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121 Porsche, Ferdinand
[br]b. 3 September 1875 Maffersdorf, Austriad. 30 January 1952 Stuttgart, Baden-Württemberg, Germany[br]Austrian automobile engineer, designer of the Volkswagen car.[br]At the age of fifteen, Porsche built a complete electrical installation for his home. In 1894 he went to technical school in Vienna. Four years later he became Manager of the test department of the Bela Egger concern, which later became part of the Brown Boveri organization where he became the first Assistant in the calculating section. In 1899 he joined the long-established coachbuilders Jacob Lohner, and in 1902 a car of his design with mixed drive won the 1,000 kg (2,200 lb) class in the Exelberg races. In 1905 he joined the Austro-Daimler Company as Technical Director; his subsequent designs included an 85 hp mixed-drive racing car in 1907 and in 1912 an air-cooled aircraft engine which came to be known in later years as the "great-grandfather" of the Volkswagen engine. In 1916, he became Managing Director of Austro-Daimler.In 1921 he designed his first small car, which, appearing under the name of Sasch, won its class in the 1922 Targa Florio, a gruelling road-race in Italy. In 1923 Porsche left Austro-Daimler and joined the Daimler Company in Untertürk-heim, near Stuttgart, Germany. In 1929 he joined the firm of Steyr in Austria as a director and chief engineer, and in 1930 he set up his own independent design office in Stuttgart. In 1932 he visited Russia, and in the same year completed the design calculations for the Auto-Union racing car.In 1934, with his son Ferry (b. 1909), he prepared a plan for the construction of the German "people's car", a project initiated by Adolf Hitler and his Nazi regime; in June of that year he signed a contract for the design work on the Volkswagen. Racing cars of his design were also successful in 1934: the rear-engined Auto-Union won the German Grand Prix, and another Au to-Union car took the Flying Kilometre speed record at 327 km/h (203.2 mph). In 1935 Daimler-Benz started preproduction on the Volkswagen. The first trials of the cars took place in the autumn of 1936, and the following year thirty experimental cars were built by Daimler-Benz. In that year, Porsche visited the United States, where he met Henry Ford; in October an Auto-Union took the Flying Five Kilometre record at 404.3 km/h (251.2 mph). On 26 May 1938, the foundation stone of the Volkswagen factory was laid in Wolfsburg, near Braunschweig, Germany.In October 1945 Ferdinand Porsche was arrested by a unit of the United States Army and taken to Hessen; the French army removed him to Baden-Baden, then to Paris and later to Dijon. During this time he was consulted by Renault engineers regarding the design of their 4CV and designed a diesel-engined tractor. He was finally released on 5 August 1947. His last major work before his death was the approval of the design for the Cisitalia Grand Prix car.[br]Principal Honours and DistinctionsPoetting Medal 1905. Officer's Cross of Franz Josef 1916. Honorary PhD, Vienna Technical University 1916. Honorary PhD, University of Stuttgart 1924.Further ReadingK.Ludvigsen, 1983, Porsche: Excellence Was Expected: The Complete History of the Sports and Racing Cars, London: Frederick Muller.T.Shuler and G.Borgeson, 1985, "Origin and Evolution of the VW Beetle", AutomobileQuarterly (May).M.Toogood, 1991, Porsche—Germany's Legend, London: Apple Press.IMcN -
122 Richard of Wallingford, Abbot
SUBJECT AREA: Horology[br]b. 1291/2 Wallingford, Englandd. 23 May 1336 St Albans, Hertfordshire, England[br]English cleric, mathematician and astronomer who produced the earliest mechanical clock of which there is detailed knowledge.[br]Richard, the son of a blacksmith, was adopted by the Prior of Wallingford when his father died and educated at Oxford. He then joined the monastery at St Albans and was ordained as a priest in 1317. After a further period at Oxford studying mathematics and astronomy he returned to St Albans as Abbot in 1327. Shortly after he had been elected Abbot he started work on a very elaborate astronomical clock. The escapement and the striking mechanism of this clock were unusual. The former was a variation on the verge escapement, and the hour striking (up to twenty-four) was controlled by a series of pins laid out in a helical pattern on a drum. However, timekeeping was of secondary importance as the