hull,+william

SUBJECT AREA: Steam and internal combustion engines

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William was the second son and one of eleven children of Samuel Priestman, who had moved to Hull after retiring as a corn miller in Kirkstall, Leeds, and who in retirement had become a director of the North Eastern Railway Company. The family were strict Quakers, so William was sent to the Quaker School in Bootham, York. He left school at the age of 17 to start an engineering apprenticeship at the Humber Iron Works, but this company failed so the apprenticeship was continued with the North Eastern Railway, Gateshead. In 1869 he joined the hydraulics department of Sir William Armstrong \& Company, Newcastle upon Tyne, but after a year there his father financed him in business at a small, run down works, the Holderness Foundry, Hull. He was soon joined by his brother, Samuel, their main business being the manufacture of dredging equipment (grabs), cranes and winches. In the late 1870s William became interested in internal combustion engines. He took a sublicence to manufacture petrol engines to the patents of Eugène Etève of Paris from the British licensees, Moll and Dando. These engines operated in a similar manner to the non-compression gas engines of Lenoir. Failure to make the two-stroke version of this engine work satisfactorily forced him to pay royalties to Crossley Bros, the British licensees of the Otto four-stroke patents.

Fear of the dangers of petrol as a fuel, reflected by the associated very high insurance premiums, led William to experiment with the use of lamp oil as an engine fuel. His first of many patents was for a vaporizer. This was in 1885, well before Ackroyd Stuart. What distinguished the Priestman engine was the provision of an air pump which pressurized the fuel tank, outlets at the top and bottom of which led to a fuel atomizer injecting continuously into a vaporizing chamber heated by the exhaust gases. A spring-loaded inlet valve connected the chamber to the atmosphere, with the inlet valve proper between the chamber and the working cylinder being camoperated. A plug valve in the fuel line and a butterfly valve at the inlet to the chamber were operated, via a linkage, by the speed governor; this is believed to be the first use of this method of control. It was found that vaporization was only partly achieved, the higher fractions of the fuel condensing on the cylinder walls. A virtue was made of this as it provided vital lubrication. A starting system had to be provided, this comprising a lamp for preheating the vaporizing chamber and a hand pump for pressurizing the fuel tank.

Engines of 2–10 hp (1.5–7.5 kW) were exhibited to the press in 1886; of these, a vertical engine was installed in a tram car and one of the horizontals in a motor dray. In 1888, engines were shown publicly at the Royal Agricultural Show, while in 1890 two-cylinder vertical marine engines were introduced in sizes from 2 to 10 hp (1.5–7.5 kW), and later double-acting ones up to some 60 hp (45 kW). First, clutch and gearbox reversing was used, but reversing propellers were fitted later (Priestman patent of 1892). In the same year a factory was established in Philadelphia, USA, where engines in the range 5–20 hp (3.7–15 kW) were made. Construction was radically different from that of the previous ones, the bosses of the twin flywheels acting as crank discs with the main bearings on the outside.

On independent test in 1892, a Priestman engine achieved a full-load brake thermal efficiency of some 14 per cent, a very creditable figure for a compression ratio limited to under 3:1 by detonation problems. However, efficiency at low loads fell off seriously owing to the throttle governing, and the engines were heavy, complex and expensive compared with the competition.

Decline in sales of dredging equipment and bad debts forced the firm into insolvency in 1895 and receivers took over. A new company was formed, the brothers being excluded. However, they were able to attend board meetings, but to exert no influence. Engine activities ceased in about 1904 after over 1,000 engines had been made. It is probable that the Quaker ethics of the brothers were out of place in a business that was becoming increasingly cut-throat. William spent the rest of his long life serving others.

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SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering

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William Buckle was the son of Thomas Buckle (1759–1849), a millwright who later assisted the 9th Earl of Dundonald (1749–1831) in his various inventions, principally machines for the manufacture of rope. Soon after the birth of William, the family moved from Alnwick to Hull, Yorkshire, where he received his education. The family again moved c.1808 to London, and William was apprenticed to Messrs Woolf \& Edwards, millwrights and engineers of Lambeth. During his apprenticeship he attended evening classes at a mechanical drawing school in Finsbury, which was then the only place of its kind in London.

