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1 почести почест·и
honours; (лавры, признание) laurelsвоздавать почести — to pay / to do honours (to)
оказывать почести — to render / to grant honours, to receive (smb.) with honour
отдать кому-л. последние почести — to pay one's last respects
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2 гражданские почести
Diplomatic term: civil honoursУниверсальный русско-английский словарь > гражданские почести
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3 Ricardo, Sir Harry Ralph
[br]b. 26 January 1885 London, Englandd. 18 May 1974 Graffham, Sussex, England[br]English mechanical engineer; researcher, designer and developer of internal combustion engines.[br]Harry Ricardo was the eldest child and only son of Halsey Ricardo (architect) and Catherine Rendel (daughter of Alexander Rendel, senior partner in the firm of consulting civil engineers that later became Rendel, Palmer and Tritton). He was educated at Rugby School and at Cambridge. While still at school, he designed and made a steam engine to drive his bicycle, and by the time he went up to Cambridge in 1903 he was a skilled craftsman. At Cambridge, he made a motor cycle powered by a petrol engine of his own design, and with this he won a fuel-consumption competition by covering almost 40 miles (64 km) on a quart (1.14 1) of petrol. This brought him to the attention of Professor Bertram Hopkinson, who invited him to help with research on turbulence and pre-ignition in internal combustion engines. After leaving Cambridge in 1907, he joined his grandfather's firm and became head of the design department for mechanical equipment used in civil engineering. In 1916 he was asked to help with the problem of loading tanks on to railway trucks. He was then given the task of designing and organizing the manufacture of engines for tanks, and the success of this enterprise encouraged him to set up his own establishment at Shoreham, devoted to research on, and design and development of, internal combustion engines.Leading on from the work with Hopkinson were his discoveries on the suppression of detonation in spark-ignition engines. He noted that the current paraffinic fuels were more prone to detonation than the aromatics, which were being discarded as they did not comply with the existing specifications because of their high specific gravity. He introduced the concepts of "highest useful compression ratio" (HUCR) and "toluene number" for fuel samples burned in a special variable compression-ratio engine. The toluene number was the proportion of toluene in heptane that gave the same HUCR as the fuel sample. Later, toluene was superseded by iso-octane to give the now familiar octane rating. He went on to improve the combustion in side-valve engines by increasing turbulence, shortening the flame path and minimizing the clearance between piston and head by concentrating the combustion space over the valves. By these means, the compression ratio could be increased to that used by overhead-valve engines before detonation intervened. The very hot poppet valve restricted the advancement of all internal combustion engines, so he turned his attention to eliminating it by use of the single sleeve-valve, this being developed with support from the Air Ministry. By the end of the Second World War some 130,000 such aero-engines had been built by Bristol, Napier and Rolls-Royce before the piston aero-engine was superseded by the gas turbine of Whittle. He even contributed to the success of the latter by developing a fuel control system for it.Concurrent with this was work on the diesel engine. He designed and developed the engine that halved the fuel consumption of London buses. He invented and perfected the "Comet" series of combustion chambers for diesel engines, and the Company was consulted by the vast majority of international internal combustion engine manufacturers. He published and lectured widely and fully deserved his many honours; he was elected FRS in 1929, was President of the Institution of Mechanical Engineers in 1944–5 and was knighted in 1948. This shy and modest, though very determined man was highly regarded by all who came into contact with him. It was said that research into internal combustion engines, his family and boats constituted all that he would wish from life.[br]Principal Honours and DistinctionsKnighted 1948. FRS 1929. President, Institution of Mechanical Engineers 1944–5.Bibliography1968, Memo \& Machines. The Pattern of My Life, London: Constable.Further ReadingSir William Hawthorne, 1976, "Harry Ralph Ricardo", Biographical Memoirs of Fellows of the Royal Society 22.JBBiographical history of technology > Ricardo, Sir Harry Ralph
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4 Unwin, William Cawthorne
[br]b. 12 December 1838 Coggeshall, near Colchester, Essex, England d. 1933[br]English engineer and educator.[br]Unwin made an important contribution to the establishment of engineering at the University of London. His family were of Huguenot stock, and his father was a Congregational minister. Unwin was educated at the City of London Corporation School and at New College, St John's Wood. At a time when the older universities were still effectively closed to Dissenters, he matriculated with Honours in Chemistry in the London University Matriculation Examination in 1858, and he subsequently graduated BSc from London in 1861. He served as Scientific Assistant to William Fairbairn in Manchester from 1856 to 1862, going on to manage engineering work of various sorts. He was appointed Instructor at the Royal School of Naval Architecture and Marine Engineering (1869–72), and then he became Professor of Hydraulics and Mechanical Engineering at the Royal Indian Engineering College (1872–84). From 1884 to 1904 he was Professor of Civil and Mechanical Engineering at the Central Institution of the City \& Guilds of London, which was incorporated into the University of London in 1900. Unwin's research interests included hydraulics and water power, which led to him taking a leading part in the Niagara Falls hydroelectric scheme; the strength of materials, involving the stability of masonry dams; and the development of the internal combustion engine.[br]Principal Honours and DistinctionsFRS 1886.Further ReadingDNB Supplement.E.G.Walker, 1938, Lift and Work of William Cawthorne Unwin.ABBiographical history of technology > Unwin, William Cawthorne
