it+was+built+in+1903

SUBJECT AREA: Automotive engineering, Land transport

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He was the son of an Irish immigrant farmer, William Ford, and the oldest son to survive of Mary Litogot; his mother died in 1876 with the birth of her sixth child. He went to the village school, and at the age of 16 he was apprenticed to Flower brothers' machine shop and then at the Drydock \& Engineering Works in Detroit. In 1882 he left to return to the family farm and spent some time working with a 1 1/2 hp steam engine doing odd jobs for the farming community at $3 per day. He was then employed as a demonstrator for Westinghouse steam engines. He met Clara Jane Bryant at New Year 1885 and they were married on 11 April 1888. Their only child, Edsel Bryant Ford, was born on 6 November 1893.

At that time Henry worked on steam engine repairs for the Edison Illuminating Company, where he became Chief Engineer. He became one of a group working to develop a "horseless carriage" in 1896 and in June completed his first vehicle, a "quadri cycle" with a two-cylinder engine. It was built in a brick shed, which had to be partially demolished to get the carriage out.

Ford became involved in motor racing, at which he was more successful than he was in starting a car-manufacturing company. Several early ventures failed, until the Ford Motor Company of 1903. By October 1908 they had started with production of the Model T. The first, of which over 15 million were built up to the end of its production in May 1927, came out with bought-out steel stampings and a planetary gearbox, and had a one-piece four-cylinder block with a bolt-on head. This was one of the most successful models built by Ford or any other motor manufacturer in the life of the motor car.

Interchangeability of components was an important element in Ford's philosophy. Ford was a pioneer in the use of vanadium steel for engine components. He adopted the principles of Frederick Taylor, the pioneer of time-and-motion study, and installed the world's first moving assembly line for the production of magnetos, started in 1913. He installed blast furnaces at the factory to make his own steel, and he also promoted research and the cultivation of the soya bean, from which a plastic was derived.

In October 1913 he introduced the "Five Dollar Day", almost doubling the normal rate of pay. This was a profit-sharing scheme for his employees and contained an element of a reward for good behaviour. About this time he initiated work on an agricultural tractor, the "Fordson" made by a separate company, the directors of which were Henry and his son Edsel.

In 1915 he chartered the Oscar II, a "peace ship", and with fifty-five delegates sailed for Europe a week before Christmas, docking at Oslo. Their objective was to appeal to all European Heads of State to stop the war. He had hoped to persuade manufacturers to replace armaments with tractors in their production programmes. In the event, Ford took to his bed in the hotel with a chill, stayed there for five days and then sailed for New York and home. He did, however, continue to finance the peace activists who remained in Europe. Back in America, he stood for election to the US Senate but was defeated. He was probably the father of John Dahlinger, illegitimate son of Evangeline Dahlinger, a stenographer employed by the firm and on whom he lavished gifts of cars, clothes and properties. He became the owner of a weekly newspaper, the Dearborn Independent, which became the medium for the expression of many of his more unorthodox ideas. He was involved in a lawsuit with the Chicago Tribune in 1919, during which he was cross-examined on his knowledge of American history: he is reputed to have said "History is bunk". What he actually said was, "History is bunk as it is taught in schools", a very different comment. The lawyers who thus made a fool of him would have been surprised if they could have foreseen the force and energy that their actions were to release. For years Ford employed a team of specialists to scour America and Europe for furniture, artefacts and relics of all kinds, illustrating various aspects of history. Starting with the Wayside Inn from South Sudbury, Massachusetts, buildings were bought, dismantled and moved, to be reconstructed in Greenfield Village, near Dearborn. The courthouse where Abraham Lincoln had practised law and the Ohio bicycle shop where the Wright brothers built their first primitive aeroplane were added to the farmhouse where the proprietor, Henry Ford, had been born. Replicas were made of Independence Hall, Congress Hall and the old City Hall in Philadelphia, and even a reconstruction of Edison's Menlo Park laboratory was installed. The Henry Ford museum was officially opened on 21 October 1929, on the fiftieth anniversary of Edison's invention of the incandescent bulb, but it continued to be a primary preoccupation of the great American car maker until his death.

Henry Ford was also responsible for a number of aeronautical developments at the Ford Airport at Dearborn. He introduced the first use of radio to guide a commercial aircraft, the first regular airmail service in the United States. He also manufactured the country's first all-metal multi-engined plane, the Ford Tri-Motor.

Edsel became President of the Ford Motor Company on his father's resignation from that position on 30 December 1918. Following the end of production in May 1927 of the Model T, the replacement Model A was not in production for another six months. During this period Henry Ford, though officially retired from the presidency of the company, repeatedly interfered and countermanded the orders of his son, ostensibly the man in charge. Edsel, who died of stomach cancer at his home at Grosse Point, Detroit, on 26 May 1943, was the father of Henry Ford II. Henry Ford died at his home, "Fair Lane", four years after his son's death.

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SUBJECT AREA: Aerospace

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Charles Renard was a French army officer with an interest in aviation. In 1873 he constructed an unusual unmanned glider with ten wings and an automatic stabilizing device to control rolling. This operated by means of a pendulum device linked to moving control surfaces. The model was launched from a tower near Arras, but unfortunately it spiralled into the ground. The control surfaces could not cope with the basic instability of the design, but as an idea for automatic flight control it was ahead of its time.

Following a Commission report on the military use of balloons, carrier pigeons and an optical telegraph, an aeronautical establishment was set up in 1877 at Chalais-Meudon, near Paris, under the direction of Charles Renard, who was assisted by his brother Paul. The following year Renard and a colleague, Arthur Krebs, began to plan an airship. They received financial help from Léon Gambetta, a prominent politician who had escaped from Paris by balloon in 1870 during the siege by the Prussians. Renard and Krebs studied earlier airship designs: they used the outside shape of Paul Haenlein's gas-engined airship of 1872 and included Meusnier's internal air-filled ballonnets. The gas-engine had not been a success so they decided on an electric motor. Renard developed lightweight pile batteries while Krebs designed a motor, although this was later replaced by a more powerful Gramme motor of 6.5 kW (9 hp). La France was constructed at Chalais-Meudon and, after a two-month wait for calm conditions, the airship finally ascended on 9 August 1884. The motor was switched on and the flight began. Renard and Krebs found their airship handled well and after twenty-three minutes they landed back at their base. La, France made several successful flights, but its speed of only 24 km/h (15 mph) meant that flights could be made only in calm weather. Parts of La, France, including the electric motor, are preserved in the Musée de l'Air in Paris.

Renard remained in charge of the establishment at Chalais-Meudon until his death. Among other things, he developed the "Train Renard", a train of articulated road vehicles for military and civil use, of which a number were built between 1903 and 1911. Towards the end of his life Renard became interested in helicopters, and in 1904 he built a large twin-rotor model which, however, failed to take off.

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SUBJECT AREA: Aerospace, Steam and internal combustion engines

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Léon Levavasseur was an artist who became an electrical engineer and in 1902 Technical Director of a firm called Société Antoinette, headed by Jules Gastambide (Antoinette being the name of Gastambide's daughter). Levavasseur's first aeroplane, built in 1903, was a bird-like machine which did not fly. The engine showed promise, however, and Levavasseur developed it for use in motor boats from 1904. In 1906 he produced two Antoinette aero-engines, one of 24 hp (18 kW) and the other 50 hp (37 kW), which were used by Alberto Santos-Dumont and several other early designers. In February 1908 Levavasseur produced a tractor (propeller at the front) monoplane, the Gastambide- Mengin I, for two of his colleagues. Flown by a mechanic, this managed several short hops before it crash-landed. It was rebuilt and improved to become the Antoinette II and later in the year became the first monoplane to complete a circular flight. Levavasseur then went on to produce a series of Antoinette monoplanes which, with the monoplanes of Louis Blériot, challenged the pusher biplanes of Voisin and Farman. The rivalry between the Antoinettes and Blériots made headlines in 1909 when they were being prepared to win the Daily Mail prize for the first flight across the English Channel. Hubert Latham took off in his Antoinette on 19 July 1909, but his engine failed and he had to be rescued from the sea. On 25 July Louis Blériot took off in his Blériot No. XI and won both the prize and worldwide acclaim. In 1911 Latham flew his Antoinette across the Golden Gate at San Francisco. The same year Levavasseur built a revolutionary streamlined three-seater monoplane with cantilever wings (no wire bracing), but this Monobloc Antoinette failed; with it the line of Antoinettes came to an end.

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SUBJECT AREA: Architecture and building

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Bentley's work was of high quality, particularly with regard to the decorative materials and finish. Notable among his churches was the Church of the Holy Rood (begun in 1887) at Watford, which is in Gothic Revival style, with fine decorative materials.

Bentley's chef-d'oeuvre is the Roman Catholic Cathedral of Westminster in London: begun in 1895, the shell was completed in 1903. He based the banded pattern of the exterior upon the Italian medieval cathedrals of Siena and Orvieto, but at Westminster the banding is in red brick and white stone instead of marble. The cathedral interior is Byzantine in style, with pendentive construction. Built of load-bearing brick, with the saucer domes inside being made of concrete strengthened with brick inserts, there is no steel reinforcement: in choosing this type of structural material, Bentley was more closely following ancient Roman technology than modern use of concrete. The intention was to have all surfaces clad in mosaic of marble, but sadly only a portion of this has yet been achieved.

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SUBJECT AREA: Architecture and building, Automotive engineering, Electricity, Electronics and information technology, Metallurgy, Photography, film and optics, Public utilities, Recording, Telecommunications

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He was the son of Samuel Edison, who was in the timber business. His schooling was delayed due to scarlet fever until 1855, when he was 8½ years old, but he was an avid reader. By the age of 14 he had a job as a newsboy on the railway from Port Huron to Detroit, a distance of sixty-three miles (101 km). He worked a fourteen-hour day with a stopover of five hours, which he spent in the Detroit Free Library. He also sold sweets on the train and, later, fruit and vegetables, and was soon making a profit of $20 a week. He then started two stores in Port Huron and used a spare freight car as a laboratory. He added a hand-printing press to produce 400 copies weekly of The Grand Trunk Herald, most of which he compiled and edited himself. He set himself to learn telegraphy from the station agent at Mount Clements, whose son he had saved from being run over by a freight car.