After completing his apprenticeship, he was sent by Messrs Humphrys to Memel in Prussia to establish steamboats on the rivers and lakes there under the patronage of the Prince of Hardenburg. After about four years he returned to Britain and was employed by Boulton, Watt \& Co. to install the engines in the first steam mail packet for the service between Dublin and Holyhead. He was responsible for the engines of the steamship Lightning when it was used on the visit of George IV to Ireland.

About 1824 Buckle was engaged by Boulton, Watt \& Co. as Manager of the Soho Foundry, where he is credited with introducing the first large screw-cutting lathe. At Soho about 700 or 800 men were employed on a wide variety of engineering manufacture, including coining machinery for mints in many parts of the world, with some in 1826 for the Mint at the Soho Manufactory. In 1851, following the recommendations of a Royal Commission, the Royal Mint in London was reorganized and Buckle was asked to take the post of Assistant Coiner, the senior executive officer under the Deputy Master. This he accepted, retaining the post until the end of his life.

At Soho, Buckle helped to establish a literary and scientific institution to provide evening classes for the apprentices and took part in the teaching. He was an original member of the Institution of Mechanical Engineers, which was founded in Birmingham in January 1847, and a member of their Council from then until 1855. He contributed a number of papers in the early years, including a memoir of William Murdock whom he had known at Soho; he resigned from the Institution in 1856 after his move to London. He was an honorary member of the London Association of Foreman Engineers.

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SUBJECT AREA: Ports and shipping

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Following his education at Brisbane Academy in Largs, William Fife (the third generation of the name) became apprenticed at the age of 14 to the already famous yacht-building yard owned by his family at Fairlie in Ayrshire. On completion of his apprenticeship, he joined the Paisley shipbuilders John Fullerton \& Co. to gain experience in iron shipbuilding before going on as Manager to the Marquis of Ailsa's Culzean Steam Launch and Yacht Works. Initially the works was sited below the famous castle at Culzean, but some years later it moved a few miles along the Ayrshire Coast to Maidens. The Culzean Company was wound up in 1887 and Fife then returned to the family yard, where he remained for the rest of his working life. Many outstanding yachts were the product of his hours on the drawing board, including auxiliary sailing cruisers, motor yachts and well-known racing craft. The most outstanding designs were for two of Sir Thomas Lipton's challengers for the America's Cup: Shamrock I and Shamrock III. The latter yacht was tested at the Ship Model Experiment Tank owned by Denny of Dumbarton before being built at their Leven Shipyard in 1903. Shamrock III may have been one of the earliest America's Cup yachts to have been designed with a high level of scientific input. The hull construction was unusual for the early years of the twentieth century, being of alloy steel with decks of aluminium.

William Fife was decorated for his service to shipbuilding during the First World War. With the onset of the Great Depression the shipyard's output slowed, and in the 1930s it was sold to other interests; this was the end of the 120-year Fife dynasty.

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SUBJECT AREA: Canals, Civil engineering, Ports and shipping, Railways and locomotives

