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design+of+experiment

  • 61 eid

    1) Авиация: Electronic Identification
    2) Медицина: electronic imaging device
    5) Сокращение: Electronic Identification Device, Empresa de Investigacao e Desenvolvimento de Electronica SA (Portugal), Engineering & Installation Division (USAF)
    6) Физиология: Exercise Intolerance Disorder
    7) Электроника: Equipment Interface Development
    8) Вычислительная техника: Equipment Identifier
    11) Программное обеспечение: Ecological Interface Design

    Универсальный англо-русский словарь > eid

  • 62 spade

    3) Телекоммуникации: система "Спэйд" (ИКМ-система с многостанционным доступом, предоставлением каналов по требованию и независимыми несущими для каждого канала)
    5) Вычислительная техника: Statistical Packet Anomaly Detection Engine (Snort, IDS)
    6) Сетевые технологии: Statistical Packet Anomaly Detection Engine
    8) Программное обеспечение: Software Process Analysis Design And Enactment

    Универсальный англо-русский словарь > spade

  • 63 one-off

    adjective GB [experiment, order, deal, design] unique; [event, decision, offer, payment] exceptionnel/-elle; [example] peu courant; [issue, magazine] spécial

    English-French dictionary > one-off

  • 64 field

    поле; нива; область (науки, промышленности и т.п.); индуктор (магнитоэлектрической машины); место монтажа или установки; II полевой
    - field-control test - field development - field experiment - field investigation - field maintenance - field management - field of application - field of force - field of research - field of view - field omnibus - field service department - field service test - field stone - field strip - field test - field-tested design - field transport - field trial - field wireless van

    Англо-русский словарь по машиностроению > field

  • 65 sample

    1. n образец, образчик; проба

    up to sample, equal to sample — соответствующий образцу

    2. n образец, пример
    3. n шаблон, модель
    4. n стат. выборка, замер, выборочная совокупность
    5. v отбирать образцы или пробы
    6. v пробовать, испытывать
    Синонимический ряд:
    1. cross section (noun) cross section; portion; segment
    2. example (noun) bit; case; case history; example; illustration; instance; model; morsel; representation; representative; sampling; specimen; taste; unit
    3. test (verb) examine; experience; experiment; inspect; taste; test
    Антонимический ряд:
    indulge in; whole

    English-Russian base dictionary > sample

  • 66 data

    данные; информация; характеристики; сведения

    data in graph form — данные в виде графиков [в графической форме]

    dump data to ground — разг. передавать (записанные) данные на землю

    Englsh-Russian aviation and space dictionary > data

  • 67 Baird, John Logie

    [br]
    b. 13 August 1888 Helensburgh, Dumbarton, Scotland
    d. 14 June 1946 Bexhill-on-Sea, Sussex, England
    [br]
    Scottish inventor of mechanically-based television.
    [br]
    Baird attended Larchfield Academy, then the Royal Technical College and Glasgow University. However, before he could complete his electrical-engineering degree, the First World War began, although poor health kept him out of the armed services.
    Employed as an engineer at the Clyde Valley Electrical Company, he lost his position when his diamond-making experiment caused a power failure in Glasgow. He then went to London, where he lived with his sister and tried manufacturing household products of his own design. To recover from poor health, he then went to Hastings and, using scrap materials, began experiments with imaging systems. In 1924 he transmitted outline images over wires, and by 1925 he was able to transmit recognizable human faces. In 1926 he was able to transmit moving images at a resolution of thirty lines per image and a frequency of ten images per second over an infrared link. Also that year, he started the world's first television station, which he named 2TV. In 1927 he transmitted moving images from London to Glasgow, and later that year to a passenger liner. In 1928 he demonstrated colour television.
    In 1936, when the BBC wanted to begin television service, Baird's system lost out in a competition with Marconi Electric and Musical Industries (EMI). In 1946 Baird reported that he had successfully completed research on a stereo television system.
    [br]
    Further Reading
    R.Tiltman, 1933, Baird of Television, London: Seeley Service; repub. 1974, New York: Arno Press.
    J.Rowland, 1967, The Television Man: The Story of John Logie Baird, New York: Roy Publishers.
    F.Macgregor, 1984, Famous Scots, Gordon Wright (contains a short biography on Baird).
    HO