At the age of 16 he became a telegraphist at Port Huron. In 1863 he became railway telegraphist at the busy Stratford Junction of the Grand Trunk Railroad, arranging a clock with a notched wheel to give the hourly signal which was to prove that he was awake and at his post! He left hurriedly after failing to hold a train which was nearly involved in a head-on collision. He usually worked the night shift, allowing himself time for experiments during the day. His first invention was an arrangement of two Morse registers so that a high-speed input could be decoded at a slower speed. Moving from place to place he held many positions as a telegraphist. In Boston he invented an automatic vote recorder for Congress and patented it, but the idea was rejected. This was the first of a total of 1180 patents that he was to take out during his lifetime. After six years he resigned from the Western Union Company to devote all his time to invention, his next idea being an improved ticker-tape machine for stockbrokers. He developed a duplex telegraphy system, but this was turned down by the Western Union Company. He then moved to New York.

Edison found accommodation in the battery room of Law's Gold Reporting Company, sleeping in the cellar, and there his repair of a broken transmitter marked him as someone of special talents. His superior soon resigned, and he was promoted with a salary of $300 a month. Western Union paid him $40,000 for the sole rights on future improvements on the duplex telegraph, and he moved to Ward Street, Newark, New Jersey, where he employed a gathering of specialist engineers. Within a year, he married one of his employees, Mary Stilwell, when she was only 16: a daughter, Marion, was born in 1872, and two sons, Thomas and William, in 1876 and 1879, respectively.

He continued to work on the automatic telegraph, a device to send out messages faster than they could be tapped out by hand: that is, over fifty words per minute or so. An earlier machine by Alexander Bain worked at up to 400 words per minute, but was not good over long distances. Edison agreed to work on improving this feature of Bain's machine for the Automatic Telegraph Company (ATC) for $40,000. He improved it to a working speed of 500 words per minute and ran a test between Washington and New York. Hoping to sell their equipment to the Post Office in Britain, ATC sent Edison to England in 1873 to negotiate. A 500-word message was to be sent from Liverpool to London every half-hour for six hours, followed by tests on 2,200 miles (3,540 km) of cable at Greenwich. Only confused results were obtained due to induction in the cable, which lay coiled in a water tank. Edison returned to New York, where he worked on his quadruplex telegraph system, tests of which proved a success between New York and Albany in December 1874. Unfortunately, simultaneous negotiation with Western Union and ATC resulted in a lawsuit.

Alexander Graham Bell was granted a patent for a telephone in March 1876 while Edison was still working on the same idea. His improvements allowed the device to operate over a distance of hundreds of miles instead of only a few miles. Tests were carried out over the 106 miles (170 km) between New York and Philadelphia. Edison applied for a patent on the carbon-button transmitter in April 1877, Western Union agreeing to pay him $6,000 a year for the seventeen-year duration of the patent. In these years he was also working on the development of the electric lamp and on a duplicating machine which would make up to 3,000 copies from a stencil. In 1876–7 he moved from Newark to Menlo Park, twenty-four miles (39 km) from New York on the Pennsylvania Railway, near Elizabeth. He had bought a house there around which he built the premises that would become his "inventions factory". It was there that he began the use of his 200- page pocket notebooks, each of which lasted him about two weeks, so prolific were his ideas. When he died he left 3,400 of them filled with notes and sketches.

Late in 1877 he applied for a patent for a phonograph which was granted on 19 February 1878, and by the end of the year he had formed a company to manufacture this totally new product. At the time, Edison saw the device primarily as a business aid rather than for entertainment, rather as a dictating machine. In August 1878 he was granted a British patent. In July 1878 he tried to measure the heat from the solar corona at a solar eclipse viewed from Rawlins, Wyoming, but his "tasimeter" was too sensitive.

Probably his greatest achievement was "The Subdivision of the Electric Light" or the "glow bulb". He tried many materials for the filament before settling on carbon. He gave a demonstration of electric light by lighting up Menlo Park and inviting the public. Edison was, of course, faced with the problem of inventing and producing all the ancillaries which go to make up the electrical system of generation and distribution-meters, fuses, insulation, switches, cabling—even generators had to be designed and built; everything was new. He started a number of manufacturing companies to produce the various components needed.

In 1881 he built the world's largest generator, which weighed 27 tons, to light 1,200 lamps at the Paris Exhibition. It was later moved to England to be used in the world's first central power station with steam engine drive at Holborn Viaduct, London. In September 1882 he started up his Pearl Street Generating Station in New York, which led to a worldwide increase in the application of electric power, particularly for lighting. At the same time as these developments, he built a 1,300yd (1,190m) electric railway at Menlo Park.

On 9 August 1884 his wife died of typhoid. Using his telegraphic skills, he proposed to 19-year-old Mina Miller in Morse code while in the company of others on a train. He married her in February 1885 before buying a new house and estate at West Orange, New Jersey, building a new laboratory not far away in the Orange Valley.

Edison used direct current which was limited to around 250 volts. Alternating current was largely developed by George Westinghouse and Nicola Tesla, using transformers to step up the current to a higher voltage for long-distance transmission. The use of AC gradually overtook the Edison DC system.

In autumn 1888 he patented a form of cinephotography, the kinetoscope, obtaining film-stock from George Eastman. In 1893 he set up the first film studio, which was pivoted so as to catch the sun, with a hinged roof which could be raised. In 1894 kinetoscope parlours with "peep shows" were starting up in cities all over America. Competition came from the Latham Brothers with a screen-projection machine, which Edison answered with his "Vitascope", shown in New York in 1896. This showed pictures with accompanying sound, but there was some difficulty with synchronization. Edison also experimented with captions at this early date.

In 1880 he filed a patent for a magnetic ore separator, the first of nearly sixty. He bought up deposits of low-grade iron ore which had been developed in the north of New Jersey. The process was a commercial success until the discovery of iron-rich ore in Minnesota rendered it uneconomic and uncompetitive. In 1898 cement rock was discovered in New Village, west of West Orange. Edison bought the land and started cement manufacture, using kilns twice the normal length and using half as much fuel to heat them as the normal type of kiln. In 1893 he met Henry Ford, who was building his second car, at an Edison convention. This started him on the development of a battery for an electric car on which he made over 9,000 experiments. In 1903 he sold his patent for wireless telegraphy "for a song" to Guglielmo Marconi.

In 1910 Edison designed a prefabricated concrete house. In December 1914 fire destroyed three-quarters of the West Orange plant, but it was at once rebuilt, and with the threat of war Edison started to set up his own plants for making all the chemicals that he had previously been buying from Europe, such as carbolic acid, phenol, benzol, aniline dyes, etc. He was appointed President of the Navy Consulting Board, for whom, he said, he made some forty-five inventions, "but they were pigeonholed, every one of them". Thus did Edison find that the Navy did not take kindly to civilian interference.

In 1927 he started the Edison Botanic Research Company, founded with similar investment from Ford and Firestone with the object of finding a substitute for overseas-produced rubber. In the first year he tested no fewer than 3,327 possible plants, in the second year, over 1,400, eventually developing a variety of Golden Rod which grew to 14 ft (4.3 m) in height. However, all this effort and money was wasted, due to the discovery of synthetic rubber.

In October 1929 he was present at Henry Ford's opening of his Dearborn Museum to celebrate the fiftieth anniversary of the incandescent lamp, including a replica of the Menlo Park laboratory. He was awarded the Congressional Gold Medal and was elected to the American Academy of Sciences. He died in 1931 at his home, Glenmont; throughout the USA, lights were dimmed temporarily on the day of his funeral.

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SUBJECT AREA: Aerospace

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Professor Langley was a distinguished mathematician and astronomer who became Secretary of the Smithsonian Institution (US National Museum) in 1887. He was also interested in aviation and embarked on a programme of experiments with a whirling arm to test wings and with a series of free-flying models. In 1896 one of his steam-powered models made a flight of 4,199 ft (1,280 m): this led to a grant from the Government to subsidize the construction of a manned aeroplane. Langley commissioned Stephen M. Balzer, an automobile engine designer, to build a lightweight aero-engine and appointed his assistant, Charles M.Manly, to oversee the project. After many variations, including rotary and radical designs, two versions of the Balzer-Manly engine were produced, one quarter size and one full size. In August 1903 the small engine powered a model which thus became the first petrol-engined aeroplane to fly. Langley designed his full-size aeroplane (which he called an Aerodrome) with tandem wings and a cruciform tail unit. The Balzer-Manly engine drove two pusher propellers. Manly was to be the pilot as Langley was now almost 70 years old. Most early aviators tested their machines by making tentative hops, but Langley decided to launch his Aerodrome by catapult from the roof of a houseboat on the Potomac river. Two attempts were made and on both occasions the Aerodrome crashed into the river: catapult problems and perhaps a structural weakness were to blame. The second crash occurred on 8 December 1903 and it is ironic that the Wright brothers, with limited funds and no Government support, successfully achieved a manned flight just nine days later. Langley was heartbroken. After his death there followed a strange affair in 1914 when Glenn Curtiss took Langley's Aerodrome, modified it, and tried to prove that but for the faulty catapult it would have flown before the Wrights' Flyer. A brief flight was made with floats instead of the catapult, and it flew rather better after more extensive modifications and a new engine.

