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121 Bissell, George Henry
[br]b. 8 November 1821 Hanover, New Hampshire, USAd. 19 November 1884 New York, USA[br]American promoter of the petroleum industry.[br]Bissell first pursued a career in education, as Professor of Languages at the University of Norwich, Vermont, and then as Superintendent of Schools in New Orleans. After dabbling in journalism, he turned to law and was admitted to the Bar in New York City in 1853. The following year he was deeply impressed by the picture of a derrick on the label on a bottle of brine from Samuel M.Kier's brine well. Bissell saw in it a new possibility of producing petroleum and, with Jonathan G.Elveleth, formed the world's first oil company, the Pennsylvania Rock Oil Company, on 30 December 1854. The Company obtained a sample of oil at Hibbard Farm, Titusville, Pennsylvania, and sent it for examination to Benjamin Silliman Jr, Professor of Chemistry at Yale University. He reported on 16 April 1855 that by simple means nearly all the oil could be converted into useful substances. Bissell acted on this and began drilling near Oil Creek, Pennsylvania. On 27 August 1859 his contractor struck oil at 60 ft (18 m). This date is usually taken as the starting point of the modern oil industry, even though oil had been obtained two years earlier in Europe by drilling near Hannover and at Ploesti in Romania. Bissell returned to New York in 1863 and spent the rest of his life promoting enterprises connected with the oil industry.[br]Further ReadingObituary, 1884, New York Herald, 20 November.W.B.Kaempffert, 1924, A Popular History of American Inventions, New York. I.M.Tarbell, 1904, History of the Standard Oil Company, New York.LRD -
122 Dalen, Nils Gustav
[br]b. 30 November 1869 Stenstorp, Swedend. 9 December 1937 Stockholm, Sweden[br]Swedish physicist and engineer who was awarded the Nobel Prize for his "sun valve".[br]Nils Gustav Dalen is probably best known as the inventor of the solid-fuel Aga Cooker. He was confined at home for some time in the 1920s, having been blinded as the result of an accident, and found the time to consider the need for an efficient, clean, attractive-looking cooker that would be economical in fuel consumption. The resultant cooking range of 1924 was based on sound scientific principles, was simple to manage and needed a minimum of attention.The first Aga contained a cast-iron firebox enclosed in an insulated jacket of kieselguhr. The firebox was connected to cast-iron hotplates and ovens, all designed so that the heat was conducted to the various parts at precisely the correct temperatures for all types of cooking: simmering, boiling, roasting, baking and grilling. The hotplate heat was maintained at the desired temperature by way of insulated hinged covers that were lifted only when the hotplate was in use. The Aga was made in Sweden and was introduced into Britain in 1929. It was noted for being costly to purchase but inexpensive to run as no energy was wasted.Dalen is also known for his invention of the "sun valve", a device which, as required, automatically lighted or extinguished light beacons and buoys; this invention brought him the Nobel Prize for Physics in 1912.DY -
123 Ilgner, Karl
SUBJECT AREA: Electricity[br]b. 27 July 1862 Neisse, Upper Silesia (now Nysa, Poland)d. 18 January 1921 Berthelsdorf, Silesia[br]German electrical engineer, inventor of a transformer for electromotors.[br]Ilgner graduated from the Gewerbeakademie (the forerunner of the Technical University) in Berlin. As the representative of an electric manufacturing company in Breslau (now Wroclaw, Poland) from 1897, he was confronted with the fact that there were no appropriate drives for hoisting-engines or rolling-plants in steelworks. Two problems prevented the use of high-capacity electric motors in the mining as well as in the iron and steel industry: the reactions of the motors on the circuit at the peak point of stress concentration; and the complicated handling of the control system which raised the risks regarding