g+for+george

SUBJECT AREA: Public utilities

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He began to practise in Derbyshire and South Yorkshire and later moved to London, where his most important work was carried out. Little is known of his birth or, indeed, of the date of his death, although it is thought that he may have been born in Ashton-in- Makerfield.

His first known work was a water-driven pumping plant in Derby erected in 1693 to supply water to houses and to points in the town through pipes from the pumps by the river Derwent. These water-driven pumping plants and the delivery of water to various towns were the result of entrepreneurial development by groups of "adventurers". Sorocold went on to set up many more pumping plants, including those at Leeds Bridge (1694–5), Macclesfield, Wirksworth, Yarmouth, Portsmouth, Norwich and King's Lynn.

His best-known work was the installation of a pumping plant at the north end of London Bridge to replace a sixteenth-century plant. This consisted of four water-wheels placed between the starlings of the bridge. As the bridge is situated on the tidal Thames, the water-wheels were contrived so that their shafts could be raised or lowered to meet the state of the tidal flow. Whilst the waterworks designed by Sorocold are well known, it is clear that he had come to be regarded as a consulting engineer. One scheme that was carried through was the creation of a navigation between the river Trent and Derby on the line of the river Derwent. He appeared as a witness for the Derwent Navigation Act in 1703. He also held a patent for "A new machine for cutting and sawing all sorts of boards, timber and stone, and twisting all kinds of ropes, cords and cables by the strength of horses of water": this illustrates that his knowledge of power sources was predominant in his practice.

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1908-1991

   Nacido en Nueva York. Ayudante de direccion desde 1932 y director de mas de cien peliculas desde 1937, primero para Republic hasta 1944, mas tarde para Columbia hasta 1948, y despues hasta 1956 para Universal. A medida que pasaba de una productora a otra los presupuestos de sus peliculas iban siendo mas holgados, por lo que no es de extranar que su ultimo western, que es tambien su ultima pelicula, El gran Jack, sea la de presupuesto mas amplio y, dicho sea de paso, la mejor. Sherman es, sin lugar a dudas, uno de los grandes especialistas del western. Una ojeada a su filmografia hace innecesarias otras explicaciones; entre 1937 y 1943 trabaja a un ritmo frenetico para satisfacer las necesidades de algunas de las estrellas del genero, destacando, en particular, su dedicacion a la serie The Three Mes quiteers. A partir de 1946 realiza sus obras mas personales, que, sin pasar de discretas, cumplen sobradamente su cometido.

   FILMOGRAFIA

    Wild Horse Rodeo. 1937. 55 minutos. Blanco y Negro. Republic. Robert Livingston, Ray Corrigan, Max Terhune, June Martel.

    The Purple Vigilantes. 1938. 58 minutos. Blanco y Negro. Republic. Robert Livingston, Ray Corrigan, Max Terhune, Joan Barclay.

    Outlaws of Sonora. 1938. 55 minutos. Blanco y Negro. Republic. Robert Livingston, Ray Corrigan, Max Terhune, Jean Joyce.

    Riders of the Black Hills. 1938. 55 minutos. Blanco y Negro. Republic. Robert Livingston, Ray Corrigan, Max Terhune, Ann Evers.

    Heroes of the Hills. 1938. 56 minutos. Blanco y Negro. Republic. Robert Livingston, Ray Corrigan, Max Terhune, Priscilla Lawson.

    Pals of the Saddle. 1938. 55 minutos. Blanco y Negro. Republic. John Wayne, Ray Corrigan, Max Terhune, Doreen McKay.

    Overland Stage Raiders. 1938. 58 minutos. Blanco y Negro. Republic. John Wayne, Ray Corrigan, Max Terhune, Louise Brooks.

    Rhythm of the Saddle. 1938. 58 minutos. Blanco y Negro. Republic. Gene Autry, Smiley Burnette, Peggy Moran.

    Santa Fe Stampede. 1938. 58 minutos. Blanco y Negro. Republic. John Wayne, Ray Corrigan, Max Terhune, June Martel.

    Red River Range. 1938. 56 minutos. Blanco y Negro. Republic. John Wayne, Ray Corrigan, Max Terhune, Polly Moran, Lorna Gray.

    Mexicali Rose. 1939. 58 minutos. Blanco y Negro. Republic. Gene Autry, Smiley Burnette, Luana Walters.

    The Night Riders. 1939. 58 minutos. Blanco y Negro. Republic. John Way ne, Ray Corrigan, Max Terhune, Doreen McKay, Ruth Rogers.