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5 Cubitt, William
[br]b. 1785 Dilham, Norfolk, Englandd. 13 October 1861 Clapham Common, Surrey, England[br]English civil engineer and contractor.[br]The son of a miller, he received a rudimentary education in the village school. At an early age he was helping his father in the mill, and in 1800 he was apprenticed to a cabinet maker. After four years he returned to work with his father, but, preferring to leave the parental home, he not long afterwards joined a firm of agricultural-machinery makers in Swanton in Norfolk. There he acquired a reputation for making accurate patterns for the iron caster and demonstrated a talent for mechanical invention, patenting a self-regulating windmill sail in 1807. He then set up on his own as a millwright, but he found he could better himself by joining the engineering works of Ransomes of Ipswich in 1812. He was soon appointed their Chief Engineer, and after nine years he became a partner in the firm until he moved to London in 1826. Around 1818 he invented the treadmill, with the aim of putting prisoners to useful work in grinding corn and other applications. It was rapidly adopted by the principal prisons, more as a means of punishment than an instrument of useful work.From 1814 Cubitt had been gaining experience in civil engineering, and upon his removal to London his career in this field began to take off. He was engaged on many canal-building projects, including the Oxford and Liverpool Junction canals. He accomplished some notable dock works, such as the Bute docks at Cardiff, the Middlesborough docks and the coal drops on the river Tees. He improved navigation on the river Severn and compiled valuable reports on a number of other leading rivers.The railway construction boom of the 1840s provided him with fresh opportunities. He engineered the South Eastern Railway (SER) with its daringly constructed line below the cliffs between Folkestone and Dover; the railway was completed in 1843, using massive charges of explosive to blast a way through the cliffs. Cubitt was Consulting Engineer to the Great Northern Railway and tried, with less than his usual success, to get the atmospheric system to work on the Croydon Railway.When the SER began a steamer service between Folkestone and Boulogne, Cubitt was engaged to improve the port facilities there and went on to act as Consulting Engineer to the Boulogne and Amiens Railway. Other commissions on the European continent included surveying the line between Paris and Lyons, advising the Hanoverian government on the harbour and docks at Hamburg and directing the water-supply works for Berlin.Cubitt was actively involved in the erection of the Crystal Palace for the Great Exhibition of 1851; in recognition of this work Queen Victoria knighted him at Windsor Castle on 23 December 1851.Cubitt's son Joseph (1811–72) was also a notable civil engineer, with many railway and harbour works to his credit.[br]Principal Honours and DistinctionsKnighted 1851. FRS 1830. President, Institution of Civil Engineers 1850 and 1851.Further ReadingObituary, 1862, Minutes of 'the Proceedings of the Institution of Civil Engineers 21:552– 8.LRD -
6 Bateman, John Frederick La Trobe
[br]b. 30 May 1810 Lower Wyke, near Halifax, Yorkshire, Englandd. 10 June 1889 Moor Park, Farnham, Surrey, England[br]English civil engineer whose principal works were concerned with reservoirs, water-supply schemes and pipelines.[br]Bateman's maternal grandfather was a Moravian missionary, and from the age of 7 he was educated at the Moravian schools at Fairfield and Ockbrook. At the age of 15 he was apprenticed to a "civil engineer, land surveyor and agent" in Oldham. After this apprenticeship, Bateman commenced his own practice in 1833. One of his early schemes and reports was in regard to the flooding of the river Medlock in the Manchester area. He came to the attention of William Fairbairn, the engine builder and millwright of Canal Street, Ancoats, Manchester. Fairbairn used Bateman as his site surveyor and as such he prepared much of the groundwork for the Bann reservoirs in Northern Ireland. Whilst the reports on the proposals were in the name of Fairbairn, Bateman was, in fact, appointed by the company as their engineer for the execution of the works. One scheme of Bateman's which was carried forward was the Kendal Reservoirs. The Act for these was signed in 1845 and was implemented not for the purpose of water supply but for the conservation of water to supply power to the many mills which stood on the river Kent between Kentmere and Morecambe Bay. The Kentmere Head dam is the only one of the five proposed for the scheme to survive, although not all the others were built as they would have retained only small volumes of water.Perhaps the greatest monument to the work of J.F.La Trobe Bateman is Manchester's water supply; he was consulted about this in 1844, and construction began four years later. He first built reservoirs in the Longdendale valley, which has a very complicated geological stratification. Bateman favoured earth embankment dams and gravity feed rather than pumping; the five reservoirs in the valley that impound the river Etherow were complex, cored earth dams. However, when completed they were greatly at risk from landslips and ground movement. Later dams were inserted by Bateman to prevent water loss should the older dams fail. The scheme was not completed until 1877, by which time Manchester's population had exceeded the capacity of the original scheme; Thirlmere in Cumbria was chosen by Manchester Corporation as the site of the first of the Lake District water-supply schemes. Bateman, as Consulting Engineer, designed the great stone-faced dam at the west end of the lake, the "gothic" straining well in the middle of the east shore of the lake, and the 100-mile (160 km) pipeline to Manchester. The Act for the Thirlmere reservoir was signed in 1879 and, whilst Bateman continued as Consulting Engineer, the work was supervised by G.H. Hill and was completed in 1894.Bateman was also consulted by the authorities in Glasgow, with the result that he constructed an impressive water-supply scheme derived from Loch Katrine during the years 1856–60. It was claimed that the scheme bore comparison with "the most extensive aqueducts in the world, not excluding those of ancient Rome". Bateman went on to superintend the waterworks of many cities, mainly in the north of England but also in Dublin and Belfast. In 1865 he published a pamphlet, On the Supply of Water to London from the Sources of the River Severn, based on a survey funded from his own pocket; a Royal Commission examined various schemes but favoured Bateman's.Bateman was also responsible for harbour and dock works, notably on the rivers Clyde and Shannon, and also for a number of important water-supply works on the Continent of Europe and beyond. Dams and the associated reservoirs were the principal work of J.F.La Trobe Bateman; he completed forty-three such schemes during his professional career. He also prepared many studies of water-supply schemes, and appeared as professional witness before the appropriate Parliamentary Committees.