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William Jessop inherited from his father a natural ability in engineering, and because of his father's association with John Smeaton in the construction of Eddystone Lighthouse he was accepted by Smeaton as a pupil in 1759 at the age of 14. Smeaton was so impressed with his ability that Jessop was retained as an assistant after completion of his pupilage in 1767. As such he carried out field-work, making surveys on his own, but in 1772 he was recommended to the Aire and Calder Committee as an independent engineer and his first personally prepared report was made on the Haddlesey Cut, Selby Canal. It was in this report that he gave his first evidence before a Parliamentary Committee. He later became Resident Engineer on the Selby Canal, and soon after he was elected to the Smeatonian Society of Engineers, of which he later became Secretary for twenty years. Meanwhile he accompanied Smeaton to Ireland to advise on the Grand Canal, ultimately becoming Consulting Engineer until 1802, and was responsible for Ringsend Docks, which connected the canal to the Liffey and were opened in 1796. From 1783 to 1787 he advised on improvements to the River Trent, and his ability was so recognized that it made his reputation. From then on he was consulted on the Cromford Canal (1789–93), the Leicester Navigation (1791–4) and the Grantham Canal (1793–7); at the same time he was Chief Engineer of the Grand Junction Canal from 1793 to 1797 and then Consulting Engineer until 1805. He also engineered the Barnsley and Rochdale Canals. In fact, there were few canals during this period on which he was not consulted. It has now been established that Jessop carried the responsibility for the Pont-Cysyllte Aqueduct in Wales and also prepared the estimates for the Caledonian Canal in 1804. In 1792 he became a partner in the Butterley ironworks and thus became interested in railways. He proposed the Surrey Iron Railway in 1799 and prepared for the estimates; the line was built and opened in 1805. He was also the Engineer for the 10 mile (16 km) long Kilmarnock \& Troon Railway, the Act for which was obtained in 1808 and was the first Act for a public railway in Scotland. Jessop's advice was sought on drainage works between 1785 and 1802 in the lowlands of the Isle of Axholme, Holderness, the Norfolk Marshlands, and the Axe and Brue area of the Somerset Levels. He was also consulted on harbour and dock improvements. These included Hull (1793), Portsmouth (1796), Folkestone (1806) and Sunderland (1807), but his greatest dock works were the West India Docks in London and the Floating Harbour at Bristol. He was Consulting Engineer to the City of London Corporation from 1796to 1799, drawing up plans for docks on the Isle of Dogs in 1796; in February 1800 he was appointed Engineer, and three years later, in September 1803, he was appointed Engineer to the Bristol Floating Harbour. Jessop was regarded as the leading civil engineer in the country from 1785 until 1806. He died following a stroke in 1814.

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SUBJECT AREA: Ports and shipping

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Symington was the son of the Superintendent of the Mines Company in Lanarkshire, and attended the local school. When he was 22 years old he was sent by Gilbert Meason, Manager of the Wanlockhead mines, to Edinburgh University. In 1779 he was working on the assembly of a Watt engine as an apprentice to his brother, George, and in 1786 he started experiments to modify a Watt engine in order to avoid infringing the separate condenser patent. He sought a patent for his alternative, which was paid for by Meason. He constructed a model steam road carriage which was completed in 1786; it was shown in Edinburgh by Meason, attracting interest but inadequate financial support. It had a horizontal cylinder and was non-condensing. No full-sized engine was ever built but the model secured the interest of Patrick Miller, an Edinburgh banker, who ordered an engine from Symington to drive an experimental boat, 25 ft (7.6 m) long with a dual hull, which performed satisfactorily on Dalswinton Loch in 1788. In the following year Miller ordered a larger engine for a bigger boat which was tried on the Forth \& Clyde Canal in December 1789, the component parts having been made by the Carron Company. The engine worked perfectly but had the effect of breaking the paddle wheels. These were repaired and further trials were successful but Miller lost interest and his experiments lapsed. Symington devoted himself thereafter to building stationary engines. He built other engines for mine pumping at Sanquhar and Leadhills before going further afield. In all, he built over thirty engines, about half of them being rotary. In 1800–1 he designed the engine for a boat for Lord Dundas, the Charlotte Dundas; this was apparently the first boat of that name and sailed on both the Forth and Clyde rivers. A second Charlotte Dundas with a horizontal cylinder was to follow and first sailed in January 1803 for the Forth \& Clyde Canal Company. The speed of the boat was only 2 mph (3 km/h) and much was made by its detractors of the damage said to be caused to the canal banks by its wash. Lord Dundas declined to authorize payment of outstanding accounts; Symington received little reward for his efforts. He died in the house of his son-in-law, Dr Robert Bowie, in Wapping, amidst heated controversy about the true inventor of steam navigation.

