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  • 81 Meikle, Andrew

    [br]
    b. 1719 Scotland
    d. 27 November 1811
    [br]
    Scottish millwright and inventor of the threshing machine.
    [br]
    The son of the millwright James Meikle, who is credited with the introduction of the winnowing machine into Britain, Andrew Meikle followed in his father's footsteps. His inventive inclinations were first turned to developing his father's idea, and together with his own son George he built and patented a double-fan winnowing machine.
    However, in the history of agricultural development Andrew Meikle is most famous for his invention of the threshing machine, patented in 1784. He had been presented with a model of a threshing mill designed by a Mr Ilderton of Northumberland, but after failing to make a full-scale machine work, he developed the concept further. He eventually built the first working threshing machine for a farmer called Stein at Kilbagio. The patent revolutionized farming practice because it displaced the back-breaking and soul-destroying labour of flailing the grain from the straw. The invention was of great value in Scotland and in northern England when the land was becoming underpopulated as a result of heavy industrialization, but it was bitterly opposed in the south of England until well into the nineteenth century. Although the introduction of the threshing machine led to the "Captain Swing" riots of the 1830s, in opposition to it, it shortly became universal.
    Meikle's provisional patent in 1785 was a natural progression of earlier attempts by other millwrights to produce such a machine. The published patent is based on power provided by a horse engine, but these threshing machines were often driven by water-wheels or even by windmills. The corn stalks were introduced into the machine where they were fed between cast-iron rollers moving quite fast against each other to beat the grain out of the ears. The power source, whether animal, water or wind, had to cause the rollers to rotate at high speed to knock the grain out of the ears. While Meikle's machine was at first designed as a fixed barn machine powered by a water-wheel or by a horse wheel, later threshing machines became mobile and were part of the rig of an agricultural contractor.
    In 1788 Meikle was awarded a patent for the invention of shuttered sails for windmills. This patent is part of the general description of the threshing machine, and whilst it was a practical application, it was superseded by the work of Thomas Cubitt.
    At the turn of the century Meikle became a manufacturer of threshing machines, building appliances that combined the threshing and winnowing principles as well as the reciprocating "straw walkers" found in subsequent threshing machines and in conventional combine harvesters to the present day. However, he made little financial gain from his invention, and a public subscription organized by the President of the Board of Agriculture, Sir John Sinclair, raised £1,500 to support him towards the end of his life.
    [br]
    Bibliography
    1831, Threshing Machines in The Dictionary of Mechanical Sciences, Arts and Manufactures, London: Jamieson, Alexander.
    7 March 1768, British patent no. 896, "Machine for dressing wheat, malt and other grain and for cleaning them from sand, dust and smut".
    9 April 1788, British patent no. 1,645, "Machine which may be worked by cattle, wind, water or other power for the purpose of separating corn from the straw".
    Further Reading
    J.E.Handley, 1953, Scottish Farming in the 18th Century, and 1963, The Agricultural Revolution in Scotland (both place Meikle and his invention within their context).
    G.Quick and W.Buchele, 1978, The Grain Harvesters, American Society of Agricultural Engineers (gives an account of the early development of harvesting and cereal treatment machinery).
    KM / AP

    Biographical history of technology > Meikle, Andrew

  • 82 Paxton, Sir Joseph

    [br]
    b. 3 August 1801 Milton Bryant, Bedfordshire, England
    d. 8 June 1865 Sydenham, London, England
    [br]
    English designer of the Crystal Palace, the first large-scale prefabricated ferrovitreous structure.
    [br]
    The son of a farmer, he had worked in gardens since boyhood and at the age of 21 was employed as Undergardener at the Horticultural Society Gardens in Chiswick, from where he went on to become Head Gardener for the Duke of Devonshire at Chatsworth. It was there that he developed his methods of glasshouse construction, culminating in the Great Conservatory of 1836–40, an immense structure some 277 ft (84.4 m) long, 123 ft (37.5 m) wide and 67 ft (20.4 m) high. Its framework was of iron and its roof of glass, with wood to contain the glass panels; it is now demolished. Paxton went on to landscape garden design, fountain and waterway engineering, the laying out of the model village of Edensor, and to play a part in railway and country house projects.
    The structure that made Paxton a household name was erected in Hyde Park, London, to house the Great Exhibition of 1851 and was aptly dubbed, by Punch, the Crystal Palace. The idea of holding an international exhibition for industry had been mooted in 1849 and was backed by Prince Albert and Henry Cole. The money for this was to be raised by public subscription and 245 designs were entered into a competition held in 1850; however, most of the concepts, received from many notable architects and engineers, were very costly and unsuitable, and none were accepted. That same year, Paxton published his scheme in the Illustrated London News and it was approved after it received over-whelming public support.
    Paxton's Crystal Palace, designed and erected in association with the engineers Fox and Henderson, was a prefabricated glasshouse of vast dimensions: it was 1,848 ft (563.3 m) long, 408 ft (124.4 m) wide and over 100 ft (30.5 m) high. It contained 3,300 iron columns, 2,150 girders. 24 miles (39 km) of guttering, 600,000 ft3 (17,000 m3) of timber and 900,000 ft2 (84,000 m) of sheet glass made by Chance Bros, of Birmingham. One of the chief reasons why it was accepted by the Royal Commission Committee was that it fulfilled the competition proviso that it should be capable of being erected quickly and subsequently dismantled and re-erected elsewhere. The Crystal Palace was to be erected at a cost of £79,800, much less than the other designs. Building began on 30 July 1850, with a labour force of some 2,000, and was completed on 31 March 1851. It was a landmark in construction at the time, for its size, speed of construction and its non-eclectic design, and, most of all, as the first great prefabricated building: parts were standardized and made in quantity, and were assembled on site. The exhibition was opened by Queen Victoria on 1 May 1851 and had received six million visitors when it closed on 11 October. The building was dismantled in 1852 and reassembled, with variations in design, at Sydenham in south London, where it remained until its spectacular conflagration in 1936.
    [br]
    Principal Honours and Distinctions
    Knighted 1851. MP for Coventry 1854–65. Fellow Linnaean Society 1853; Horticultural Society 1826. Order of St Vladimir, Russia, 1844.
    Further Reading
    P.Beaver, 1986, The Crystal Palace: A Portrait of Victorian Enterprise, Phillimore. George F.Chadwick, 1961, Works of Sir Joseph Paxton 1803–1865, Architectural Press.
    DY