[br]Principal Honours and DistinctionsFRS 1860. President, Institution of Civil Engineers 1878, 1879.BibliographyAmong his publications History and Description of the Manchester Waterworks, (1884, London), and The Present State of Our Knowledge on the Supply of Water to Towns, (1855, London: British Association for the Advancement of Science) are notable.Further ReadingObituary, 1889, Minutes of the Proceedings of the Institution of Civil Engineers 97:392– 8.Obituary, 1889, Proceedings of the Royal Society 46:xlii-xlviii. G.M.Binnie, 1981, Early Victorian Water Engineers, London.P.N.Wilson, 1973, "Kendal reservoirs", Transactions of the Cumberland and Westmorland Antiquarian and Archaeological Society 73.KM / LRDBiographical history of technology > Bateman, John Frederick La Trobe
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7 Field, Joshua
SUBJECT AREA: Civil engineering, Mechanical, pneumatic and hydraulic engineering, Steam and internal combustion engines[br]b. 1786 Hackney, London, Englandd. 11 August 1863 Balham Hill, Surrey, England[br]English mechanical engineer, co-founder of the Institution of Civil Engineers.[br]Joshua Field was educated at a boarding school in Essex until the age of 16, when he obtained employment at the Royal Dockyards at Portsmouth under the Chief Mechanical Superintendent, Simon Goodrich (1773–1847), and later in the drawing office at the Admiralty in Whitehall. At this time, machinery for the manufacture of ships' blocks was being made for the Admiralty by Henry Maudslay, who was in need of a competent draughtsman, and Goodrich recommended Joshua Field. This was the beginning of Field's long association with Maudslay; he later became a partner in the firm which was for many years known as Maudslay, Sons \& Field. They undertook a variety of mechanical engineering work but were renowned for marine steam engines, with Field being responsible for much of the design work in the early years. Joshua Field was the eldest of the eight young men who in 1818 founded the Institution of Civil Engineers; he was the first Chairman of the Institution and later became a vice-president. He was the only one of the founders to be elected President and was the first mechanical engineer to hold that office. James Nasmyth in his autobiography relates that Joshua Field kept a methodical account of his technical discussions in a series of note books which were later indexed. Some of these diaries have survived, and extracts from the notes he made on a tour of the industrial areas of the Midlands and the North West in 1821 have been published.[br]Principal Honours and DistinctionsFRS 1836. President, Institution of Civil Engineers 1848–9. Member, Smeatonian Society of Civil Engineers 1835; President 1848.Bibliography1925–6, "Joshua Field's diary of a tour in 1821 through the Midlands", introd. and notes J.W.Hall, Transactions of the Newcomen Society 6:1–41.1932–3, "Joshua Field's diary of a tour in 1821 through the provinces", introd. and notes E.C. Smith, Transactions of the Newcomen Society 13:15–50.RTS -
8 Palmer, Henry Robinson
[br]b. 1795 Hackney, London, Englandd. 12 September 1844[br]English civil engineer and monorail pioneer.[br]Palmer was an assistant to Thomas Telford for ten years from 1816. In 1818 he arranged a meeting of young engineers from which the Institution of Civil Engineers originated. In the early 1820s he invented a monorail system, the first of its kind, in which a single rail of wood, with an iron strip spiked on top to form a running surface, was supported on posts. Wagon bodies were supported pannier fashion from a frame attached to grooved wheels and were propelled by men or horses. An important object was to minimize friction, and short lines were built on this principle at Deptford and Cheshunt. In 1826 Palmer was appointed Resident Engineer to the London Docks and was responsible for the construction of many of them. He was subsequently consulted about many important engineering works.[br]Principal Honours and DistinctionsFRS 1831. Vice-President, Institution of Civil Engineers.Bibliography1821, British patent no. 4,618 (monorail).1823, Description of a Railway on a New Principle…, London (describes his monorail).Further ReadingObituary, 1845, Minutes of Proceedings of the Institution of Civil Engineers 4. C.von Oeynhausen and H.von Dechen, 1971, Railways in England 1826 and 1827, London: Newcomen Society (a contemporary description of the monorails). M.J.T.Lewis, 1970, Early Wooden Railways, London: Routledge \& Kegan Paul.See also: Lartigue, Charles François Marie-ThérèsePJGR -
9 Vignoles, Charles Blacker
[br]b. 31 May 1793 Woodbrook, Co. Wexford, Irelandd. 17 November 1875 Hythe, Hampshire, England[br]English surveyor and civil engineer, pioneer of railways.[br]Vignoles, who was of Huguenot descent, was orphaned in infancy and brought up in the family of his grandfather, Dr Charles Hutton FRS, Professor of Mathematics at the Royal Military Academy, Woolwich. After service in the Army he travelled to America, arriving in South Carolina in 1817. He was appointed Assistant to the state's Civil Engineer and surveyed much of South Carolina and subsequently Florida. After his return to England in 1823 he established himself as a civil engineer in London, and obtained work from the brothers George and John Rennie.In 1825 the promoters of the Liverpool \& Manchester Railway (L \& MR) lost their application for an Act of Parliament, discharged their engineer George Stephenson and appointed the Rennie brothers in his place. They in turn employed Vignoles to resurvey the railway, taking a route that would minimize objections. With Vignoles's route, the company obtained its Act in 1826 and appointed Vignoles to supervise the start of construction. After Stephenson was reappointed