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1) Американизм: WithHolding (taxes)

2) Спорт: Walking Horse

3) Техника: Water Heated, Well Hung, waste holdup

4) Грубое выражение: Wet Head, Wet Hole

5) Кино: Weak Hit

6) Политика: South Shetland Islands

7) Сокращение: WarHammer, White House, wall hydrant, water heater, watthour, wheelhouse

8) Университет: Williams Hall, Miami University, Wilson Hall

9) Физиология: Walking heel cast, Well Healed, Well Hydrated, Womens Health

10) Нефть: wellhead

11) Картография: water hole

12) Фирменный знак: Westcott Hort, Westinghouse, Winn Harrison, Winters Heart

13) Глоссарий компании Сахалин Энерджи: waste heat exchanger

14) Макаров: wheel house

15) Собаководство: Wolf Hybrids

16) Имена и фамилии: Wayne Hemingway, William Hardy, William Henry, William Hull

17) ООН: World Heroes

18) Общественная организация: World Help

19) Чат: And Who His

20) Правительство: West Hanover, Western Hudson, Woodland Heights

21) NYSE. Whitman Corporation

22) СМС: We Have

1) Американизм: WithHolding (taxes)

2) Спорт: Walking Horse

3) Техника: Water Heated, Well Hung, waste holdup

4) Грубое выражение: Wet Head, Wet Hole

5) Кино: Weak Hit

6) Политика: South Shetland Islands

7) Сокращение: WarHammer, White House, wall hydrant, water heater, watthour, wheelhouse

8) Университет: Williams Hall, Miami University, Wilson Hall

9) Физиология: Walking heel cast, Well Healed, Well Hydrated, Womens Health

10) Нефть: wellhead

11) Картография: water hole

12) Фирменный знак: Westcott Hort, Westinghouse, Winn Harrison, Winters Heart

13) Глоссарий компании Сахалин Энерджи: waste heat exchanger

14) Макаров: wheel house

15) Собаководство: Wolf Hybrids

16) Имена и фамилии: Wayne Hemingway, William Hardy, William Henry, William Hull

17) ООН: World Heroes

18) Общественная организация: World Help

19) Чат: And Who His

20) Правительство: West Hanover, Western Hudson, Woodland Heights

21) NYSE. Whitman Corporation

22) СМС: We Have

1) Американизм: WithHolding (taxes)

2) Спорт: Walking Horse

3) Техника: Water Heated, Well Hung, waste holdup

4) Грубое выражение: Wet Head, Wet Hole

5) Кино: Weak Hit

6) Политика: South Shetland Islands

7) Сокращение: WarHammer, White House, wall hydrant, water heater, watthour, wheelhouse

8) Университет: Williams Hall, Miami University, Wilson Hall

9) Физиология: Walking heel cast, Well Healed, Well Hydrated, Womens Health

10) Нефть: wellhead

11) Картография: water hole

12) Фирменный знак: Westcott Hort, Westinghouse, Winn Harrison, Winters Heart

13) Глоссарий компании Сахалин Энерджи: waste heat exchanger

14) Макаров: wheel house

15) Собаководство: Wolf Hybrids

16) Имена и фамилии: Wayne Hemingway, William Hardy, William Henry, William Hull

17) ООН: World Heroes

18) Общественная организация: World Help

19) Чат: And Who His

20) Правительство: West Hanover, Western Hudson, Woodland Heights

21) NYSE. Whitman Corporation

22) СМС: We Have

SUBJECT AREA: Ports and shipping

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The son of Patrick Bell, a millwright, Henry had two sisters and an elder brother and was educated at the village school. When he was 9 years old Henry was sent to lodge in Falkirk with an uncle and aunt of his mother's so that he could attend the school there. At the age of 12 he left school and agreed to become a mason with a relative. In 1783, after only three years, he was bound apprentice to his Uncle Henry, a millwright at Jay Mill. He stayed there for a further three years and then, in 1786, joined the firm of Shaw \& Hart, shipbuilders of Borrowstoneness. These were to be the builders of William Symington's hull for the Charlotte Dundas. He also spent twelve months with Mr James Inglis, an engineer of Bellshill, Lanarkshire, and then went to London to gain experience, working for the famous John Rennie for some eighteen months. By 1790 he was back in Glasgow, and a year later he took a partner, James Paterson, into his new business of builder and contractor, based in the Trongate. He later referred to himself as "architect", and his partnership with Paterson lasted seven years. He is said to have invented a discharging machine for calico printing, as well as a steam dredger for clearing the River Clyde.