safety. Having previously been head of the department of electrical power transmission in Hannover, he was concerned with the development of low-speed direct-current motors powered by gas engines.It was Harry Ward Leonard's switchgear for direct-current motors (USA, 1891) that permitted sudden and exact changes in the speed and direction of rotation without causing power loss, as demonstrated in the driving of a rolling sidewalk at the Paris World Fair of 1900. Ilgner connected this switchgear to a large and heavy flywheel which accumulated the kinetic energy from the circuit in order to compensate shock loads. With this combination, electric motors did not need special circuits, which were still weak, because they were working continuously and were regulated individually, so that they could be used for driving hoisting-engines in mines, rolling-plants in steelworks or machinery for producing tools and paper. Ilgner thus made a notable advance in the general progress of electrification.His transformer for hoisting-engines was patented in 1901 and was commercially used inter alia by Siemens \& Halske of Berlin. Their first electrical hoisting-engine for the Zollern II/IV mine in Dortmund gained international reputation at the Düsseldorf exhibition of 1902, and is still preserved in situ in the original machine hall of the mine, which is now a national monument in Germany. Ilgner thereafter worked with several companies to pursue his conception, became a consulting engineer in Vienna and Breslau and had a government post after the First World War in Brussels and Berlin until he retired for health reasons in 1919.[br]Bibliography1901, DRP no. 138, 387 1903, "Der elektrische Antrieb von Reversier-Walzenstraßen", Stahl und Eisen 23:769– 71.Further ReadingW.Kroker, "Karl Ilgner", Neue Deutsche Biographie, Vol. X, pp. 134–5. W.Philippi, 1924, Elektrizität im Bergbau, Leipzig (a general account).K.Warmbold, 1925, "Der Ilgner-Umformer in Förderanlagen", Kohle und Erz 22:1031–36 (a detailed description).WK -
124 Michaux, Pierre
SUBJECT AREA: Land transport[br]b. 1813d. 1883[br]French bicycle maker and developer, in partnership with his son Ernest (1849– 89).[br]Pierre Michaux has been variously described as a cabinet-maker, a locksmith and a carriage-repairer. He probably combined all these occupations. He had a workshop near the Champs Elysées in Paris in 1861 where he set up a business in the manufacture of bicycles. His machines, which became known as Michaulines, were largely built of wood but had the great advantage over the draisienne that the rider's feet rested on a pair of pedals connected to the axle of the front wheel. In the late 1850s solid rubber tyres were added to the wheels. In 1865 Michaux et Cie built about four hundred Michaulines. By 1866–7 they had developed a new model with a wrought-iron frame and a larger front wheel. This machine was shown at the World Exhibition held in Paris in 1867 and the company received many orders, including one from the invalid Napoleon III. The Prince Imperial also had a Michauline. Late in the 1860s the Olivier brothers invested 100,000 francs in Michaux et Cie, allowing the firm to move to a 2 1/2-acre (1-he-care) factory near the Arc de Triomphe. Soon afterwards, Michaux père accepted a 200,000 franc payment and left the firm, which continued to flourish. In the early 1870s the Olivier brothers were building as many as two hundred machines each day. By 1870 they employed 500 workers using fifty-seven forges. There were in addition about sixty other bicycle makers in Paris and fifteen in provincial France.The 1867 Michauline had a metal backbone and a lever-shoe brake; the saddle was mounted on a single leaf spring; slotted cranks allowed the effective crank length to be adjusted; and the machine weighed 59 lb (27 kg).[br]Further ReadingScience Museum, 1955, Cycles: History and Development, London: HMSO. J.McGunn, 1987, On Tour Bicycle: An Illustrated History of Cycling, London: John Murray.IMcN -
125 Thompson, Benjamin