Chief Engineer, however, he and Vignoles proved incompatible, with the result that Vignoles left the L \& MR early in 1827.Nevertheless, Vignoles did not sever all connection with the L \& MR. He supported John Braithwaite and John Ericsson in the construction of the locomotive Novelty and was present when it competed in the Rainhill Trials in 1829. He attended the opening of the L \& MR in 1830 and was appointed Engineer to two railways which connected with it, the St Helens \& Runcorn Gap and the Wigan Branch (later extended to Preston as the North Union); he supervised the construction of these.After the death of the Engineer to the Dublin \& Kingstown Railway, Vignoles supervised construction: the railway, the first in Ireland, was opened in 1834. He was subsequently employed in surveying and constructing many railways in the British Isles and on the European continent; these included the Eastern Counties, the Midland Counties, the Sheffield, Ashton-under-Lyme \& Manchester (which proved for him a financial disaster from which he took many years to recover), and the Waterford \& Limerick. He probably discussed rail of flat-bottom section with R.L. Stevens during the winter of 1830–1 and brought it into use in the UK for the first time in 1836 on the London \& Croydon Railway: subsequently rail of this section became known as "Vignoles rail". He considered that a broader gauge than 4 ft 8½ in. (1.44 m) was desirable for railways, although most of those he built were to this gauge so that they might connect with others. He supported the atmospheric system of propulsion during the 1840s and was instrumental in its early installation on the Dublin \& Kingstown Railway's Dalkey extension. Between 1847 and 1853 he designed and built the noted multi-span suspension bridge at Kiev, Russia, over the River Dnieper, which is more than half a mile (800 m) wide at that point.Between 1857 and 1863 he surveyed and then supervised the construction of the 155- mile (250 km) Tudela \& Bilbao Railway, which crosses the Cantabrian Pyrenees at an altitude of 2,163 ft (659 m) above sea level. Vignoles outlived his most famous contemporaries to become the grand old man of his profession.[br]Principal Honours and DistinctionsFellow of the Royal Astronomical Society 1829. FRS 1855. President, Institution of Civil Engineers 1869–70.Bibliography1830, jointly with John Ericsson, British patent no. 5,995 (a device to increase the capability of steam locomotives on grades, in which rollers gripped a third rail).1823, Observations upon the Floridas, New York: Bliss \& White.1870, Address on His Election as President of the Institution of Civil Engineers.Further ReadingK.H.Vignoles, 1982, Charles Blacker Vignoles: Romantic Engineer, Cambridge: Cambridge University Press (good modern biography by his great-grandson).See also: Samuda, Joseph d'AguilarPJGRBiographical history of technology > Vignoles, Charles Blacker
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10 Yeoman, Thomas
SUBJECT AREA: Civil engineering[br]b. c. 1700 probably near Northampton, Englandd. 24 January 1781 London, England[br]English surveyor and civil engineer.[br]Very little is known of his early life, but he was clearly a skilful and gifted engineer who had received comprehensive practical training, for in 1743 he erected the machinery in the world's first water-powered cotton mill at Northampton on the river Nene. In 1748 he invented a weighing machine for use by turnpike trusts for weighing wagons. Until 1757 he remained in Northampton, mainly surveying enclosures and turnpike roads and making agricultural machinery. He also gained a national reputation for building and installing very successful ventilating equipment (invented by Dr Stephen Hales) in hospitals, prisons and ships, including some ventilators of Yeoman's own design in the Houses of Parliament.Meanwhile he developed an interest in river improvements, and in 1744 he made his first survey of the River Nene between Thrapston and Northampton; he repeated the survey in 1753 and subsequently gave evidence in parliamentary proceedings in 1756. The following year he was in Gloucestershire surveying the line of the Stroudwater Canal, an operation that he repeated in 1776. Also in 1757, he was appointed Surveyor to the River Ivel Navigation in Bedfordshire. In 1761 he was back on the Nene. During 1762–5 he carried out surveys for the Chelmer \& Blackwater Navigation, although the work was not undertaken for another thirty years. In 1765 he reported on land-drainage improvements for the Kentish Sour. It was at this time that he became associated with John Smeaton in a major survey in 1766 of the river Lea for the Lee Navigation Trustees, having already made some surveys with Joseph Nickalls near Waltham Abbey in 1762. Yeoman modified some of Smeaton's proposals and on 1 July 1767 was officially appointed Surveyor to the Lee Navigation Trustees, a post he retained until 1771. He also advised on the work to create the Stort Navigation, and at the official opening on 24 October 1769 he made a formal speech announcing: "Now is Bishops Stortford open to all the ports of the world." Among his other works were: advice on Ferriby Sluice on the River Ancholme (1766); reports on the Forth \& Clyde Canal, the North Level and Wisbech outfall on the Nene, the Coventry Canal, and estimates for the Leeds and Selby Canal (1768–71); estimates for the extension of the Medway Navigation from Tonbridge to Edenbridge (1771); and between 1767 and 1777 he was consulted, with other engineers, by the City of London on problems regarding the Thames.He joined the Northampton Philosophical Society shortly after its formation in 1743 and was President several times before he moved to London. In 1760 he became a member of the Society for the Encouragement of Arts, Manufactures and Commerce, and in 1763 he was chosen as joint Chairman of the Committee on Mechanics—a position he held until 1778. He was elected a Fellow of the Royal Society on 12 January 1764. On the formation of the Smeatonian Society of Civil Engineers, the forerunner of the present Institution of Civil Engineers, he was elected first President in 1771, remaining as such until his illness in 1780.[br]Principal Honours and DistinctionsFRS 1764. President, Smeatonian Society of Civil Engineers 1771–80; Treasurer 1771–7.JHB -
11 Adamson, Daniel