    Biographical history of technology > Baird, John Logie

  • 68 Booth, Hubert Cecil

    [br]
    b. 1871 Gloucester, England d. 1955
    [br]
    English mechanical, civil and construction engineer best remembered as the inventor of the vacuum cleaner.
    [br]
    As an engineer Booth contributed to the design of engines for Royal Navy battleships, designed and supervised the erection of a number of great wheels (in Blackpool, Vienna and Paris) and later designed factories and bridges.
    In 1900 he attended a demonstration, at St Paneras Station in London, of a new form of railway carriage cleaner that was supposed to blow the dirt into a container. It was not a very successful experiment and Booth, having considered the problem carefully, decided that sucking might be better than blowing. He tried out his idea by placing a piece of damp cloth over an upholstered armchair. When he sucked air by mouth through his cloth the dirt upon it was tangible proof of his theory.
    Various attempts were being made at this time, especially in America, to find a successful cleaner of carpets and upholstery. Booth produced the first truly satisfactory machine, which he patented in 1901, and coined the term "vacuum cleaner". He formed the Vacuum Cleaner Co. (later to become Goblin BVC Ltd) and began to manufacture his machines. For some years the company provided a cleaning service to town houses, using a large and costly vacuum cleaner (the first model cost £350). Painted scarlet, it measured 54×10×42 in. (137×25×110 cm) and was powered by a petrol-driven 5 hp piston engine. It was transported through the streets on a horse-driven van and was handled by a team of operators who parked outside the house to be cleaned. With the aid of several hundred feet of flexible hose extending from the cleaner through the windows into all the rooms, the machine sucked the dirt of decades from the carpets; at the first cleaning the weight of many such carpets was reduced by 50 per cent as the dirt was sucked away.
    Many attempts were made in Europe and America to produce a smaller and less expensive machine. Booth himself designed the chief British model in 1906, the Trolley- Vac, which was wheeled around the house on a trolley. Still elaborate, expensive and heavy, this machine could, however, be operated inside a room and was powered from an electric light fitting. It consisted of a sophisticated electric motor and a belt-driven rotary vacuum pump. Various hoses and fitments made possible the cleaning of many different surfaces and the dust was trapped in a cloth filter within a small metal canister. It was a superb vacuum cleaner but cost 35 guineas and weighed a hundredweight (50 kg), so it was difficult to take upstairs.
    Various alternative machines that were cheaper and lighter were devised, but none was truly efficient until a prototype that married a small electric motor to the machine was produced in 1907 in America.
    [br]
    Further Reading
    The Story of the World's First Vacuum Cleaner, Leatherhead: BSR (Housewares) Ltd. See also Hoover, William Henry.
    DY