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SUBJECT AREA: Land transport, Railways and locomotives, Steam and internal combustion engines

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By the mid-1840s Joy was Chief Draughtsman at E.B.Wilson's locomotive works at Leeds. During that period, attempts by engineers to design ever larger and more powerful locomotives were producing ungainly types, such as the long-boiler and the Cramp ton, which were to prove blind alleys in locomotive development. Joy rediscovered the proper route with his Jenny Lind 2–2–2, built in 1847. His locomotive had minimal overhang, with the firebox between the driving and trailing axles; the driving axle supported inside frames which stopped short at the firebox, allowing the latter to be wide, while leading and trailing wheels were held by outside plate frames which had a degree of elasticity. The boiler was low-pitched, the steam pressure high at 120 psi (8.4 kg/cm²). The result was a powerful locomotive which rode well and immediately became popular, a forerunner of many later designs. Joy subsequently had a varied career with successive railways and engineering firms. In the late 1850s he invented steam reversing gear for large, marine steam engines, a hydraulic organ blower and a pneumatic hammer. In 1879 he invented his radial valve gear for steam engines, which was adopted by F.W. Webb for the London \& North Western Railway's locomotives and was also much used in marine steam engines.

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SUBJECT AREA: Electricity, Electronics and information technology, Photography, film and optics

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Paul was educated at the City of London School and Finsbury Technical College. He worked first for a short time in the Bell Telephone Works in Antwerp, Belgium, and then in the electrical instrument shop of Elliott Brothers in the Strand until 1891, when he opened an instrument-making business at 44 Hatton Garden, London. He specialized in the design and manufacture of electrical instruments, including the Ayrton Mather galvanometer. In 1902, with a purpose-built factory, he began large batch production of his instruments. He also opened a factory in New York, where uncalibrated instruments from England were calibrated for American customers. In 1903 Paul introduced the Unipivot galvanometer, in which the coil was supported at the centre of gravity of the moving system on a single pivot. The pivotal friction was less than in a conventional instrument and could be used without accurate levelling, the sensitivity being far beyond that of any pivoted galvanometer then in existence.

In 1894 Paul was asked by two entrepreneurs to make copies of Edison's kinetoscope, the pioneering peep-show moving-picture viewer, which had just arrived in London. Discovering that Edison had omitted to patent the machine in England, and observing that there was considerable demand for the machine from show-people, he began production, making six before the end of the year. Altogether, he made about sixty-six units, some of which were exported. Although Edison's machine was not patented, his films were certainly copyrighted, so Paul now needed a cinematographic camera to make new subjects for his customers. Early in 1895 he came into contact with Birt Acres, who was also working on the design of a movie camera. Acres's design was somewhat impractical, but Paul constructed a working model with which Acres filmed the Oxford and Cambridge Boat Race on 30 March, and the Derby at Epsom on 29 May. Paul was unhappy with the inefficient design, and developed a new intermittent mechanism based on the principle of the Maltese cross. Despite having signed a ten-year agreement with Paul, Acres split with him on 12 July 1895, after having unilaterally patented their original camera design on 27 May. By the early weeks of 1896, Paul had developed a projector mechanism that also used the Maltese cross and which he demonstrated at the Finsbury Technical College on 20 February 1896. His Theatrograph was intended for sale, and was shown in a number of venues in London during March, notably at the Alhambra Theatre in Leicester Square. There the renamed Animatographe was used to show, among other subjects, the Derby of 1896, which was won by the Prince of Wales's horse "Persimmon" and the film of which was shown the next day to enthusiastic crowds. The production of films turned out to be quite profitable: in the first year of the business, from March 1896, Paul made a net profit of £12,838 on a capital outlay of about £1,000. By the end of the year there were at least five shows running in London that were using Paul's projectors and screening films made by him or his staff.

Paul played a major part in establishing the film business in England through his readiness to sell apparatus at a time when most of his rivals reserved their equipment for sole exploitation. He went on to become a leading producer of films, specializing in trick effects, many of which he pioneered. He was affectionately known in the trade as "Daddy Paul", truly considered to be the "father" of the British film industry. He continued to appreciate fully the possibilities of cinematography for scientific work, and in collaboration with Professor Silvanus P.Thompson films were made to illustrate various phenomena to students.

Paul ended his involvement with film making in 1910 to concentrate on his instrument business; on his retirement in 1920, this was amalgamated with the Cambridge Instrument Company. In his will he left shares valued at over £100,000 to form the R.W.Paul Instrument Fund, to be administered by the Institution of Electrical Engineers, of which he had been a member since 1887. The fund was to provide instruments of an unusual nature to assist physical research.

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SUBJECT AREA: Agricultural and food technology, Mechanical, pneumatic and hydraulic engineering

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John Wallis Titt grew up on a farm which had a working post-mill, but at 24 years of age he joined the firm of Wallis, Haslam \& Stevens, agricultural engineers and steam engine builders in Basingstoke. From there he went to the millwrighting firm of Brown \& May of Devizes, where he worked for five years.

In 1872 he founded his own firm in Warminster, where his principal work as an agricultural engineer was on hay and straw elevators. In 1876 he moved his firm to the Woodcock Ironworks, also in Warminster. There he carried on his work as an agricultural engineer, but he also had an iron foundry. By 1884 the firm was installing water pumps on estates around Warminster, and it was about that time that he built his first wind engines. Between 1884 and 1903, when illness forced his retirement, his wind engines were built primarily with adjustable sails. These wind engines, under the trade marks "Woodcock" and "Simplex", consisted of a lattice tower with the sails mounted on a a ring at the top. The sails were turned to face the wind by means of a fantail geared to the ring or by a wooden vane. The important feature lay in the sails, which were made of canvas on a wood-and-iron frame mounted in a ring. The ends of the sail frames were hinged to the sail circumferences. In the middle of the sail a circular strap was attached so that all the frames had the same aspect for a given setting of the bar. The importance lies in the adjustable sails, which gave the wind engine the ability to work in variable winds.

Whilst this was not an original patent of John Wallis Titt, he is known to be the only maker of wind engines in Britain who built his business on this highly efficient form of sail. In design terms it derives from the annular sails of the conventional windmills at Haverhill in Suffolk and Roxwell in Essex. After his retirement, his sons reverted to the production of the fixed-bladed galvanized-iron wind engine.

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ὄνομα, ατος, τό (Hom.+).

① proper name of an entity, name

ⓐ gener. τῶν ἀποστόλων τὰ ὀνόματα ἐστιν ταῦτα Mt 10:2; cp. Rv 21:14. τῶν παρθένων τὰ ὀν. Hs 9, 15, 1. τὸ ὄνομα τοῦ πατρός Lk 1:59. ὄν. μοι, sc. ἐστίν, my name is (Od. 9, 366) Mk 5:9b. τί ὄν. σοι; what is your name? vs. 9a; w. copula Lk 8:30.—The expressions ᾧ (ᾗ) ὄν., οὗ τὸ ὄν., καὶ τὸ ὄν. αὐτοῦ (αὐτῆς), ὄν. αὐτῷ (parenthetic) are almost always without the copula (B-D-F §128, 3; Rob. 395): ᾧ (ᾗ) ὄν. (Sb 7573, 13 [116 A.D.]; Demetr.: 722 Fgm. 1, 5 Jac.; Just., A I, 53, 8 ᾧ ὄν. Λώτ) Lk 1:26, 27a; 2:25; 8:41; 24:13, 18 v.l.; Ac 13:6.—οὗ τὸ ὄν. (without a verb as BGU 344, 1) Mk 14:32. Cp. ὧν τὰ ὀνόματα ἐν βίβλῳ ζωῆς Phil 4:3 (ὧν τὰ ὀν. is a formula [Dssm., LO 95=LAE 121]. S. esp. BGU 432 II, 3 ὧν τὰ ὀν. τῷ βιβλιδίῳ δεδήλωται).—καὶ τὸ ὄν. αὐτῆς Lk 1:5b. καὶ τὸ ὄν. τῆς παρθένου Μαριάμ vs. 27b.—ὄν. αὐτῷ (Demosth. 32, 11 Ἀριστοφῶν ὄνομʼ αὐτῷ; Dionys. Hal. 8, 89, 4; Aelian, NA 8, 2 γυνὴ … Ἡρακληὶς ὄν. αὐτῇ; LXX) J 1:6; 3:1. ὁ καθήμενος ἐπάνω αὐτοῦ (i.e. τοῦ ἵππου), ὄν. αὐτῷ (ὁ) θάνατος Rv 6:8; cp. 9:11a.—W. the copula ἦν δὲ ὄν. τῷ δούλῳ Μάλχος J 18:10 (POxy 465, 12 ὁ δὲ κραταιὸς αὐτοῦ, ὄν. αὐτῷ ἐστιν Νεβύ, μηνύει; Jos., Ant. 19, 332). ἄγγελος …, οὗ τὸ ὄν. ἐστιν Θεγρί Hv 4, 2, 4.—The dat. is quite freq. ὀνόματι named, by name (X., Hell. 1, 6, 29 Σάμιος ὀνόματι Ἱππεύς; Tob 6:11 BA; 4 Macc 5:4; Just., D. 85, 6; 115, 3; B-D-F §160; 197; Rob. 487) ἄνθρωπον ὀν. Σίμωνα Mt 27:32; cp. Mk 5:22; Lk 1:5a; 5:27; 10:38; 16:20; 23:50; 24:18; Ac 5:1, 34; 8:9; 9:10–12, 33, 36; 10:1; 11:28; 12:13; 16:1, 14; 17:34; 18:2, 7, 24; 19:24; 20:9; 21:10; 27:1; 28:7; MPol 4. Also the acc. τοὔνομα (on the crasis s. B-D-F §18; Mlt-H. 63; FPreisigke, Griech. Urkunden des ägypt. Mus. zu Kairo [1911] 2, 6 γυνὴ Ταμοῦνις τοὔνομα; Diod S 2, 45, 4 πόλιν τοὔνομα Θ.; Lucian, Dial. Deor. 3; Philo, Leg. All. 1, 68; Jos., Ant. 7, 344, Vi. 382) named, by name (the acc. as X. et al., also 2 Macc 12:13; Demetr.: 722 Fgm. 1, 5 Jac. υἱὸν ὄ. Δάν.—B-D-F §160; Rob. 487) Mt 27:57. (Cp. ὄν. gener. as ‘mode of expression’ εἰ καὶ διάφορα ὀνόματα ἐστιν, ἀλλʼ … οἰκείαν … δέχεται τὴν νόησιν although there are various ways of expressing it, it nevertheless has a definite sense Did., Gen. 86, 22 [of various metaphors and images for the soul].)