The Baths Hotel was opened in Helensburgh in 1808, with the hotel-keeper, who was also the first provost of the town, being none other than Henry Bell. It has been suggested that Bell was also the builder of the hotel and this seems very likely. Bell installed a steam engine for pumping sea water out of the Clyde and into the baths, and at first ran a coach service to bring customers from Glasgow three days a week. The driver was his brother Tom. The coach was replaced by the Comet steamboat in 1812.

While Henry was busy with his provost's duties and making arrangements for the building of his steamboat, his wife Margaret, née Young, whom he married in March 1794, occupied herself with the management of the Baths Hotel. Bell did not himself manufacture, but supervised the work of experts: John and Charles Wood of Port Glasgow, builders of the 43ft 6 in. (13.25 m)-long hull of the Comet; David Napier of Howard Street Foundry for the boiler and other castings; and John Robertson of Dempster Street, who had previously supplied a small engine for pumping water to the baths at the hotel in Helensburgh, for the 3 hp engine. The first trials of the finished ship were held on 24 July 1812, when she was launched from Wood's yard. A regular service was advertised in the Glasgow Chronicle on 5 August and was the first in Europe, preceded only by that of Robert Fulton in the USA. The Comet continued to run until 1820, when it was wrecked.

Bell received little reward for his promotion of steam navigation, merely small pensions from the Clyde trustees and others. He was buried at the parish church of Rhu.

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SUBJECT AREA: Ports and shipping

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On leaving school in 1894, MacGregor was apprenticed to a famous local shipyard, the Palmers Shipbuilding and Iron Company of Jarrow-on-Tyne. After four years he was entered for the annual examination of the Worshipful Company of Shipwrights, coming out top and being nominated Queen's Prizeman. Shortly thereafter he moved around shipyards to gain experience, working in Glasgow, Hull, Newcastle and then Dunkirk. His mastery of French enabled him to obtain in 1906 the senior position of Chief Draughtsman at an Antwerp shipyard, where he remained until 1914. On his return to Britain, he took charge of the small yard of Dibbles in Southampton and commenced a period of great personal development and productivity. His fertile mind enabled him to register no fewer than ten patents in the years 1919 to 1923.

In 1924 he started out on his own as a naval architect, specializing in the coal trade of the North Sea. At that time, colliers had wooden hatch covers, which despite every caution could be smashed by heavy seas, and which in time of war added little to hull integrity after a torpedo strike. The International Loadline Committee of 1932 noted that 13 per cent of ship losses were through hatch failures. In 1927, designs for selftrimming colliers were developed, as well as designs for steel hatch covers. In 1928 the first patents were under way and the business was known for some years as MacGregor and King. During this period, steel hatch covers were fitted to 105 ships.

In 1937 MacGregor invited his brother Joseph (c. 1883–1967) to join him. Joseph had wide experience in ship repairs and had worked for many years as General Manager of the Prince of Wales Dry Docks in Swansea, a port noted for its coal exports. By 1939 they were operating from Whitley Bay with the name that was to become world famous: MacGregor and Company (Naval Architects) Ltd. The new company worked in association with the shipyards of Austin's of Sunderland and Burntisland of Fife, which were then developing the "flatiron" colliers for the up-river London coal trade. The MacGregor business gained a great boost when the massive coastal fleet of William Cory \& Son was fitted with steel hatches.

In 1945 the brothers appointed Henri Kummerman (b. 1908, Vienna; d. 1984, Geneva) as their sales agent in Europe. Over the years, Kummerman effected greater control on the MacGregor business and, through his astute business dealings and his well-organized sales drives worldwide, welded together an international company in hatch covers, cargo handling and associated work. Before his death, Robert MacGregor was to see mastery of the design of single-pull steel hatch covers and to witness the acceptance of MacGregor hatch covers worldwide. Most important of all, he had contributed to great increases in the safety and the quality of life at sea.