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering, Metallurgy, Steam and internal combustion engines[br]b. 1818 Shildon, Co. Durham, Englandd. January 1890 Didsbury, Manchester, England[br]English mechanical engineer, pioneer in the use of steel for boilers, which enabled higher pressures to be introduced; pioneer in the use of triple-and quadruple-expansion mill engines.[br]Adamson was apprenticed between 1835 and 1841 to Timothy Hackworth, then Locomotive Superintendent on the Stockton \& Darlington Railway. After this he was appointed Draughtsman, then Superintendent Engineer, at that railway's locomotive works until in 1847 he became Manager of Shildon Works. In 1850 he resigned and moved to act as General Manager of Heaton Foundry, Stockport. In the following year he commenced business on his own at Newton Moor Iron Works near Manchester, where he built up his business as an iron-founder and boilermaker. By 1872 this works had become too small and he moved to a 4 acre (1.6 hectare) site at Hyde Junction, Dukinfield. There he employed 600 men making steel boilers, heavy machinery including mill engines fitted with the American Wheelock valve gear, hydraulic plant and general millwrighting. His success was based on his early recognition of the importance of using high-pressure steam and steel instead of wrought iron. In 1852 he patented his type of flanged seam for the firetubes of Lancashire boilers, which prevented these tubes cracking through expansion. In 1862 he patented the fabrication of boilers by drilling rivet holes instead of punching them and also by drilling the holes through two plates held together in their assembly positions. He had started to use steel for some boilers he made for railway locomotives in 1857, and in 1860, only four years after Bessemer's patent, he built six mill engine boilers from steel for Platt Bros, Oldham. He solved the problems of using this new material, and by his death had made c.2,800 steel boilers with pressures up to 250 psi (17.6 kg/cm2).He was a pioneer in the general introduction of steel and in 1863–4 was a partner in establishing the Yorkshire Iron and Steel Works at Penistone. This was the first works to depend entirely upon Bessemer steel for engineering purposes and was later sold at a large profit to Charles Cammell \& Co., Sheffield. When he started this works, he also patented improvements both to the Bessemer converters and to the engines which provided their blast. In 1870 he helped to turn Lincolnshire into an important ironmaking area by erecting the North Lincolnshire Ironworks. He was also a shareholder in ironworks in South Wales and Cumberland.He contributed to the development of the stationary steam engine, for as early as 1855 he built one to run with a pressure of 150 psi (10.5 kg/cm) that worked quite satisfactorily. He reheated the steam between the cylinders of compound engines and then in 1861–2 patented a triple-expansion engine, followed in 1873 by a quadruple-expansion one to further economize steam. In 1858 he developed improved machinery for testing tensile strength and compressive resistance of materials, and in the same year patents for hydraulic lifting jacks and riveting machines were obtained.He was a founding member of the Iron and Steel Institute and became its President in 1888 when it visited Manchester. The previous year he had been President of the Institution of Civil Engineers when he was presented with the Bessemer Gold Medal. He was a constant contributor at the meetings of these associations as well as those of the Institution of Mechanical Engineers. He did not live to see the opening of one of his final achievements, the Manchester Ship Canal. He was the one man who, by his indomitable energy and skill at public speaking, roused the enthusiasm of the people in Manchester for this project and he made it a really practical proposition in the face of strong opposition.[br]Principal Honours and DistinctionsPresident, Institution of Civil Engineers 1887.President, Iron and Steel Institute 1888. Institution of Civil Engineers Bessemer Gold Medal 1887.Further ReadingObituary, Engineer 69:56.Obituary, Engineering 49:66–8.Obituary, Proceedings of the Institution of Civil Engineers 100:374–8.H.W.Dickinson, 1938, A Short History of the Steam Engine, Cambridge University Press (provides an illustration of Adamson's flanged seam for boilers).R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (covers the development of the triple-expansion engine).RLH -
12 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 -
13 Rankine, William John Macquorn
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 5 July 1820 Edinburgh, Scotlandd. 1872[br][br]Rankine was educated at Ayr Academy and Glasgow High School, although he appears to have learned much of his basic mathematics and physics through private study. He attended Edinburgh University and then assisted his father, who was acting as Superintendent of the Edinburgh and Dalkeith Railway. This introduction to engineering practice was followed in 1838 by his appointment as a pupil to Sir John MacNeill, and for the next four years he served under MacNeill on his Irish railway projects. While still in his early twenties, Rankine presented pioneering papers on metal fatigue and other subjects to the Institution of Civil Engineers, for which he won a prize, but he appears to have resigned from the Civils in 1857 after an argument because the Institution would not transfer his Associate Membership into full Membership. From 1844 to 1848 Rankine worked on various projects for the Caledonian Railway Company, but his interests were becoming increasingly theoretical and a series of distinguished papers for learned societies established his reputation as a leading scholar in the new science of thermodynamics. He was elected Fellow of the Royal Society in 1853. At the same time, he remained intimately involved with practical questions of applied science, in shipbuilding, marine engineering and electric telegraphy, becoming associated with the influential coterie of fellow Scots such as the Thomson brothers, Napier, Elder, and Lewis Gordon. Gordon was then the head of a large and successful engineering practice, but he was also Regius Professor of Engineering at the University of Glasgow, and when he retired from the Chair to pursue his business interests, Rankine, who had become his Assistant, was appointed in his place.From 1855 until his premature death in 1872, Rankine built up an impressive engineering department, providing a firm theoretical basis with a series of text books that he wrote himself and most of which remained in print for many decades. Despite his quarrel with the Institution of Civil Engineers, Rankine took a keen interest in the institutional development of the engineering profession, becoming the first President of the Institution of Engineers and Shipbuilders in Scotland, which he helped to establish in 1857. Rankine campaigned vigorously for the recognition of engineering studies as a full university degree at Glasgow, and he achieved this in 1872, the year of his death. Rankine was one of the handful of mid-nineteenth century engineers who virtually created engineering as an academic discipline.