ⓑ used w. verbs

α. as their obj.: ὄν. ἔχειν Did., Gen. 29, 6 bear the name or as name, be named ὄν. ἔχει Ἀπολλύων Rv 9:11b (in this case the name Ἀ. stands independently in the nom.; B-D-F §143; Rob. 458). καλεῖν τὸ ὄν. τινος w. the name foll. in the acc. (after the Hb.; B-D-F §157, 2; Rob. 459) καλέσεις τὸ ὄν. αὐτοῦ Ἰησοῦν you are to name him Jesus Mt 1:21; Lk 1:31.—Mt 1:25. καλέσεις τὸ ὄν. αὐτοῦ Ἰωάννην Lk 1:13. καλέσουσιν τὸ ὄν. αὐτοῦ Ἐμμανουήλ Mt 1:23 (Is 7:14). διδόναι GJs 6:2. Pass. w. the name in the nom. (cp. GrBar 6:10 Φοῖνιξ καλεῖται τὸ ὄν. μου) ἐκλήθη τὸ ὄν. αὐτοῦ Ἰησοῦς Lk 2:21; cp. Rv 19:13. Also τὸ ὄν. τοῦ ἀστέρος λέγεται ὁ ῎ Αψινθος Rv 8:11.—ἐπιθεῖναι ὄν. τινι w. acc. of the name Mk 3:16f; cp. 12:8f; κληρονομεῖν ὄν. receive a name Hb 1:4=1 Cl 36:2. κληροῦσθαι τὸ αὐτὸ ὄν. obtain the same name (s. κληρόω 2) MPol 6:2.—τὰ ὀν. ὑμῶν ἐγγέγραπται ἐν τοῖς οὐρανοῖς Lk 10:20.—Rv 13:8; 17:8. ἐξαλείψω τὸ ὄν. αὐτῶν 1 Cl 53:3 (Dt 9:14); Rv 3:5a (perh. to be placed in 4 below); s. ἐξαλείφω.

β. in another way (εἰ δέ τις ὀνόματι καλέσει but if anyone is so named Hippol., Ref. 6, 20, 2): ὸ̔ς καλεῖται τῷ ὀνόματι τούτῳ who is so named Lk 1:61. ἀνὴρ ὀνόματι καλούμενος Ζακχαῖος a man whose name was Zacchaeus 19:2. καλεῖν τι (i.e. παιδίον) ἐπὶ τῷ ὀνόματί τινος name someone after someone 1:59. Cp. IMg 10:1. This leads to

ⓒ used w. prepositions: ἐξ ὀνόματος (Ctesias, Ind. p. 105 M.: Diod S 13, 15, 1; 37, 15, 2; Appian, Mithrid. 59, §243, Bell. Civ. 3, 21 §77; 4, 73 §310; PGM 4, 2973; Jos., Ant. 2, 275) by name, individually, one by one (so that no one is lost in the crowd) ἐξ ὀν. πάντας ζήτει IPol 4:2. ἀσπάζομαι πάντας ἐξ ὀνόματος 8:2. πάντες ἐξ ὀν. συνέρχεσθε (parallel to κατʼ ἄνδρα) IEph 20:2.—κατʼ ὄν. by name, individually (Diod S 16, 44, 2; Gen 25:13; EpArist 247; Jos., Bell. 7, 14) J 10:3 (New Docs 3, 77f; animals called individually by name: Ps.-Aristot., Mirabil. 118.—HAlmqvist, Plut. u. das NT ’46, 74). Esp. in greetings (BGU 27, 18 [II A.D.] ἀσπάζομαι πάντας τοὺς φιλοῦντάς σε κατʼ ὄν.; POxy 1070, 46; pap in Dssm., LO 160/1, ln. 14f [LAE 193, ln. 15, note 21]; New Docs 3, 77f) 3J 15; ISm 13:2b. ῥάβδους ἐπιγεγραμμένας ἑκάστης φυλῆς κατʼ ὄν. staffs, each one inscribed with the name of a tribe 1 Cl 43:2b.

ⓓ used in combination with God and Jesus. On the significance of the Divine Name in history of religions s. FGiesebrecht, Die atl. Schätzung des Gottesnamens 1901; Bousset, Rel.³ 309ff; ADieterich, Eine Mithrasliturgie 1903, 110ff; FConybeare, JQR 8, 1896; 9, 1897, esp. 9, 581ff; JBoehmer, Das bibl. ‘im Namen’ 1898, BFCT V 6, 1901, 49ff, Studierstube 2, 1904, 324ff; 388ff; 452ff; 516ff; 580ff; BJacob, Im Namen Gottes 1903;WHeitmüller, ‘Im Namen Jesu’ 1903; WBrandt, TT 25, 1891, 565ff; 26, 1892, 193ff; 38, 1904, 355ff; RHirzel, Der Name: ASG 36, 2, 1918; Schürer III⁴ 409–11; HObbink, De magische betekenis van den naam inzonderheid in het oude Egypte 1925; OGrether, Name u. Wort Gottes im AT ’34; HHuffman, Name: 1148–52.—The belief in the efficacy of the name is extremely old; its origin goes back to the most ancient times and the most primitive forms of intellectual and religious life. It has exhibited an extraordinary vitality. The period of our lit. also sees—within as well as without the new community of believers—in the name someth. real, a piece of the very nature of the personality whom it designates, expressing the person’s qualities and powers. Accordingly, names, esp. holy names, are revered and used in customary practices and ritual (σέβεσθαι θεῶν ὀνόματα Theoph. Ant., 1, 9 [p. 76, 7]), including magic. In Israelite tradition the greatest reverence was paid to the holy name of God and to its numerous paraphrases or substitutes; the names of angels and patriarchs occupied a secondary place. The syncretistic practices of the period revered the names of gods, daemons, and heroes, or even magic words that made no sense at all, but had a mysterious sound. The Judeo-Christians revere and use the name of God and, of course, the name of Jesus. On magic in Jewish circles, s. Schürer III 342–79; for the NT period in general s. MSmith, Clement of Alexandria and a Secret Gospel of Mark ’73, 195–230.—The names of God and Jesus

α. in combination w. attributes: διαφορώτερον ὄν. a more excellent name Hb 1:4=1 Cl 36:2 (διάφορος 2). ἅγιον τὸ ὄν. αὐτοῦ Lk 1:49 (cp. Ps 110:9; Lev 18:21; 22:2; PGM 3, 570; 627; 4, 1005; 3071; 5, 77; 13, 561 μέγα κ. ἅγιον). τὸ μεγαλοπρεπὲς καὶ ἅγιον ὄν. αὐτοῦ 1 Cl 64; τὸ μέγα καὶ ἔνδοξον ὄν. Hv 4, 1, 3; 4, 2, 4 (on ἔνδοξον ὄν., cp. EPeterson, Εἷ θεός 1926, 282.—ὄν. μέγα κ. ἅγ. κ. ἔνδ.: PGM 13, 183f; 504f). τὸ μέγα καὶ θαυμαστὸν καὶ ἔνδοξον ὄν. Hs 9, 18, 5; τὸ πανάγιον καὶ ἔνδοξον ὄν. 1 Cl 58:1a; τοῦ παντοκράτορος καὶ ἐνδόξου ὄν. Hv 3, 3, 5; τὸ πανάρετον ὄν. 1 Cl 45:7; τῷ παντοκράτορι καὶ ἐνδόξῳ ὀνόματι 60:4; τὸ ὁσιώτατον τῆς μεγαλωσύνης αὐτοῦ ὄν. 58:1b. τὸ ὄν. μου θαυμαστὸν ἐν τοῖς ἔθνεσι D 14:3 (cp. Mal 1:14). The words ὄν. θεοπρεπέστατον IMg 1:2 are difficult to interpret (s. Hdb. ad loc.; θεοπρεπής b).

