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21 εἰκάζω
Grammatical information: v.Meaning: `picture, compare, suspect' (Ion.-Att.), on the meaning cf. Brunel Aspect verbal 71, 155, 174, 184.Derivatives: ( ἀπ-)εἰκασία `picture, comparison, suspicion' (Ion.-Att.; on the formation Schwyzer 469) with εἰκάσιμος `aestimabilis' (gloss.; Arbenz Die Adj. auf - ιμος 99), ( ἀπ-)εἴκασμα `representation' (A., Pl.), ( ἀπ-, ἐπ-)εἰκασμός `supposition' (D. H., Str.); - εἰκαστής `who supposes' (Th. 1, 138; s. Fraenkel Nom. ag. 2, 73f.), `who pictures' (D. H.); εἰκαστός `comparable' (S. u. a.), εἰκαστικός `which belongs to (making) a picture (Pl. a. o).Origin: IE [Indo-European] [1129] *u̯eik- `resemble, fit'Etymology: Four-syllabic ἐϊκάσδω presupposes like synonymous Hom. (Ϝ)ε(Ϝ)ίσκω an original *ϜεϜικάζω. Both formations are new factitive presents to the perf. (Ϝ)έ-(Ϝ)οικ-α `be like, resemble', du. (Ϝ)έ-(Ϝ)ικ-τον, pret. (Ϝ)έ-(Ϝ)ικ-το (Schwyzer 735). See ἔοικα.Page in Frisk: 1,452-453Greek-English etymological dictionary (Ελληνικά-Αγγλικά ετυμολογική λεξικό) > εἰκάζω
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22 εἴργω
Grammatical information: v.Other forms: ( εἵργω), εἴργνυμι, ep. ἐέργω, ἐέργνυμι, ep. ion. ἔργω, ἔργνυμι, aor. 1. εἶρξαι ( εἷρ-, ἔρ-, ἕρ-), aor. 2. κατ-ΕϜοργον (Cypr.), pass. εἰρχθῆναι ( εἱρ- etc.), fut. εἴρξω ( εἵρξω, Heracl. ἀφ-, ἐφ-έρξοντι, συν-hέρξοντι), perf. med. εἶργμαι, ἔεργμαι ( ἔργμαι), ep. 3. plur. ἔρχαται, - ατο with the lengthening ἐρχατόωντο ξ 15 (s. Leumann Hom. Wörter179ff.), lengthened pret. εἰργαθεῖν (- άθειν?; Schwyzer 703 m. n. 6)Derivatives: εἱρκτή ( ἐρ-), often plur. `inclosure, prison, women's appartments' (Ion.-Att.); εἱργμός `prison' (Pl.); ( σύν-, κάθ-, ἔξ-)εἷρξις `shutting in etc.' (Pl.) with - ειρκτικός; ἄφ-ερκτος `shut out' (A. Ch. 446 [lyr.]).Origin: IE [Indo-European] [1154] *h₁u̯erg- `shut in, press'Etymology: Except the zero grade thematic aorist Cypr. κατ-ÉϜοργον (- έ- or - ή-, Schwyzer 653 β) all forms, including the nouns, go back on full grade ἐ-(Ϝ)έργω, εἴργω; the aspiration in εἷρξαι, ἕρξω, εἵργω etc. acc. to Sommer Lautstud. 127f. arose before voiceless ρ in ἑρκτ-, ἑρξ- (?). Details in Solmsen Unt. 221ff. - Nothing comparable in the other languages. Cognates perh. in opt. Av. vǝrǝz-yąn `they should shut out' and in Lith. veržiù, ver̃žti `narrow in, string, press' (Fraenkel KZ 72, 193ff.). Semantically unclear some Indo-Iranian nouns: Skt. vr̥jána- n. `fencing in' = Av. vǝrǝzǝ̄na-, varǝzāna- `community', OP. vardana- `town' (from where as a loan Skt. vardhana- `id.', Wackernagel-Debrunner KZ 67, 168; wrong Hall Lang. 12, 297ff.), Skt. vrajá- m. `fence'; unclear also an Irish word for `wall etc.', OIr. fraig, NIr. fraigh `wall of wickerwork, roof, fence'.Page in Frisk: 1,465-466Greek-English etymological dictionary (Ελληνικά-Αγγλικά ετυμολογική λεξικό) > εἴργω
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23 ἐρευνάω
Grammatical information: v.Meaning: `search for, after, inquire' (Il.; on the aspect Brunel Aspect verbal 148); hell. (LXX, pap., NT etc.) also ἐραυνάω with ευ \> αυ (vgl. Schwyzer 126 and 198).Other forms: Aor. ἐρευνῆσαι,Derivatives: ( δι-)ἐρευνητής `inquirer' (X.) with ἐρευνήτριᾰ f. (Corn.), ( δι-)ἐρεύνησις `inquiry' (Str.), ( δι-, ἐξ-)ἐρευνητικός (Str.). Also the backformation ἔρευνα f., late also ἔραυνα (cf. above) `id.' (S., E., Arist.).Etymology: Like ἐρεείνω (s. v.) ἐρευνάω too is derived from a verb εἴρομαι, ἐρέ(Ϝ)-ω `ask' through a noun *ἐρεϜ-(ε)ν- (Schwyzer 680), like the verbs in - νάω. A transformation of this noun is OWNo. raun f. `attempt, test, inquiry', IE * h₁rou-n-ā. - Further s. εἴρομαι; s. also ἐρωτάω.Page in Frisk: 1,555-556Greek-English etymological dictionary (Ελληνικά-Αγγλικά ετυμολογική λεξικό) > ἐρευνάω
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24 ζέω
Grammatical information: v.Other forms: Aor. ζέ(σ)σαι (Il.), late forms ζέννυμι (to ζέσαι after σβέσαι: σβέννυμι a. o.), ἔζεσμαι, ἐζέσθην,Derivatives: also from the prefixcompounds: ( ἀνά-, ἔκ-, ὑπέρ-)ζέσις `seething, boiling' (Pl., Arist.; s. Holt Les noms d'action en - σις 53, 163); ( ἐπί-, ἀπό-)ζέμα `boiling, decoction' (LXX, medic.), also ἀπό-ζεσμα `id.' ( PHolm.); ἔκ-ζε(σ)μα `eczema' (medic.); ἀνά-ζεσμος `boiling up' (Aët.); verbal adj. ( ἔκ-, ὑπέρ)ζεστός `boiled, seething, hot' (Arist., Str.) with ζεστότης `heat' (Paus.). With ablaut, nevertheless prob. late: ζόη τὸ ἐπάνω τοῦ μέλιτος H., acc. to Eust. 906, 52 `foam on the milk'.Etymology: The thematic root present ζέω from *ζέσ-ω (cf. ζεσ-τός, ζέσ-μα) is identical with Skt. yasati (gramm.) `seethe, boil', Germ., e. g. OHG jesan `ferment, foam'; IE -i̯ésō. In Skt. the yot present yás-ya-ti and the reduplicated yéṣati (\< ya-iṣ-); a mix of these buildings seems Av. yaēš-ya- (ptc. acc. sg. f. yaēšyantīm) `boil'. The verb is found also in Tocharian, A ysäṣ (pres. ind. 3. sg.; stem yäs-), B yayāsau (ptc. pret.) `boil'; further Alban. ziej (IE *i̯esei̯ō), Mann Lang. 28, 38; Celtic has nominal formations, e. g. Gallo-Rom. *i̯estā `foam', Welsh ias `boil, foam'. See Bq. - Another expression for `boil' which is less widely spread is ἕψω (s. v.); cf. also πέσσω.Page in Frisk: 1,612Greek-English etymological dictionary (Ελληνικά-Αγγλικά ετυμολογική λεξικό) > ζέω