main purpose of the clock was to show the motion of the Sun, Moon and planets (the details of the planet mechanism are lost) and to demonstrate eclipses. This was achieved in a very precise manner by a series of ingenious mechanisms, such as the elliptical wheel that was used to derive the variable motion of the sun.Richard died of leprosy, which he had contracted during a visit to obtain papal confirmation of his appointment, and the clock was completed after his death. The last recorded reference to it was made by John Leyland, shortly before the dissolution of the monasteries. It is now known only from incomplete manuscript copies of Richard's treatise. A modern reconstruction has been made based upon J.D.North's interpretation of the manuscript.[br]BibliographyFor the drafts of Richard's Treatise on the Clock, with translation and commentary, see J.D.North, 1976, Richard of Wallingford, 3 vols, Oxford.Further ReadingSee J.D.North's definitive work above: for biographical information see Vol. 2, pp. 1–16. Most of the shorter accounts appeared before the publication of North's treatise and are therefore of more limited use.G.White, 1978, "Evolution of the epicyclic gear—part 2", Chartered Mechanical Engineer (April): 85–8 (an account of Richard's use of epicyclic gearing).DVBiographical history of technology > Richard of Wallingford, Abbot
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123 Steers, Thomas
[br]b. c. 1672 Kent, Englandd. buried November 1750 Liverpool, England[br]English dock and canal engineer.[br]An Army officer serving at the Battle of the Boyne in 1690 and later in the Low Countries, Steers thus gained experience in water control and development, canals and drainage. After his return to England he was associated with George Sorocold in the construction of Howland Great Dock, Rotherhithe, London, opened in 1699 and the first wet dock built in England. He was again associated with Sorocold in planning the first of Liverpool's wet docks and subsequently was responsible for its construction. On its completion, he became Dockmaster in 1717.In 1712 he surveyed the River Douglas for navigation, and received authorization to make it navigable from the Ribble estuary to Wigan in 1720. Although work was started by Steers, the undertaking was hit by the collapse of the South Sea Bubble and Steers was no longer associated with it when it was restarted in 1738. In 1721 he proposed making the Mersey and Irwell navigable.In 1736 he surveyed and engineered the first summit-level canal in the British Isles, between Portadown and Newry in Ulster, thus providing through-water communication between Lough Neagh and the Irish Sea. The canal was completed in 1741. He also carried out a survey of the river Boyne. Also in 1736, he surveyed the Worsley Brook in South Lancashire to provide navigation from Worsley to the Mersey. This was done on behalf of Scroop, 1st Duke of Bridgewater; an Act was obtained in 1737, but no work was started on the scheme at that time. It was left to Francis Egerton, the 3rd Duke, to initiate the Bridgewater Canal to provide water transport for coal from the Worsley pits direct to Manchester. In 1739 Steers was elected Mayor of Liverpool. The following year, jointly with John Eyes of Liverpool, he surveyed a possible navigation along the Calder from its junction with the Aire \& Calder at Wakefield to the Hebble and so through to Halifax, but, owing to opposition at the time, the construction of the Calder \& Hebble Navigation had to wait until after Steers's death. In the opinion of Professor A.W. Skempton, Steers was the most distinguished civil engineer before Smeaton's time.[br]Further ReadingHenry Peet, 1932, Thomas Steers. The Engineer of Liverpool's First Dock; reprinted with App. from Transactions of the Historic Society of Lancashire and Cheshire 82:163– 242.JHB -
124 Steinheil, Carl August von