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See also: Ayre, Sir Amos Lowrey

SUBJECT AREA: Ports and shipping

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In his own words, Patrick Miller was "without a sixpence" in his early youth; this is difficult to prove one way or another as he ended his life as Director and Deputy Governor of the Bank of Scotland. One thing is clear however, that from his earliest days, in common with most of his counterparts of the late eighteenth century, he was interested in experimental and applied science. Having acquired a substantial income from other sources, Miller was able to indulge his interest in ships and engineering. His first important vessel was the trimaran Edinburgh, designed by him and launched at Leith in 1786. Propulsion was man-powered using paddle wheels positioned in the spaces between the outer and central hulls. This led to several trials of similar craft on the Forth in the 1780s, and ultimately to the celebrated Dalswinton Loch trials. In 1785 Miller had purchased the Dumfriesshire estate of Dalswinton and commenced a series of experiments on agricultural development and other matters. With the help of William Symington he built a double-hull steamship with internal paddle wheels which was tested on the Loch in 1788. The 7.6 m (25 ft) long ship travelled at 5 mph (8 km/h) on her trials, and according to unsubstantiated tradition carried a group of well-known people including the poet Robert Burns (1759–1796).

Miller carried out many more important experiments and in 1796 obtained a patent for the design of shallow-drafted ships able to carry substantial cargo on flat bottoms. His main achievement may have been to stimulate William Symington, who at the beginning of the nineteenth century went on to design and build two of the world's first important steamships, each named Charlotte Dundas, for service on the Forth and Clyde Canal.

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1890-1949

   Rex Lease, Buck Jones, Johnny Mack Brown, Bob Steele, entre otros heroes del western, forman parte de la nomina de actores a los que dirigio Elmer Clifton en algunas de las peliculas de sus series respectivas. Una obra abundante la de este director- guionista-actor, dominada por westerns y peliculas dramaticas, tanto mudas como sonoras. Cuando estaba dirigiendo No Wanted, 1949, cayo enfermo, siendo reemplazado por la actriz de la pelicula, Ida Lupino, quien desde entonces le tomo gusto a eso de dirigir peliculas. La ultima de Clifton, The Silver Bandit, es postuma porque el director iba a morir, precisamente, en el ano 1949.

   FILMOGRAFIA

    Cyclone of the Saddle. 1935. 53 minutos. Blanco y Negro. Superior Talking. Rex Lease, Janet Chandler.

    Pals of the Range. 1935. 57 minutos. Blanco y Negro. Superior Talking. Rex Lease, Frances Morris.

    Fighting Caballero. 1935. 65 minutos. Blanco y Negro. Superior Talking. Rex Lease, Dorothy Gulliver.

    Rough Riding Ranger. 1935. 56 minutos. Blanco y Negro. Superior Talking. Rex Lease, Janet Chandler.

    Skull and Crown. 1935. 56 minutos. Blanco y Negro. Reliable. Regis Toomey, Molly O’Day.

    Custer’s Land Stand. 1936. 328 minutos. 15 capitulos. Blanco y Negro. Stage and Screen. Rex Lease, Lona Andre, William Farnum, Nancy Caswell, Ruth Mix.

    Custer’s Land Stand (II) (La flecha sagrada). 1936. 84 minutos. Blanco y Negro. Stage and Screen. Rex Lease, Lona Andre, William Farnum, Nancy Caswell, Ruth Mix.

    Wildcat Trooper. 1936. 60 minutos. Blanco y Negro. Ambassador. Kermit Maynard, Fuzzy Knight, Lois Wilde.

    The Stranger from Arizona. 1938. 54 minutos. Blanco y Negro. Columbia. Buck Jones, Dorothy Fay.

    Law of the Texan. 1938. 54 minutos. Blanco y Negro. Coronet Productions (Columbia). Buck Jones, Dorothy Fay.

    California Frontier. 1938. 54 minutos. Blanco y Negro. Coronet Productions (Columbia). Buck Jones, Carmen Bailey.

    Crashin’ Thru. 1939. 65 minutos. Blanco y Negro. Monogram. James Newill, Jean Carmen, Warren Hull.

    Deep in the Heart of Texas. 1942. 62 minutos. Blanco y Negro. Universal. Johnny Mack Brown, Jennifer Holt, Tex Ritter, Fuzzy Knight.

    The Old Chisholm Trail. 1942. 61 minutos. Blanco y Negro. Universal. Johnny Mack Brown, Jennifer Holt, Tex Ritter, Fuzzy Knight.