    Three Texas Steers. 1939. 59 minutos. Blanco y Negro. Republic. John Wayne, Ray Corrigan, Max Terhune, Carole Landis.

    Wyoming Outlaw. 1939. 62 minutos. Blanco y Negro. Republic. John Wayne, Ray Corrigan, Raymond Hatton, Adele Pearce.

    Colorado Sunset. 1939. 61 minutos. Blanco y Negro. Republic. Gene Autry, Smiley Burnette, June Storey.

    New Frontier. 1939. 57 minutos. Blanco y Negro. Republic. John Wayne, Ray Corrigan, Raymond Hatton, Phyllis Isley (Jennifer Jones).

    The Kansas Terrors. 1939. 57 minutos. Blanco y Negro. Republic. Robert Livingston, Raymond Hatton, Duncan Renaldo, Jacqueline Wells (Julie Bishop).

    Rovin’ Tumbleweeds. 1939. 62 minutos. Blanco y Negro. Republic. Gene Autry, Smiley Burnette, Mary Carlisle.

    The Cowboys from Texas. 1939. 57 minutos. Blanco y Negro. Republic. Robert Livingston, Raymond Hatton, Duncan Renaldo, Carole Landis.

    South of the Border. 1939. 71 minutos. Blanco y Negro. Republic. Gene Autry, Smiley Burnette, June Storey, Lupita Tovar.

    Ghost Valley Raiders. 1940. 57 minutos. Blanco y Negro. Republic. Don Barry, Lona Andre, LeRoy Mason.

    Covered Wagon Days. 1940. 56 minutos. Blanco y Negro. Republic. Robert Livingston, Raymond Hatton, Duncan Renaldo, Kay Griffith, Ruth Robinson.

    Rocky Mountain Rangers. 1940. 58 minutos. Blanco y Negro. Republic. Robert Livingston, Raymond Hatton, Duncan Renaldo, Rosella Towne.

    One Man’s Law. 1940. 57 minutos. Blanco y Negro. Republic. Don Barry, Janet Waldo, Dub Taylor.

    The Tulsa Kid. 1940. 57 minutos. Blanco y Negro. Republic. Don Barry, Luana Walters, Jimmy Wakely.

    Under Texas Skies. 1940. 57 minutos. Blanco y Negro. Republic. Robert Livingston, Bob Steele, Rufe Davis, Lois Ranson.

    Frontier Vengeance (co-d.: Nate Watt). 1940. 57 minutos. Blanco y Negro. Republic. Don Barry, Betty Moran.

    The Trail Blazers. 1940. 58 minutos. Blanco y Negro. Republic. Robert Livingston, Bob Steele, Rufe Davis, Pauline Moore.

    Texas Terrors. 1940. 57 minutos. Blanco y Negro. Republic. Don Barry, Julie Duncan, Al St. John.

    Lone Star Raiders. 1940. 57 minutos. Blanco y Negro. Republic. Robert Livingston, Bob Steele, Rufe Davis, June Johnson, Sarah Padden.

    Wyoming Wildcat. 1941. 56 minutos. Blanco y Negro. Republic. Don Barry, Julie Duncan, Syd Taylor.

    The Phantom Cowboy. 1941. 56 minutos. Blanco y Negro. Republic. Don Barry, Virginia Carroll, Rex Lease.

    Two Gun Sheriff. 1941. 56 minutos. Blanco y Negro. Republic. Don Barry, Lynn Merrick.

    Desert Bandit. 1941. 56 minutos. Blanco y Negro. Republic. Don Barry, Lynn Merrick.

    Kansas Cyclone. 1941. 58 minutos. Blanco y Negro. Republic. Don Barry, Lynn Merrick.

    The Apache Kid. 1941. 56 minutos. Blanco y Negro. Republic. Don Barry, Lynn Merrick, Al St.John.

    Death Valley Outlaws. 1941. 56 minutos. Blanco y Negro. Republic. Don Barry, Lynn Merrick.

    A Missouri Outlaw. 1941. 58 minutos. Blanco y Negro. Republic. Don Barry, Lynn Merrick.

    Arizona Terror. 1942. 56 minutos. Blanco y Negro. Republic. Don Barry, Lynn Merrick, Al St.John.

    Stagecoach Express. 1942. 57 minutos. Blanco y Negro. Republic. Don Barry, Lynn Merrick, Al St.John.

    Jesse James, Jr. 1942. 56 minutos. Blanco y Negro. Republic. Don Barry, Lynn Merrick, Al St. John.