    Biographical history of technology > Booth, Hubert Cecil

  • 69 Brunel, Isambard Kingdom

    [br]
    b. 9 April 1806 Portsea, Hampshire, England
    d. 15 September 1859 18 Duke Street, St James's, London, England
    [br]
    English civil and mechanical engineer.
    [br]
    The son of Marc Isambard Brunel and Sophia Kingdom, he was educated at a private boarding-school in Hove. At the age of 14 he went to the College of Caen and then to the Lycée Henri-Quatre in Paris, after which he was apprenticed to Louis Breguet. In 1822 he returned from France and started working in his father's office, while spending much of his time at the works of Maudslay, Sons \& Field.
    From 1825 to 1828 he worked under his father on the construction of the latter's Thames Tunnel, occupying the position of Engineer-in-Charge, exhibiting great courage and presence of mind in the emergencies which occurred not infrequently. These culminated in January 1828 in the flooding of the tunnel and work was suspended for seven years. For the next five years the young engineer made abortive attempts to find a suitable outlet for his talents, but to little avail. Eventually, in 1831, his design for a suspension bridge over the River Avon at Clifton Gorge was accepted and he was appointed Engineer. (The bridge was eventually finished five years after Brunel's death, as a memorial to him, the delay being due to inadequate financing.) He next planned and supervised improvements to the Bristol docks. In March 1833 he was appointed Engineer of the Bristol Railway, later called the Great Western Railway. He immediately started to survey the route between London and Bristol that was completed by late August that year. On 5 July 1836 he married Mary Horsley and settled into 18 Duke Street, Westminster, London, where he also had his office. Work on the Bristol Railway started in 1836. The foundation stone of the Clifton Suspension Bridge was laid the same year. Whereas George Stephenson had based his standard railway gauge as 4 ft 8½ in (1.44 m), that or a similar gauge being usual for colliery wagonways in the Newcastle area, Brunel adopted the broader gauge of 7 ft (2.13 m). The first stretch of the line, from Paddington to Maidenhead, was opened to traffic on 4 June 1838, and the whole line from London to Bristol was opened in June 1841. The continuation of the line through to Exeter was completed and opened on 1 May 1844. The normal time for the 194-mile (312 km) run from Paddington to Exeter was 5 hours, at an average speed of 38.8 mph (62.4 km/h) including stops. The Great Western line included the Box Tunnel, the longest tunnel to that date at nearly two miles (3.2 km).
    Brunel was the engineer of most of the railways in the West Country, in South Wales and much of Southern Ireland. As railway networks developed, the frequent break of gauge became more of a problem and on 9 July 1845 a Royal Commission was appointed to look into it. In spite of comparative tests, run between Paddington-Didcot and Darlington-York, which showed in favour of Brunel's arrangement, the enquiry ruled in favour of the narrow gauge, 274 miles (441 km) of the former having been built against 1,901 miles (3,059 km) of the latter to that date. The Gauge Act of 1846 forbade the building of any further railways in Britain to any gauge other than 4 ft 8 1/2 in (1.44 m).
    The existence of long and severe gradients on the South Devon Railway led to Brunel's adoption of the atmospheric railway developed by Samuel Clegg and later by the Samuda brothers. In this a pipe of 9 in. (23 cm) or more in diameter was laid between the rails, along the top of which ran a continuous hinged flap of leather backed with iron. At intervals of about 3 miles (4.8 km) were pumping stations to exhaust the pipe. Much trouble was experienced with the flap valve and its lubrication—freezing of the leather in winter, the lubricant being sucked into the pipe or eaten by rats at other times—and the experiment was abandoned at considerable cost.
    Brunel is to be remembered for his two great West Country tubular bridges, the Chepstow and the Tamar Bridge at Saltash, with the latter opened in May 1859, having two main spans of 465 ft (142 m) and a central pier extending 80 ft (24 m) below high water mark and allowing 100 ft (30 m) of headroom above the same. His timber viaducts throughout Devon and Cornwall became a feature of the landscape. The line was extended ultimately to Penzance.
    As early as 1835 Brunel had the idea of extending the line westwards across the Atlantic from Bristol to New York by means of a steamship. In 1836 building commenced and the hull left Bristol in July 1837 for fitting out at Wapping. On 31 March 1838 the ship left again for Bristol but the boiler lagging caught fire and Brunel was injured in the subsequent confusion. On 8 April the ship set sail for New York (under steam), its rival, the 703-ton Sirius, having left four days earlier. The 1,340-ton Great Western arrived only a few hours after the Sirius. The hull was of wood, and was copper-sheathed. In 1838 Brunel planned a larger ship, some 3,000 tons, the Great Britain, which was to have an iron hull.
    The Great Britain was screwdriven and was launched on 19 July 1843,289 ft (88 m) long by 51 ft (15.5 m) at its widest. The ship's first voyage, from Liverpool to New York, began on 26 August 1845. In 1846 it ran aground in Dundrum Bay, County Down, and was later sold for use on the Australian run, on which it sailed no fewer than thirty-two times in twenty-three years, also serving as a troop-ship in the Crimean War. During this war, Brunel designed a 1,000-bed hospital which was shipped out to Renkioi ready for assembly and complete with shower-baths and vapour-baths with printed instructions on how to use them, beds and bedding and water closets with a supply of toilet paper! Brunel's last, largest and most extravagantly conceived ship was the Great Leviathan, eventually named The Great Eastern, which had a double-skinned iron hull, together with both paddles and screw propeller. Brunel designed the ship to carry sufficient coal for the round trip to Australia without refuelling, thus saving the need for and the cost of bunkering, as there were then few bunkering ports throughout the world. The ship's construction was started by John Scott Russell in his yard at Millwall on the Thames, but the building was completed by Brunel due to Russell's bankruptcy in 1856. The hull of the huge vessel was laid down so as to be launched sideways into the river and then to be floated on the tide. Brunel's plan for hydraulic launching gear had been turned down by the directors on the grounds of cost, an economy that proved false in the event. The sideways launch with over 4,000 tons of hydraulic power together with steam winches and floating tugs on the river took over two months, from 3 November 1857 until 13 January 1858. The ship was 680 ft (207 m) long, 83 ft (25 m) beam and 58 ft (18 m) deep; the screw was 24 ft (7.3 m) in diameter and paddles 60 ft (18.3 m) in diameter. Its displacement was 32,000 tons (32,500 tonnes).
    The strain of overwork and the huge responsibilities that lay on Brunel began to tell. He was diagnosed as suffering from Bright's disease, or nephritis, and spent the winter travelling in the Mediterranean and Egypt, returning to England in May 1859. On 5 September he suffered a stroke which left him partially paralysed, and he died ten days later at his Duke Street home.
    [br]
    Further Reading
    L.T.C.Rolt, 1957, Isambard Kingdom Brunel, London: Longmans Green. J.Dugan, 1953, The Great Iron Ship, Hamish Hamilton.
    IMcN

