages and early Middle Ages in Western Europe, Pliny's Historia Naturalis was the largest known collection of facts about the natural world and was drawn upon freely by a succession of later writers. Its influence survived the influx into Western Europe, from the twelfth century, of translations of the works of Greek and Arab scholars. After the invention of printing in the middle of the fifteenth century, Pliny was the first work on a scientific subject to be printed, in 1469. Many editions followed and it may still be consulted with profit for its insights into technical knowledge and practice in the ancient world.

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SUBJECT AREA: Land transport, Railways and locomotives

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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.

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SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering

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James Thomson was a pupil in several civil-engineering offices, but the nature of the work was beyond his physical capacity and from 1843 onwards he devoted himself to theoretical studies. Hhe first concentrated on the problems associated with the expansion of liquids when they reach their freezing point: water is one such example. He continued this work with his younger brother, Lord Kelvin (see Thomson, Sir William).

After experimentation with a "feathered" paddle wheel as a young man, he turned his attention to water power. In 1850 he made his first patent application, "Hydraulic machinery and steam engines": this patent became his "Vortex" turbine design. He settled in Belfast, the home of the MacAdam-Fourneyron turbine, in 1851, and as a civil engineer became the Resident Engineer to the Belfast Water Commissioners in 1853. In 1857 he was appointed Professor of Civil Engineering and Surveying at Queen's College, Belfast.

Whilst it is understood that he made his first turbine models in Belfast, he came to an arrangement with the Williamson Brothers of Kendal to make his turbine. In 1856 Williamsons produced their first turbine to Thomson's design and drawings. This was the Vortex Williamson Number 1, which produced 5 hp (3.7 kW) under a fall of 31 ft (9.4 m) on a 9 in. (23 cm) diameter supply. The rotor of this turbine ran in a horizontal plane. For several years the Williamson catalogue described their Vortex turbine as "designed by Professor James Thomson".

Thomson continued with his study of hydraulics and water flow both at Queen's College, Belfast, and, later, at Glasgow University, where he became Professor in 1873, succeeding Macquorn Rankine, another famous engineer. At Glasgow, James Thomson studied the flow in rivers and the effects of erosion on river beds. He was also an authority on geological formations such as the development of the basalt structure of the Giant's Causeway, north of Belfast.

James Thomson was an extremely active engineer and a very profound teacher of civil engineering. His form of water turbine had a long life before being displaced by the turbines designed in the twentieth century.

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SUBJECT AREA: Aerospace

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The son of a Polish lumberjack who had settled in Russia, Tsiolkovsky was a largely self-educated schoolteacher who was practically deaf from childhood. In spite of this handicap, he studied the problems of space and spaceflight and arrived at most of the correct theoretical solutions. In 1883 he noted that the gas escaping from a vehicle moving into space would drive the containing vehicle away from it. He wrote a remarkable series of technical articles and papers including, in 1903, a seminal article, "Exploration of Space with Reactive Devices". His aerodynamic experiments did not receive any significant recognition from the Academy of Sciences, and his design for an all-metal dirigible was largely ignored at the 1914 Aeronautics Congress in St Petersburg. However, from the inception of the Soviet Union until his death, Tsiolkovsky continued his research with state support, and on 9 November 1921 he was granted a pension for life by the Council of the People's Commissars. He has rightly been described as the "Grandfather of Spaceflight" and as a fine theoretical engineer who established most of the principles upon which rocket technology is based.

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