    Cyclone Kid. 1942. 57 minutos. Blanco y Negro. Republic. Don Barry, Lynn Merrick, Lloyd Andrews.

    The Sombrero Kid. 1942. 56 minutos. Blanco y Negro. Republic. Don Barry, Lynn Merrick, Lloyd Andrews.

    The West Side Kid. 1943. 58 minutos. Blanco y Negro. Republic. Don Ba rry, Dale Evans, Henry Hull.

    Renegades (Renegados). 1946. 88 minutos. Technicolor. Columbia. Eve lyn Keyes, Willard Parker, Larry Parks.

    Last of the Redmen. 1947. 77 minutos. Cinecolor. Key Pictures (Columbia). Jon Hall, Julie Bishop, Evelyn Ankers, Michael O’Shea.

    Relentless. 1948. 93 minutos. Technicolor. Cavalier Productions (Colum bia). Robert Young, Marguerite Chapman, Willard Parker, Akim Tamiroff.

    Black Bart (El enmascarado). 1948. 80 minutos. Technicolor. Universal. Yvonne De Carlo, Dan Duryea, Jeffrey Lynn.

    River Lady (Rio abajo). 1948. 78 minutos. Universal. Yvonne De Carlo, Dan Duryea, Rod Cameron, Helena Carter.

    Red Canyon (Huracan). 1949. 82 minutos. Technicolor. Universal. Ann Blyth, Howard Duff, George Brent.

    Calamity Jane and Sam Bass. 1949. 85 minutos. Technicolor. Universal. Yvonne De Carlo, Howard Duff, Dorothy Hart, Willard Parker.

    Comanche Territory (Orgullo de comanche). 1950. 76 minutos. Techni color. Universal. Maureen O’Hara, MacDonald Carey, Will Geer.

    Tomahawk (El piel roja). 1951. 82 minutos. Technicolor. Universal. Yvo n ne De Carlo, Van Heflin, Preston Foster, Rock Hudson.

    The Battle at Apache Pass. 1951. 85 minutos. Technicolor. Universal. John Lund, Jeff Chandler, Beverly Tyler, Susan Cabot.

    The Lone Hand. 1953. 80 minutos. Technicolor. Universal. Joel McCrea, Barbara Hale, Alex Nicol.

    War Arrow (Asalto al Fuerte Clark). 1954. 78 minutos. Technicolor. Uni versal. Jeff Chandler, Maureen O’Hara, John McIntire, Suzan Ball.

    Border River. 1954. 81 minutos. Technicolor. Universal. Joel McCrea, Yvon ne De Carlo, Pedro Armendariz.

    Dawn at Socorro. 1954. 80 minutos. Technicolor. Universal. Rory Calhoun, Piper Laurie, David Brian, Kathleen Hugues.

    Chief Crazy Horse (El gran jefe). 1955. 86 minutos. Technicolor. Cinema - Scope. Universal. Victor Mature, Suzan Ball, John Lund, Ray Danton.

    Count Three and Pray. 1955. 102 minutos. Technicolor. CinemaScope. Co pa Productions (Columbia). Van Heflin, Joanne Woodward, Phil Carey.

    The Treasure of Pancho Villa (El tesoro de Pancho Villa). 1955. 96 min. Technicolor. Superscope. RKO. Rory Calhoun, S. Winters, Gilbert Roland.

    Comanche (Duelo de razas). 1956. 87 minutos. Color DeLuxe. Cinema Sco pe. UA. Dana Andrews, Kent Smith, John Litel, Linda Cristal.

    Reprisal! 1956. 74 minutos. Technicolor. Lewis J. Rachmil (Columbia). Guy Madison, Felicia Farr, Kathryn Grant.

    The Hard Man. 1957. 80 minutos. Technicolor. Romson (Columbia). Guy Madison, Valerie French, Lorne Greene.

    The Last of the Fast Guns. 1958. 82 minutos. Eastmancolor. CinemaScope. Universal. Jock Mahoney, Eduard Franz, Gilbert Roland, Linda Cristal.

    Ten Days to Tulara. 1958. 77 minutos. Blanco y Negro. UA. Sterling Hay den, Grace Raynor.

    Hell Bent for Leather. 1960. 82 minutos. Eastmancolor. Panavision. Uni versal. Audie Murphy, Stephen McNally, Felicia Farr.

    For the Love of Mike. 1960. 87 minutos. Color DeLuxe. CinemaScope. Fox. Richard Basehart, Stuart Edwin, Elsa Cardenas.