    Biographical history of technology > Brunel, Isambard Kingdom

  • 70 Cartwright, Revd Edmund

    [br]
    b. 24 April 1743 Marnham, Nottingham, England
    d. 30 October 1823 Hastings, Sussex, England
    [br]
    English inventor of the power loom, a combing machine and machines for making ropes, bread and bricks as well as agricultural improvements.
    [br]
    Edmund Cartwright, the fourth son of William Cartwright, was educated at Wakefield Grammar School, and went to University College, Oxford, at the age of 14. By special act of convocation in 1764, he was elected Fellow of Magdalen College. He married Alice Whitaker in 1772 and soon after was given the ecclesiastical living of Brampton in Derbyshire. In 1779 he was presented with the living of Goadby, Marwood, Leicestershire, where he wrote poems, reviewed new works, and began agricultural experiments. A visit to Matlock in the summer of 1784 introduced him to the inventions of Richard Arkwright and he asked why weaving could not be mechanized in a similar manner to spinning. This began a remarkable career of inventions.
    Cartwright returned home and built a loom which required two strong men to operate it. This was the first attempt in England to develop a power loom. It had a vertical warp, the reed fell with the weight of at least half a hundredweight and, to quote Gartwright's own words, "the springs which threw the shuttle were strong enough to throw a Congreive [sic] rocket" (Strickland 19.71:8—for background to the "rocket" comparison, see Congreve, Sir William). Nevertheless, it had the same three basics of weaving that still remain today in modern power looms: shedding or dividing the warp; picking or projecting the shuttle with the weft; and beating that pick of weft into place with a reed. This loom he proudly patented in 1785, and then he went to look at hand looms and was surprised to see how simply they operated. Further improvements to his own loom, covered by two more patents in 1786 and 1787, produced a machine with the more conventional horizontal layout that showed promise; however, the Manchester merchants whom he visited were not interested. He patented more improvements in 1788 as a result of the experience gained in 1786 through establishing a factory at Doncaster with power looms worked by a bull that were the ancestors of modern ones. Twenty-four looms driven by steam-power were installed in Manchester in 1791, but the mill was burned down and no one repeated the experiment. The Doncaster mill was sold in 1793, Cartwright having lost £30,000, However, in 1809 Parliament voted him £10,000 because his looms were then coming into general use.
    In 1789 he began working on a wool-combing machine which he patented in 1790, with further improvements in 1792. This seems to have been the earliest instance of mechanized combing. It used a circular revolving comb from which the long fibres or "top" were. carried off into a can, and a smaller cylinder-comb for teasing out short fibres or "noils", which were taken off by hand. Its output equalled that of twenty hand combers, but it was only relatively successful. It was employed in various Leicestershire and Yorkshire mills, but infringements were frequent and costly to resist. The patent was prolonged for fourteen years after 1801, but even then Cartwright did not make any profit. His 1792 patent also included a machine to make ropes with the outstanding and basic invention of the "cordelier" which he communicated to his friends, including Robert Fulton, but again it brought little financial benefit. As a result of these problems and the lack of remuneration for his inventions, Cartwright moved to London in 1796 and for a time lived in a house built with geometrical bricks of his own design.
    Other inventions followed fast, including a tread-wheel for cranes, metallic packing for pistons in steam-engines, and bread-making and brick-making machines, to mention but a few. He had already returned to agricultural improvements and he put forward suggestions in 1793 for a reaping machine. In 1801 he received a prize from the Board of Agriculture for an essay on husbandry, which was followed in 1803 by a silver medal for the invention of a three-furrow plough and in 1805 by a gold medal for his essay on manures. From 1801 to 1807 he ran an experimental farm on the Duke of Bedford's estates at Woburn.
    From 1786 until his death he was a prebendary of Lincoln. In about 1810 he bought a small farm at Hollanden near Sevenoaks, Kent, where he continued his inventions, both agricultural and general. Inventing to the last, he died at Hastings and was buried in Battle church.
    [br]
    Principal Honours and Distinctions
    Board of Agriculture Prize 1801 (for an essay on agriculture). Society of Arts, Silver Medal 1803 (for his three-furrow plough); Gold Medal 1805 (for an essay on agricultural improvements).
    Bibliography
    1785. British patent no. 1,270 (power loom).
    1786. British patent no. 1,565 (improved power loom). 1787. British patent no. 1,616 (improved power loom).
    1788. British patent no. 1,676 (improved power loom). 1790, British patent no. 1,747 (wool-combing machine).
    1790, British patent no. 1,787 (wool-combing machine).
    1792, British patent no. 1,876 (improved wool-combing machine and rope-making machine with cordelier).
    Further Reading
    M.Strickland, 1843, A Memoir of the Life, Writings and Mechanical Inventions of Edmund Cartwright, D.D., F.R.S., London (remains the fullest biography of Cartwright).
    Dictionary of National Biography (a good summary of Cartwright's life). For discussions of Cartwright's weaving inventions, see: A.Barlow, 1878, The History and Principles of Weaving by Hand and by Power, London; R.L. Hills, 1970, Power in the Industrial Revolution, Manchester. F.Nasmith, 1925–6, "Fathers of machine cotton manufacture", Transactions of the
    Newcomen Society 6.
    H.W.Dickinson, 1942–3, "A condensed history of rope-making", Transactions of the Newcomen Society 23.
    W.English, 1969, The Textile Industry, London (covers both his power loom and his wool -combing machine).
    RLH