[br]Principal Honours and DistinctionsFRS 1853. First President, Institution of Engineers and Shipbuilders in Scotland, 1857.Bibliography1858, Manual of Applied Mechanics.1859, Manual of the Steam Engine and Other Prime Movers.1862, Manual of Civil Engineering.1869, Manual of Machinery and Millwork.Further ReadingJ.Small, 1957, "The institution's first president", Proceedings of the Institution of Engineers and Shipbuilders in Scotland: 687–97.H.B.Sutherland, 1972, Rankine. His Life and Times.ABBiographical history of technology > Rankine, William John Macquorn
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14 Telford, Thomas
[br]b. 9 August 1757 Glendinning, Dumfriesshire, Scotlandd. 2 September 1834 London, England.[br]Scottish civil engineer.[br]Telford was the son of a shepherd, who died when the boy was in his first year. Brought up by his mother, Janet Jackson, he attended the parish school at Westerkirk. He was apprenticed to a stonemason in Lochmaben and to another in Langholm. In 1780 he walked from Eskdale to Edinburgh and in 1872 rode to London on a horse that he was to deliver there. He worked for Sir William Chambers as a mason on Somerset House, then on the Eskdale house of Sir James Johnstone. In 1783–4 he worked on the new Commissioner's House and other buildings at Portsmouth dockyard.In late 1786 Telford was appointed County Surveyor for Shropshire and moved to Shrewsbury Castle, with work initially on the new infirmary and County Gaol. He designed the church of St Mary Magdalene, Bridgnorth, and also the church at Madley. Telford built his first bridge in 1790–2 at Montford; between 1790 and 1796 he built forty-five road bridges in Shropshire, including Buildwas Bridge. In September 1793 he was appointed general agent, engineer and architect to the Ellesmere Canal, which was to connect the Mersey and Dee rivers with the Severn at Shrewsbury; William Jessop was Principal Engineer. This work included the Pont Cysyllte aqueduct, a 1,000 ft (305 m) long cast-iron trough 127 ft (39 m) above ground level, which entailed an on-site ironworks and took ten years to complete; the aqueduct is still in use today. In 1800 Telford put forward a plan for a new London Bridge with a single cast-iron arch with a span of 600 ft (183 m) but this was not built.In 1801 Telford was appointed engineer to the British Fisheries Society "to report on Highland Communications" in Scotland where, over the following eighteen years, 920 miles (1,480 km) of new roads were built, 280 miles (450 km) of the old military roads were realigned and rebuilt, over 1,000 bridges were constructed and much harbour work done, all under Telford's direction. A further 180 miles (290 km) of new roads were also constructed in the Lowlands of Scotland. From 1804 to 1822 he was also engaged on the construction of the Caledonian Canal: 119 miles (191 km) in all, 58 miles (93 km) being sea loch, 38 miles (61 km) being Lochs Lochy, Oich and Ness, 23 miles (37 km) having to be cut.In 1808 he was invited by King Gustav IV Adolf of Sweden to assist Count Baltzar von Platen in the survey and construction of a canal between the North Sea and the Baltic. Telford surveyed the 114 mile (183 km) route in six weeks; 53 miles (85 km) of new canal were to be cut. Soon after the plans for the canal were completed, the King of Sweden created him a Knight of the Order of Vasa, an honour that he would have liked to have declined. At one time some 60,000 soldiers and seamen were engaged on the work, Telford supplying supervisors, machinery—including an 8 hp steam dredger from the Donkin works and machinery for two small paddle boats—and ironwork for some of the locks. Under his direction an ironworks was set up at Motala, the foundation of an important Swedish industrial concern which is still flourishing today. The Gotha Canal was opened in September 1832.In 1811 Telford was asked to make recommendations for the improvement of the Shrewsbury to Holyhead section of the London-Holyhead road, and in 1815 he was asked to survey the whole route from London for a Parliamentary Committee. Construction of his new road took fifteen years, apart from the bridges at Conway and over the Menai Straits, both suspension bridges by Telford and opened in 1826. The Menai bridge had a span of 579 ft (176 m), the roadway being 153 ft (47 m) above the water level.In 1817 Telford was appointed Engineer to the Exchequer Loan Commission, a body set up to make capital loans for deserving projects in the hard times that followed after the peace of Waterloo. In 1820 he became the first President of the Engineers Institute, which gained its Royal Charter in 1828 to become the Institution of Civil Engineers. He was appointed Engineer to the St Katharine's Dock Company during its construction from 1825 to 1828, and was consulted on several early railway projects including the Liverpool and Manchester as well as a number of canal works in the Midlands including the new Harecastle tunnel, 3,000 ft (914 m) long.Telford led a largely itinerant life, living in hotels and lodgings, acquiring his own house for the first time in 1821, 24 Abingdon Street, Westminster, which was partly used as a school for young civil engineers. He died there in 1834, after suffering in his later years from the isolation of deafness. He was buried in Westminster Abbey.[br]Principal Honours and DistinctionsFRSE 1803. Knight of the Order of Vasa, Sweden 1808. FRS 1827. First President, Engineers Insitute 1820.Further ReadingL.T.C.Rolt, 1979, Thomas Telford, London: Penguin.C.Hadfield, 1993, Thomas Telford's Temptation, London: M. \& M.Baldwin.IMcN -
15 Doane, Thomas