[br]b. 1801 Roppoltsweiler, Alsaced. 1870 Munich, Germany[br]German physicist, founder of electromagnetic telegraphy in Austria, and photographic innovator and lens designer.[br]Steinheil studied under Gauss at Göttingen and Bessel at Königsberg before jointing his parents at Munich. There he concentrated on optics before being appointed Professor of Physics and Mathematics at the University of Munich in 1832. Immediately after the announcement of the first practicable photographic processes in 1839, he began experiments on photography in association with another professor at the University, Franz von Kobell. Steinheil is reputed to have made the first daguerreotypes in Germany; he certainly constructed several cameras of original design and suggested minor improvements to the daguerreotype process. In 1849 he was employed by the Austrian Government as Head of the Department of Telegraphy in the Ministry of Commerce. Electromagnetic telegraphy was an area in which Steinheil had worked for several years previously, and he was now appointed to supervise the installation of a working telegraphic system for the Austrian monarchy. He is considered to be the founder of electromagnetic telegraphy in Austria and went on to perform a similar role in Switzerland.Steinheil's son, Hugo Adolph, was educated in Munich and Augsburg but moved to Austria to be with his parents in 1850. Adolph completed his studies in Vienna and was appointed to the Telegraph Department, headed by his father, in 1851. Adolph returned to Munich in 1852, however, to concentrate on the study of optics. In 1855 the father and son established the optical workshop which was later to become the distinguished lens-manufacturing company C.A. Steinheil Söhne. At first the business confined itself almost entirely to astronomical optics, but in 1865 the two men took out a joint patent for a wide-angle photographic lens claimed to be free of distortion. The lens, called the "periscopic", was not in fact free from flare and not achromatic, although it enjoyed some reputation at the time. Much more important was the achromatic development of this lens that was introduced in 1866 and called the "Aplanet"; almost simultaneously a similar lens, the "Rapid Rentilinear", was introduced by Dallmeyer in England, and for many years lenses of this type were fitted as the standard objective on most photographic cameras. During 1866 the elder Steinheil relinquished his interest in lens manufacturing, and control of the business passed to Adolph, with administrative and financial affairs being looked after by another son, Edward. After Carl Steinheil's death Adolph continued to design and market a series of high-quality photographic lenses until his own death.[br]Further ReadingJ.M.Eder, 1945, History of Photography, trans. E.Epstean, New York (a general account of the Steinheils's work).Most accounts of photographic lens history will give details of the Steinheils's more important work. See, for example, Chapman Jones, 1904, Science and Practice of Photography, 4th edn, London: and Rudolf Kingslake, 1989, A History of the Photographic Lens, Boston.JWBiographical history of technology > Steinheil, Carl August von
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125 Stibitz, George R.
SUBJECT AREA: Electronics and information technology[br]b. 20 April 1904 York, Pennsylvania, USA[br]American mathematician responsible for the conception of the Bell Laboratories "Complex " computer.[br]Stibitz spent his early years in Dayton, Ohio, and obtained his first degree at Denison University, Granville, Ohio, his MS from Union College, Schenectady, New York, in 1927 and his PhD in mathematical physics from Cornell University, Ithaca, New York, in 1930. After working for a time for General Electric, he joined Bell Laboratories to work on various communications problems. In 1937 he started to experiment at home with telephone relays as the basis of a calculator for addition, multiplication and division. Initially this was based on binary arithmetic, but later he used binary-coded decimal (BCD) and was able to cope with complex numbers. In November 1938 the ideas were officially taken up by Bell Laboratories and, with S.B.Williams as Project Manager, Stibitz built a complex-number computer known as "Complex", or Relay I, which became operational on 8 January 1940.With the outbreak of the Second World War, he was co-opted to the National Defence Research Council to work on anti-aircraft (AA) gun control, and this led to Bell Laboratories Relay II computer, which was completed in 1943 and which had 500 relays, bi-quinary code and selfchecking of errors. A further computer, Relay III, was used for ballistic simulation of actual AA shell explosions and was followed by more machines before and after Stibitz left Bell after the end of the war. Stibitz then became a computer consultant, involved in particular with the development of the UNIVAC computer by John Mauchly and J.Presper Eckert.[br]Principal Honours and DistinctionsInstitute of Electrical and Electronics Engineers Emanuel R.Priore Award 1977.Bibliography1957, with J.A.Larrivee, Mathematics and Computers, New York: McGraw-Hill. 1967, "The Relay computer at the Bell Laboratories", Datamation 35.Further ReadingE.Loveday, 1977, "George Stibitz and the Bell Labs Relay computer", Datamation 80. M.R.Williams, 1985, A History of Computing Technology, London: Prentice-Hall.KF -