    Biographical history of technology > Cartwright, Revd Edmund

  • 71 Ducos du Hauron, Arthur-Louis

    [br]
    b. 1837 Langon, Bordeaux, France
    d. 19 August 1920 Agen, France
    [br]
    French scientist and pioneer of colour photography.
    [br]
    The son of a tax collector, Ducos du Hauron began researches into colour photography soon after the publication of Clerk Maxwell's experiment in 1861. In a communication sent in 1862 for presentation at the Académie des Sciences, but which was never read, he outlined a number of methods for photography of colours. Subsequently, in his book Les Couleurs en photographie, published in 1869, he outlined most of the principles of additive and subtractive colour photography that were later actually used. He covered additive processes, developed from Clerk Maxwell's demonstrations, and subtractive processes which could yield prints. At the time, the photographic materials available prevented the processes from being employed effectively. The design of his Chromoscope, in which transparent reflectors could be used to superimpose three additive images, was sound, however, and formed the basis of a number of later devices. He also proposed an additive system based on the use of a screen of fine red, yellow and blue lines, through which the photograph was taken and viewed. The lines blended additively when seen from a certain distance. Many years later, in 1907, Ducos du Hauron was to use this principle in an early commercial screen-plate process, Omnicolore. With his brother Alcide, he published a further work in 1878, Photographie des Couleurs, which described some more-practical subtractive processes. A few prints made at this time still survive and they are remarkably good for the period. In a French patent of 1895 he described yet another method for colour photography. His "polyfolium chromodialytique" involved a multiple-layer package of separate red-, green-and blue-sensitive materials and filters, which with a single exposure would analyse the scene in terms of the three primary colours. The individual layers would be separated for subsequent processing and printing. In a refined form, this is the principle behind modern colour films. In 1891 he patented and demonstrated the anaglyph method of stereoscopy, using superimposed red and green left and right eye images viewed through green and red filters. Ducos du Hauron's remarkable achievement was to propose theories of virtually all the basic methods of colour photography at a time when photographic materials were not adequate for the purpose of proving them correct. For his work on colour photography he was awarded the Progress Medal of the Royal Photographic Society in 1900, but despite his major contributions to colour photography he remained in poverty for much of his later life.
    [br]
    Further Reading
    B.Coe, 1978, Colour Photography: The First Hundred Years, London. J.S.Friedman, 1944, History of Colour Photography, Boston. E.J.Wall, 1925, The History of Three-Colour Photography, Boston. See also Cros, Charles.
    BC

    Biographical history of technology > Ducos du Hauron, Arthur-Louis

  • 72 Dunne, John William

    SUBJECT AREA: Aerospace
    [br]
    b. 2 December 1875 Co. Kildare, Ireland
    d. 24 August 1949 Oxfordshire, England
    [br]
    Irish inventor who pioneered tailless aircraft designed to be inherently stable.
    [br]
    After serving in the British Army during the Boer War. Dunne returned home convinced that aeroplanes would be more suitable than balloons for reconnaissance work. He built models to test his ideas for a tailless design based on the winged seed of a Javanese climbing plant. In 1906 Dunne joined the staff of the Balloon Factory at Farnborough, where the Superintendent, Colonel J.E.Capper, was also interested in manned kites and aeroplanes. Since 1904 the colourful American "Colonel" S.F. Cody had been experimenting at Farnborough with manned kites, and in 1908 his "British Army Dirigible No. 1" made the first powered flight in Britain. Dunne's first swept-wing tailless glider was ready to fly in the spring of 1907, but it was deemed to be a military secret and flying it at Farnborough would be too public. Dunne, Colonel Capper and a team of army engineers took the glider to a remote site at Blair Atholl in Scotland for its test flights. It was not a great success, although it attracted snoopers, with the result that it was camouflaged. Powered versions made short hops in 1908, but then the War Office withdrew its support. Dunne and his associates set up a syndicate to continue the development of a new tailless aeroplane, the D 5; this was built by Short Brothers (see Short, Hugh Oswald) and flew successfully in 1910. It had combined elevators and ailerons on the wing tips (or elevons as they are now called when fitted to modern delta-winged aircraft). In 1913 an improved version of the D 5 was demonstrated in France, where the pilot left his cockpit and walked along the wing in flight. Dunne had proved his point and designed a stable aircraft, but his health was suffering and he retired. During the First World War, however, it was soon learned that military aircraft needed to be manoeuvrable rather than stable.
    [br]
    Bibliography
    1913, "The theory of the Dunne aeroplane", Journal of the Royal Aeronautical Society (April).
    After he left aviation, Dunne became well known for his writings on the nature of the universe and the interpretation of dreams. His best known-work was An Experiment
    With Time (1927; and reprints).
    Further Reading
    P.B.Walker, 1971, Early Aviation at Farnborough, Vol. I, London; 1974, Vol. II (provides a detailed account of Dunne's early work; Vol. II is the more relevant).
    P.Lewis, 1962, British Air craft 1809–1914, London (for details of Dunne's aircraft).
    JDS