    The Sundown Kid. 1942. 57 minutos. Blanco y Negro. Republic. Don Barry, Ian Keith, Emmett Lynn, Helen MacKellar.

    The Blocked Trail. 1943. 58 minutos. Blanco y Negro. Republic. Bob Steele, Tom Tyler, Helen Deverell, Jimmie Dodd.

    Days of Old Cheyenne. 1943. 56 minutos. Blanco y Negro. Republic. Don Barry, Lynn Merrick.

    Guns of the Law. 1944. 55 minutos. Blanco y Negro. PRC. Dave O’Brien, Jim Newill, Jennifer Holt.

    The Return of the Rangers. 1943. 60 minutos. Blanco y Negro. PRC. Dave O’Brien, Jim Newill, Nell O’Day.

    Frontier Law. 1943. 59 minutos. Blanco y Negro. Universal. Russell Hayden, Fuzzy Knight, Jennifer Holt.

    Boss of Rawhide. 1943. 57 minutos. Blanco y Negro. PRC. Dave O’Brien, Jim Newill, Nell O’Day.

    The Pinto Bandit. 1944. 56 minutos. Blanco y Negro. PRC. Dave O’Brien, Jim Newill, Mady Lawrence.

    Spook Town. 1944. 59 minutos. Blanco y Negro. PRC. Dave O’Brien, Jim Newill, Mady Lawrence.

    Gangsters of the Frontier. 1944. 56 minutos. Blanco y Negro. PRC. Tex Ritter, Dave O’Brien, Patti McCarty.

    Dead or Alive. 1944. 56 minutos. Blanco y Negro. PRC. Tex Ritter, Dave O’Brien, Marjorie Clements.

    Swing, Cowboy, Swing. 1944. Three Crown. Cal Shrum, Max Terhune, Alta Lee.

    The Whispering Skull. 1944. 56 minutos. Blanco y Negro. PRC. Tex Ritter, Dave O’Brien, Denny Burke.

    Marked for Murder. 1945. 58 minutos. Blanco y Negro. PRC. Tex Ritter, Dave O’Brien, Marilyn McConnell.

    Red Rock Outlaw. 1950. 56 minutos. Blanco y Negro. Raymond Friedgen. Bob Gilbert, Ione Nixon, Lee “Lasses” White.

    The Silver Bandit. 1950. 54 minutos. Blanco y Negro. Raymond Friedgen. Sapade Cooley, Bob Gilbert, Virginia Jackson.

SUBJECT AREA: Ports and shipping

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Educated at Dumbarton Grammar School, Robert Napier had been destined for the Church but persuaded his father to let him serve an apprenticeship as a blacksmith under him. For a while he worked in Edinburgh, but then in 1815 he commenced business in Glasgow, the city that he served for the rest of his life. Initially his workshop was in Camlachie, but it was moved in 1836 to a riverside factory site at Lancefield in the heart of the City and again in 1841 to the Old Shipyard in the Burgh of Govan (then independent of the City of Glasgow). The business expanded through his preparedness to build steam machinery, beginning in 1823 with the engines for the paddle steamer Leven, still to be seen a few hundred metres from Napier's grave in Dumbarton. His name assured owners of quality, and business expanded after two key orders: one in 1836 for the Honourable East India Company; and the second two years later for the Royal Navy, hitherto the preserve of the Royal Dockyards and of the shipbuilders of south-east England. Napier's shipyard and engine shops, then known as Robert Napier and Sons, were to be awarded sixty Admiralty contracts in his lifetime, with a profound influence on ship and engine procurement for the Navy and on foreign governments, which for the first time placed substantial work in the United Kingdom.

Having had problems with hull subcontractors and also with the installation of machinery in wooden hulls, in 1843 Napier ventured into shipbuilding with the paddle steamer Vanguard, which was built of iron. The following year the Royal Navy took delivery of the iron-hulled Jackall, enabling Napier to secure the contract for the Black Prince, Britain's second ironclad and sister ship to HMS Warrior now preserved at Portsmouth. With so much work in iron Napier instigated studies into metallurgy, and the published work of David Kirkaldy bears witness to his open-handedness in assisting the industry. This service to industry was even more apparent in 1866 when the company laid out the Skelmorlie Measured Mile on the Firth of Clyde for ship testing, a mile still in use by ships of all nations.