β. in combination w. verbs: ἁγιάζειν τὸ ὄν. Mt 6:9 (AFridrichsen, Helligt vorde dit naun: DTT 8, 1917, 1–16). Lk 11:2; D 8:2 (ἁγιάζω 3). βλασφημεῖν (q.v. bγ) τὸ ὄν. Rv 13:6; 16:9; pass. βλασφημεῖται τὸ ὄν. (Is 52:5) Ro 2:24; 2 Cl 13:1f, 4; ITr 8:2. βλασφημίας ἐπιφέρεσθαι τῷ ὀν. κυρίου bring blasphemy upon the name of the Lord 1 Cl 47:7. πφοσέθηκαν κατὰ ὄν. τοῦ κυρίου βλασφημίαν Hs 6, 2, 3; βεβηλοῦν τὸ ὄν. 8, 6, 2 (s. βεβηλόω). ἀπαγγελῶ τὸ ὄν. τ. ἀδελφοῖς μου Hb 2:12 (cp. Ps 21:23). ὅπως διαγγελῇ τὸ ὄν. μου ἐν πάσῃ τῇ γῇ Ro 9:17 (Ex 9:16). δοξάζειν τὸ ὄν. (σου, τοῦ κυρίου, τοῦ θεοῦ etc.) Rv 15:4; 1 Cl 43:6; IPhld 10:1; Hv 2, 1, 2; 3, 4, 3; 4, 1, 3; Hs 9, 18, 5 (s. δοξάζω 1; cp. GJs 7:2; 12:1[w. ref. to name of Mary]). ὅπως ἐνδοξασθῇ τὸ ὄν. τοῦ κυρίου ἡμῶν Ἰησοῦ 2 Th 1:12. ἐλπίζειν τῷ ὀν. Mt 12:21 (vv.ll. ἐν or ἐπὶ τῷ ὀν.; the pass. on which it is based, Is 42:4, has ἐπὶ τῷ ὀν.). ἐπικαλεῖσθαι τὸ ὄν. κυρίου (as PsSol 6:1) or αὐτοῦ, σου etc. (w. ref. to God or Christ) call on the name of the Lord Ac 2:21 (Jo 3:5); 9:14, 21; 22:16; Ro 10:13 (Jo 3:5); 1 Cor 1:2. ψυχὴ ἐπικεκλημένη τὸ μεγαλοπρεπὲς καὶ ἅγιον ὄν. αὐτοῦ a person who calls upon his exalted and holy name 1 Cl 64.—Pass. πάντα τὰ ἔθνη ἐφʼ οὓς ἐπικέκληται τὸ ὄν. μου ἐπʼ αὐτούς Ac 15:17 (Am 9:12). τὸ καλὸν ὄν. τὸ ἐπικληθὲν ἐφʼ ὑμᾶς Js 2:7 (on καλὸν ὄν. cp. Sb 343, 9 and the Pompeian graffito in Dssm., LO 237 [LAE 276]). πάντες οἱ ἐπικαλούμενοι τῷ ὀν. αὐτοῦ all those who are called by (the Lord’s) name Hs 9, 14, 3; cp. οἱ κεκλημένοι τῷ ὀν. κυρίου those who are called by the name of the Lord 8, 1, 1. ἐπαισχύνεσθαι τὸ ὄν. κυρίου τὸ ἐπικληθὲν ἐπʼ αὐτούς be ashamed of the name that is named over them 8, 6, 4. ὁμολογεῖν τῷ ὀν. αὐτοῦ praise his name Hb 13:15 (cp. PsSol 15:2 ἐξομολογήσασθαι τῷ ὀνόματι σου). ὀνομάζειν τὸ ὄν. κυρίου 2 Ti 2:19 (Is 26:13). ψάλλειν τῷ ὀν. σου Ro 15:9 (Ps 17:50). οὐ μὴ λάβῃς ἐπὶ ματαίῳ τὸ ὄν. κυρίου 19:5 (Ex 20:7; Dt 5:11).—Although in the preceding examples the name is oft. practically inseparable fr. the being that bears it, this is perh. even more true of the foll. cases, in which the name appears almost as the representation of the Godhead, as a tangible manifestation of the divine nature (Quint. Smyrn. 9, 465 Polidarius, when healing, calls on οὔνομα πατρὸς ἑοῖο ‘the name of his father’ [Asclepius]; τοσοῦτον … δύναται τὸ ὄ. τοῦ Ἰησοῦ κατὰ τῶν δαιμόνων Orig., C. Cels. 1, 56, 11; Dt 18:7; 3 Km 8:16; Ps 68:37; Zech 13:2 ἐξολεθρεύσω τὰ ὀν. τῶν εἰδώλων; Zeph 1:4; PsSol 7:6; Just., D. 121, 3 ὑποτάσσεσθαι αὐτοῦ ὀν.): the ‘name’ of God is ἀρχέγονον πάσης κτίσεως 1 Cl 59:3. Sim. τὸ ὄν. τοῦ υἱοῦ τοῦ θεοῦ μέγα ἐστὶ καὶ τὸν κόσμον ὅλον βαστάζει Hs 9, 14, 5. λατρεύειν τῷ παναρέτῳ ὀν. αὐτοῦ worship the most excellent name (of the Most High) 1 Cl 45:7. ὑπακούειν τῷ παναγίῳ καὶ ἐνδόξῳ ὀν. αὐτοῦ be obedient to his most holy and glorious name 58:1a. ὑπήκοον γενέσθαι τῷ παντοκρατορικῷ καὶ παναρέτῳ ὀν. 60:4. κηρύσσειν τὸ ὄν. τοῦ υἱοῦ τοῦ θεοῦ Hs 9, 16, 5. ἐπιγινώσκειν τὸ ὄν. τοῦ υἱοῦ τοῦ θεοῦ 9, 16, 7. φοβεῖσθαι τὸ ὄν. σου Rv 11:18. φανεροῦν τινι τὸ ὄν. σου J 17:6. γνωρίζειν τινὶ τὸ ὄν. σου vs. 26. πιστεύειν τῷ ὀν. τοῦ υἱοῦ αὐτοῦ believe in the name of (God’s) son 1J 3:23. Also πιστεύειν εἰς τὸ ὄν. (s. γב below and s. πιστεύω 2aβ).—Of the name borne by followers of Jesus Christ (cp. Theoph. Ant. 1, 1 [p. 58, 13]): κρατεῖς τὸ ὄν. μου you cling to my name Rv 2:13. The same mng. also holds for the expressions: λαμβάνειν τὸ ὄν. τοῦ υἱοῦ αὐτοῦ Hs 9, 12, 4; 8; 9, 13, 2a; 7. τοῦ βαστάσαι τὸ ὄν. μου ἐνώπιον ἐθνῶν to bear my name before (the) Gentiles Ac 9:15. τὸ ὄν. ἡδέως βαστάζειν bear the name gladly Hs 8, 10, 3; cp. 9, 28, 5b. τὸ ὄν. τοῦ υἱοῦ τοῦ θεοῦ φορεῖν 9, 13, 3; 9, 14, 5f; 9, 15, 2; cp. 9, 13, 2b. Christians receive this name at their baptism: πρὶν φορέσαι τὸν ἄνθρωπον τὸ ὄν. τοῦ υἱοῦ τοῦ θεοῦ νεκρός ἐστιν before a person bears the name of God’s Son (which is given the candidate at baptism), he is dead 9, 16, 3. Of dissemblers and false teachers ὄν. μὲν ἔχουσιν, ἀπὸ δὲ τῆς πίστεως κενοί εἰσιν they have the (Christian) name, but are devoid of faith 9, 19, 2. Of Christians in appearance only ἐν ὑποκρίσει φέροντες τὸ ὄν. τοῦ κυρίου who bear the Lord’s name in pretense Pol 6:3. δόλῳ πονηρῷ τὸ ὄν. περιφέρειν carry the name about in wicked deceit (evidently of wandering preachers) IEph 7:1. τὸ ὄν. ἐπαισχύνονται τοῦ κυρίου αὐτῶν they are ashamed of their Lord’s name Hs 9, 21, 3. More fully: ἐπαισχύνονται τὸ ὄν. αὐτοῦ φορεῖν 9, 14, 6.

γ. used w. prepositions

א. w. διά and the gen. διὰ τοῦ ὀνόματός μου πιστεύειν PtK 3 p. 15 ln. 12; σωθῆναι διὰ τοῦ μεγάλου καὶ ἐνδόξου ὀν. be saved through the great and glorious name Hv 4, 2, 4. εἰς τὴν βασιλείαν τοῦ θεοῦ εἰσελθεῖν διὰ τοῦ ὀν. τοῦ υἱοῦ (τοῦ θεοῦ) Hs 9, 12, 5. ἄφεσιν ἁμαρτιῶν λαβεῖν διὰ τοῦ ὀν. αὐτοῦ Ac 10:43 (cp. Just., D. 11, 4 al.). σημεῖα … γίνεσθαι διὰ τοῦ ὀν. … Ἰησοῦ by the power of the name 4:30. Differently παρακαλεῖν τινα διὰ τοῦ ὀν. τοῦ κυρίου appeal to someone by the name (= while calling on the name) of the Lord 1 Cor 1:10.—W. διά and the acc. μισούμενοι … διὰ τὸ ὄν. μου hated on account of my name (i.e., because you bear it) Mt 10:22; 24:9; Mk 13:13; Lk 21:17 (Just., A I, 4, 2 al.). ποιεῖν τι εἴς τινα διὰ τὸ ὄν. μου J 15:21. ἀφέωνται ὑμῖν αἱ ἁμαρτίαι διὰ τὸ ὄν. αὐτοῦ your sins are forgiven on account of (Jesus’) name 1J 2:12. βαστάζειν διὰ τὸ ὄν. μου bear (hardship) for my name’s sake Rv 2:3 (s. βαστάζω 2bβ). πάσχειν διὰ τὸ ὄν. (also w. a gen. like αὐτοῦ) Pol 8:2; Hv 3, 2, 1b; Hs 9, 28, 3.

ב. w. εἰς: somet. evidently as rendering of rabb. לְשֵׁם with regard to, in thinking of δέχεσθαί τινα εἰς ὄν. Ἰ. Χρ. receive someone in deference to Jesus Christ IRo 9:3. δύο ἢ τρεῖς συνηγμένοι εἰς τὸ ἐμὸν ὄν. two or three gathered and thinking of me, i.e., so that I am the reason for their assembling Mt 18:20; but here the other mng. (s. ג below) has had some influence: ‘while naming’ or ‘calling on my name’. τῆς ἀγάπης ἧς ἐνεδείξασθε εἰς τὸ ὄν. αὐτοῦ (i.e. θεοῦ) Hb 6:10 is either the love that you have shown with regard to him, i.e. for his sake, or we have here the frequently attested formula of Hellenistic legal and commercial language (s. Mayser II/2 p. 415; Dssm. B 143ff, NB 25, LO 97f [BS 146f; 197; LAE 121]; Heitmüller, op. cit. 100ff; FPreisigke, Girowesen im griech. Ägypt. 1910, 149ff. On the LXX s. Heitmüller 110f; JPsichari, Essai sur le Grec de la Septante 1908, 202f): εἰς (τὸ) ὄν. τινος to the name=to the account (over which the name stands). Then the deeds of love, although shown to humans, are dedicated to God.—The concept of dedication is also highly significant, in all probability, for the understanding of the expr. βαπτίζειν εἰς (τὸ) ὄν. τινος. Through baptism εἰς (τὸ) ὄν. τ. those who are baptized become the possession of and come under the dedicated protection of the one whose name they bear. An additional factor, to a degree, may be the sense of εἰς τὸ ὄν.=‘with mention of the name’ (cp. Herodian 2, 2, 10; 2, 13, 2 ὀμνύναι εἰς τὸ ὄν. τινος; Cyranides p. 57, 1 εἰς ὄν. τινος; 60, 18=εἰς τὸ ὄν. τ.; 62, 13. Another ex. in Heitmüller 107): Mt 28:19; Ac 8:16; 19:5; D 7:1, (3); 9:5; Hv 3, 7, 3; cp. 1 Cor 1:13, 15. S. βαπτίζω 2c and Silva New, Beginn. I/5, ’33, 121–40.—πιστεύειν εἰς τὸ ὄν. τινος believe in the name of someone i.e. have confidence that the person’s name (rather in the sense of a title, cp. Phil 2:9) is rightfully borne and encodes what the person really is J 1:12; 2:23; 3:18; 1J 5:13.