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25 κήρ
κήρ, κηρόςGrammatical information: f.Meaning: `death, doom', often personified `goddess or demon of death' (Il.), in plur. `types of death, accidents'; see Nilsson Gr. Rel. 1, 222ff., v. Wilamowitz Glaube 1, 271ff.Compounds: Compp. z. B. κηρεσσι-φόρητος `by the Keres driven (into death)' (Q 527; Schwyzer 446, Pfister Würzb. Jb. 3, 406f.), κηρι-τρεφεῖς `brought up for death' ( ἄνθρωποι, Hes. Op. 418), κηρο-τρόφος `feeding death, deadly' ( ὄφις, Nic. Th. 192); ἐπί-κηρος `fallen to death' (Hp., Arist., hell.); also ἀ-κήρ-ατος with ἀκηράσιος and ἀ-κήρ-ιος `unharmed', s. 1. ἀκήρατος and Sommer Nominalkomp. 152.Derivatives: κηρέσιον ὀλέθριον, νοσηρόν H. (after θεσπέσιος); κηραίνω `damage, destroy' (A. Supp. 999, Ph.; after πημαίνω), κηρόομαι `be injured' (EM).Origin: PG [a word of Pre-Greek origin]Etymology: A root noun, which has been derived from κεραΐζω; Sanskrit and Celtic have a root aorist (s. on κεραΐζω); so κήρ would prop. be an agent noun "the destroyer". The disyll. root however, is a problem: we would expect *κηρας (cf. γῆρας \< *ǵērh₂-s). Problematic is further the long vowel α in Alc. ( κᾶρι B 6 A 7) and Alcm. ( κᾶρα Fr. 56; trad. κάραν), PGr. *κά̄ρ (cf. κάρ θάνατος H.). Also καριῶσαι ἀποκτεῖναι and ἐκαρίωσας ἀπέκτεινας H. have α which will have been long (there is no evidence for short α. Then we have the old Attic saying θύραζε Κᾶρες, οὑκ ἔτ' Άνθεστήρια. That Κᾶρες meant `Carians', i.e. `slaves' is clearly an aetological story invented to explain the α. See also Brunel PPh. 41 (1967) 81-104.) Opposed to κᾶρι, κᾶρα in Alc. and Alcm. stand κῆρες and κήρ both in Pi. Fr. 277 and in the choral songs of the tragedy. The suggestion of an ablauting paradigm κήρ, *κᾰρός (not retained in ἐν καρὸς αἴσῃ, s. καρός) with a secondary nom. *κά̄ρ (Ehrlich Sprachgesch. 9f.) cannot be maintained. The conclusion is that the long α is original; the η is simply the IA development of the long α (which was spread over a larger area). The word, then, is Pre-Greek, as may be expected for such an archaic idea: there is no IE root *kār-. Beekes, xxx, 200x, ppp - ppp. Lee Glotta 39 (1961) 191-207 and Ramat Arch. glottol. it. 50 (1965) 137ff. derive the word from κείρω, which is hardly probable.Page in Frisk: 1,842-843Greek-English etymological dictionary (Ελληνικά-Αγγλικά ετυμολογική λεξικό) > κήρ
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26 κηρός (1)
κήρ, κηρόςGrammatical information: f.Meaning: `death, doom', often personified `goddess or demon of death' (Il.), in plur. `types of death, accidents'; see Nilsson Gr. Rel. 1, 222ff., v. Wilamowitz Glaube 1, 271ff.Compounds: Compp. z. B. κηρεσσι-φόρητος `by the Keres driven (into death)' (Q 527; Schwyzer 446, Pfister Würzb. Jb. 3, 406f.), κηρι-τρεφεῖς `brought up for death' ( ἄνθρωποι, Hes. Op. 418), κηρο-τρόφος `feeding death, deadly' ( ὄφις, Nic. Th. 192); ἐπί-κηρος `fallen to death' (Hp., Arist., hell.); also ἀ-κήρ-ατος with ἀκηράσιος and ἀ-κήρ-ιος `unharmed', s. 1. ἀκήρατος and Sommer Nominalkomp. 152.Derivatives: κηρέσιον ὀλέθριον, νοσηρόν H. (after θεσπέσιος); κηραίνω `damage, destroy' (A. Supp. 999, Ph.; after πημαίνω), κηρόομαι `be injured' (EM).Origin: PG [a word of Pre-Greek origin]Etymology: A root noun, which has been derived from κεραΐζω; Sanskrit and Celtic have a root aorist (s. on κεραΐζω); so κήρ would prop. be an agent noun "the destroyer". The disyll. root however, is a problem: we would expect *κηρας (cf. γῆρας \< *ǵērh₂-s). Problematic is further the long vowel α in Alc. ( κᾶρι B 6 A 7) and Alcm. ( κᾶρα Fr. 56; trad. κάραν), PGr. *κά̄ρ (cf. κάρ θάνατος H.). Also καριῶσαι ἀποκτεῖναι and ἐκαρίωσας ἀπέκτεινας H. have α which will have been long (there is no evidence for short α. Then we have the old Attic saying θύραζε Κᾶρες, οὑκ ἔτ' Άνθεστήρια. That Κᾶρες meant `Carians', i.e. `slaves' is clearly an aetological story invented to explain the α. See also Brunel PPh. 41 (1967) 81-104.) Opposed to κᾶρι, κᾶρα in Alc. and Alcm. stand κῆρες and κήρ both in Pi. Fr. 277 and in the choral songs of the tragedy. The suggestion of an ablauting paradigm κήρ, *κᾰρός (not retained in ἐν καρὸς αἴσῃ, s. καρός) with a secondary nom. *κά̄ρ (Ehrlich Sprachgesch. 9f.) cannot be maintained. The conclusion is that the long α is original; the η is simply the IA development of the long α (which was spread over a larger area). The word, then, is Pre-Greek, as may be expected for such an archaic idea: there is no IE root *kār-. Beekes, xxx, 200x, ppp - ppp. Lee Glotta 39 (1961) 191-207 and Ramat Arch. glottol. it. 50 (1965) 137ff. derive the word from κείρω, which is hardly probable.Page in Frisk: 1,842-843Greek-English etymological dictionary (Ελληνικά-Αγγλικά ετυμολογική λεξικό) > κηρός (1)
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27 στερομαι