[br]b. 11 April 1779 Eccleshall, Yorkshire, Englandd. 19 April 1867 Gateshead, England[br]English coal owner and railway engineer, inventor of reciprocal cable haulage.[br]After being educated at Sheffield Grammar School, Thompson and his elder brother established Aberdare Iron Works, South Wales, where he gained experience in mine engineering from the coal-and ironstone-mines with which the works were connected. In 1811 he moved to the North of England as Managing Partner in Bewicke's Main Colliery, County Durham, which was replaced in 1814 by a new colliery at nearby Ouston. Coal from this was carried to the Tyne over the Pelew Main Wagonway, which included a 1,992 yd (1,821 m) section where horses had to haul loaded wagons between the top of one cable-worked incline and the foot of the next. Both inclines were worked by stationary steam engines, and by installing a rope with a record length of nearly 1 1/2 miles (2.4 km), in 1821 Thompson arranged for the engine of the upper incline to haul the loaded wagons along the intervening section also. To their rear was attached the rope from the engine of the lower incline, to be used in due course to haul the empties back again.He subsequently installed this system of "reciprocal working" elsewhere, in particular in 1826 over five miles (8 km) of the Brunton \& Shields Railroad, a colliery line north of the Tyne, where trains were hauled at an average speed of 6 mph (10 km/h) including rope changes. This performance was better than that of contemporary locomotives. The directors of the Liverpool \& Manchester Railway, which was then being built, considered installing reciprocal cable haulage on their line, and then decided to stage a competition to establish whether an improved steam locomotive could do better still. This competition became the Rainhill Trials of 1829 and was decisively won by Rocket, which had been built for the purpose.Thompson meanwhile had become prominent in the promotion of the Newcastle \& Carlisle Railway, which, when it received its Act in 1829, was the longest railway so far authorized in Britain.[br]Bibliography1821, British patent no. 4602 (reciprocal working).1847, Inventions, Improvements and Practice of Benjamin Thompson, Newcastle upon Tyne: Lambert.Further ReadingW.W.Tomlinson, 1914, The North Eastern Railway, Newcastle upon Tyne: Andrew Reid (includes a description of Thompson and his work).R.Welford, 1895, Men of Mark twixt Tyne and Tweed, Vol. 3, 506–6.C.R.Warn, 1976, Waggonways and Early Railways of Northumberland, Newcastle upon Tyne: Frank Graham.——c. 1981, Rails between Wear \& Tyne, Newcastle upon Tyne: Frank Graham.PJGR -
126 matorъ
matorъ; materъ Grammatical information: adj. oPage in Trubačev: XVII 244-249Church Slavic:Russian:matëryj `experienced, full-grown' [adj o];materój `full-grown' [adj o]Serbo-Croatian:mȁtor `old, elderly' [adj o]Slovene:matǫ́r `old' [adj o]Indo-European reconstruction: meh₂tor-IE meaning: motherPage in Pokorny: 693Comments: While the ESSJ (Trubačëv) states that *matorъ(jь) is older than *materъ(jь), the same dictionary considers the o-grade of the suffix in *matorьnъ(jь) as well as the meaning of this formation (in comparison with materьnъ(jь) `motherly') to be late. The point is, however, that *matorьnъ(jь) and *matorьnъ(jь) may not be cognate with *mȁti at all. Lat. mātūrus has been connected with mānus `good', OIr. maith `id.' (Pokorny 693, Ernout - Meillet s.v., Schrijver 1991: 143). In Trubačëv's dictionary, the connection with the latter form is dismissed. Instead, *matorъ(jь) is considered cognate with both *mȁti and mātūrus (with references to Trubačëv 19??: 32 and - incorrectly - Meillet 1902-1905 II: 407, where merely the connection with māne and mātūrus is considered). Yet another etymology was proposed by Vaillant, who tried to link the Slavic etymon to words meaning `big', such as OPr. muis `bigger' (1961: 189). In my opinion, Lat. mātūrus has the best chance of being cognate with *matorъ(jь) etc. (pace Vasmer s.v. matëryj). The connection with *mȁti cannot be disproved on formal grounds but there are sufficient semantic reasons for keeping this word apart. Athough ultimately we may be dealing with the same root, it is unlikely that *matorъ(jь) is a recent derivative of *mȁti.Other cognates: -