ג. with ἐν: ἐν ὀνόματι of God or Jesus means in the great majority of cases with mention of the name, while naming or calling on the name (PsSol 11:8; JosAs 9:1; Just., D. 35, 2 al.; no corresponding use has been found in gener. Gk. lit.; but cp. ἐν ὀν. τοῦ μεγάλου καὶ ὑψίστου θεοῦ Hippol., Ref. 9, 15, 6.—Heitmüller p. 13ff, esp. 44; 49). In many pass. it seems to be a formula. ἐν τῷ ὀν. Ἰησοῦ ἐκβάλλειν δαιμόνια Mk 9:38; 16:17; Lk 9:49. τὰ δαιμόνια ὑποτάσσεται ἡμῖν ἐν τῷ ὀν. σου the demons are subject to us at the mention of your name 10:17. ποιεῖν τι ἐν τῷ ὀνόματι Ac 4:7; cp. Col 3:17. Perh. J 10:25 (but s. below). ἐν τῷ ὀν. Ἰησοῦ … οὗτος παρέστηκεν ὑγιής Ac 4:10. ὄν. … ἐν ᾧ δεῖ σωθῆναι ἡμᾶς vs. 12. παραγγέλλω σοι ἐν ὀν. Ἰ. Χρ. 16:18; cp. 2 Th 3:6; IPol 5:1. σοὶ λέγω ἐν τῷ ὀν. τοῦ κυρίου Ac 14:10 D. Peter, in performing a healing, says ἐν τῷ ὀν. Ἰησοῦ Χρ. περιπάτει 3:6 (s. Heitmüller 60). The elders are to anoint the sick w. oil ἐν τῷ ὀν. τοῦ κυρίου while calling on the name of the Lord Js 5:14.—Of prophets λαλεῖν ἐν τῷ ὀν. κυρίου 5:10. παρρησιάζεσθαι ἐν τῷ ὀν. Ἰησοῦ speak out boldly in proclaiming the name of Jesus Ac 9:27f. βαπτίζεσθαι ἐν τῷ ὀν. Ἰ. Χ. be baptized or have oneself baptized while naming the name of Jesus Christ Ac 2:38 v.l.; 10:48. At a baptism ἐν ὀν. χριστοῦ Ἰησοῦ AcPl Ha 3, 32. αἰτεῖν τὸν πατέρα ἐν τῷ ὀν. μου (=Ἰησοῦ) ask the Father, using my name J 15:16; cp. 14:13, 14; 16:24, 26. W. the latter pass. belongs vs. 23 (ὁ πατὴρ) δώσει ὑμῖν ἐν τῷ ὀν. μου (the Father) will give you, when you mention my name. τὸ πνεῦμα ὸ̔ πέμψει ὁ πατὴρ ἐν τῷ ὀν. μου the Spirit, whom the Father will send when my name is used 14:26. To thank God ἐν ὀν. Ἰησοῦ Χρ. while naming the name of Jesus Christ Eph 5:20. ἵνα ἐν τῷ ὀν. Ἰησοῦ πᾶν γόνυ κάμψῃ that when the name of Jesus is mentioned every knee should bow Phil 2:10. χαίρετε, υἱοί, ἐν ὀν. κυρίου greetings, my sons, as we call on the Lord’s name 1:1. ὁ ἐρχόμενος ἐν ὀν. κυρίου whoever comes, naming the Lord’s name (in order thereby to give evidence of being a Christian) D 12:1. ἀσπάζεσθαι ἐν ὀν. Ἰ. Χρ. greet, while naming the name of J. Chr. w. acc. of pers. or thing greeted IRo ins; ISm 12:2. Receive a congregation ἐν ὀν. θεοῦ IEph 1:3. συναχθῆναι ἐν τῷ ὀν. τοῦ κυρίου Ἰ. meet and call on the name of the Lord Jesus=as a Christian congregation 1 Cor 5:4. μόνον ἐν τῷ ὀν. Ἰ. Χρ. only (it is to be) while calling on the name of J. Chr. ISm 4:2.—Not far removed fr. these are the places where we render ἐν τῷ ὀν. with through or by the name (s. ἐν 4c); the effect brought about by the name is caused by its utterance ἀπελούσασθε, ἡγιάσθητε, ἐδικαιώθητε ἐν τῷ ὀν. τοῦ κυρίου Ἰ. Χρ. 1 Cor 6:11. ζωὴν ἔχειν ἐν τῷ ὀν. αὐτοῦ (=Ἰησοῦ) J 20:31. τηρεῖν τινα ἐν τῷ ὀν. (θεοῦ) 17:11f.—ἐν τῷ ὀν. at the command (of), commissioned by ἔργα ποιεῖν ἐν τῷ ὀν. τοῦ πατρός J 10:25 (but s. above). ἔρχεσθαι ἐν τῷ ὀν. τοῦ πατρός 5:43a; in contrast ἔρχ. ἐν τῷ ὀν. τῷ ἰδίῳ vs. 43b. εὐλογημένος ὁ ἐρχόμενος ἐν ὀν. κυρίου 12:13 (Ps 117:26). The Ps-passage prob. has the same sense (despite Heitmüller 53f) in Mt 21:9; 23:39; Mk 11:9; Lk 13:35; 19:38.—OMerlier, Ὄνομα et ἐν ὀνόματι dans le quatr. Év.: RevÉtGr 47, ’34, 180–204; RBratcher, BT 14, ’63, 72–80.

ד. w. ἕνεκα (and the other forms of this word; s. ἕνεκα 1): of persecutions for one’s Christian faith ἀπάγεσθαι ἐπὶ βασιλεῖς ἕνεκεν τοῦ ὀν. μου Lk 21:12. πάσχειν or ὑποφέρειν εἵνεκα τοῦ ὀνόματος Hv 3, 1, 9; 3, 2, 1; Hs 9, 28, 5. ἕνεκεν τοῦ ὀν. (τοῦ) κυρίου v 3, 5, 2; Hs 9, 28, 6. ἀφιέναι οἰκίας … ἕνεκεν τοῦ ἐμοῦ ὀν. for my name’s sake Mt 19:29. ἔκτισας τὰ πάντα ἕνεκεν τοῦ ὀν. σου you created all things for your name’s sake, i.e. that God’s name might be praised for the benefits which the works of creation bring to humankind D 10:3.

ה. w. ἐπί and the dat.: ἐπὶ τῷ ὀν. τινος when someone’s name is mentioned or called upon, or mentioning someone’s name (LXX; En 10:2; Just., D. 39, 6; Ath. 23, 1; s. Heitmüller 19ff; 43ff; s. also 47ff; 52ff; 87ff) in the NT only of the name of Jesus, and only in the synoptics and Ac. ἐλεύσονται ἐπὶ τῷ ὀν. μου they will come using my name Mt 24:5; Mk 13:6; Lk 21:8. κηρύσσειν ἐπὶ τῷ ὀν. αὐτοῦ μετάνοιαν 24:47. λαλεῖν ἐπὶ τῷ ὀν. τούτῳ to speak using this name Ac 4:17; 5:40. διδάσκειν 4:18; 5:28. ποιεῖν δύναμιν ἐπὶ τῷ ὀν. μου Mk 9:39. ἐπὶ τῷ ὀν. σου ἐκβάλλειν δαιμόνια Lk 9:49 v.l. ἐπὶ τῷ σῷ ὀν. τὰς θεραπείας ἐπετέλουν GJs 20:2 (codd.). Of the (spiritual) temple of God: οἰκοδομηθήσεται ναὸς θεοῦ ἐνδόξως ἐπὶ τῷ ὀν. κυρίου the temple of God will be gloriously built with the use of the Lord’s name 16:6f, 8 (quot. of uncertain orig.). βαπτίζεσθαι ἐπὶ τῷ ὀν. Ἰ. Χρ. Ac 2:38. Baptism is also referred to in καλεῖσθαι ἐπὶ τῷ ὀν. τοῦ υἱοῦ τοῦ θεοῦ receive a name when the name of God’s son is named Hs 9, 17, 4. The words δέχεσθαι (παιδίον) ἐπὶ τῷ ὀν. μου can also be classed here receive (a child) when my name is confessed, when I am called upon Mt 18:5; Mk 9:37; Lk 9:48 (s. Heitmüller 64); but s. also 3 below.—ἐπί w. acc.: πεποιθέναι ἐπὶ τὸ ὁσιώτατον τῆς μεγαλωσύνης αὐτοῦ ὄν. have confidence in (the Lord’s) most sacred and majestic name 1 Cl 58:1b; ἐλπίζειν ἐπὶ τὸ ὄν. hope in the name (of the Lord) 16:8b.

ו. w. περί and the gen.: εὐαγγελίζεσθαι περὶ τοῦ ὀν. Ἰ. Χ. bring the good news about the name of J. Chr. Ac 8:12.—(W. acc.: ἔχομεν δέος τὸ ὄ. τοῦ θεοῦ Orig., C. Cels. 4, 48, 34).