    Biographical history of technology > Paxton, Sir Joseph

  • 83 Photography, film and optics

    [br]
    Ding Huan
    Gabor, Dennis
    Klic, Karol
    Lippershey, Hans
    Marton, Ladislaus
    Tournachon, Gaspard Félix

    Biographical history of technology > Photography, film and optics

  • 84 Rickman, Thomas

    [br]
    b. 8 June 1776 Maidenhead, England
    d. 4 January 1841 Birmingham, England
    [br]
    English architect who published the first serious study of the development of the styles of medieval architecture.
    [br]
    Thomas Rickman trained first in medicine and then, after practising for a short while, became an insurance clerk. During his thirties, having taught himself draughtsmanship, he travelled the country drawing, and recording some 3,000 medieval churches. He became deeply interested in and knowledgeable about ecclesiastical medieval architecture and in 1817 he began architectural practice. Rickman was responsible for a great deal of collegiate and ecclesiastical building. His understanding of true medieval materials and construction was much greater than that of his contemporaries, but like them he saw nothing incongruous about using modern materials such as plaster and cast iron for vault supports and tracery, so changing the structural proportions from medieval precepts. Characteristic of his work was St George Edgbaston (1819–22; demolished 1960) and Hartlebury Church (1836–7). Rickman is known primarily for his book An Attempt to Discriminate the Styles of English Architecture from the Conquest to the Reformation, in which he suggested classifying periods of architecture as Norman, Early English, Decorated and Perpendicular. These terms are still largely accepted even today.
    [br]
    Further Reading
    H.Colvin, 1978, A Biographical Dictionary of English Architects 1600–1840, John Murray.
    DY

    Biographical history of technology > Rickman, Thomas

  • 85 Seppings, Robert

    SUBJECT AREA: Ports and shipping
    [br]
    b. 11 December 1767 near Fakenham, Norfolk, England
    d. 25 April 1840 Taunton, Somerset, England
    [br]
    English naval architect who as Surveyor to the Royal Navy made fundamental improvements in wooden ship construction.
    [br]
    After the death of his father, Seppings at the age of 14 moved to his uncle's home in Plymouth, where shortly after (1782) he was apprenticed to the Master Shipwright. His indentures were honoured fully by 1789 and he commenced his climb up the professional ladder of the ship construction department of the Royal Dockyards. In 1797 he became Assistant Master Shipwright at Plymouth, and in 1804 he was appointed Master Shipwright at Chatham. In 1813 Sir William Rule, Surveyor to the Navy, retired and the number of surveyors was increased to three, with Seppings being appointed the junior. Later he was to become Surveyor to the Royal Navy, a post he held until his retirement in 1832. Seppings introduced many changes to ship construction in the early part of the nineteenth century. It is likely that the introduction of these innovations required positive and confident management, and their acceptance tells us much about Seppings. The best-known changes were the round bow and stern in men-of-war and the alteration to framing systems.
    The Seppings form of diagonal bracing ensured that wooden ships, which are notorious for hogging (i.e. drooping at the bow and stern), were stronger and therefore able to be built with greater length. This change was complemented by modifications to the floors, frames and futtocks (analogous to the ribs of a ship). These developments were to be taken further once iron composite construction (wooden sheathing on iron frames) was adopted in the United Kingdom mid-century.
    [br]
    Principal Honours and Distinctions
    FRS. Knighted (by the Prince Regent aboard the warship Royal George) 1819.
    Bibliography
    Throughout his life Seppings produced a handful of pamphlets and published letters, as well as two papers that were published in the Philosophical Transactions of the Royal Society (1814 and 1820).
    Further Reading
    A description of the thinking in the Royal Navy at the beginning of the nineteenth century can be found in: J.Fincham, 1851, A History of Naval Architecture, London; B.Lavery, 1989, Nelson's Navy. The Ships, Men and Organisation 1793–1815, London: Conway.
    T.Wright, 1982, "Thomas Young and Robert Seppings: science and ship construction in the early nineteenth century", Transactions of the Newcomen Society 53:55–72.
    Seppings's work can be seen aboard the frigate Unicorn, launched in Chatham in 1824 and now on view to the public at Dundee. Similarly, his innovations in ship construction can be readily understood from many of the models at the National Maritime Museum, Greenwich.
    FMW