    Joaquin Murrieta. 1965. 108 minutos. Eastmancolor. Pro-Artis Iberica. Jeffrey Hunter, Arthur Kennedy, Sara Lezana, Diana Lorys.

    Smoky. 1966. 103 minutos. Color DeLuxe. Fox. Fess Parker, Katy Jurado, Diana Hyland.

    Big Jake (El gran Jack). 1971. 110 minutos. Technicolor. Panavision. Natio nal General. John Wayne, Richard Boone, Maureen O’Hara.

SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering

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From 1868 to 1896 George Alden was head of the steam and mechanical engineering departments at the Worcester Polytechnic Institute, Worcester, Massachusetts. He made a donation in 1910 to establish a hydraulic laboratory at the Institute, and later a further donation for an extension of the laboratory which was completed in 1925. He was Chairman of the Board of Norton (Abrasives) Company and made a significant contribution to the theory of grinding in his paper in 1914 to the American Society of Mechanical Engineers. He was a member of that society from 1880, the year of its foundation, and took an active part in its proceedings.

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SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering

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After leaving school at the age of 17, George Bond taught in local schools for a few years before starting an apprenticeship in a machine shop in Grand Rapids, Michigan. He then worked as a machinist with Phoenix Furniture Company in that city until his savings permitted him to enter the Stevens Institute of Technology at Hoboken, New Jersey, in 1876. He graduated with the degree of Mechanical Engineer in 1880. In his final year he assisted William A.Rogers, Professor of Astronomy at Harvard College Observatory, Cambridge, Massachusetts, in the design of a comparator for checking standards of length. In 1880 he joined the Pratt \& Whitney Company, Hartford, Connecticut, and was Manager of the Standards and Gauge Department from then until 1902. During this period he developed cylindrical, calliper, snap, limit, thread and other gauges. He also designed the Bond Standard Measuring Machine. Bond was elected a member of the American Society of Mechanical Engineers in 1881 and of the American Society of Civil Engineers in 1887, and served on many of their committees relating to standards and units of measurement.

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See also: Pratt, Francis Ashbury; Whitney, Amos

SUBJECT AREA: Steam and internal combustion engines

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Corliss's father was a physician and surgeon. The son was educated at Greenwich, New York, but while he showed an aptitude for mathematics and mechanics he first of all became a storekeeper and then clerk, bookkeeper, salesperson and official measurer and inspector of the cloth produced at W.Mowbray \& Son. He went to the Castleton Academy, Vermont, for three years and at the age of 21 returned to a store of his own in Greenwich. Complaints about stitching in the boots he sold led him to patent a sewing machine. He approached Fairbanks, Bancroft \& Co., Providence, Rhode Island, machine and steam engine builders, about producing his machine, but they agreed to take him on as a draughtsman providing he abandoned it. Corliss moved to Providence with his family and soon revolutionized the design and construction of steam engines. Although he started working out ideas for his engine in 1846 and completed one in 1848 for the Providence Dyeing, Bleaching and Calendering Company, it was not until March 1849 that he obtained a patent. By that time he had joined John Barstow and E.J.Nightingale to form a new company, Corliss Nightingale \& Co., to build his design of steam-engines. He used paired valves, two inlet and two exhaust, placed on opposite sides of the cylinder, which gave good thermal properties in the flow of steam. His wrist-plate operating mechanism gave quick opening and his trip mechanism allowed the governor to regulate the closure of the inlet valve, giving maximum expansion for any load. It has been claimed that Corliss should rank equally with James Watt in the development of the steam-engine. The new company bought land in Providence for a factory which was completed in 1856 when the Corliss Engine Company was incorporated. Corliss directed the business activities as well as technical improvements. He took out further patents modifying his valve gear in 1851, 1852, 1859, 1867, 1875, 1880. The business grew until well over 1,000 workers were employed. The cylindrical oscillating valve normally associated with the Corliss engine did not make its appearance until 1850 and was included in the 1859 patent. The impressive beam engine designed for the 1876 Centennial Exhibition by E. Reynolds was the product of Corliss's works. Corliss also patented gear-cutting machines, boilers, condensing apparatus and a pumping engine for waterworks. While having little interest in politics, he represented North Providence in the General Assembly of Rhode Island between 1868 and 1870.