Grammatical information: v.Meaning: `be robbed, lack, loose (Hes., IA.), aor. be robbed, loose: ipv. σταρέστω (Delph. IVa)? (cf. below), further high grade with η-enlargement: ptc. στερείς (E.), στερ-ηθῆναι (Pi, IA.), fut. - ήσομαι, - ηθήσομαι(Att.; στεροῦμαι And.), perf. ἐστέρημαι (IA.); act. rob, snatch from': aor. στερ-ῆσαι ( στερέσαι ν 262, pap. a.o.), fut. - ήσω ( στερῶ A. Pr. 862, - έσω (pap.), perf. ἐστέρηκα (Att.); pass. στερέω, simplex only ipv. στερείτω (Pl.), otherwise with ἁπο- (as also very often in non-present empora esp. in prose) to this midd. στερέομαι (certain only hell. a late); also στερίσκω, - ομαι Hdt., Att.; ἁπο- στερομαι S.), aor. στερίσαι (metr. inscr. Eretria IV-IIIa, AP: ἁποστερίζω Hp.?).Derivatives: Few deriv. ( ἁπο-)στέρησις f. `robbery, confiscation' (Hp., Att. etc.), also - εσις (pap.; after αἵρ-, εὕρ-εσις a.o), with στερ-ήσιμος, - έσιμος `which can be confiscated' (pap. inscr. II-IIIp; Arbenz 89), - ημα n. `id.' (Ps.-Callisth.), ( ἁπο-) - ητικός `robbing, removing, negative, privative (Ar, Arist., hell. a. late), - ητής m. who snatches sth. from smb., withholds, deceiver' (Pl., Arist., a.o.), f. - ητρίς (Ar. Nu. 730; parody).Etymology: The above forms prob. all go back on the themat. present στέρομαι. Also the isolated ipv. σταρέστω, which Bechtel Dial. 2, 231 (agreeing Schwyzer 747 and Thumb-Kieckers Dial. 1, 275) wants to see as a zero grade root-aorist can be explained (with Schwyzer 274) as purely phonetical from στερέσθω (with ε \> α before ρ), unless one prefers to see in it an analogical formation after NGr. hαρέσται. To the present στέρομαι came first the initially intransitive στερ-ῆναι, - ήσομαι (if old, one would expect σταρ-) - ηθῆναι, - ηθήσομαι; to these came the active στερῆσαι ( στερέσαι after ὀλέ-σαι a.o.), - ήσω etc., to which came at last στερ-έω, - ίσκω (cf. e.g. εὑρ-ήσω: - ίσκω; Schwyzer 709 a. 721; on the forms still Brunel Aspect verbal 115 f.). -- Certain cognates are missing. A possible connection is MIr. serb `theft', which can stand for *ster-u̯ā; further one connects since Osthoff PBBeitr. 13, 460 f. the Germ. verb for `steal', Goth. stilan, OHG. stelan etc., which may have l for r from hehlen. Further forms w. lit. in WP. 2, 636, Pok. 1028; s. also W.-Hofmann s. 2. stēlliō (w. lit.).Greek-English etymological dictionary (Ελληνικά-Αγγλικά ετυμολογική λεξικό) > στερομαι
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28 Aspdin, Joseph
SUBJECT AREA: Architecture and building[br]b. 1778 Leeds, Englandd. 20 March 1855 Wakefield (?), England[br]English pioneer in the development of the cement industry.[br]Joseph Aspdin was the eldest of the six children of Thomas Aspdin, a bricklayer. He became interested in making advanced cements for rendering brickwork and, on 21 October 1824, patented a calcined mixture of limestone, clay and water that he called Portland Cement because he thought it resembled Portland Stone in colour.Aspdin established his first cement works at Kirkgate in Wakefield in 1825: this was demolished in 1838 due to railway development, and a new works was established in the town in 1843. A year later Joseph Aspdin retired and handed the business over to his elder son James. Meanwhile, William, a younger son of Joseph, had also entered the business of manufacturing cement. Born in Leeds on 23 September 1815, he joined his father's firm at the age of 14, but left in 1841 to set up his own firm at Rotherhithe, London. There he manufactured an improved cement that was better and stronger than Parker's Roman Cement, probably because it contained a higher proportion of clinkered material. Further improvements were made during the following years and new factories were established, first at Northfleet in Kent and later at Gateshead on the south bank of the River Tyne (1853). It is interesting that Sir Marc Brunel later preferred to use William Aspdin's cement in the Thames railway tunnel construction because of its greater strength (see Frost). William Aspdin died at Itzehoe in Germany in 1864.[br]Further ReadingA.J.Francis, 1977, The Cement Industry 1796–1914: A History, David \& Charles.DY -
29 Bright, Sir Charles Tilston
SUBJECT AREA: Telecommunications[br]b. 8 June 1832 Wanstead, Essex, Englandd. 3 May 1888 Abbey Wood, London, England[br]English telegraph engineer responsible for laying the first transatlantic cable.[br]At the age of 15 years Bright left the London Merchant Taylors' School to join the two-year-old Electric Telegraph Company. By 1851 he was in charge of the Birmingham telegraph station. After a short time as Assistant Engineer with the newly formed British Telegraph Company, he joined his brother (who was Manager) as Engineer-in-Chief of the English and Irish Magnetic Telegraph Company in Liverpool, for which he laid thousands of miles of underground cable and developed a number of innovations in telegraphy including a resistance box for locating cable faults and a two-tone bell system for signalling. In 1853 he was responsible for the first successful underwater cable between Scotland and Ireland. Three years later, with the American financier Cyrus Field and John Brett, he founded and was Engineer-in-chief of the Atlantic Telegraph Company, which aimed at