    Biographical history of technology > Seppings, Robert

  • 86 Spooner, Charles Easton

    [br]
    b. 1818 Maentwrog, Merioneth (now Gwynedd), Wales
    d. 18 November 1889 Portmadoc (now Porthmadog), Wales
    [br]
    English engineer, pioneer of narrow-gauge steam railways.
    [br]
    At the age of 16 Charles Spooner helped his father, James, to build the Festiniog Railway, a horse-and-gravity tramroad; they maintained an even gradient and kept costs down by following a sinuous course along Welsh mountainsides and using a very narrow gauge. This was probably originally 2 ft 1 in. (63.5 cm) from rail centre to rail centre; with the introduction of heavier, and therefore wider, rails the gauge between them was reduced and was eventually standardized at 1 ft 11 1/2 in (60 cm). After James Spooner's death in 1856 Charles Spooner became Manager and Engineer of the Festiniog Railway and sought to introduce steam locomotives. Widening the gauge was impracticable, but there was no precedent for operating a public railway of such narrow gauge by steam. Much of the design work for locomotives for the Festiniog Railway was the responsibility of C.M.Holland, and many possible types were considered: eventually, in 1863, two very small 0–4–0 tank locomotives, with tenders for coal, were built by George England.
    These locomotives were successful, after initial problems had been overcome, and a passenger train service was introduced in 1865 with equal success. The potential for economical operation offered by such a railway attracted widespread attention, the more so because it had been effectively illegal to build new passenger railways in Britain to other than standard gauge since the Gauge of Railways Act of 1846.
    Spooner progressively improved the track, alignment, signalling and rolling stock of the Festiniog Railway and developed it from a tramroad to a miniaturized main line. Increasing traffic led to the introduction in 1869 of the 0–4–4–0 double-Fairlie locomotive Little Wonder, built to the patent of Robert Fairlie. This proved more powerful than two 0–4–0s and impressive demonstrations were given to engineers from many parts of the world, leading to the widespread adoption of narrow-gauge railways. Spooner himself favoured a gauge of 2 ft 6 in. (76 cm) or 2 ft 9 in. (84 cm). Comparison of the economy of narrow gauges with the inconvenience of a break of gauge at junctions with wider gauges did, however, become a continuing controversy, which limited the adoption of narrow gauges in Britain.
    Bogie coaches had long been used in North America but were introduced to Britain by Spooner in 1872, when he had two such coaches built for the Festiniog Railway. Both of these and one of its original locomotives, though much rebuilt, remain in service.
    Spooner, despite some serious illnesses, remained Manager of the Festiniog Railway until his death.
    [br]
    Bibliography
    1869, jointly with G.A.Huddart, British patent no. 1,487 (improved fishplates). 1869, British patent no. 2,896 (rail-bending machinery).
    1871, Narrow Gauge Railways, E. \& F.N.Spon (includes his description of the Festiniog Railway, reports of locomotive trials and his proposals for narrow-gauge railways).
    Further Reading
    J.I.C.Boyd, 1975, The Festiniog Railway, Blandford: Oakwood Press; C.E.Lee, 1945, Narrow-Gauge Railways in North Wales, The Railway Publishing Co. (both give good descriptions of Spooner and the Festiniog Railway).
    C.Hamilton Ellis, 1965, Railway Carriages in the British Isles, London: George Allen \& Unwin, pp. 181–3. Pihl, Carl Abraham.
    PJGR

    Biographical history of technology > Spooner, Charles Easton

  • 87 Tyer, Edward

    [br]
    b. 6 February 1830 Kennington, London, England
    d. 25 December 1912 Tunbridge Wells, England
    [br]
    English railway signal engineer, inventor of electric train-tablet system for the operation of single-line railways.
    [br]
    Use of the electric telegraph for the safe operation of railways was first proposed by W.F. Cooke in the late 1830s, but its application to this purpose and the concurrent replacement of the time-interval system of working, by the block system, comprised a matter of gradual evolution over several decades. In 1851 Tyer established a business making electrical apparatus for railways, and the block instruments invented by him in 1855 were an important step forward. A simple code of electric-bell rings (for up trains; for down trains, there was a distinctive gong) was used by one signalman to indicate to another in advance that a train was entering the section between them, and the latter signalman then operated a galvanometer telegraph instrument in the box of the former to indicate "train on line", holding it so until the train arrived.
    Even more important was the electric train-tablet apparatus. During the 1870s, single-line railways were operated either by telegraphed train orders, misuse of which led to two disastrous head-on collisions, or by "train staff and ticket", which lacked flexibility since no train could enter one end of a section while the train staff was at the other. At the request of Currer, an official of the Caledonian Railway, Tyer designed and produced his apparatus, in which a supply of discs, or "tablets", was contained in two instruments, one located at each end of a section, and linked electrically: only one tablet at a time could be extracted from the instruments, serving as an authority for a train to enter the section from one end or the other.
    [br]
    Bibliography
    1855, British patent no. 2,895 (block instruments). 1861, British patent no. 3,015 (block instruments). 1878, British patent for electric train-tablet apparatus.
    Further Reading
    C.Hamilton Ellis, 1959, British Railway History, Vol. II: 1877–1947, London: George Allen \& Unwin, p. 199 (describes the development of the tablet apparatus).
    P.J.G.Ransom, 1990, The Victorian Railway and How It Evolved, London: Heinemann, pp. 157–8 and 164 (describes the block instruments and tablet apparatus).
    PJGR