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SUBJECT AREA: Ports and shipping, Public utilities, Weapons and armour

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The only son of a corn merchant, Alderman William Armstrong, he was educated at private schools in Newcastle and at Bishop Auckland Grammar School. He then became an articled clerk in the office of Armorer Donkin, a solicitor and a friend of his father. During a fishing trip he saw a water-wheel driven by an open stream to work a marble-cutting machine. He felt that its efficiency would be improved by introducing the water to the wheel in a pipe. He developed an interest in hydraulics and in electricity, and became a popular lecturer on these subjects. From 1838 he became friendly with Henry Watson of the High Bridge Works, Newcastle, and for six years he visited the Works almost daily, studying turret clocks, telescopes, papermaking machinery, surveying instruments and other equipment being produced. There he had built his first hydraulic machine, which generated 5 hp when run off the Newcastle town water-mains. He then designed and made a working model of a hydraulic crane, but it created little interest. In 1845, after he had served this rather unconventional apprenticeship at High Bridge Works, he was appointed Secretary of the newly formed Whittle Dene Water Company. The same year he proposed to the town council of Newcastle the conversion of one of the quayside cranes to his hydraulic operation which, if successful, should also be applied to a further four cranes. This was done by the Newcastle Cranage Company at High Bridge Works. In 1847 he gave up law and formed W.G.Armstrong \& Co. to manufacture hydraulic machinery in a works at Elswick. Orders for cranes, hoists, dock gates and bridges were obtained from mines; docks and railways.

Early in the Crimean War, the War Office asked him to design and make submarine mines to blow up ships that were sunk by the Russians to block the entrance to Sevastopol harbour. The mines were never used, but this set him thinking about military affairs and brought him many useful contacts at the War Office. Learning that two eighteen-pounder British guns had silenced a whole Russian battery but were too heavy to move over rough ground, he carried out a thorough investigation and proposed light field guns with rifled barrels to fire elongated lead projectiles rather than cast-iron balls. He delivered his first gun in 1855; it was built of a steel core and wound-iron wire jacket. The barrel was multi-grooved and the gun weighed a quarter of a ton and could fire a 3 lb (1.4 kg) projectile. This was considered too light and was sent back to the factory to be rebored to take a 5 lb (2.3 kg) shot. The gun was a complete success and Armstrong was then asked to design and produce an equally successful eighteen-pounder. In 1859 he was appointed Engineer of Rifled Ordnance and was knighted. However, there was considerable opposition from the notably conservative officers of the Army who resented the intrusion of this civilian engineer in their affairs. In 1862, contracts with the Elswick Ordnance Company were terminated, and the Government rejected breech-loading and went back to muzzle-loading. Armstrong resigned and concentrated on foreign sales, which were successful worldwide.

The search for a suitable proving ground for a 12-ton gun led to an interest in shipbuilding at Elswick from 1868. This necessitated the replacement of an earlier stone bridge with the hydraulically operated Tyne Swing Bridge, which weighed some 1450 tons and allowed a clear passage for shipping. Hydraulic equipment on warships became more complex and increasing quantities of it were made at the Elswick works, which also flourished with the reintroduction of the breech-loader in 1878. In 1884 an open-hearth acid steelworks was added to the Elswick facilities. In 1897 the firm merged with Sir Joseph Whitworth \& Co. to become Sir W.G.Armstrong Whitworth \& Co. After Armstrong's death a further merger with Vickers Ltd formed Vickers Armstrong Ltd.

In 1879 Armstrong took a great interest in Joseph Swan's invention of the incandescent electric light-bulb. He was one of those who formed the Swan Electric Light Company, opening a factory at South Benwell to make the bulbs. At Cragside, his mansion at Roth bury, he installed a water turbine and generator, making it one of the first houses in England to be lit by electricity.

Armstrong was a noted philanthropist, building houses for his workforce, and endowing schools, hospitals and parks. His last act of charity was to purchase Bamburgh Castle, Northumbria, in 1894, intending to turn it into a hospital or a convalescent home, but he did not live long enough to complete the work.

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SUBJECT AREA: Ports and shipping

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Almost all of Watson's life was spent in or around the City of Glasgow; his formal education was at the city's High School and at the age of 16 he entered the yard and drawing offices of Robert Napier's Govan Shipyard. Three years later he crossed the River Clyde and started work in the design office of the Pointhouse Shipyard of A. \& J.Inglis, and there received the necessary grounding of a naval architect. Dr John Inglis, the Principal of the firm, encouraged Watson, ensured that he was involved in advanced design work and allowed him to build a yacht in a corner of the shipyard in his spare time.