126 Treadgold, Arthur Newton Christian
SUBJECT AREA: Mining and extraction technology[br]b. August 1863 Woolsthorpe, Grantham, Lincolnshire, Englandd. 23 March 1951 London, England[br]English organizer of the Yukon gold fields in Canada, who introduced hydraulic mining.[br]A direct descendant of Sir Isaac Newton, Treadgold worked as a schoolmaster, mostly at Bath College, for eleven years after completing his studies at Oxford University. He gained a reputation as an energetic teacher who devoted much of his work to sport, but he resigned his post and returned to Oxford; here, in 1897, he learned of the gold rush in the Klondike in the Canadian northwest. With a view to making his own fortune, he took a course in geology at the London Geological College and in 1898 set off for Dawson City, in the Yukon Territory. Working as a correspondent for two English newspapers, he studied thoroughly the situation there; he decided to join the stampede, but as a rather sophisticated gold hustler.As there were limited water resources for sluicing or dredging, and underground mining methods were too expensive, Treadgold conceived the idea of hydraulic mining. He designed a ditch-and-siphon system for bringing large amounts of water down from the mountains; in 1901, after three years of negotiation with the Canadian government in Ottawa, he obtained permission to set up the Treadgold Concession to cover the water supply to the Klondike mining claims. This enabled him to supply giant water cannons which battered the hillsides, breaking up the gravel which was then sluiced. Massive protests by the individual miners in the Dawson City region, which he had overrun with his system, led to the concession being rescinded in 1904. Two years later, however, Treadgold began again, forming the Yukon Gold Company, initially in partnership with Solomon Guggenheim; he started work on a channel, completed in 1910, to carry water over a distance of 115 km (70 miles) down to Bonanza Creek. In 1919 he founded the Granville Mining Company, which was to give him control of all the gold-mining operations in the southern Klondike region. When he returned to London in the following year, the company began to fail, and in 1920 he went bankrupt with liabilities totalling more than $2 million. After the Yukon Consolidated Gold Corporation had been formed in 1923, Treadgold returned to the Klondike in 1925 in order to acquire the assets of the operating companies; he gained control and personally supervised the operations. But the company drifted towards disaster, and in 1930 he was dismissed from active management and his shares were cancelled by the courts; he fought for their reinstatement right up until his death.[br]Further ReadingL.Green, 1977, The Gold Hustlers, Anchorage, Alaska (describes this outstanding character and his unusual gold-prospecting career).WKBiographical history of technology > Treadgold, Arthur Newton Christian
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127 Trevithick, Richard
[br]b. 13 April 1771 Illogan, Cornwall, Englandd. 22 April 1833 Dartford, Kent, England[br]English engineer, pioneer of non-condensing steam-engines; designed and built the first locomotives.[br]Trevithick's father was a tin-mine manager, and Trevithick himself, after limited formal education, developed his immense engineering talent among local mining machinery and steam-engines and found employment as a mining engineer. Tall, strong and high-spirited, he was the eternal optimist.About 1797 it occurred to him that the separate condenser patent of James Watt could be avoided by employing "strong steam", that is steam at pressures substantially greater than atmospheric, to drive steam-engines: after use, steam could be exhausted to the atmosphere and the condenser eliminated. His first winding engine on this principle came into use in 1799, and subsequently such engines were widely used. To produce high-pressure steam, a stronger boiler was needed than the boilers then in use, in which the pressure vessel was