    Biographical history of technology > Tyer, Edward

  • 88 Williams, Sir Frederic Calland

    [br]
    b. 26 June 1911 Stockport, Cheshire, England
    d. 11 August 1977 Prestbury, Cheshire, England
    [br]
    English electrical engineer who invented the Williams storage cathode ray tube, which was extensively used worldwide as a data memory in the first digital computers.
    [br]
    Following education at Stockport Grammar School, Williams entered Manchester University in 1929, gaining his BSc in 1932 and MSc in 1933. After a short time as a college apprentice with Metropolitan Vickers, he went to Magdalen College, Oxford, to study for a DPhil, which he was awarded in 1936. He returned to Manchester University that year as an assistant lecturer, gaining his DSc in 1939. Following the outbreak of the Second World War he worked for the Scientific Civil Service, initially at the Bawdsey Research Station and then at the Telecommunications Research Establishment at Malvern, Worcestershire. There he was involved in research on non-incandescent amplifiers and diode rectifiers and the development of the first practical radar system capable of identifying friendly aircraft. Later in the war, he devised an automatic radar system suitable for use by fighter aircraft.
    After the war he resumed his academic career at Manchester, becoming Professor of Electrical Engineering and Director of the University Electrotechnical Laboratory in 1946. In the same year he succeeded in developing a data-memory device based on the cathode ray tube, in which the information was stored and read by electron-beam scanning of a charge-retaining target. The Williams storage tube, as it became known, not only found obvious later use as a means of storing single-frame, still television images but proved to be a vital component of the pioneering Manchester University MkI digital computer. Because it enabled both data and program instructions to be stored in the computer, it was soon used worldwide in the development of the early stored-program computers.
    [br]
    Principal Honours and Distinctions
    Knighted 1976. OBE 1945. CBE 1961. FRS 1950. Hon. DSc Durham 1964, Sussex 1971, Wales 1971. First Royal Society of Arts Benjamin Franklin Medal 1957. City of Philadelphia John Scott Award 1960. Royal Society Hughes Medal 1963. Institution of Electrical Engineers Faraday Medal 1972. Institute of Electrical and Electronics Engineers Pioneer Award 1973.
    Bibliography
    Williams contributed papers to many scientific journals, including Proceedings of the Royal Society, Proceedings of the Cambridge Philosophical Society, Journal of the Institution of Electrical Engineers, Proceedings of the Institution of Mechanical Engineers, Wireless Engineer, Post Office Electrical Engineers' Journal. Note especially: 1948, with J.Kilburn, "Electronic digital computers", Nature 162:487; 1949, with J.Kilburn, "A storage system for use with binary digital computing machines", Proceedings of the Institution of Electrical Engineers 96:81; 1975, "Early computers at Manchester University", Radio \& Electronic Engineer 45:327. Williams also collaborated in the writing of vols 19 and 20 of the MIT Radiation
    Laboratory Series.
    Further Reading
    B.Randell, 1973, The Origins of Digital Computers, Berlin: Springer-Verlag. M.R.Williams, 1985, A History of Computing Technology, London: Prentice-Hall. See also: Stibitz, George R.; Strachey, Christopher.
    KF