127 materъ
matorъ; materъ Grammatical information: adj. oPage in Trubačev: XVII 244-249Church Slavic:Russian:matëryj `experienced, full-grown' [adj o];materój `full-grown' [adj o]Serbo-Croatian:mȁtor `old, elderly' [adj o]Slovene:matǫ́r `old' [adj o]Indo-European reconstruction: meh₂tor-IE meaning: motherPage in Pokorny: 693Comments: While the ESSJ (Trubačëv) states that *matorъ(jь) is older than *materъ(jь), the same dictionary considers the o-grade of the suffix in *matorьnъ(jь) as well as the meaning of this formation (in comparison with materьnъ(jь) `motherly') to be late. The point is, however, that *matorьnъ(jь) and *matorьnъ(jь) may not be cognate with *mȁti at all. Lat. mātūrus has been connected with mānus `good', OIr. maith `id.' (Pokorny 693, Ernout - Meillet s.v., Schrijver 1991: 143). In Trubačëv's dictionary, the connection with the latter form is dismissed. Instead, *matorъ(jь) is considered cognate with both *mȁti and mātūrus (with references to Trubačëv 19??: 32 and - incorrectly - Meillet 1902-1905 II: 407, where merely the connection with māne and mātūrus is considered). Yet another etymology was proposed by Vaillant, who tried to link the Slavic etymon to words meaning `big', such as OPr. muis `bigger' (1961: 189). In my opinion, Lat. mātūrus has the best chance of being cognate with *matorъ(jь) etc. (pace Vasmer s.v. matëryj). The connection with *mȁti cannot be disproved on formal grounds but there are sufficient semantic reasons for keeping this word apart. Athough ultimately we may be dealing with the same root, it is unlikely that *matorъ(jь) is a recent derivative of *mȁti.Other cognates: -
128 ἐύς
Grammatical information: adj.Meaning: `good, brave, (in war) strong' (ep. Il.), only of men, never in fem. (s. Treu Von Homer zur Lyrik 37ff.); ntr. ἐΰ, εὖ `good' (A., E.), mostly as adverb `well' (Il.).Other forms: also ἠΰς, ἠΰ (s. below), gen. sg. ἐῆος, ἑ-, gen. pl. n. ἐά̄ων (at verse-end, e. g. δωτῆρες ἐάων θ 325)Dialectal forms: Myc. names with eu-, e.g. Eumene \/Eumenēs\/.Compounds: Very often as 1. member, both adject. and adverbial.Derivatives: ἐυτής (cod. ἐητής) ἀγαθότης H.; on the accent Wackernagel-Debrunner Philol. 95, 177. - Note further ἠέα αγαθά H.Etymology: The Greek forms present several problems. As for ἠΰς beside ἐΰς, old ablaut (Schulze Q. 33ff.) is very improbable, it must prob. be connected with metrics ( ἠΰς mostly in expressions at the end of the verse; Schwyzer IF 38, 159ff.); analogical introduction of the length from compounds, e. g. ἠΰ-κομος, where metrical lengthening was necessary, is certainly possible (cf. Leumann Hom. Wörter 317 n. 107). Metrical lengthening can also be assumed in ἐῆος for *ἐέος; often ἑῆος (so mostly the mss.) seems to stand for *ἑῆο = *ἑεῖο, *ἑέο `sui', from ε῝, ἑέ `se' (s. v.); cf. ἐμεῖο = ἐμέο from ἐμέ. The comparison of ἐυ- with Skt. su- points to * h₁su-. One should compare Hitt. aššuš `good, useful, pleasant', n. `good, possession, prosperity' (Friedrich IF 41, 370ff.; further Hier.-Hitt. wa-su(-u), with w- added?; Kronasser Μνημης χάριν 1, 201). On the one hand Skt. vásu-, Av. vohu- `good', with further Gaulish PN like Bello-vēsus and Ir. feb f. `eminence', and Illyr. gen. Ves-cleveses (cf. Εὑ-κλέης, Skt. vásu-śravas-). Further the expression δωτῆρες, δῶτορ ἐάων (ritual formula?, Shipp Studies 24) has a pendant in Skt. dātā́ vásūnām (beside dā́tā vásu [acc.]. Certain traces of digamma fail ( ἕτερος δε ἐάων Ω 528 is young). We must also reckon with merger of IE * esu- and *u̯esu-. - See Schwyzer 432 n. 8, 433 n. 1, 476: 7, 574 κ; also Chantraine Gramm. hom. 1, 201; 254; 274. - S. also ὑγιής, where the laryngeal will have been lost in the compound. - Hoffmann, (1975\/6) 593-604 suggests that ἑηος continues hysterodynamic *h₁u̯esu̯-os.Page in Frisk: 1,594-595Greek-English etymological dictionary (Ελληνικά-Αγγλικά ετυμολογική λεξικό) > ἐύς
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