ז. w. πρός and acc.: πρὸς τὸ ὄν. Ἰησοῦ … πολλὰ ἐναντία πρᾶξαι do many things in opposing the name of Jesus Ac 26:9.

ח. w. ὑπέρ and gen.: ὑπὲρ τοῦ ὀν. (Ἰησοῦ) ἀτιμασθῆναι Ac 5:41. πάσχειν 9:16; Hs 9, 28, 2. Cp. Ac 15:26; 21:13. The activity of the apostles takes place ὑπὲρ τοῦ ὀν. αὐτοῦ to the honor of (Jesus’) name Ro 1:5. Cp. 3J 7. Of thankful praying at the Lord’s Supper εὐχαριστοῦμεν σοι … ὑπὲρ τοῦ ἁγίου ὀν. σου, οὗ κατεσκήνωσας ἐν ταῖς καρδίαις ἡμῶν we thank you … for your holy name, which you caused to dwell in our hearts D 10:2.

δ. ὄν. w. ref. to God or Christ not infreq. stands quite alone, simply the Name: Ac 5:41; Phil 2:9 (cp. Diod S 3, 61, 6); 3J 7; 2 Cl 13:1, 4; IEph 3:1; 7:1; IPhld 10:1; Hv 3, 2, 1; Hs 8, 10, 3; 9, 13, 2; 9, 28, 3; 5.

② a person (Phalaris, Ep. 128; POxy 1188, 8 [13 A.D.]; BGU 113, 11; Jos., Ant. 14, 22; other exx. in Dssm., NB 24f [BS 196f]; LXX) τὸ ποθητόν μοι ὄν. my dear friend: Alce ISm 13:2; IPol 8:3; Crocus IRo 10:1. Pl. (PThéad 41, 10; PSI 27, 22; Num 1:18 al.) people Ac 1:15; Rv 3:4. ὀνόματα ἀνθρώπων 11:13 (cp. Ael. Aristid. 50, 72 K.=26 p. 523 D.: ὀνόματα δέκα ἀνδρῶν). This is prob. the place for περὶ λόγου καὶ ὀνομάτων καὶ νόμου about teaching and persons and (the) law Ac 18:15.

③ the classification under which one belongs, noted by a name or category, title, category (cp. Cass. Dio 38, 44; 42, 24 καὶ ὅτι πολλῷ πλείω ἔν τε τῷ σχήματι καὶ ἐν τῷ ὀνόματι τῷ τῆς στρατηγίας ὢν καταπράξειν ἤλπιζε=he hoped to effect much more by taking advantage of his praetorial apparel and title; ins: Sb 7541, 5 [II A.D.] Νύμφη ὄνομʼ ἐστί σοι; POxy 37 I, 17 [49 A.D.] βούλεται ὀνόματι ἐλευθέρου τὸ σωμάτιον ἀπενέγκασθαι=she claims to have carried off the infant on the basis of its being free-born; Jos., Ant. 12, 154 φερνῆς ὀνόματι; 11, 40; Just., A II, 6, 4 καὶ ἀνθρώπου καὶ σωτῆρος ὄνομα. Other exx. in Heitmüller 50); the possibility of understanding ὄν. as category made it easier for Greeks to take over rabb. לְשֵׁם (s. 1dγב above) in the sense with regard to a particular characteristic, then simply with regard to, for the sake of ὁ δεχόμενος προφήτην εἰς ὄν. προφήτου whoever receives a prophet within the category ‘prophet’, i.e. because he is a prophet, as a prophet Mt 10:41a; cp. vss. 41b, 42.—ὸ̔ς ἂν ποτίσῃ ὑμᾶς ἐν ὀνόματι, ὄτι Χριστοῦ ἐστε whoever gives you a drink under the category that you belong to Christ, i.e. in your capacity as a follower of Christ Mk 9:41. εἰ ὀνειδίζεσθε ἐν ὀν. Χριστοῦ if you are reviled for the sake of Christ 1 Pt 4:14. δοξαζέτω τὸν θεὸν ἐν τῷ ὀν. τούτῳ let the person praise God in this capacity (=ὡς Χριστιανός) vs. 16. δέδεμαι ἐν τῷ ὀν. I am imprisoned for the sake of the Name IEph 3:1.—δέχεσθαι (παιδίον) ἐπὶ τῷ ὀν. μου for my (name’s) sake Mt 18:5; Mk 9:37; Lk 9:48 (cp. Heitmüller 113. But s. 1dγה above).

④ recognition accorded a person on the basis of performance, (well-known) name, reputation, fame (Hom. et al.; 1 Ch 14:17; 1 Macc 8:12) φανερὸν ἐγένετο τὸ ὄν. αὐτοῦ his fame was widespread Mk 6:14. ὄν. ἔχειν (Pla., Apol. 38c, Ep. 2, 312c) w. ὅτι foll. have the reputation of Rv 3:1 perh. also 3:5 (s. 1bα; JFuller, JETS 26, ’83, 297–306).

⑤ name in terms of office held, office (POxy 58, 6) στασιαζουσῶν τ. φυλῶν, ὁποία αὐτῶν εἴη τῷ ἐνδόξῳ ὀνόματι κεκοσμημένη when the tribes were quarreling as to which one of them was to be adorned with that glorious office 1 Cl 43:2. τὸ ὄν. τῆς ἐπισκοπῆς the office of supervision 44:1.—B. 1263f. OEANE IV 91–96 on Mesopotamian practices. Schmidt, Syn. I 113–24. DELG. M-M. EDNT. TW. Sv.

SUBJECT AREA: Aerospace

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Wilbur and Orville designed and built bicycles in Dayton, Ohio. In the 1890s they developed an interest in flying which led them to study the experiments of gliding pioneers such as Otto Lilienthal in Germany, and their fellow American Octave Chanute. The Wrights were very methodical and tackled the many problems stage by stage. First, they developed a method of controlling a glider using movable control surfaces, instead of weight-shifting as used in the early hand-gliders. They built a wind tunnel to test their wing sections and by 1902 they had produced a controllable glider. Next they needed a petrol engine, and when they could not find one to suit their needs they designed and built one themselves.

On 17 December 1903 their Flyer was ready and Orville made the first short flight of 12 seconds; Wilbur followed with a 59-second flight covering 853 ft (260 m). An improved design, Flyer II, followed in 1904 and made about eighty flights, including circuits and simple ma-noeuvres. In 1905 Flyer III made several long flights, including one of 38 minutes covering 24½ miles (39 km). Most of the Wrights' flying was carried out in secret to protect their patents, so their achievements received little publicity. For a period of two and a half years they did not fly, but they worked to improve their Flyer and to negotiate terms for the sale of their invention to various governments and commercial syndi-cates.

In 1908 the Wright Model A appeared, and when Wilbur demonstrated it in France he astounded the European aviators by making several flights lasting more than one hour and one of 2 hours 20 minutes. Considerable numbers of the Model A were built, but the European designers rapidly caught up and overtook the Wrights. The Wright brothers became involved in several legal battles to protect their patents: one of these, with Glenn Curtiss, went on for many years. Wilbur died of typhoid fever in 1912. Orville sold his interest in the Wright Company in 1915, but retained an interest in aeronautical research and lived on to see an aeroplane fly faster than the speed of sound.

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SUBJECT AREA: Aerospace

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Flying kites as a boy aroused Ellehammer's interest in aeronautics, and he developed a kite that could lift him off the ground. After completing an apprenticeship, he started his own manufacturing business, whose products included motor cycles. He experimented with model aircraft as a sideline and used his mo tor-cycle experience to build an aero engine during 1903–4. It had three cylinders radiating from the crankshaft, making it, in all probability, the world's first air-cooled radial engine. Ellehammer built his first full-size aircraft in 1905 and tested it in January 1906. It ran round a circular track, was tethered to a central mast and was unmanned. A more powerful engine was needed, and by September Ellehammer had improved his engine so that it was capable of lifting him for a tethered flight. In 1907 Ellehammer produced a new five-cylinder radial engine and installed it in the first manned tri-plane, which made a number of free-flight hops. Various wing designs were tested and during 1908–9 Ellehammer developed yet another radial engine, which had six cylinders arranged in two rows of three. Ellehammer's engines had a very good power-to-weight ratio, but his aircraft designs lacked an understanding of control; consequently, he never progressed beyond short hops in a straight line. In 1912 he built a helicopter with contra-rotating rotors that was a limited success. Ellehammer turned his attention to his other interests, but if he had concentrated on his excellent engines he might have become a major aero engine manufacturer.

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SUBJECT AREA: Ports and shipping

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Holland was educated first in his native town and later in Limerick, a seaport bustling with coastal trade ships. His first job was that of schoolteacher, and as such he worked in various parts of Ireland until he was about 32 years old. A combination of his burning patriotic zeal for Ireland and his interest in undersea technology (then in its infancy) made him consider designs for underwater warships for use against the British Royal Navy in the fight for Irish independence. He studied all known works on the subject and commenced drawing plans, but he was unable to make real headway owing to a lack of finance.

In 1873 he travelled to the United States, ultimately settling in New Jersey and continuing in the profession of teaching. His work on submarine design continued, but in 1875 he suffered a grave setback when the United States Navy turned down his designs. Help came from an unexpected source, the Irish Republican Brotherhood, or Fenian Society, which had been founded in Dublin and New York in 1858. Financial help enabled Holland to build a 4 m (13 ft) one-person craft, which was tested in 1878, and then a larger boat of 19 tonnes' displacement that was tested with a crew of three to depths of 20 m (65 ft) in New York's harbour in 1883. Known as the Fenian Ram, it embodied most of the principles of modern submarines, including weight compensation. The Fenians commandeered this boat, but they were unable to operate it satisfactorily and it was relegated to history.

Holland continued work, at times independently and sometimes with others, and continuously advocated submarines to the United States Navy. In 1895 he was successful in winning a contract for US$150,000 to build the US Submarine Plunger at Baltimore. With too much outside interference, this proved an unsatisfactory venture. However, with only US$5,000 of his capital left, Holland started again and in 1898 he launched the Holland at Elizabeth, New Jersey. This 16 m (52 ft) vessel was successful, and in 1900 it was purchased by the United States Government.