    Biographical history of technology > Williams, Sir Frederic Calland

  • 89 Wolseley, Frederick York

    [br]
    b. 1837 Co. Dublin, Ireland
    d. 1899 England
    [br]
    Irish inventor who developed the first practical sheep shears and was also involved in the development of the car which bore his name.
    [br]
    The credit for the first design of sheep shears lies with James Higham, who patented the idea in 1868. However, its practical and commercial success lay in the work of a number of people, to each of whom Frederick Wolseley provides the connecting link.
    One of three brothers, he emigrated to Australia in 1854 and worked in New South Wales for five years. In 1867 he produced a working model of mechanical sheep shears, but it took a further five years before he actually produced a machine, whilst working as Manager of a sheep station in Victoria. In the intervening period it is possible that he visited America and Britain. On returning to Australia in 1872 he and Robert Savage produced another working model in a workshop in Melbourne. Four years later, by which time Wolseley had acquired the "Euroka" sheep station at Walgett, they tested the model and in 1877 acquired joint patent rights. The machine was not successful, and in 1884 another joint patent, this time with Robert Pickup, was taken out on a cog-gear universal joint. Development was to take several more years, during which a highly skilled blacksmith by the name of George Gray joined the team. It is likely that he was the first person to remove a fleece from a sheep mechanically. Finally, the last to be involved in the development of the shears was another Englishman, John Howard, who emigrated to Australia in 1883 with the intention of developing a shearing machine based on his knowledge of existing horse clippers. Wolseley purchased Howard's patent rights and gave him a job. The first public demonstration of the shears was held at the wool stores of Goldsborough \& Co. of Melbourne. Although the hand shearers were faster, when the three sheep that had been clipped by them were re-shorn using the mechanical machine, a further 2 lb (900 g) of wool was removed.
    Wolseley placed the first manufacturing order with A.P.Parks, who employed a young Englishman by the name of Herbert Austin. A number of improvements to the design were suggested by Austin, who acquired patents and assigned them to Wolseley in 1895 in return for shares in the company. Austin returned to England to run the Wolseley factory in Birmingham. He also built there the first car to carry the Wolseley name, and subsequently opened a car factory carrying his own name.
    Wolseley resigned as Managing Director of the company in 1894 and died five years later.
    [br]
    Further Reading
    F.Wheelhouse, 1966, Digging Stock to Rotary Hoe: Men and Machines in Rural Australia (provides a detailed account of Wolseley's developments).
    AP

    Biographical history of technology > Wolseley, Frederick York

  • 90 Worsdell, Nathaniel

    [br]
    b. 10 October 1809 London, England
    d. 24 July 1886 Birkenhead, England
    [br]
    English coachbuilder and inventor.
    [br]
    Worsdell \& Son, Coachbuilders, was set up in Liverpool by Thomas Clarke Worsdell and his son Nathaniel in 1827. They were introduced to George Stephenson and built the tender for Rocket. More importantly, they designed and built for the Liverpool \& Manchester Railway coaches of a type comprising three coach bodies, of contemporary road-coach pattern, mounted together on a rail-wagon underframe. This became the prototype for the conventional, compartment railway coach. Nathaniel Worsdell subsequently became Carriage Superintendent of the Grand Junction Railway and patented the first mail-bag-exchange apparatus early in 1838. The terms he required for its use by the Post Office were too steep, however, and the first bagexchange apparatus of the type subsequently used extensively on British railways was designed later the same year by John Ramsey, a senior Post Office clerk.
    [br]
    Further Reading
    J.Marshall, 1978, A Biographical Dictionary of Railway Engineers, Newton Abbot: David \& Charles (the article on Worsdell is derived from family records).
    C.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allan.
    P.J.G.Ransom, 1990, The Victorian Railway and How It Evolved, London: Heinemann.
    PJGR

    Biographical history of technology > Worsdell, Nathaniel

  • 91 Wratten, Frederick Charles Luther

    [br]
    b. 1840 England
    d. 8 April 1926 London, England
    [br]
    English inventor and manufacturer, founder of one of the first successful gelatine dry-plate companies.
    [br]
    He started his working life as a schoolteacher, but in his early twenties he moved to London to become a clerk with a photographic wholesaler, Soloman. There Wratten became interested in photography, and on the announcement of the new gelatine dry-plate processes he began to conduct his own experiments. In 1876 he devised a means of drying gelatine emulsions and removing excess silver with alcohol, and published details in 1877 and 1878. It was during this period that he formed a partnership with Henry Wainwright to manufacture and sell photographic materials. The mass production of gelatine dry plates was a British invention and monopoly, and the new firm of Wratten \& Wainwright was one of the first in the field and soon proved to be amongst the most successful. The business exported extensively to Europe, introducing a succession of plates of increasing sensitivity. Wratten continued to trade under the same name when his partner Wainwright died in 1882. His success continued, and in 1890 he moved the company to a newly equipped factory in Croydon, near London. Six years later Wratten incorporated as co-owners of the business his son, S.H.Wainwright and a young graduate from London University, C.E.Kenneth Mees. The newly constituted company soon introduced the first British panchromatic plates and filters. The introduction of Lumiere's Autochrome plates in 1907 prompted Wratten and Mees to take out a patent on a colour screen plate process of their own. The company also found work coating plates for other similar innovations. In 1912 the business was finally sold to George Eastman and Wratten and Mees joined Kodak Ltd at Harrow.
    [br]
    Bibliography
    Wratten's early work on the action of alcohol on gelatine emulsions was described in a series of articles: 1877, Photographic News: 390, 49.
    1878, Photographic News: 121–3.
    1878, British Journal of Photography: 124–5.
    Further Reading
    E.J.Wall, 1925, Three Colour Photography.
    C.E.K.Mees, 1961, From Dry Plates to Ektachrome Film, New York.
    JW

    Biographical history of technology > Wratten, Frederick Charles Luther

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    Historical dictionary of quotations in cognitive science > Bibliography

  • 93 Семь патронов христианских наций

    (по катол. традиции к ним относятся: св. Дионисий - покровитель Франции (St. Denis, the patron saint of France), св. Антоний - покровитель Италии (St. Anthony, the patron saint of Italy), апостол Иаков - покровитель Испании (St. James, the patron saint of Spain), св. Георгий - покровитель Англии (St. George, the patron saint of England), апостол Андрей - покровитель Шотландии (St. Andrew, the patron saint of Scotland), св. Патрик - просветитель и покровитель Ирландии (St. Patrick, the patron saint of Ireland) и св. Давид - просветитель и покровитель Уэльса (St. David, the patron saint of Wales)) the Seven Champions of Christendom

    Русско-английский словарь религиозной лексики > Семь патронов христианских наций

  • 94 Sacque

    A type of ladies' dress, the chief feature of which is its easy draping from the shoulders of the wearer, made of silk in the reign of Louis XIV. In England worn during the reign of George III.