laying a cable between Ireland and Newfoundland. After several unsuccessful attempts this was finally completed on 5 August 1858, Bright was knighted a month later, but the cable then failed! In 1860 Bright resigned from the Magnetic Telegraph Company to set up an independent consultancy with another engineer, Joseph Latimer Clark, with whom he invented an improved bituminous cable insulation. Two years later he supervised construction of a telegraph cable to India, and in 1865 a further attempt to lay an Atlantic cable using Brunel's new ship, the Great Eastern. This cable broke during laying, but in 1866 a new cable was at last successfully laid and the 1865 cable recovered and repaired. The year 1878 saw extension of the Atlantic cable system to the West Indies and the invention with his brother of a system of neighbourhood fire alarms and even an automatic fire alarm.In 1861 Bright presented a paper to the British Association for the Advancement of Science on the need for electrical standards, leading to the creation of an organization that still exists in the 1990s. From 1865 until 1868 he was Liberal MP for Greenwich, and he later assisted with preparations for the 1881 Paris Exhibition.[br]Principal Honours and DistinctionsKnighted 1858. Légion d'honneur. First President, Société Internationale des Electriciens. President, Society of Telegraph Engineers \& Electricians (later the Institution of Electrical Engineers) 1887.Bibliography1852, British patent (resistance box).1855, British patent no. 2,103 (two-tone bell system). 1878, British patent no. 3,801 (area fire alarms).1878, British patent no. 596 (automatic fire alarm)."The physical \& electrical effects of pressure \& temperature on submarine cable cores", Journal of the Institution of Electrical Engineers XVII (describes some of his investigations of cable characteristics).Further ReadingC.Bright, 1898, Submarine Cables, Their History, Construction \& Working.—1910, The Life Story of Sir Charles Tilston Bright, London: Constable \& Co.KFBiographical history of technology > Bright, Sir Charles Tilston
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30 Crampton, Thomas Russell
[br]b. 6 August 1816 Broadstairs, Kent, Englandd. 19 April 1888 London, England[br]English engineer, pioneer of submarine electric telegraphy and inventor of the Crampton locomotive.[br]After private education and an engineering apprenticeship, Crampton worked under Marc Brunel, Daniel Gooch and the Rennie brothers before setting up as a civil engineer in 1848. His developing ideas on locomotive design were expressed through a series of five patents taken out between 1842 and 1849, each making a multiplicity of claims. The most typical feature of the Crampton locomotive, however, was a single pair of driving wheels set to the rear of the firebox. This meant they could be of large diameter, while the centre of gravity of the locomotive remained low, for the boiler barrel, though large, had only small carrying-wheels beneath it. The cylinders were approximately midway along the boiler and were outside the frames, as was the valve gear. The result was a steady-riding locomotive which neither pitched about a central driving axle nor hunted from side to side, as did other contemporary locomotives, and its working parts were unusually accessible for maintenance. However, adhesive weight was limited and the long wheelbase tended to damage track. Locomotives of this type were soon superseded on British railways, although they lasted much longer in Germany and France. Locomotives built to the later patents incorporated a long, coupled wheelbase with drive through an intermediate crankshaft, but they mostly had only short lives. In 1851 Crampton, with associates, laid the first successful submarine electric telegraph cable. The previous year the brothers Jacob and John Brett had laid a cable, comprising a copper wire insulated with gutta-percha, beneath the English Channel from Dover to Cap Gris Nez: signals were passed but within a few hours the cable failed. Crampton joined the Bretts' company, put up half the capital needed for another attempt, and designed a much stronger cable. Four gutta-percha-insulated copper wires were twisted together, surrounded by tarred hemp and armoured by galvanized iron wires; this cable was successful.Crampton was also active in railway civil engineering and in water and gas engineering, and c. 1882 he invented a hydraulic tunnel-boring machine intended for a Channel tunnel.[br]Principal Honours and DistinctionsVice-President, Institution of Mechanical Engineers. Officier de la Légion d'Honneur (France).Bibliography1842, British patent no. 9,261.1845. British patent no. 10,854.1846. British patent no. 11,349.1847. British patent no. 11,760.1849, British patent no. 12,627.1885, British patent no. 14,021.Further ReadingM.Sharman, 1933, The Crampton Locomotive, Swindon: M.Sharman; P.C.Dewhurst, 1956–7, "The Crampton locomotive", Parts I and II, Transactions of the Newcomen Society 30:99 (the most important recent publications on Crampton's locomotives).C.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allen. J.Kieve, 1973, The Electric Telegraph, Newton Abbot: David \& Charles, 102–4.R.B.Matkin, 1979, "Thomas Crampton: Man of Kent", Industrial Past 6 (2).PJGRBiographical history of technology > Crampton, Thomas Russell