The greatest legacy of Robert Napier was his training of young engineers, shipbuilders and naval architects. Almost every major Scottish shipyard, and some English too, was influenced by him and many of his early foremen left to set up rival establishments along the banks of the River Clyde. His close association with Samuel Cunard led to the setting up of the company now known as the Cunard Line. Napier designed and engined the first four ships, subcontracting the hulls of this historic quartet to other shipbuilders on the river. While he contributed only 2 per cent to the equity of the shipping line, they came back to him for many more vessels, including the magnificent paddle ship Persia, of 1855.

It is an old tradition on the Clyde that the smokestacks of ships are made by the enginebuilders. The Cunard Line still uses red funnels with black bands, Napier's trademark, in honour of the engineer who set them going.

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See also: Fairbairn, William; Thomson, Sir William

1903-1995

   Nacido en Los Angeles, Ted Tetzlaff es un notable director de fotografia en activo desde 1926. En 1941 empieza a dirigir, aunque despues de terminar la Segunda Guerra Mundial vuelve a su ocupacion de director de fotografia, por ejemplo para Encadenados (Notorious, Alfred Hitchcock, 1946). En total dirige catorce peliculas, entre las que destaca claramente The Window (1949), cine negro del bueno, cuyas imagenes estan llenas de tension dramatica. Dirige dos westerns en los anos 50 que, si no destacan especialmente, tampoco desentonan dentro de un nivel medio de calidad.

   FILMOGRAFIA

    The Treasure of Lost Canyon. 1952. 82 minutos. Technicolor. Universal. William Powell, Julie Adams, Henry Hull, Rosemarie DeCamp.

    The Young Land. 1959. 89 minutos. Technicolor. C.V. Whitney Pictures (Columbia). Patrick Wayne, Yvonne Craig, Dennis Hopper, Dan O’Herlihy.

SUBJECT AREA: Ports and shipping

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The early life of Fulton is documented sparsely; however, it is clear that he was brought up in poor circumstances along with three sisters and one brother by a widowed mother. The War of Independence was raging around them for some years, but despite this it is believed that he spent some time learning the jeweller's trade in Philadelphia and had by then made a name for himself as a miniaturist. Throughout his life he remained skilled with his hands and well able to record technical detail on paper. He witnessed many of the early trials of American steamboats and saw the work of William Henry and John Fitch, and in 1787 he set off for the first time to Europe. For some years he examined steamships in Paris and without doubt saw the Charlotte Dundas on the Forth and Clyde Canal near Glasgow. In 1803 he built a steamship that ran on the Seine at 4 1/2 mph (7.25 km/h), and when it was lost, another to replace it. All his designs were based on principles that had been tried and proved elsewhere, and in this respect he was more of a developer than an inventor. After some time experimenting with submersibles and torpedoes for the British and French governments, in 1806 he returned to the United States. In 1807 he took delivery of the 100 ton displacement paddle steamer Clermont from the yard of Charles Browne of East River, New York. In August of that year it started the passenger services on the Hudson River and this can be claimed as the commencement of world passenger steam navigation. Again the ship was traditional in shape and the machinery was supplied by Messrs Boulton and Watt. This was followed by other ships, including Car of Neptune, Paragon and the world's first steam warship, Demolgos, launched in New York in October 1814 and designed by Fulton for coastal defence and the breaking of the British blockade. His last and finest boat was named Chancellor Livingston after his friend and patron Robert Livingston (1746–1813); the timber hull was launched in 1816, some months after Fulton's death.

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SUBJECT AREA: Ports and shipping

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While Rector of Playden, near Rye in Sussex, in 1870 the Reverend C.M.Ramus designed the first hydroplane form seen in the United Kingdom. It is understood that he produced a reasonably flat-bottomed model that was just under 1 m (3 ft 3 in.) in length but had one step.

The idea was submitted to the Admiralty and tested by William Froude at the Ship Model Testing Tank at Torquay. While the results were significant at the time, it was some years before this hull form became advanced enough to be used commercially.

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