    Dictionary of the English textile terms > Sacque

  • 95 Barlow, Edward

    SUBJECT AREA: Horology
    [br]
    baptized 15 December 1636 near Warrington, Cheshire, England d. 1716
    [br]
    English priest and mechanician who invented rack striking, repeating mechanisms for clocks and watches and, with others, patented a horizontal escapement for watches.
    [br]
    Barlow was the son of Edward Booth, but he adopted the surname of his godfather, the Benedictine monk Ambrose Barlow, as a condition of his will. In 1659 he entered the English College at Lisbon, and after being ordained a priest he was sent to the English mission. There he resided at Parkhall in Lancashire, the seat of Mr Houghton, with whom he later collaborated on the horizontal escapement.
    At a time when it was difficult to produce a light to examine the dial of a clock or watch at night, a mechanism that would indicate the hours and subdivisions of the hour audibly and at will was highly desirable. The count wheel, which had been used from the earliest times to control the striking of a clock, was unsuitable for this purpose as it struck the hours in sequence. If the mechanism was set off manually to determine the time, the strike would no longer correspond with the indications on the dial. In 1675 Barlow invented rack striking, where the hour struck was determined solely by the position of the hour hand. With this mechanism it was therefore possible to repeat the hour at will, without upsetting the sequence of striking. In 1687 Barlow tried to patent a method of repeating for watches, but it was rejected by James II in favour of a system produced by the watchmaker Daniel Quare and which was simpler to operate. He was successful in obtaining a patent for a horizontal escapement for watches in 1695, in collaboration with William Hough ton and Thomas Tompion. Although this escapement was little used, it can be regarded as the forerunner of the cylinder escapement that George Graham introduced c. 1725.
    [br]
    Bibliography
    1695 (with William Houghton and Thomas Tompion), British patent no. 344 (a horizontal escapement).
    Further Reading
    Dictionary of National Biography, 1885, Vol. 1, Oxford, S.V.Barlow.
    Britten's Old Clocks \& Watches and Their Makers, 1982, rev. Cecil Clutton, 9th edn, London, pp. 148, 310, 313 (provides a technical description of rack striking, repeating work and the horizontal escapement).
    DV

    Biographical history of technology > Barlow, Edward

  • 96 Bouch, Sir Thomas

    SUBJECT AREA: Civil engineering
    [br]
    b. 22 February 1822 Thursby, Cumberland, England
    d. 1880 Moffat
    [br]
    English designer of the ill-fated Tay railway bridge.
    [br]
    The third son of a merchant sea captain, he was at first educated in the village school. At the age of 17 he was working under a Mr Larmer, a civil engineer, constructing the Lancaster and Carlisle railway. He later moved to be a resident engineer on the Stockton \& Darlington Railway, and from 1849 was Engineer and Manager of the Edinburgh \& Northern Railway. In this last position he became aware of the great inconvenience caused to traffic by the broad estuaries of the Tay and the Forth on the eastern side of Scotland. The railway later became the Edinburgh, Perth \& Dundee, and was then absorbed into the North British in 1854 when Bouch produced his first plans for a bridge across the Tay at an estimated cost of £200,000. A bill was passed for the building of the bridge in 1870. Prior to this, Bouch had built many bridges up to the Redheugh Viaduct, at Newcastle upon Tyne, which had two spans of 240 ft (73 m) and two of 260 ft (79 m). He had also set up in business on his own. He is said to have designed nearly 300 miles (480 km) of railway in the north, as well as a "floating railway" of steam ferries to carry trains across the Forth and the Tay. The Tay bridge, however, was his favourite project; he had hawked it for some twenty years before getting the go-ahead, and the foundation stone of the bridge was laid on 22 July 1871. The total length of the bridge was nearly two miles (3.2 km), while the shore-to-shore distance over the river was just over one mile (1.6 km). It consisted of eighty-five spans, thirteen of which, i.e. "the high girders", were some 245 ft (75 m) long and 100 ft (30 m) above water level to allow for shipping access to Perth, and was a structure of lattice girders on brick and masonry piers topped with ironwork. The first crossing of the bridge was made on 26 September 1877, and the official opening was on 31 May 1878. On Sunday 28 December 1879, at about 7.20 pm, in a wind of probably 90 mph (145 km/h), the thirteen "high girders" were blown into the river below, drowning the seventy-five passengers and crew aboard the 5.20 train from Burntisland. A Court of Enquiry was held and revealed design faults in that the effect of wind pressure had not been adequately taken into account, faults in manufacture in the plugging of flaws in the castings, and inadequate inspection and maintenance; all of these faults were attributed to Bouch, who had been knighted for the building of the bridge. He died at his house in Moffat four months after the enquiry.
    [br]
    Principal Honours and Distinctions
    Knighted. Cross of St George.
    Further Reading
    John Prebble, 1956, The High Girders.
    IMcN