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31 Fairbairn, William
SUBJECT AREA: Ports and shipping[br]b. 19 February 1789 Kelso, Roxburghshire, Scotlandd. 18 August 1874 Farnham, Surrey, England[br]Scottish engineer and shipbuilder, pioneer in the use of iron in structures.[br]Born in modest circumstances, Fairbairn nevertheless enjoyed a broad and liberal education until around the age of 14. Thereafter he served an apprenticeship as a millwright in a Northumberland colliery. This seven-year period marked him out as a man of determination and intellectual ability; he planned his life around the practical work of pit-machinery maintenance and devoted his limited free time to the study of mathematics, science and history as well as "Church, Milton and Recreation". Like many before and countless thousands after, he worked in London for some difficult and profitless years, and then moved to Manchester, the city he was to regard as home for the rest of his life. In 1816 he was married. Along with a workmate, James Lillie, he set up a general engineering business, which steadily enlarged and ultimately involved both shipbuilding and boiler-making. The partnership was dissolved in 1832 and Fairbairn continued on his own. Consultancy work commissioned by the Forth and Clyde Canal led to the construction of iron steamships by Fairbairn for the canal; one of these, the PS Manchester was lost in the Irish Sea (through the little-understood phenomenon of compass deviation) on her delivery voyage from Manchester to the Clyde. This brought Fairbairn to the forefront of research in this field and confirmed him as a shipbuilder in the novel construction of iron vessels. In 1835 he operated the Millwall Shipyard on the Isle of Dogs on the Thames; this is regarded as one of the first two shipyards dedicated to iron production from the outset (the other being Tod and MacGregor of Glasgow). Losses at the London yard forced Fairbairn to sell off, and the yard passed into the hands of John Scott Russell, who built the I.K. Brunel -designed Great Eastern on the site. However, his business in Manchester went from strength to strength: he produced an improved Cornish boiler with two firetubes, known as the Lancashire boiler; he invented a riveting machine; and designed the beautiful swan-necked box-structured crane that is known as the Fairbairn crane to this day.Throughout his life he advocated the widest use of iron; he served on the Admiralty Committee of 1861 investigating the use of this material in the Royal Navy. In his later years he travelled widely in Europe as an engineering consultant and published many papers on engineering. His contribution to worldwide engineering was recognized during his lifetime by the conferment of a baronetcy by Queen Victoria.[br]Principal Honours and DistinctionsCreated Baronet 1869. FRS 1850. Elected to the Academy of Science of France 1852. President, Institution of Mechnical Engineers 1854. Royal Society Gold Medal 1860. President, British Association 1861.BibliographyFairbairn wrote many papers on a wide range of engineering subjects from water-wheels to iron metallurgy and from railway brakes to the strength of iron ships. In 1856 he contributed the article on iron to the 8th edition of Encyclopaedia Britannica.Further ReadingW.Pole (ed.), 1877, The Life of Sir William Fairbairn Bart, London: Longmans Green; reprinted 1970, David and Charles Reprints (written in part by Fairbairn, but completed and edited by Pole).FMW -
32 Field, Cyrus West
SUBJECT AREA: Telecommunications[br]b. 30 November 1819 Stockbridge, Massachusetts, USAd. 12 July 1892 New York City, New York, USA[br]American financier and entrepreneur noted for his successful promotion of the first transatlantic telegraph cable.[br]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.[br]Principal Honours and DistinctionsCongressional Gold Medal.Further ReadingA.C.Clarke, 1958, Voice Across the Sea, London: Frederick Muller (describes the development of the transatlantic telegraph).H.M.Field, 1893, Story of the Atlantic Telegraph (also describes the transatlantic telegraph development).L.J.Judson (ed.), 1893, Cyrus W.Field: His Life and Work (a complete biography).KF -
33 Frost, James
