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21 Emigration
Traditionally, Portugal has been a country with a history of emigration to foreign lands, as well as to the overseas empire. During the early centuries of empire, only relatively small numbers of Portuguese emigrated to reside permanently in its colonies. After the establishment of the second, largely Brazilian empire in the 17th century, however, greater numbers of Portuguese left to seek their fortunes outside Europe. It was only toward the end of the 19th century, however, that Portuguese emigration became a mass movement, at first, largely to Brazil. While Portuguese-speaking Brazil was by far the most popular destination for the majority of Portuguese emigrants in early modern and modern times, after 1830, the United States and later Venezuela also became common destinations.Portuguese emigration patterns have changed in the 20th century and, as the Portuguese historian and economist Oliveira Martins wrote before the turn of the century, Portuguese emigration rates are a kind of national barometer. Crises and related social, political, and economic conditions within Portugal, as well as the presence of established emigrant communities in various countries, emigration laws, and the world economy have combined to shape emigration rates and destinations.After World War II, Brazil no longer remained the favorite destination of the majority of Portuguese emigrants who left Portugal to improve their lives and standards of living. Beginning in the 1950s, and swelling into a massive stream in the 1960s and into the 1970s, most Portuguese emigrated to find work in France and, after the change in U.S. immigration laws in the mid-1960s, a steady stream went to North America, including Canada. The emigration figures here indicate that the most intensive emigration years coincided with excessive political turmoil and severe draft (army conscription) laws during the First Republic (1912 was the high point), that emigration dropped during World Wars I and II and during economic downturns such as the Depression, and that the largest flow of Portuguese emigration in history occurred after the onset of the African colonial wars (1961) and into the 1970s, as Portuguese sought emigration as a way to avoid conscription or assignment to Africa.1887 17,0001900ca. 17,000 (mainly to Brazil)1910 39,0001912 88,000 (75,000 of these to Brazil)1930ca. 30,000 (Great Depression)1940ca. 8,8001950 41,0001955 57,0001960 67,0001965 131,0001970 209,000Despite considerable efforts by Lisbon to divert the stream of emigrants from Brazil or France to the African territories of Angola and Mozambique, this colonization effort failed, and most Portuguese who left Portugal preferred the better pay and security of jobs in France and West Germany or in the United States, Venezuela, and Brazil, where there were more deeply rooted Portuguese emigrant communities. At the time of the Revolution of 25 April 1974, when the military coup in Lisbon signaled the beginning of pressures for the Portuguese settlers to leave Africa, the total number of Portuguese resident in the two larger African territories amounted to about 600,000. In modern times, nonimperial Portuguese emigration has prevailed over imperial emigration and has had a significant impact on Portugal's annual budget (due to emigrants' remittances), the political system (since emigrants have a degree of absentee voting rights), investment and economy, and culture.A total of 4 million Portuguese reside and work outside Portugal as of 2009, over one-third of the country's continental and island population. It has also been said that more Portuguese of Azorean descent reside outside the Azores than in the Azores. The following statistics reflect the pattern of Portuguese emigrant communities in the world outside the mother country.Overseas Portuguese Communities Population Figures by Country of Residence ( estimates for 2002)Brazil 1,000,000France 650,000S. Africa 600,000USA 500,000Canada 400,000Venezuela 400,000W. Europe 175,000 (besides France and Germany)Germany 125,000Britain (UK) 60,000 (including Channel Islands)Lusophone Africa 50,000Australia 50,000Total: 4,010,000 (estimate) -
22 Chappe, Claude
SUBJECT AREA: Telecommunications[br]b. 25 December 1763 Brulon, Franced. 23 January 1805 Paris, France[br]French engineer who invented the semaphore visual telegraph.