    Biographical history of technology > Bouch, Sir Thomas

  • 97 Craufurd, Henry William

    SUBJECT AREA: Metallurgy
    [br]
    fl. 1830s
    [br]
    English patentee of the process of coating iron with zinc (galvanized iron).
    [br]
    Although described as Commander of the Royal Navy, other personal details of Craufurd appear to be little known. His process for coating sheet iron with a protective layer of zinc, conveyed as a communication from abroad, was granted a patent in 1837. The details closely resembled, indeed are believed to have been based upon, those developed and patented in France in 1836 by Sorel, who had worked in collaboration with Ledru. There had been French interest in substituting zinc for tin as a coating for iron from 1742 with work by Malouin. Zinc-coated iron saucepans were produced in Rouen in the 1780s, but the work was later abandoned. Craufurd's patent directed that iron objects should be dipped into molten zinc, protected from volatilization by a layer of sal ammoniac (ammonium chloride, NH4Cl which also served as a flux. The quite misleading term "galvanizing" had already been introduced by Sorel for his process. Later its pro-tective properties were discovered to depend for effectiveness on the formation of a thin layer of zinc-iron alloy between the iron sheet and its zinc coating. Craufurd's patent was infringed in England soon after being granted, and was followed by several improvements, particularly those of Edmund Morewood, collaborating with George Rogers in five patents, of which four referred to methods of corrugation. The resulting production of zinc-coated iron implements, together with corrugated iron sheeting quickly adopted for building purposes, developed into an important industry of the West Midlands, Bristol, London and other parts of Britain.
    [br]
    Bibliography
    1837, British patent no. 7,355 (coating sheet iron with zinc).
    Further Reading
    H.W.Dickinson, 1943–4, "A study of galvanised and corrugated sheet metal", Transactions of the Newcomen Society 24:27–36 (the best and most concise account).
    JD

    Biographical history of technology > Craufurd, Henry William

  • 98 Daft, Leo

    [br]
    b. 13 November 1843 Birmingham, England
    d. 28 March 1922
    [br]
    English electrical engineer, pioneer of electric-power generation and electric railways in the USA.
    [br]
    Leo Daft, son of a British civil engineer, studied electricity and emigrated to the USA in 1866. After various occupations including running a photographic studio, he joined in 1879 the New York Electric Light Company, which was soon merged into the Daft Electric Company. This company developed electrically powered machinery and built electric-power plants. In 1883 Daft built an electric locomotive called Ampere for the Saratoga \& Mount McGregor Railroad. This is said to have been the first electric main-line locomotive for standard gauge. It collected current from a central rail, had an output of 12 hp (9 kW) and hauled 10 tons at speeds up to 9 mph (14.5 km/h). Two years later Daft made a much improved locomotive for the New York Elevated Railway, the Benjamin Franklin, which drew current at 250 volts from a central rail and had two 48 in. (122 cm)-diameter driving wheels and two 33 in. (84 cm)-diameter trailing wheels. Re-equipped in 1888 with four driving wheels and a 125 hp (93 kW) motor, this could haul an eight-car train at 10 mph (16 km/h). Meanwhile, in 1884, Daft's company had manufactured all the electrical apparatus for the Massachusetts Electric Power Company, the first instance of a complete central station to generate and distribute electricity for power on a commercial scale. In 1885 it electrified a branch of the Baltimore Union Passenger Railway, the first electrically operated railway in the USA. Subsequently Daft invented a process for vulcanizing rubber onto metal that came into general use. He never became an American citizen.
    [br]
    Further Reading
    Dictionary of American Biography.
    F.J.G.Haut, 1969, The History of the Electric Locomotive, London: George Allen \& Unwin.
    PJGR