[br]b. late 18th century Finchley (?), London, Englandd. mid-19th century probably New York, USA[br]English contributor to investigations into the making of hydraulic cements in the early nineteenth century.[br]As early as 1807 Frost, who was originally a builder and bricklayer in Finchley in north London, was manufacturing Roman Cement, patented by James Parker in 1796, in the Harwich area and a similar cement further south, at Sheerness. In the early 1820s Frost visited Louis J.Vicat (1796–1861) in France. Vicat was a French engineer who began in 1812 a detailed investigation into the properties of various limestones found in France. He later published his conclusions, which were that the best hydraulic lime was that produced from limestone containing clay incorporating silica and alumina. He experimented with adding different clays in varying proportions to slaked lime and calcined the mixture. Benefiting from Vicat's research, Frost obtained a patent in 1822 for what he called British Cement. This patent specified an artificial cement made from limestone and silica, and he calcined chalk with the clay to produce a quick-setting product. This was made at Swanscombe near Northfleet on the south bank of the River Thames. In 1833 the Swanscombe manufactory was purchased by Francis \& White for £3,500 and Frost emigrated to America, setting up practice as a civil engineer in New York. The cement was utilized by Sir Marc Brunel in 1835 in his construction of the Thames Tunnel, and at the same time it was used in building the first all-concrete house at Swanscombe for Mr White.[br]Further ReadingA.J.Francis, 1977, The Cement Industry 1796–1914: A History, David \& Charles. C.C.Stanley, 1979, Highlights in the History of Concrete, Cement and Concrete Association.DY -
34 Froude, William
SUBJECT AREA: Ports and shipping[br]b. 1810 Dartington, Devon, Englandd. 4 May 1879 Simonstown, South Africa[br]English naval architect; pioneer of experimental ship-model research.[br]Froude was educated at a preparatory school at Buckfastleigh, and then at Westminster School, London, before entering Oriel College, Oxford, to read mathematics and classics. Between 1836 and 1838 he served as a pupil civil engineer, and then he joined the staff of Isambard Kingdom Brunel on various railway engineering projects in southern England, including the South Devon Atmospheric Railway. He retired from professional work in 1846 and lived with his invalid father at Dartington Parsonage. The next twenty years, while apparently unproductive, were important to Froude as he concentrated his mind on difficult mathematical and scientific problems. Froude married in 1839 and had five children, one of whom, Robert Edmund Froude (1846–1924), was to succeed him in later years in his research work for the Admiralty. Following the death of his father, Froude moved to Paignton, and there commenced his studies on the resistance of solid bodies moving through fluids. Initially these were with hulls towed through a house roof storage tank by wires taken over a pulley and attached to falling weights, but the work became more sophisticated and was conducted on ponds and the open water of a creek near Dartmouth. Froude published work on the rolling of ships in the second volume of the Transactions of the then new Institution of Naval Architects and through this became acquainted with Sir Edward Reed. This led in 1870 to the Admiralty's offer of £2,000 towards the cost of an experimental tank for ship models at Torquay. The tank was completed in 1872 and tests were carried out on the model of HMS Greyhound following full-scale towing trials which had commenced on the actual ship the previous year. From this Froude enunciated his Law of Comparisons, which defines the rules concerning the relationship of the power required to move geometrically similar floating bodies across fluids. It enabled naval architects to predict, from a study of a much less expensive and smaller model, the resistance to motion and the power required to move a full-size ship. The work in the tank led Froude to design a model-cutting machine, dynamometers and machinery for the accurate ruling of graph paper. Froude's work, and later that of his son, was prodigious and covered many fields of ship design, including powering, propulsion, rolling, steering and stability. In only six years he had stamped his academic authority on the new science of hydrodynamics, served on many national committees and corresponded with fellow researchers throughout the world. His health suffered and he sailed for South Africa to recuperate, but he contracted dysentery and died at Simonstown. He will be remembered for all time as one of the greatest "fathers" of naval architecture.[br]Principal Honours and DistinctionsFRS. Honorary LLD Glasgow University.Bibliography1955, The Papers of William Froude, London: Institution of Naval Architects (the Institution also published a memoir by Sir Westcott Abell and an evaluation of his work by Dr R.W.L. Gawn of the Royal Corps of Naval Constructors; this volume reprints all Froude's papers from the Institution of Naval Architects and other sources as diverse as the British Association, the Royal Society of Edinburgh and the Institution of Civil Engineers.Further ReadingA.T.Crichton, 1990, "William and Robert Edmund Froude and the evolution of the ship model experimental tank", Transactions of the Newcomen Society 61:33–49.FMW -
35 Gamond, Aimé Thomé de
SUBJECT AREA: Civil engineering[br]b. 1807d. 1876[br]French civil engineer and early advocate of the Channel Tunnel.[br]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.[br]Further ReadingT.Whiteside, 1962, The Tunnel under the Channel.IMcN -