mounted upon masonry above the fire: Trevithick designed the cylindrical boiler, with furnace tube within, from which the Cornish and later the Lancashire boilers evolved.Simultaneously he realized that high-pressure steam enabled a compact steam-engine/boiler unit to be built: typically, the Trevithick engine comprised a cylindrical boiler with return firetube, and a cylinder recessed into the boiler. No beam intervened between connecting rod and crank. A master patent was taken out.Such an engine was well suited to driving vehicles. Trevithick built his first steam-carriage in 1801, but after a few days' use it overturned on a rough Cornish road and was damaged beyond repair by fire. Nevertheless, it had been the first self-propelled vehicle successfully to carry passengers. His second steam-carriage was driven about the streets of London in 1803, even more successfully; however, it aroused no commercial interest. Meanwhile the Coalbrookdale Company had started to build a locomotive incorporating a Trevithick engine for its tramroads, though little is known of the outcome; however, Samuel Homfray's ironworks at Penydarren, South Wales, was already building engines to Trevithick's design, and in 1804 Trevithick built one there as a locomotive for the Penydarren Tramroad. In this, and in the London steam-carriage, exhaust steam was turned up the chimney to draw the fire. On 21 February the locomotive hauled five wagons with 10 tons of iron and seventy men for 9 miles (14 km): it was the first successful railway locomotive.Again, there was no commercial interest, although Trevithick now had nearly fifty stationary engines completed or being built to his design under licence. He experimented with one to power a barge on the Severn and used one to power a dredger on the Thames. He became Engineer to a project to drive a tunnel beneath the Thames at Rotherhithe and was only narrowly defeated, by quicksands. Trevithick then set up, in 1808, a circular tramroad track in London and upon it demonstrated to the admission-fee-paying public the locomotive Catch me who can, built to his design by John Hazledine and J.U. Rastrick.In 1809, by which date Trevithick had sold all his interest in the steam-engine patent, he and Robert Dickinson, in partnership, obtained a patent for iron tanks to hold liquid cargo in ships, replacing the wooden casks then used, and started to manufacture them. In 1810, however, he was taken seriously ill with typhus for six months and had to return to Cornwall, and early in 1811 the partners were bankrupt; Trevithick was discharged from bankruptcy only in 1814.In the meantime he continued as a steam engineer and produced a single-acting steam engine in which the cut-off could be varied to work the engine expansively by way of a three-way cock actuated by a cam. Then, in 1813, Trevithick was approached by a representative of a company set up to drain the rich but flooded silver-mines at Cerro de Pasco, Peru, at an altitude of 14,000 ft (4,300 m). Low-pressure steam engines, dependent largely upon atmospheric pressure, would not work at such an altitude, but Trevithick's high-pressure engines would. Nine engines and much other mining plant were built by Hazledine and Rastrick and despatched to Peru in 1814, and Trevithick himself followed two years later. However, the war of independence was taking place in Peru, then a Spanish colony, and no sooner had Trevithick, after immense difficulties, put everything in order at the mines then rebels arrived and broke up the machinery, for they saw the mines as a source of supply for the Spanish forces. It was only after innumerable further adventures, during which he encountered and was assisted financially by Robert Stephenson, that Trevithick eventually arrived home in Cornwall in 1827, penniless.He petitioned Parliament for a grant in recognition of his improvements to steam-engines and boilers, without success. He was as inventive as ever though: he proposed a hydraulic power transmission system; he was consulted over steam engines for land drainage in Holland; and he suggested a 1,000 ft (305 m) high tower of gilded cast iron to commemorate the Reform Act of 1832. While working on steam propulsion of ships in 1833, he caught pneumonia, from which he died.[br]BibliographyTrevithick took out fourteen patents, solely or in partnership, of which the most important are: 1802, Construction of Steam Engines, British patent no. 2,599. 1808, Stowing Ships' Cargoes, British patent no. 3,172.Further ReadingH.W.Dickinson and A.Titley, 1934, Richard Trevithick. The Engineer and the Man, Cambridge; F.Trevithick, 1872, Life of Richard Trevithick, London (these two are the principal biographies).E.A.Forward, 1952, "Links in the history of the locomotive", The Engineer (22 February), 226 (considers the case for the Coalbrookdale locomotive of 1802).See also: Blenkinsop, JohnPJGR -