Six more boats were ordered by the Americans, and then some by the Russians and the Japanese. The British Royal Navy ordered five, which were built by Vickers Son and Maxim (now VSEL) at Barrow-in-Furness in the years up to 1903, commencing their long run of submarine building. They were licensed by another well-known name, the Electric Boat Company, which had formerly been the J.P.Holland Torpedo Boat Company.

Holland now had some wealth and was well known. He continued to work, trying his hand at aeronautical research, and in 1904 he invented a respirator for use in submarine rescue work. It is pleasing to record that one of his ships can be seen to this day at the Royal Navy Submarine Museum, Gosport: HM Submarine Holland No. 1, which was lost under tow in 1913 but salvaged and restored in the 1980s.

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SUBJECT AREA: Aerospace, Steam and internal combustion engines

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Harry Ricardo was the eldest child and only son of Halsey Ricardo (architect) and Catherine Rendel (daughter of Alexander Rendel, senior partner in the firm of consulting civil engineers that later became Rendel, Palmer and Tritton). He was educated at Rugby School and at Cambridge. While still at school, he designed and made a steam engine to drive his bicycle, and by the time he went up to Cambridge in 1903 he was a skilled craftsman. At Cambridge, he made a motor cycle powered by a petrol engine of his own design, and with this he won a fuel-consumption competition by covering almost 40 miles (64 km) on a quart (1.14 1) of petrol. This brought him to the attention of Professor Bertram Hopkinson, who invited him to help with research on turbulence and pre-ignition in internal combustion engines. After leaving Cambridge in 1907, he joined his grandfather's firm and became head of the design department for mechanical equipment used in civil engineering. In 1916 he was asked to help with the problem of loading tanks on to railway trucks. He was then given the task of designing and organizing the manufacture of engines for tanks, and the success of this enterprise encouraged him to set up his own establishment at Shoreham, devoted to research on, and design and development of, internal combustion engines.

Leading on from the work with Hopkinson were his discoveries on the suppression of detonation in spark-ignition engines. He noted that the current paraffinic fuels were more prone to detonation than the aromatics, which were being discarded as they did not comply with the existing specifications because of their high specific gravity. He introduced the concepts of "highest useful compression ratio" (HUCR) and "toluene number" for fuel samples burned in a special variable compression-ratio engine. The toluene number was the proportion of toluene in heptane that gave the same HUCR as the fuel sample. Later, toluene was superseded by iso-octane to give the now familiar octane rating. He went on to improve the combustion in side-valve engines by increasing turbulence, shortening the flame path and minimizing the clearance between piston and head by concentrating the combustion space over the valves. By these means, the compression ratio could be increased to that used by overhead-valve engines before detonation intervened. The very hot poppet valve restricted the advancement of all internal combustion engines, so he turned his attention to eliminating it by use of the single sleeve-valve, this being developed with support from the Air Ministry. By the end of the Second World War some 130,000 such aero-engines had been built by Bristol, Napier and Rolls-Royce before the piston aero-engine was superseded by the gas turbine of Whittle. He even contributed to the success of the latter by developing a fuel control system for it.

Concurrent with this was work on the diesel engine. He designed and developed the engine that halved the fuel consumption of London buses. He invented and perfected the "Comet" series of combustion chambers for diesel engines, and the Company was consulted by the vast majority of international internal combustion engine manufacturers. He published and lectured widely and fully deserved his many honours; he was elected FRS in 1929, was President of the Institution of Mechanical Engineers in 1944–5 and was knighted in 1948. This shy and modest, though very determined man was highly regarded by all who came into contact with him. It was said that research into internal combustion engines, his family and boats constituted all that he would wish from life.

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(1863–1947) Gen Mgt

U.S. industrialist. Founder of the Ford Motor Company, who organized the assembly line along the scientific management principles of Frederick Winslow Taylor and recorded his philosophy in My Life and Work (1922)

     After spending time as a machinist’s apprentice, a watch repairer, and a mechanic, Ford built his first car in 1896. He quickly became convinced of the vehicle’s commercial potential and started his own company in 1903. His first car was the Model A. After a year in business he was selling 600 a month.

     In 1907 Ford professed that his aim was to build a motor car for the masses. In 1908 his Model T was born. Through innovative use of new mass-production techniques, 15 million Model Ts were produced between 1908 and 1927.

     At that time, Ford’s factory at Highland Park, Michigan, was the biggest in the world. Over 14,000 people worked on the 57-acre site. He was quick to establish international operations as well. Ford’s first overseas sales branch was opened in France in 1908 and, in 1911, Ford began making cars in the United Kingdom.

     In 1919 Henry Ford resigned as the company’s president, letting his son, Edsel, take over. By then the Ford company was making a car a minute and Ford’s market share was in excess of 57%.

SUBJECT AREA: Ports and shipping

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James Caird was educated at Glasgow Academy. While the connections are difficult to unravel, it is clear he was related to the Cairds of Greenock, whose shipyard on the Clyde built countless liners for the P \& O Company, and to the Caird family who were munificent benefactors of Dundee and the Church of Scotland.

In 1878 Caird joined a firm of East India Merchants in Glasgow, but later went to London. In 1890 he entered the service of Turnbull, Martin \& Co., managers of the Scottish Shire Line of Steamers; he quickly rose to become Manager, and by 1903 he was the sole partner and owner. In this role his business skill became apparent, as he pioneered (along with the Houlder and Federal Lines) refrigerated shipping connections between the United Kingdom and Australia and New Zealand. In 1917 he sold his shipping interests to Messrs Cayzer Irvine, managers of the Clan Line.

During the First World War, Caird set up a new shipyard on the River Wye at Chepstow in Wales. Registered in April 1916, the Standard Shipbuilding and Engineering Company took over an existing shipbuilder in an area not threatened by enemy attacks. The purpose of the yard was rapid building of standardized merchant ships during a period when heavy losses were being sustained because of German U-boat attacks. Caird was appointed Chairman, a post he held until the yard came under full government control later in the war. The shipyard did not meet the high expectations of the time, but it did pioneer standard shipbuilding which was later successful in the USA, the UK and Japan.

Caird's greatest work may have been the service he gave to the councils which helped form the National Maritime Museum at Greenwich. He used all his endeavours to ensure the successful launch of the world's greatest maritime museum; he persuaded friends to donate, the Government to transfer artefacts and records, and he gave of his wealth to purchase works of art for the nation. Prior to his death he endowed the Museum with £1.25 million, a massive sum for the 1930s, and this (the Caird Fund) is administered to this day by the Trustees of Greenwich.

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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: Land transport, Railways and locomotives, Weapons and armour

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The Brennan family, including Louis, emigrated to Australia in 1861. He was an inventive genius from childhood, and while at Melbourne invented his torpedo. Within it were two drums, each with several miles of steel wire coiled upon it and mounted on one of two concentric propeller shafts. The propellers revolved in opposite directions. Wires were led out of the torpedo to winding drums on land, driven by high-speed steam engines: the faster the drums on shore were driven, the quicker the wires were withdrawn from the drums within the torpedo and the quicker the propellers turned. A steering device was operated by altering the speeds of the wires relative to one another. As finally developed, Brennan torpedoes were accurate over a range of 1 1/2 miles (2.4 km), in contrast to contemporary self-propelled torpedoes, which were unreliable at ranges over 400 yards (366 in).

Brennan moved to England in 1880 and sold the rights to his torpedo to the British Government for a total of £110,000, probably the highest payment ever made by it to an individual inventor. Brennan torpedoes became part of the defences of many vital naval ports, but never saw active service: improvement of other means of defence meant they were withdrawn in 1906. By then Brennan was deeply involved in the development of his monorail. The need for a simple and cheap form of railway had been apparent to him when in Australia and he considered it could be met by a ground-level monorail upon which vehicles would be balanced by gyroscopes. After overcoming many manufacturing difficulties, he demonstrated first a one-eighth scale version and then a full-size, electrically driven vehicle, which ran on its single rail throughout the summer of 1910 in London, carrying up to fifty passengers at a time. Development had been supported financially by, successively, the War Office, the India Office and the Government of the Indian state of Jammu and Kashmir, which had no rail access; despite all this, however, no further financial support, government or commercial, was forthcoming.

Brennan made many other inventions, worked on the early development of helicopters and in 1929 built a gyroscopically balanced, two-wheeled motor car which, however, never went into production.

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See also: Behr, Fritz Bernhard; Lartigue, Charles François Marie-Thérèse; Palmer, Henry Robinson( monorails); Whitehead, Robert( torpedoes).

SUBJECT AREA: Aerospace

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Chanute was born in Paris, but from the age of 6 he lived in the United States, where he became a prominent railway engineer. He developed an interest in aviation relatively late in life, and in fact built his first glider at the age of 64. Before that, he had collected all the information he could find on aviation, especially on the work of Otto Lilienthal in Germany. In 1894 he published an account of these researches in a classic work, Progress in Flying Machines.

By 1896 Chanute was ready to carry out practical experiments of his own and designed a series of hang-gliders. He started with a Lilienthal-type monoplane and progressed to his very successful biplane glider. He used a bridge-truss method of cross-bracing to give his wings the required strength, a system used by many of his successors, including the Wright brothers. Chanute's gliders were flown on the shore of Lake Michigan by his two young assistants A.M.Herring and W.Avery. The biplane glider made some seven hundred flights without mishap, covering up to 100 m (110 yds). In 1898 Herring fitted an engine into a modified glider and claimed to have made two short hops.

In 1900 the Wright brothers made contact with Chanute and sought his advice, which he readily gave, indeed, he became one of their most trusted advisors. In 1903 Chanute travelled to Paris and gave an illustrated lecture describing his own and the Wrights' gliding successes, generating much interest amongst European aviators.

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