At the early age of 22 Watson set up as a naval architect with his own company, which is still in existence 120 years later. In 1875, assisted by two carpenters, Watson built the 5-ton yacht Vril to his own design. This vessel was the first with an integral heavy lead keel and its success ensured that design contracts flowed to him for new yachts for the Clyde and elsewhere. His enthusiasm and increasing skill were recognized and soon he was working on the ultimate: the America's Cup challengers Thistle, Valkyrie II, Valkyrie III and Shamrock II. The greatest accolade was the contract for the design of the J Class yacht Britannia, built by D. \& W.Henderson of Glasgow in 1893 for the Prince of Wales.

The company of G.L.Watson became the world's leading designer of steam yachts, and it was usual for it to offer a full design service as well as supervise construction in any part of the world. Watson took a deep interest in the work of the Royal National Lifeboat Institution and was its technical consultant for many years. One of his designs, the Watson Lifeboat, was a stalwart in its fleet for many years. In public life he lectured, took an active part in the debates on yacht racing and was recognized as Britain's leading designer.

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SUBJECT AREA: Agricultural and food technology

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In 1896 Carver was invited by Booker T.Washington, noted for his efforts to improve the education of African American craftspeople after the Civil War, to join the teaching staff at the Tuskegee Institute, Alabama. Carver became renowned for his innovative work in developing agricultural products, particularly from the peanut, sweet potato and cowpea. He was one of the first agriculturalists of that time to promote the use of organic fertilizers, and he was noted for his work in the hybridization of local plants. In spite of these achievements, his immediate impact on the African American farming community lay in promoting agricultural education and extension work. In 1897 Carver was appointed the first director of the Tuskegee agricultural experiment station. Here, he developed teaching techniques in agricultural education, such as issuing a series of clearly-written information bulletins. He also devised the first mobile school in the American South, which consisted of a farm wagon equipped with educational material and travelled from farm to farm, demonstrating the latest agricultural techniques.

Carver was granted only three patents: one in 1923 for a cosmetic and two, in 1925 and 1927, for processes for making pigments.

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SUBJECT AREA: Land transport

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Little is known of Shillibeer's early life except that he was for some years resident in France. He served as a midshipman in the Royal Navy before joining the firm of Hatchetts in Long Acre, London, to learn coachbuilding. He set up as a coachbuilder in Paris soon after the end of the Napoleonic Wars, and prospered. Early in the 1820s Jacques Laffite ordered two improved buses from Shillibeer. Their success prompted Shillibeer to sell up his business and return to London to start a similar service. His first two buses in London ran for the first time on 4 July 1829, from the Yorkshire Stingo at Paddington to the Bank, a distance of 9 miles (14 km) which had taken three hours by the existing short-stagecoaches. Shillibeer's vehicle was drawn by three horses abreast, carried twenty-two passengers at a charge of one shilling for the full journey or sixpence for a part-journey. These fares were a third of that charged for an inside seat on a short-stagecoach. The conductors were the sons of friends of Shillibeer from his naval days. He was soon earning £1,000 per week, each bus making twelve double journeys a day. Dishonesty was rife among the conductors, so Shillibeer fitted a register under the entrance step to count the passengers; two of the conductors who had been discharged set out to wreck the register and its inventor. Expanded routes were soon being travelled by a larger fleet but the newly formed Metropolitan Police force complained that the buses were too wide, so the next buses had only two horses and carried sixteen passengers inside with two on top. Shillibeer's partner, William Morton, failed as competition grew. Shillibeer sold out in 1834 when he had sixty buses, six hundred horses and stabling for them. He started a long-distance service to Greenwich, but a competing railway opened in 1835 and income declined; the Official Stamp and Tax Offices seized the omnibuses and the business was bankrupted. Shillibeer then set up as an undertaker, and prospered with a new design of hearse which became known as a "Shillibeer".

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SUBJECT AREA: Textiles

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Edmund Cartwright's combing machine needed a great deal of improvement before it could be used to tackle the finer qualities of wool. Various people carried out experiments over the next thirty years, including G.E.Donisthorpe of Leicester. Together with Henry Rawson, Donisthorpe obtained his first patent for improvements to wool combing in 1835, but his important ones were obtained in 1842 and 1843. These attracted the attention of S.C. Lister, who had become interested in developing a machine to comb wool after seeing the grim working conditions of the hand-combers supplying his mill at Manningham. Lister was quick to perceive that Donisthorpe's invention carried sufficient promise to replace the hand-comber, so in 1842 he made Donisthorpe an offer, which was accepted, of £2,000 for half the patent rights. In the following year Lister purchased the other half of the patent for £10,000, whereby Donisthorpe ceased to have any pecuniary interest in it. Lister took Donisthorpe into partnership and they worked together over the ensuing years with patience and diligence until they eventually succeeded in bringing out a combing machine that was generally acceptable. They were combing fine botany wool for the first time by machine in 1843. Further patents were taken out in their joint names in 1849 and 1850: these included the "nip" mechanism, the priority of which was disputed by Heilmann. Donisthorpe also took out patents for wool combing with John Whitehead in 1849 and John Crofts in 1853.