    Biographical history of technology > Dunne, John William

  • 73 Jervis, John Bloomfield

    [br]
    b. 14 December 1795 Huntingdon, New York, USA
    d. 12 January 1885 Rome, New York, USA
    [br]
    American pioneer of civil engineering and locomotive design.
    [br]
    Jervis assisted in the survey and construction of the Erie Canal, and by 1827 was Chief Engineer of the Delaware \& Hudson Canal and, linked with it, the Carbondale Railroad. He instructed Horatio Allen to go to England to purchase locomotives in 1828, and the locomotive Stourbridge Lion, built by J.U. Rastrick, was placed on the railway in 1829. It was the first full-size locomotive to run in America, but the track proved too weak for it to be used regularly. In 1830 Jervis became Chief Engineer to the Mohawk \& Hudson Rail Road, which was the first railway in New York State and was opened the following year. In 1832 the 4–2–0 locomotive Experiment was built to his plans by West Point Foundry: it was the first locomotive to have a leading bogie or truck. Jervis was subsequently associated with many other extensive canals and railways and pioneered economic analysis of engineering problems to enable, for example, the best choice to be made between two possible routes for a railroad.
    [br]
    Bibliography
    1861, Railway Property, New York.
    Further Reading
    J.H.White Jr, 1979, A History of the American Locomotive-Its Development: 1830–1880, New York: Dover Publications Inc.
    J.K.Finch, 1931, "John Bloomfield Jervis, civil engineer", Transactions of the Newcomen Society, 11.
    PJGR

    Biographical history of technology > Jervis, John Bloomfield

  • 74 Krylov, Alexei Nicolaevitch

    SUBJECT AREA: Ports and shipping
    [br]
    b. 15 August 1863 Visyoger, Siberia
    d. 26 October 1945 Leningrad (now St Petersburg), Russia
    [br]
    Russian academician and naval architect) exponent of a rigorous mathematical approach to the study of ship motions.
    [br]
    After schooling in France and Germany, Krylov returned to St Petersburg (as it then was) and in 1878 entered the Naval College. Upon graduating, he started work with the Naval Hydrographic Department; the combination of his genius and breadth of interest became apparent, and from 1888 until 1890 he undertook simultaneously a two-year university course in mathematics and a naval architecture course at his old college. On completion of his formal studies, Krylov commenced fifty years of service to the academic bodies of St Petersburg, including eight years as Superintendent of the Russian Admiralty Ship Model Experiment Tank. For many years he was Professor of Naval Architecture in the city, reorganizing the methods of teaching of his profession in Russia. It was during this period that he laid the foundations of his remarkable research and published the first of his many books destined to become internationally accepted in the fields of waves, rolling, ship motion and vibration. Practical work was not overlooked: he was responsible for the design of many vessels for the Imperial Russian Navy, including the battleships Sevastopol and Petropavlovsk, and went on, as Director of Naval Construction, to test anti-rolling tanks aboard military vessels in the North Atlantic in 1913. Following the Revolution, Krylov was employed by the Soviet Union to re-establish scientific links with other European countries, and on several occasions he acted as Superintendent in the procurement of important technical material from overseas. In 1919 he was appointed Head of the Marine Academy, and from then on participated in many scientific conferences and commissions, mainly in the shipbuilding field, and served on the Editorial Board of the well-respected Russian periodical Sudostroenie (Shipbuilding). The breadth of his personal research was demonstrated by the notable contributions he made to the Russian development of the gyro compass.
    [br]
    Principal Honours and Distinctions
    Member, Russian Academy of Science 1814. Royal Institution of Naval Architects Gold Medal 1898. State Prize of the Soviet Union (first degree). Stalin Premium for work on compass deviation.
    Bibliography
    Krylov published more than 500 books, papers and articles; these have been collected and published in twelve volumes by the Academy of Sciences of the USSR. 1942, My Memories (autobiography).
    AK / FMW

    Biographical history of technology > Krylov, Alexei Nicolaevitch

  • 75 Small, James

    [br]
    b. c. 1742 Scotland
    d. 1793 Scotland
    [br]
    Scottish engineer who was first to apply scientific experiment and calculation to the design of ploughs.
    [br]
    James Small served his apprenticeship as a wright and blacksmith at Hutton in Berwickshire, and then travelled for a time in England. It is possible that he learned his trade from the ploughwright Pashley, who ran the "Manufactory" in Rotherham. On his return to Scotland he settled at Blackadder Mount, Berwickshire, and there began to make his ploughs. He used a spring balance to determine the draft of the plough and fashioned the mouldboard from a soft wood so that the wear would show quickly on its surface. Repeated trials indicated the best shape to be adopted, and he had his mouldboards cast at the Carron Ironworks. At trials held at Dalkeith, Small's plough, pulled by two horses, outperformed the old Scotch plough hauled by as many as eight oxen, and his ploughs were soon to be found in all areas of the country. He established workshops in Leith Walk, where he made ploughs and other implements. It was in Edinburgh in 1784 that he published Treatise on Ploughs, in which he set out his methods and calculations. He made no attempt to patent his ideas, feeling that they should be available to all, and the book provided sufficient information for it to be used by his rivals. As a result he died a poor man at the age of 52. His family were supported with a £1,500 subscription raised on their behalf by Sir John Sinclair, President of the Board of Agriculture.
    [br]
    Bibliography
    1784, A Treatise on Ploughs and Wheel Carriages.
    Further Reading
    J.B.Passmore, 1930, The English Plough, Reading: University of Reading (provides a history of plough development from the eighth century, and deals in detail with Small's work).
    AP