[br]Chappe began his studies at the Collège de Joyeuse, Rouen, and completed them at La Flèche. He was educated for the church with the intention of becoming an Abbé Commendataire, but this title did not in fact require him to perform any religious duties. He became interested in natural science and amongst other activities he carried out experiments with electrically charged soap bubbles.When the bénéfice was suppressed in 1781 he returned home and began to devise a system of telegraphic communication. With the help of his three brothers, particularly Abraham, and using an old idea, in 1790 he made a visual telegraph with suspended pendulums to relay coded messages over a distance of half a kilometre. Despite public suspicion and opposition, he presented the idea to the Assemblée Nationale on 22 May 1792. No doubt due to the influence of his brother, Ignace, a member of the Assemblée Nationale, the idea was favourably received, and on 1 April 1793 it was referred to the National Convention as being of military importance. As a result, Chappe was given the title of Telegraphy Engineer and commissioned to construct a semaphore (Gk. bearing a sign) link between Paris and Lille, a distance of some 240 km (150 miles), using twenty-two towers. Each station contained two telescopes for observing the adjacent towers, and each semaphore consisted of a central beam supporting two arms, whose positions gave nearly two hundred possible arrangements. Hence, by using a code book as a form of lookup table, Chappe was able to devise a code of over 8,000 words. The success of the system for communication during subsequent military conflicts resulted in him being commissioned to extend it with further links, a work that was continued by his brothers after his suicide during a period of illness and depression. Providing as it did an effective message speed of several thousand kilometres per hour, the system remained in use until the mid-nineteenth century, by which time the electric telegraph had become well established.[br]Further ReadingR.Appleyard, 1930, Pioneers of Electrical Communication.International Telecommunications Union, 1965, From Semaphore to Satellite, Geneva.See also: Morse, Samuel Finley BreezeKF -
23 Saxby, John
[br]b. 17 August 1821 Hurstpierpoint, Sussex, Englandd. 22 April 1913 Hassocks, Sussex, England[br]English railway signal engineer, pioneer of interlocking.[br]In the mid-1850s Saxby was a foreman in the Brighton Works of the London Brighton \& South Coast Railway, where he had no doubt become familiar with construction of semaphore signals of the type invented by C.H. Gregory; the London-Brighton line was one of the first over which these were installed. In the 1850s points and signals were usually worked independently, and it was to eliminate the risk of accident from conflicting points and signal positions that Saxby in 1856 patented an arrangement by which related points and signals would be operated simultaneously by a single lever.Others were concerned with the same problem. In 1855 Vignier, an employee of the Western Railway of France, had made an interlocking apparatus for junctions, and in 1859 Austin Chambers, who worked for the North London Railway, installed at Kentish Town Junction an interlocking lever frame in which a movement that depended upon another could not even commence until the earlier one was completed. He patented it early in 1860; Saxby patented his own version of such an apparatus later the same year. In 1863 Saxby left the London Brighton \& South Coast Railway to enter into a partnership with J.S.Farmer and established Saxby \& Farmer's railway signalling works at Kilburn, London. The firm manufactured, installed and maintained signalling equipment for many prominent railway companies. Its interlocking frames made possible installation of complex track layouts at increasingly busy London termini possible.In 1867 Saxby \& Farmer purchased Chambers's patent of 1860, Later developments by the firm included effective interlocking actuated by lifting a lever's catch handle, rather than by the lever itself (1871), and an improved locking frame known as the "gridiron" (1874). This was eventually superseded by tappet interlocking, which had been invented by James Deakin of the rival firm Stevens \& Co. in 1870 but for which patent protection had been lost through non-renewal.Saxby \& Farmer's equipment was also much used on the European continent, in India and in the USA, to which it introduced interlocking. A second manufacturing works was set up in 1878 at Creil (Oise), France, and when the partnership terminated in 1888 Saxby moved to Creil and managed the works himself until he retired to Sussex in 1900.[br]Bibliography1856, British patent no. 1,479 (simultaneous operation of points and signals). 1860, British patent no. 31 (a true interlocking mechanism).1867, jointly with Farmer, British patent no. 538 (improvements to the interlocking mechanism patented in 1860).1870, jointly with Farmer, British patent no. 569 (the facing point lock by plunger bolt).1871, jointly with Farmer, British patent no. 1,601 (catch-handle actuated interlocking) 1874, jointly with Farmer, British patent no. 294 (gridiron frame).Further ReadingWestinghouse Brake and Signal Company, 1956, John Saxby (1821–1913) and His Part in the Development of Interlocking and of the Signalling Industry, London (published to mark the centenary of the 1856 patent).PJGR -
24 Seppings, Robert
SUBJECT AREA: Ports and shipping[br]b. 11 December 1767 near Fakenham, Norfolk, Englandd. 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 DistinctionsFRS. Knighted (by the Prince Regent aboard the warship Royal George) 1819.BibliographyThroughout 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 ReadingA 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
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