36 Gordon, Lewis Dunbar Brodie
SUBJECT AREA: Civil engineering[br]b. 6 March 1815 Edinburgh, Scotlandd. 1876[br]Scottish civil engineer.[br]Lewis Gordon attended the High School in Edinburgh and Edinburgh University. He was unusual amongst British engineers of his generation in also spending some time at foreign educational establishments, including the School of Mines at Freiberg in Saxony and the Ecole Polytechnique in Paris. He served under Marc Brunel in the final stages of the construction of the Thames Tunnel, from 1837 to 1840. After this, he set up a civil engineering partnership with Lawrence Hill in Glasgow in 1840 and was then appointed as the first holder of the Regius Chair of Civil Engineering and Mechanics at Glasgow University, 1841–55. He seems to have been frustrated by the lack of facilities at Glasgow, and handed over to his deputy, W.J.M. Rankine in 1855, in order to concentrate on his growing private practice which he had been building up during his professorship at the university. His practice was involved in designing iron bridges and introducing wire rope into Britain; he also became involved with submarine cables and telegraphy. With Charles Liddell, he was the engineer for several railways in England and Wales, including the Crumlin Viaduct on the Newport, Abergavenny and Hereford Railway.[br]Further ReadingAlthough he was frequently referred to in accounts of the period, there appears to be no good biographical work on Gordon. However, see Buchanan, 1989, The Engineers.ABBiographical history of technology > Gordon, Lewis Dunbar Brodie
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37 Inoue Masaru
[br]b. 1 August 1843 Hagi, Choshu, Japand. 2 August 1910 London, England[br]Japanese "Father of Japanese Railways".[br]In the early 1860s, most travel in Japan was still by foot and the Japanese were forbidden by their government to travel abroad. Inoue was one of a small group of students who left Japan illegally in 1863 for London. There he studied English, mathematics and science, and afterwards mineralogy and railways. Inoue returned to Japan in 1868, when the new Meiji Government reopened the country to the outside world after some 200 years of isolation. Part of its policy, despite opposition, was to build railways; at Inoue's suggestion, the gauge of 3 ft 6 in. (1.07 m) was adopted. Initially capital, engineers, skilled labour and materials ranging from locomotives to pencils and stationery were all imported from Britain; Edmund Morel was the first Chief Engineer. In 1871 Inoue was appointed Director of the Government Railway Bureau and he became the driving force behind railway development in Japan for more than two decades. The first line, from Tokyo to Yokohama, was opened in 1872, to be followed by others, some of them at first isolated. The number of foreigners employed, most of them British, peaked at 120 in 1877 and then rapidly declined as the Japanese learned to take over their tasks. In 1878, at Inoue's instance, construction of a line entirely by Japanese commenced for the first time, with British engineers as consultants only. It was ten years before Japanese Railways' total route was 70 miles (113 km) long; over the next ten years, this increased to 1,000 miles (1,600 km) and the system continued to grow rapidly. During 1892–3, a locomotive was built in Japan for the first time, under the guidance of Locomotive Superintendent R.F.Trevithick, grandson of the pioneer Richard Trevithick: it was a compound 2–4–2 tank engine, with many parts imported from Britain. Locomotive building in Japan then blossomed so rapidly that imports were discontinued, with rare exceptions, from 1911. Meanwhile Inoue had retired in 1893; he was on a visit to England at the time of his death.[br]Principal Honours and DistinctionsViscount 1887.Bibliography1909, "Japanese communications: railroads", in Count Shigenobu Okuma (ed.), Fifty Years of New Japan (English version ed. M.B.Huish), Smith, Elder, Ch. 18.Further ReadingT.Richards and K.C.Rudd, 1991 Japanese Railways in the Meiji Period 1868–1912, Uxbridge: Brunel University (one of the few readily available accounts in English of the origins of Japanese Railways).PJGR -
38 Land transport
See also: INDEX BY SUBJECT AREA[br]Austin, HerbertHamilton, Harold LeeIssigonis, Sir Alexander Arnold ConstantineMa JunMorris, William RichardSauerbrun, Charles de -
39 Locke, Joseph