    Biographical history of technology > Daft, Leo

  • 99 Davy, Sir Humphry

    [br]
    b. 17 December 1778 Penzance, Cornwall, England
    d. 29 May 1829 Geneva, Switzerland
    [br]
    English chemist, discoverer of the alkali and alkaline earth metals and the halogens, inventor of the miner's safety lamp.
    [br]
    Educated at the Latin School at Penzance and from 1792 at Truro Grammar School, Davy was apprenticed to a surgeon in Penzance. In 1797 he began to teach himself chemistry by reading, among other works, Lavoisier's elementary treatise on chemistry. In 1798 Dr Thomas Beddoes of Bristol engaged him as assistant in setting up his Pneumatic Institution to pioneer the medical application of the newly discovered gases, especially oxygen.
    In 1799 he discovered the anaesthetic properties of nitrous oxide, discovered not long before by the chemist Joseph Priestley. He also noted its intoxicating qualities, on account of which it was dubbed "laughing-gas". Two years later Count Rumford, founder of the Royal Institution in 1800, appointed Davy Assistant Lecturer, and the following year Professor. His lecturing ability soon began to attract large audiences, making science both popular and fashionable.
    Davy was stimulated by Volta's invention of the voltaic pile, or electric battery, to construct one for himself in 1800. That enabled him to embark on the researches into electrochemistry by which is chiefly known. In 1807 he tried decomposing caustic soda and caustic potash, hitherto regarded as elements, by electrolysis and obtained the metals sodium and potassium. He went on to discover the metals barium, strontium, calcium and magnesium by the same means. Next, he turned his attention to chlorine, which was then regarded as an oxide in accordance with Lavoisier's theory that oxygen was the essential component of acids; Davy failed to decompose it, however, even with the aid of electricity and concluded that it was an element, thus disproving Lavoisier's view of the nature of acids. In 1812 Davy published his Elements of Chemical Philosophy, in which he presented his chemical ideas without, however, committing himself to the atomic theory, recently advanced by John Dalton.
    In 1813 Davy engaged Faraday as Assistant, perhaps his greatest service to science. In April 1815 Davy was asked to assist in the development of a miner's lamp which could be safely used in a firedamp (methane) laden atmosphere. The "Davy lamp", which emerged in January 1816, had its flame completely surrounded by a fine wire mesh; George Stephenson's lamp, based on a similar principle, had been introduced into the Northumberland pits several months earlier, and a bitter controversy as to priority of invention ensued, but it was Davy who was awarded the prize for inventing a successful safety lamp.
    In 1824 Davy was the first to suggest the possibility of conferring cathodic protection to the copper bottoms of naval vessels by the use of sacrificial electrodes. Zinc and iron were found to be equally effective in inhibiting corrosion, although the scheme was later abandoned when it was found that ships protected in this way were rapidly fouled by weeds and barnacles.
    [br]
    Principal Honours and Distinctions
    Knighted 1812. FRS 1803; President, Royal Society 1820. Royal Society Copley Medal 1805.
    Bibliography
    1812, Elements of Chemical Philosophy.
    1839–40, The Collected Works of Sir Humphry Davy, 9 vols, ed. John Davy, London.
    Further Reading
    J.Davy, 1836, Memoirs of the Life of Sir Humphry Davy, London (a classic biography). J.A.Paris, 1831, The Life of Sir Humphry Davy, London (a classic biography). H.Hartley, 1967, Humphry Davy, London (a more recent biography).
    J.Z.Fullmer, 1969, Cambridge, Mass, (a bibliography of Davy's works).
    ASD

    Biographical history of technology > Davy, Sir Humphry

  • 100 Dickinson, John

    SUBJECT AREA: Paper and printing
    [br]
    b. 29 March 1782
    d. 11 January 1869 London, England
    [br]
    English papermaker and inventor of a papermaking machine.
    [br]
    After education at a private school, Dickinson was apprenticed to a London stationer. In 1806 he started in business as a stationer, in partnership with George Longman; they transferred to 65 Old Bailey, where the firm remained until their premises were destroyed during the Second World War. In order to secure the supply of paper and be less dependent on the papermakers, Dickinson turned to making paper on his own account. In 1809 he acquired Apsley Mill, near Hemel Hempstead on the river Gade in Hertfordshire. There, he produced a new kind of paper for cannon cartridges which, unlike the paper then in use, did not smoulder, thus reducing the risk of undesired explosions. The new paper proved very useful during the Napoleonic War.
    Dickinson developed a continuous papermaking machine about the same time as the Fourdrinier brothers, but his worked on a different principle. Instead of a continuous flat wire screen, Dickinson used a wire-covered cylinder which dipped into the dilute pulp as it revolved. A felt-covered roller removed the layer of wet pulp, which was then subjected to drying, as in the Fourdrinier machine. The latter was first in use at Frogmore, just upstream from Apsley Mill on the river Gade. Dickinson patented his machine in 1809 and claimed that it was superior for some kinds of paper. In feet, both types of machine have survived, in much enlarged and modified form: the Fourdrinier for general papermaking, the Dickinson cylinder for the making of board. In 1810 Dickinson acquired the nearby Nash Mill, and over the years he extended the scope of his papermaking business, introducing many technical improvements. Among his inventions was a machine to paste together continuous webs of paper to form cardboard. Another, patented in 1829, was a process for incorporating threads of cotton, flax or silk into the body of the paper to make forgery more difficult. He became increasingly prosperous, overcoming labour disputes with unemployed hand-papermakers. and lawsuits against a canal company which threatened the water supply to his mills. Dickinson was the first to use percolation gauges to predict river flow, and his work on water supply brought him election to a Fellowship of the Royal Society in 1845.
    [br]
    Principal Honours and Distinctions
    FRS 1845.
    Further Reading
    R.H.Clapperton, 1967, The Paper-making Machine, Oxford: Pergamon Press, pp. 331–5 (provides a biography and full details of Dickinson's inventions).
    LRD

    Biographical history of technology > Dickinson, John

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