SUBJECT AREA: Civil engineering, Mechanical, pneumatic and hydraulic engineering, Railways and locomotives[br]b. 20 September 1821 Orleans, Massachusetts, USAd. 22 October 1897 West Townsend, Massachusetts, USA[br]American mechanical engineer.[br]The son of a lawyer, he entered an academy in Cape Cod and, at the age of 19, the English Academy at Andover, Massachusetts, for five terms. He was then in the employ of Samuel L. Fenton of Charlestown, Massachusetts. He served a three-year apprenticeship, then went to the Windsor White River Division of the Vermont Central Railroad. He was Resident Engineer of the Cheshire Railroad at Walpote, New Hampshire, from 1847 to 1849, and then worked in independent practice as a civil engineer and surveyor until his death. He was involved with nearly all the railroads running out of Boston, especially the Boston \& Maine. In April 1863 he was appointed Chief Engineer of the Hoosac Tunnel, which was already being built. He introduced new engineering methods, relocated the line of the tunnel and achieved great accuracy in the meeting of the borings. He was largely responsible for the development in the USA of the advanced system of tunnelling with machinery and explosives, and pioneered the use of compressed air in the USA. In 1869 he was Chief Engineer of the Burlington \& Missouri River Railroad in Nebraska, laying down some 240 miles (386 km) of track in four years. During this period he became interested in the building of a Congregational College at Crete, Nebraska, for which he gave the land and which was named after him. In 1873 he returned to Charlestown and was again appointed Chief Engineer of the Hoosac Tunnel. At the final opening of the tunnel on 9 February 1875 he drove the first engine through. He remained in charge of construction for a further two years.[br]Principal Honours and DistinctionsPresident, School of Civil Engineers.Further ReadingDuncan Malone (ed.), 1932–3, Dictionary of American Biography, New York: Charles Scribner.IMcN -
16 Donkin, Bryan I
[br]b. 22 March 1768 Sandoe, Northumberland, Englandd. 27 February 1855 London, England[br]English mechanical engineer and inventor.[br]It was intended that Bryan Donkin should follow his father's profession of surveyor and land agent, so he spent a year or so in that occupation before he was apprenticed to John Hall, millwright of Dartford, Kent. Donkin remained with the firm after completing his apprenticeship, and when the Fourdrinier brothers in 1802 introduced from France an invention for making paper in continuous lengths they turned to John Hall for help in developing the machine: Donkin was chosen to undertake the work. In 1803 the Fourdriniers established their own works in Bermondsey, with Bryan Donkin in charge. By 1808 Donkin had acquired the works, but he continued to manufacture paper-making machines, paying a royalty to the patentees. He also undertook other engineering work including water-wheels for driving paper and other mills. He was also involved in the development of printing machinery and the preservation of food in airtight containers. Some of these improvements were patented, and he also obtained patents relating to gearing, steel pens, paper-making and railway wheels. Other inventions of Bryan Donkin that were not patented concerned revolution counters and improvements in accurate screw threads for use in graduating mathematical scales. Donkin was elected a member of the Society of Arts in 1803 and was later Chairman of the Society's Committee of Mechanics and a Vice-President of the society. He was also a member of the Royal Astronomical Society. In 1818 a group of eight young men founded the Institution of Civil Engineers; two of them were apprentices of Bryan Donkin and he encouraged their enterprise. After a change in the rules permitted the election of members over the age of 35, he himself became a member in 1821. He served on the Council and became a Vice- President, but he resigned from the Institution in 1848.[br]Principal Honours and DistinctionsFRS 1838. Vice-President, Institution of Civil Engineers 1826–32, 1835–45. Member, Smeatonian Society of Civil Engineers 1835; President 1843. Society of Arts Gold Medal 1810, 1819.Further ReadingS.B.Donkin, 1949–51, "Bryan Donkin, FRS, MICE 1768–1855", Transactions of the Newcomen Society 27:85–95.RTS -
17 Downing, Samuel
SUBJECT AREA: Civil engineering[br]b. 19 July 1811 Bagenalstown, Co. Carlow, Irelandd. 21 April 1882[br]Irish engineer and teacher.[br]Samuel Downing had a formative influence on the development of engineering education in Ireland. He was educated at Kilkenny College and Trinity College, Dublin, where he took a BA in 1834. He subsequently attended courses in natural philosophy at Edinburgh, before taking up work as a railway and bridge engineer. Amongst structures on which he worked were the timber viaduct connecting Portland Island to the mainland in Dorset, England, and the curved viaduct at Coed-re-Coed on the Taff Vale Railway, Wales. In 1847 he was persuaded to return to Trinity College, Dublin, as Assistant to Sir John MacNeill, who had been appointed Professor of Engineering in the School of Engineering on its establishment in 1842. MacNeill always found it difficult to give up time on his engineering practice to spend on his teaching duties, so the addition of Downing to the staff gave a great impetus to the effectiveness of the School. When MacNeill retired from the Chair in 1852, Downing was his obvious successor and held the post until his death. For thirty years Downing devoted his engineering expertise and the energy of his warm personality to the School of Engineering and its students, of whom almost four hundred passed through the School in the years when he was responsible for it.[br]Principal Honours and DistinctionsAssociate Member, Institution of Civil Engineers 1852.BibliographyFurther ReadingProceedings of the Institution of Civil Engineers 72:310–11.AB -
18 Gregory, Sir Charles Hutton