    Biographical history of technology > Small, James

  • 76 Stringfellow, John

    SUBJECT AREA: Aerospace
    [br]
    b. 6 December 1799 Sheffield, England
    d. 13 December 1883 Chard, England
    [br]
    English inventor and builder of a series of experimental model aeroplanes.
    [br]
    After serving an apprenticeship in the lace industry, Stringfellow left Nottingham in about 1820 and moved to Chard in Somerset, where he set up his own business. He had wide interests such as photography, politics, and the use of electricity for medical treatment. Stringfellow met William Samuel Henson, who also lived in Chard and was involved in lacemaking, and became interested in his "aerial steam carriage" of 1842–3. When support for this project foundered, Henson and Stringfellow drew up an agreement "Whereas it is intended to construct a model of an Aerial Machine". They built a large model with a wing span of 20 ft (6 m) and powered by a steam engine, which was probably the work of Stringfellow. The model was tested on a hillside near Chard, often at night to avoid publicity, but despite many attempts it never made a successful flight. At this point Henson emigrated to the United States. From 1848 Stringfellow continued to experiment with models of his own design, starting with one with a wing span of 10 ft (3m). He decided to test it in a disused lace factory, rather than in the open air. Stringfellow fitted a horizontal wire which supported the model as it gained speed prior to free flight. Unfortunately, neither this nor later models made a sustained flight, despite Stringfellow's efficient lightweight steam engine. For many years Stringfellow abandoned his aeronautical experiments, then in 1866 when the (Royal) Aeronautical Society was founded, his interest was revived. He built a steam-powered triplane, which was demonstrated "flying" along a wire at the world's first Aeronautical Exhibition, held at Crystal Palace, London, in 1868. Stringfellow also received a cash prize for one of his engines, which was the lightest practical power unit at the Exhibition. Although Stringfellow's models never achieved a really successful flight, his designs showed the way for others to follow. Several of his models are preserved in the Science Museum in London.
    [br]
    Principal Honours and Distinctions
    Member of the (Royal) Aeronautical Society 1868.
    Bibliography
    Many of Stringfellow's letters and papers are held by the Royal Aeronautical Society, London.
    Further Reading
    Harald Penrose, 1988, An Ancient Air: A Biography of John Stringfellow, Shrewsbury. A.M.Balantyne and J.Laurence Pritchard, 1956, "The lives and work of William Samuel Henson and John Stringfellow", Journal of the Royal Aeronautical Society (June) (an attempt to analyse conflicting evidence).
    M.J.B.Davy, 1931, Henson and Stringfellow, London (an earlier work with excellent drawings from Henson's patent).
    "The aeronautical work of John Stringfellow, with some account of W.S.Henson", Aeronau-tical Classics No. 5 (written by John Stringfellow's son and held by the Royal Aeronautical Society in London).
    JDS

    Biographical history of technology > Stringfellow, John

  • 77 Webb, Francis William

    [br]
    b. 21 May 1836 Tixall, Staffordshire, England
    d. 4 June 1906 Bournemouth, England
    [br]
    English locomotive engineer who pioneered compound locomotives in Britain and the use of steel for boilers.
    [br]
    Webb was a pupil at Crewe Works, London \& North Western Railway (LNWR), under F. Trevithick (son of Richard Trevithick), and was subsequently placed in charge of the works under Trevithick's successor, J.Ramsbottom. After a brief spell away from the LNWR, Webb returned in 1871 and was made Chief Mechanical Engineer, a post he held until his retirement in 1904.
    Webb's initial designs included the highly successful "Precedent" or "Jumbo" class 2– 4–0, from which the example Hardwicke (now preserved by the National Railway Museum, York) achieved an average speed of 67.2 mph (108.1 km/h) between Crewe and Carlisle in 1895. His 0–6–0 "coal engines" were straightforward and cheap and were built in large numbers. In 1879 Webb, having noted the introduction of compound locomotives in France by J.T.A. Mallet, rebuilt an existing 2–2–2 locomotive as a two-cylinder compound. Then in 1882, seeking fuel economy and the suppression of coupling rods, he produced a compound locomotive to his own design, the 2–2, 2–0 Experiment, in which two outside high-pressure cylinders drove the rear driving-wheels, and a single inside large-diameter low-pressure cylinder drove the front driving-wheels. This was followed by a large number of compound locomotives: three successive classes of 2–2, 2–0s; some 2–2, 2–2s; some 4–4–0s; and some 0–8–0s for goods traffic. Although these were capable of good performance, their overall value was controversial: Webb, who was notoriously autocratic, may never have been fully informed of their defects, and after his retirement most were quickly scrapped. Webb made many other innovations during his career, one of the most important being the construction of boilers from steel rather than wrought iron.
    [br]
    Further Reading
    C.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allan, Ch. 14 (describes Webb's career).
    E.L.Ahrons, 1927, The British Steam Railway Locomotive 2825–1925, London: The Locomotive Publishing Co., Chs 18 and 20 (includes a critique of Webb's compound locomotives).
    PJGR