[br]b. 9 August 1805 Attercliffe, Yorkshire, Englandd. 18 September 1860 Moffat, Scotland[br]English civil engineer who built many important early main-line railways.[br]Joseph Locke was the son of a colliery viewer who had known George Stephenson in Northumberland before moving to Yorkshire: Locke himself became a pupil of Stephenson in 1823. He worked with Robert Stephenson at Robert Stephenson \& Co.'s locomotive works and surveyed railways, including the Leeds \& Selby and the Canterbury \& Whitstable, for George Stephenson.When George Stephenson was appointed Chief Engineer for construction of the Liverpool \& Manchester Railway in 1826, the first resident engineer whom he appointed to work under him was Locke, who took a prominent part in promoting traction by locomotives rather than by fixed engines with cable haulage. The pupil eventually excelled the master and in 1835 Locke was appointed in place of Stephenson as Chief Engineer for construction of the Grand Junction Railway. He introduced double-headed rails carried in chairs on wooden sleepers, the prototype of the bullhead track that became standard on British railways for more than a century. By preparing the most detailed specifications, Locke was able to estimate the cost of the railway much more accurately than was usual at that time, and it was built at a cost close to the estimate; this made his name. He became Engineer to the London \& Southampton Railway and completed the Sheffield, Ashton-under-Lyme \& Manchester Railway, including the 3-mile (3.8 km) Woodhead Tunnel, which had been started by Charles Vignoles. He was subsequently responsible for many British main lines, including those of the companies that extended the West Coast Route northwards from Preston to Scotland. He was also Engineer to important early main lines in France, notably that from Paris to Rouen and its extension to Le Havre, and in Spain and Holland. In 1847 Locke was elected MP for Honiton.Locke appreciated early in his career that steam locomotives able to operate over gradients steeper than at first thought practicable would be developed. Overall his monument is not great individual works of engineering, such as the famous bridges of his close contemporaries Robert Stephenson and I.K. Brunel, but a series of lines built economically but soundly through rugged country without such works; for example, the line over Shap, Cumbria.[br]Principal Honours and DistinctionsOfficier de la Légion d'honneur, France. FRS. President, Institution of Civil Engineers 1858–9.Further ReadingObituary, 1861, Minutes of Proceedings of the Institution of Civil Engineers 20. L.T.C.Rolt, 1962, Great Engineers, London: G. Bell \& Sons, ch. 6.Industrial Heritage, 1991, Vol. 9(2):9.See also: Brassey, ThomasPJGR -
40 Mechanical, pneumatic and hydraulic engineering
See also: INDEX BY SUBJECT AREA[br]Clement, JosephDu ShiDu YuGongshu PanLi BingMa JunMurdock, WilliamSomerset, EdwardBiographical history of technology > Mechanical, pneumatic and hydraulic engineering
См. также в других словарях:
Brunel — can mean:* Isambard Kingdom Brunel, famed British engineer * Marc Isambard Brunel, engineer and father of Isambard Kingdom Brunel * Brunel Bridge, designed by Brunel * Brunel Museum in London, UK * Brunel University in UK * Shlomo Ben Avraham Ole … Wikipedia
Brunel — bezeichnet: die Brunel Universität, eine staatliche Universität in England Brunel GmbH, ein Unternehmen für Ingenieurdienstleistung in Bremen Brunel ist der Familienname folgender Personen: Adrian Brunel (1892–1958), britischer Filmregisseur… … Deutsch Wikipedia
brunel — BRUNÉL s.n. (înv.) Stofă de lână de culoare închisă, din care se confecţionează încălţăminte. – Din germ. Brunelle. Trimis de valeriu, 21.03.2003. Sursa: DEX 98 brunél s. n., pl. brunéluri Trimis de siveco, 10.08.2004. Sursa: Dicţionar… … Dicționar Român
Brunel — (spr. Brünel), Marc Isambert, geb. 1769 in Jacqueville bei Andelys, nahm 1786–92 Dienste bei der französischen Marine, ging 1793 in Folge der Revolution nach NAmerika, wo ihm in New York die Leitung einer Kanonengießerei u. die Befestigung des… … Pierer's Universal-Lexikon
Brunel — (spr. brūnell), 1) Marc Isambard, Ingenieur, geb. 25. April 1769 zu Hacqueville im Depart. Eure, gest. 12. Dez. 1849 in London, diente 1786–1792 in der französischen Marine, ging 1793 nach New York, erbaute das Parktheater und leitete eine… … Meyers Großes Konversations-Lexikon
Brunel — (spr. Brünell), Isambard Kingdom, Sohn des berühmten Technikers Sir Marc Isambard B., geb. 1806 in Portsmouth, unterstützte seinen Vater seit 1826 am Bau des Themsetunnels u. wurde 1833 Ingenieur der Great Western Bahn, deren Tunnels, Brücken u.a … Pierer's Universal-Lexikon
Brunel — (spr. brünnéll), Sir Marc Isambard, Ingenieur, geb. 25. April 1769 zu Hacqueville im franz. Dep. Eure, war 1786 93 bei der franz. Marine, ging dann nach Neuyork; seit 1799 zu London, baute (1825 42) den Themsetunnel; gest. 12. Dez. 1849. – Sein… … Kleines Konversations-Lexikon
Brunel — Brunel, Isambard Kingdom, wurde am 9. April 1806 zu Portsmouth geboren. Seine Bildung erhielt er am Collège zu Caen. 1826 kehrte er nach England zurück, wo sein Vater eben beschäftigt war, den Themsetunnel zu bauen. B. fand dabei Verwendung.… … Enzyklopädie des Eisenbahnwesens
Brunel — (Brünell), Sir Marc Isambert, geb. 1769 zu Hacqueville in Frankreich, war zuerst zum Priesterstand bestimmt, trat aber 1786 in die franz. Marine, wanderte 1793 nach Nordamerika aus, studirte in New York mit Eifer Mechanik u. die damit verwandten… … Herders Conversations-Lexikon
Brunel — Brunel, Marc Isambard … Enciclopedia Universal
Brunel — [bro͞o nel′, broonel] Sir Marc Isambard [iz′əm bärd΄] 1769 1849; Eng. engineer, born in France … English World dictionary