[br]b. 14 October 1817 Woolwich, Englandd. 10 January 1898 London, England[br]English civil engineer, inventor of the railway semaphore signal.[br]Gregory's father was Professor of Mathematics at the Royal Military Academy, Woolwich.C.H. Gregory himself, after working for Robert Stephenson, was appointed Engineer to the London \& Croydon Railway in 1839. On it, at New Cross in 1841, he installed a semaphore signal derived from signalling apparatus used by the Royal Navy; two hinged semaphore arms projected either side from the top of a post, signalling to drivers of trains in each direction of travel. In horizontal position each arm signified "danger", an arm inclined at 45° meant "caution" and the vertical position, in which the arms disappeared within a slot in the post, meant "all right". Gregory's signal was the forerunner of semaphore signals adopted on railways worldwide. In 1843 Gregory invented the stirrup frame: signal arms were connected to stirrups that were pushed down by the signalman's foot in order to operate them, while the points were operated by levers. The stirrups were connected together to prevent conflicting signals from being shown. This was a predecessor of interlocking. In 1846 Gregory became Engineer to the Bristol \& Exeter Railway, where in 1848 he co-operated with W.B. Adams in the development and operation of the first self-propelled railcar. He later did civil engineering work in Italy and France, was Engineer to the Somerset Central and Dorset Central railways and became Consulting Engineer for the government railways in Ceylon (now Sri Lanka), Cape of Good Hope, Straits Settlements and Trinidad.[br]Principal Honours and DistinctionsCompanion of the Order of St Michael and St George 1876. Knight Commander of the Order of St Michael and St George 1883. President, Institution of Civil Engineers 1867– 8.Bibliography1841, Practical Rules for the Management of a Locomotive Engine, London (one of the earliest such textbooks).Further ReadingObituary, 1898, Engineering 65 (14 January). See also Saxby, John.PJGRBiographical history of technology > Gregory, Sir Charles Hutton
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19 Hodgkinson, Eaton
[br]b. 26 February 1789 Anderton, Cheshire, Englandd. 18 June 1861 near Manchester, England[br]English engineer who devised d new form of cast-iron girder.[br]Eaton Hodgkinson's father, a farmer, died when he was 6 years old, but his mother was a resourceful woman who set up a business in Salford and ensured that her son received a sound schooling. Most important for his education, however, was his friendship with the Manchester scientific luminary Dr. Dalton, who instructed him in practical mathematics. These studies led Hodgkinson to devise a new form of cast-iron girder, carefully tested by experiments and which was widely adopted for fire-proof structures in the nineteenth century. Following Dalton, Hodgkinson became an active member of the Manchester Philosophical Society, of which he was elected President in 1848. He also became an active member of the British Association for the Advancement of Science. Hodgkinson's work on cast-iron girders secured him a Fellowship of the Royal Society, and the Royal Medal of the Society, in 1841. It was Hodgkinson also who verified the mathematical value of the pioneering experiments carried out by William Fairbairn for Robert Stephenson's proposed wrought-iron tube structure which, in 1849, became the Britannia Bridge over the Menai Straits. He received a Silver Medal for this work at the Paris Exhibition of 1858. Hodgkinson served as a member of the Royal Commission appointed to enquire into the application of iron to railway structures. In 1847 he was appointed Professor of the Mechanical Principles of Engineering at University College, London, but his health began to fail shortly after. He was elected an Honorary Member of the Institution of Civil Engineers in 1851. Described as "singularly simple and guileless", he was widely admired and respected.[br]Principal Honours and DistinctionsPresident, Manchester Philosophical Society 1848. FRS 1841. Royal Society Medal 1841.Further ReadingDictionary of National Biography, London.Proceedings of the Institution of Civil Engineers 21:542–5.AB -
20 Kennedy, Sir Alexander Blackie William
SUBJECT AREA: Ports and shipping[br]b. 17 March 1847 Stepney, London, England d. 1928[br]English marine engineer and educator.[br]Sir Alexander Kennedy was trained as a marine engineer. The son of a Congregational minister, he was educated at the City of London School and the School of Mines, Jermyn Street. He was then apprenticed to J. \& W.Dudgeon of Millwall, marine engineers, and went on to become a draughtsman to Sir Charles Marsh Palmer of Jarrow (with whom he took part in the development of the compound steam-engine for marine use) and T.M.Tennant \& Co. of Leith. In 1874 he was appointed Professor of Engineering at University College, London. He built up an influential School of Engineering, being the first in England to integrate laboratory work as a regular feature of instruction. The engineering laboratory that he established in 1878 has been described as "the first of its kind in England" (Proceedings of the Institution of Civil Engineers). He and his students conducted important experiments on the strength and elasticity of materials, boiler testing and related subjects. He followed the teaching of Franz Reuleaux, whose Kinematics of Machinery he translated from the German.While thus breaking new educational ground at University College, Kennedy concurrently established a very thriving private practice as a consulting engineer in partnership with Bernard Maxwell Jenkin (the son of Fleeming Jenkin), to pursue which he relinquished his academic posts in 1889. He planned and installed the whole electricity system for the Westminster Electric Supply Corporation, and other electricity companies. He was also heavily involved in the development of electrically powered transport systems. During the First World War he served on a panel of the Munitions Invention Department, and after the war he undertook to record photographically the scenes of desolation in his book From Ypres to Verdun (1921). Towards the end of his life, he pursued his interest in archaeology with the exploration of Petra, recorded in a monograph: Petra. Its History and Monuments (1925). He also joined the Institution of Mechanical Engineers in 1879, becoming the President of that body in 1894, and he joined the Institution of Electrical Engineers in 1890. Kennedy was thus something of an engineering polymath, as well as being an outstanding engineering educationalist.[br]Principal Honours and DistinctionsFRS 1887. Knighted 1905. Member, Institution of Civil Engineers 1879; President, 1906. President, Institution of Mechanical Engineers 1894.Bibliography1921, From Ypresto Verdum.1925, Petra. Its History and Monuments.Further ReadingDNB supplement.1928–9, Proceedings of the Institution of Civil Engineers 221:269–75.ABBiographical history of technology > Kennedy, Sir Alexander Blackie William
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