    Biographical history of technology > Webb, Francis William

  • 78 Wilde, Henry

    SUBJECT AREA: Electricity
    [br]
    b. 1833 Manchester, England
    d. 28 March 1919 Alderley Edge, Cheshire, England
    [br]
    English inventor and pioneer manufacturer of electrical generators.
    [br]
    After completing a mechanical engineering apprenticeship Wilde commenced in business as a telegraph and lightning conductor specialist in Lancashire. Several years spent on the design of an alphabetic telegraph resulted in a number of patents. In 1864 he secured a patent for an electromagnetic generator which gave alternating current from a shuttle-wound armature, the field being excited by a small direct-current magneto. Wilde's invention was described to the Royal Society by Faraday in March 1866. When demonstrated at the Paris Exhibition of 1867, Wilde's machine produced sufficient power to maintain an arc light. The small size of the generator provided a contrast to the large and heavy magnetoelectric machines also exhibited. He discovered, by experiment, that alternators in synchronism could be connected in parallel. At about the same time John Hopkinson arrived at the same conclusions on theoretical grounds.
    Between 1866 and 1877 he sold ninety-four machines with commutators for electroplating purposes, a number being purchased by Elkingtons of Birmingham. He also supplied generators for the first use of electric searchlights on battleships. In his early experiments Wilde was extremely close to the discovery of true self-excitation from remnant magnetism, a principle which he was to discover in 1867 on machines intended for electroplating. His patents proved to be financially successful and he retired from business in 1884. During the remaining thirty-five years of his life he published many scientific papers, turning from experimental work to philosophical and, finally, theological matters. His record as an inventor established him as a pioneer of electrical engineering, but his lack of scientific training was to restrict his later contributions.
    [br]
    Principal Honours and Distinctions
    FRS 1886.
    Bibliography
    1 December 1863, British patent no. 3,006 (alternator with a magneto-exciter).
    1866, Proceedings of the Royal Society 14:107–11 (first report on Wilde's experiments). 1900, autobiographical note, Journal of the Institution of Electrical Engineers 29:3–17.
    Further Reading
    W.W.Haldane Gee. 1920, biography, Memoirs, Manchester Literary and Philosophical Society 63:1–16 (a comprehensive account).
    P.Dunsheath, 1962, A History of Electrical Engineering, London: Faber \& Faber, pp. 110–12 (a short account).
    GW

    Biographical history of technology > Wilde, Henry

  • 79 ACE

    [lang name="English"]ACE, advanced compilation equipment
    ————————
    [lang name="English"]ACE, advanced controlled experiments
    ————————
    [lang name="English"]ACE, advanced cost effective (design)
    усовершенствованная конструкция с учетом критерия "стоимость - эффективность"
    ————————
    [lang name="English"]ACE, air combat engagement (study)
    ————————
    [lang name="English"]ACE, aircraft capability estimator
    ————————
    [lang name="English"]ACE, aircraft condition evaluation
    ————————
    [lang name="English"]ACE, airspace control element
    ————————
    [lang name="English"]ACE, Allied Command, Europe
    ————————
    [lang name="English"]ACE, ambush communications equipment
    ————————
    [lang name="English"]ACE, armored combat earthmover
    ————————
    [lang name="English"]ACE, armored combat engineer (tractor)
    ————————
    [lang name="English"]ACE, Army Certificate of Education
    ————————
    [lang name="English"]ACE, Army combat engineers
    ————————
    [lang name="English"]ACE, Army Corps of Engineers
    ————————
    [lang name="English"]ACE, artillery control experiment
    ————————
    [lang name="English"]ACE, assessment of combat effectiveness
    ————————
    [lang name="English"]ACE, atmospheric control experimentation
    ————————
    [lang name="English"]ACE, automatic checkout equipment
    ————————
    [lang name="English"]ACE, automatic clutter elimination
    ————————
    [lang name="English"]ACE, automatic computing equipment
    ————————
    [lang name="English"]ACE, automatic control equipment
    аппаратура автоматического контроля [управления]

    English-Russian dictionary of planing, cross-planing and slotting machines > ACE

  • 80 CADE

    CADE, combined air defense experiment
    ————————
    CADE, Combined Allied Defense Effort (Program)
    ————————
    CADE, computer-aided design and evaluation
    ————————
    CADE, computer-assisted data evaluation

    English-Russian dictionary of planing, cross-planing and slotting machines > CADE

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