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SUBJECT AREA: Paper and printing

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Parker was born of English immigrant stock and grew up on his parents' farm in Iowa. He matriculated at Upper Iowa University and then joined the Valentine School of Telegraphy at Jamesville, Wisconsin: within a year he was on the staff. He supplemented his meagre school-master's pay by selling fountain pens to his students. He found that the pens needed constant attention, and his students were continually bringing them back to him for repair. The more he sold, the more he repaired. The work furnished him, first, with a detailed knowledge of the design and construction of the fountain pen and then with the thought that he could make a better pen himself. He gave up his teaching career and in 1888 began experimenting. He established his own company and in the following year he registered his first patent. The Parker Pen Company was formally incorporated on 8 March 1892.

In the following years he patented many improvements, including the Lucky Curve pen and ink-feed system, patented in 1894. That was the real breakthrough for Parker and the pen was an immediate success. It solved the problem that had bedevilled the fountain pen before and since, by incorporating an ink-feed system that ensured a free and uniform flow of ink to where it was wanted, the nib, and not to other undesirable places.

Parker established a reputation for manufacturing high-quality pens that looked good and worked well and reliably. The pens were in demand worldwide and the company grew.

During the First World War, Parker introduced the Trench Pen for use on the Western Front. A tablet of pigment was inserted in a blind cap at the end of the pen. When this tablet was placed in the barrel and the barrel was filled with water, the pen was ready for use.

Later developments included the Duofold pen, designed and launched in 1920. It had an enlarged ink capacity, a red barrel and a twentyfive-year guarantee on the nib. It became immensely popular with the public and was the flagship product throughout the 1920s and early 1930s, until the Vacumatic was launched in 1933.

Parker handed over control of the company to this two sons, Kenneth and Russell, during the 1920s, remaining President until his retirement in 1933.

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SUBJECT AREA: Metallurgy

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He acquired a considerable knowledge of wire-making in his father's works before he took a position in 1839 at the works of James Edleston at Warrington. From there, in 1851, he went to Manchester as Manager of Richard Johnson \& Sons' wire mill, where he remained for the rest of his life. It was there that he initiated several important improvements in the manufacture of wire. These included a system of circulating puddling furnace water bottoms and sides, and a galvanizing process. His most important innovation, however, was the continuous mill for producing iron rod for wiredrawing. Previously the red-hot iron billets had to be handled repeatedly through a stand or set of rolls to reduce the billet to the required shape, with time and heat being lost at each handling. In Bedson's continuous mill, the billet entered the first of a succession of stands placed as closely to each other as possible and emerged from the final one as rod suitable for wiredrawing, without any intermediate handling. A second novel feature was that alternate rolls were arranged vertically to save turning the piece manually through a right angle. That improved the quality as well as the speed of production. Bedson's first continuous mill was erected in Manchester in 1862 and had sixteen stands in tandem. A mill on this principle had been patented the previous year by Charles While of Pontypridd, South Wales, but it was Bedson who made it work and brought it into use commercially. A difficult problem to overcome was that as the piece being rolled lengthened, its speed increased, so that each pair of rolls had to increase correspondingly. The only source of power was a steam engine working a single drive shaft, but Bedson achieved the greater speeds by using successively larger gear-wheels at each stand.

Bedson's first mill was highly successful, and a second one was erected at the Manchester works; however, its application was limited to the production of small bars, rods and sections. Nevertheless, Bedson's mill established an important principle of rolling-mill design that was to have wider applications in later years.