128 Wöhler, August
SUBJECT AREA: Metallurgy[br]b. 22 June 1819 Soltau, Germanyd. 21 June 1914 Hannover, Germany[br]German railway engineer who first established the fatigue fracture of metals.[br]Wöhler, the son of a schoolteacher, was born at Soltau on the Luneburg Heath and received his early education at his father's school, where his mathematical abilities soon became apparent. He completed his studies at the Technical High School, Hannover.In 1840 he obtained a position at the Borsig Engineering Works in Berlin and acquired there much valuable experience in railway technology. He trained as an engine driver in Belgium and in 1843 was appointed as an engineer to the first Hannoverian Railway, then being constructed between Hannover and Lehrte. In 1847 he became Chief Superintendent of rolling stock on the Lower Silesian-Brandenhurg Railway, where his technical abilities influenced the Prussian Minister of Commerce to appoint him to a commission set up to investigate the reasons for the unusually high incidence of axle failures then being encountered on the railways. This was in 1852, and by 1854, when the Brandenburg line had been nationalized, Wöhler had already embarked on the long, systematic programme of mechanical testing which eventually provided him with a clear insight into the process of what is now referred to as "fatigue failure". He concentrated initially on the behaviour of machined iron and steel specimens subjected to fluctuating direct, bending and torsional stresses that were imposed by testing machines of his own design.Although Wöhler was not the first investigator in this area, he was the first to recognize the state of "fatigue" induced in metals by the repeated application of cycles of stress at levels well below those that would cause immediate failure. His method of plotting the fatigue stress amplitude "S" against the number of stress cycles necessary to cause failure "N" yielded the well-known S-N curve which described very precisely the susceptibility to fatigue failure of the material concerned. Engineers were thus provided with an invaluable testing technique that is still widely used in the 1990s.Between 1851 and 1898 Wöhler published forty-two papers in German technical journals, although the importance of his work was not initially fully appreciated in other countries. A display of some of his fracture fatigue specimens at the Paris Exposition in 1867, however, stimulated a short review of his work in Engineering in London. Four years later, in 1871, Engineering published a series of nine articles which described Wöhler's findings in considerable detail and brought them to the attention of engineers. Wöhler became a member of the newly created management board of the Imperial German Railways in 1874, an appointment that he retained until 1889. He is also remembered for his derivation in 1855 of a formula for calculating the deflections under load of lattice girders, plate girders, and other continuous beams resting on more than two supports. This "Three Moments" theorem appeared two years before Clapeyron independently advanced the same expression. Wöhler's other major contribution to bridge design was to use rollers at one end to allow for thermal expansion and contraction.[br]Bibliography1855, "Theorie rechteckiger eiserner Brückenbalken", Zeitschrift für Bauwesen 5:122–66. 1870, "Über die Festigkeitversuche mit Eisen und Stahl", Zeitschrift für Bauwesen 20:73– 106.Wöhler's experiments on the fatigue of metals were reported in Engineering (1867) 2:160; (1871) 11:199–200, 222, 243–4, 261, 299–300, 326–7, 349–50, 397, 439–41.Further ReadingR.Blaum, 1918, "August Wöhler", Beiträge zur Geschichte der Technik und Industrie 8:35–55.——1925, "August Wöhler", Deutsches biographisches Jahrbuch, Vol. I, Stuttgart, pp. 103–7.K.Pearson, 1890, "On Wöhler's experiments on alternating stress", Messeng. Math.20:21–37.J.Gilchrist, 1900, "On Wöhler's Laws", Engineer 90:203–4.ASD
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