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SUBJECT AREA: Steam and internal combustion engines

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During the thirty years prior to his death, Brayton devoted considerable effort to the development of internal-combustion engines. He designed the first commercial gas engine of American origin in 1872. An oil-burning engine was produced in 1875. An aptitude for mechanical innovation became apparent whilst he was employed at the Exeter Machine Works, New Hampshire, where he developed a successful steam generator for use in domestic and industrial heating systems. Brayton engines were distinguished by the method of combustion. A pressurized air-fuel mixture from a reservoir was ignited as it entered the working cylinder—a precursor of the constant-pressure cycle. A further feature of these early engines was a rocking beam. There exist accounts of Brayton engines fitted into river craft, and of one in a carriage which operated for a few months in 1872–3. However, the appearance of the four-stroke Otto engine in 1876, together with technical problems associated with backfiring into the fuel reservoir, prevented large-scale acceptance of the Brayton engine. Although Thompson Sterne \& Co. of Glasgow became licensees, the engine failed to gain usage in Britain. A working model of Brayton's gas engine is exhibited in the Museum of History and Technology in Washington, DC.

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SUBJECT AREA: Electronics and information technology

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Pierce entered the University of Texas in 1890, gaining his BSc in physics in 1893 and his MSc in 1894. After teaching and doing various odd jobs, in 1897 he obtained a scholarship to Harvard, obtaining his PhD three years later. Following a period at the University of Leipzig, he returned to the USA in 1903 to join the teaching staff at Harvard, where he soon established new courses and began to gain a reputation as a pioneer in electronics, including the study of crystal rectifiers and publication of a textbook on wireless telegraphy. In 1912, with Kennelly, he conceived the idea of motional impedance. The same year he was made first Director of Harvard's Cruft High- Tension Electrical Laboratory, a post he held until his retirement. In 1917 he was appointed Professor of Physics, and for the remainder of the First World War he was also involved in work on submarine detection at the US Naval Base in New London. In 1921 he was appointed Rumford Professor of Physics and became interested in the work of Walter Cady on crystal-controlled circuits. As a result of this he patented the Pierce crystal oscillator in 1924. Having discovered the magnetostriction property of nickel and nichrome, in 1928 he also invented the magnetostriction oscillator. The mercury-vapour discharge lamp is also said to have been his idea. He became Gordon McKay Professor of Physics and Communications in 1935 and retired from Harvard in 1940, but he remained active for the rest of his life with the study of sound generation by birds and insects.

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увольняться из-за чего-л.; уходить из-за чего-л.

Folkfronten för Palestinas befrielse (palestinsk extremistorganisation under ledning av George Chabbas)

тж Kennan Institute (covering Russia and surrounding states)

SUBJECT AREA: Ports and shipping

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Atwood was educated at Westminster School and entered Trinity College, Cambridge, in 1765 with a scholarship. He graduated with high honours (third wrangler) in 1796, and went on to become a fellow and tutor of his college. In 1776 he was elected Fellow of the Royal Society. Eight years later, William Pitt the Younger (1759–1806) appointed him a senior officer of the Customs, this being a means of reimbursing him for the arduous and continuing task of calculating the national revenue. As a lecturer he was greatly renowned and his abilities as a calculator and as a musician were of a high order.

In the late 1790s Atwood presented a paper to the Royal Society that showed a means of obtaining the righting lever on a ship inclined from the vertical; this was a major step forward in the study of ship stability. Among his other inventions was a machine to exhibit the accelerative force of gravity.

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SUBJECT AREA: Paper and printing

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Blickensderfer was educated at the academy in Erie and at Allegheny College. He seems to have followed a business career, and in the course of his travels he became aware of the need for a simple, durable, but portable typewriter. He was in business in Stanford, Connecticut, where he developed but did not patent a number of typewriters, including a machine in which a type wheel could print short words such as "an" and "as" by depressing a single key. In 1889 he set up the Blickensderfer Manufacturing Company to perfect and mass-produce the machine he had in mind. He needed two years to test and perfect the model, and in 1891 work started on the factory that was to manufacture it. On the verge of mass-production in 1893, he produced a few machines for the Chicago World Exhibition in that year. Their success was sensational, and the "Blickensderfer" received the highest accolades from the judges, who hailed it as "extraordinary progress in the art of typewriting". The "Blickensderfer" appeared with successive modifications in the following years: they were durable, lightweight machines, with interchangeable type wheels, and were the first widely-used readily-portable typewriters.

Around 1902 Blickensderfer produced the first electric typewriter. A few electric machines were produced and some were sent to Europe, including England, but they are now very rare. One Blick Electric has been preserved in the Beeching Typewriter Collection in Bournemouth, England.

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упр. Бокс, Джордж (американский специалист по управлению качеством; родился в Великобритании, во время службы инженером в британской армии занимался статистическими методами, после войны получил докторскую степень в Университетском колледже, продолжил занятия статистикой и работал в химической компании; переехал в США, где был одним из основателей журнала Technometrics)