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locomotive+engineers

  • 61 Murray, Matthew

    [br]
    b. 1765 near Newcastle upon Tyne, England
    d. 20 February 1826 Holbeck, Leeds, England
    [br]
    English mechanical engineer and steam engine, locomotive and machine-tool pioneer.
    [br]
    Matthew Murray was apprenticed at the age of 14 to a blacksmith who probably also did millwrighting work. He then worked as a journeyman mechanic at Stockton-on-Tees, where he had experience with machinery for a flax mill at Darlington. Trade in the Stockton area became slack in 1788 and Murray sought work in Leeds, where he was employed by John Marshall, who owned a flax mill at Adel, located about 5 miles (8 km) from Leeds. He soon became Marshall's chief mechanic, and when in 1790 a new mill was built in the Holbeck district of Leeds by Marshall and his partner Benyon, Murray was responsible for the installation of the machinery. At about this time he took out two patents relating to improvements in textile machinery.
    In 1795 he left Marshall's employment and, in partnership with David Wood (1761– 1820), established a general engineering and millwrighting business at Mill Green, Holbeck. In the following year the firm moved to a larger site at Water Lane, Holbeck, and additional capital was provided by two new partners, James Fenton (1754–1834) and William Lister (1796–1811). Lister was a sleeping partner and the firm was known as Fenton, Murray \& Wood and was organized so that Fenton kept the accounts, Wood was the administrator and took charge of the workshops, while Murray provided the technical expertise. The factory was extended in 1802 by the construction of a fitting shop of circular form, after which the establishment became known as the "Round Foundry".
    In addition to textile machinery, the firm soon began the manufacture of machine tools and steam-engines. In this field it became a serious rival to Boulton \& Watt, who privately acknowledged Murray's superior craftsmanship, particularly in foundry work, and resorted to some industrial espionage to discover details of his techniques. Murray obtained patents for improvements in steam engines in 1799, 1801 and 1802. These included automatic regulation of draught, a mechanical stoker and his short-D slide valve. The patent of 1801 was successfully opposed by Boulton \& Watt. An important contribution of Murray to the development of the steam engine was the use of a bedplate so that the engine became a compact, self-contained unit instead of separate components built into an en-gine-house.
    Murray was one of the first, if not the very first, to build machine tools for sale. However, this was not the case with the planing machine, which he is said to have invented to produce flat surfaces for his slide valves. Rather than being patented, this machine was kept secret, although it was apparently in use before 1814.
    In 1812 Murray was engaged by John Blenkinsop (1783–1831) to build locomotives for his rack railway from Middleton Colliery to Leeds (about 3 1/2 miles or 5.6 km). Murray was responsible for their design and they were fitted with two double-acting cylinders and cranks at right angles, an important step in the development of the steam locomotive. About six of these locomotives were built for the Middleton and other colliery railways and some were in use for over twenty years. Murray also supplied engines for many early steamboats. In addition, he built some hydraulic machinery and in 1814 patented a hydraulic press for baling cloth.
    Murray's son-in-law, Richard Jackson, later became a partner in the firm, which was then styled Fenton, Murray \& Jackson. The firm went out of business in 1843.
    [br]
    Principal Honours and Distinctions
    Society of Arts Gold Medal 1809 (for machine for hackling flax).
    Further Reading
    L.T.C.Rolt, 1962, Great Engineers, London (contains a good short biography).
    E.Kilburn Scott (ed.), 1928, Matthew Murray, Pioneer Engineer, Leeds (a collection of essays and source material).
    Year 1831, London.
    L.T.C.Rolt, 1965, Tools for the Job, London; repub. 1986 (provides information on Murray's machine-tool work).
    Some of Murray's correspondence with Simon Goodrich of the Admiralty has been published in Transactions of the Newcomen Society 3 (1922–3); 6(1925–6); 18(1937– 8); and 32 (1959–60).
    RTS

    Biographical history of technology > Murray, Matthew

  • 62 Siemens, Dr Ernst Werner von

    [br]
    b. 13 December 1816 Lenthe, near Hanover, Germany
    d. 6 December 1892 Berlin, Germany
    [br]
    German pioneer of the dynamo, builder of the first electric railway.
    [br]
    Werner von Siemens was the eldest of a large family and after the early death of his parents took his place at its head. He served in the Prussian artillery, being commissioned in 1839, after which he devoted himself to the study of chemistry and physics. In 1847 Siemens and J.G. Halske formed a company, Telegraphen-Bauanstalt von Siemens und Halske, to manufacture a dial telegraph which they had developed from an earlier instrument produced by Charles Wheatstone. In 1848 Siemens obtained his discharge from the army and he and Halske constructed the first long-distance telegraph line on the European continent, between Berlin and Frankfurt am Main.
    Werner von Siemens's younger brother, William Siemens, had settled in Britain in 1844 and was appointed agent for the Siemens \& Halske company in 1851. Later, an English subsidiary company was formed, known from 1865 as Siemens Brothers. It specialized in manufacturing and laying submarine telegraph cables: the specialist cable-laying ship Faraday, launched for the purpose in 1874, was the prototype of later cable ships and in 1874–5 laid the first cable to run direct from the British Isles to the USA. In charge of Siemens Brothers was another brother, Carl, who had earlier established a telegraph network in Russia.
    In 1866 Werner von Siemens demonstrated the principle of the dynamo in Germany, but it took until 1878 to develop dynamos and electric motors to the point at which they could be produced commercially. The following year, 1879, Werner von Siemens built the first electric railway, and operated it at the Berlin Trades Exhibition. It comprised an oval line, 300 m (985 it) long, with a track gauge of 1 m (3 ft 3 1/2 in.); upon this a small locomotive hauled three small passenger coaches. The locomotive drew current at 150 volts from a third rail between the running rails, through which it was returned. In four months, more than 80,000 passengers were carried. The railway was subsequently demonstrated in Brussels, and in London, in 1881. That same year Siemens built a permanent electric tramway, 1 1/2 miles (2 1/2 km) long, on the outskirts of Berlin. In 1882 in Berlin he tried out a railless electric vehicle which drew electricity from a two-wire overhead line: this was the ancestor of the trolleybus.
    In the British Isles, an Act of Parliament was obtained in 1880 for the Giant's Causeway Railway in Ireland with powers to work it by "animal, mechanical or electrical power"; although Siemens Brothers were electrical engineers to the company, of which William Siemens was a director, delays in construction were to mean that the first railway in the British Isles to operate regular services by electricity was that of Magnus Volk.
    [br]
    Principal Honours and Distinctions
    Honorary doctorate, Berlin University 1860. Ennobled by Kaiser Friedrich III 1880, after which he became known as von Siemens.
    Further Reading
    S.von Weiher, 1972, "The Siemens brothers, pioneers of the electrical age in Europe", Transactions of the Newcomen Society 45 (describes the Siemens's careers). C.E.Lee, 1979, The birth of electric traction', Railway Magazine (May) (describes Werner Siemens's introduction of the electric railway).
    Transactions of the Newcomen Society (1979) 50: 82–3 (describes Siemens's and Halske's early electric telegraph instruments).
    Transactions of the Newcomen Society (1961) 33: 93 (describes the railless electric vehicle).
    PJGR

    Biographical history of technology > Siemens, Dr Ernst Werner von

  • 63 Spooner, Charles Easton

    [br]
    b. 1818 Maentwrog, Merioneth (now Gwynedd), Wales
    d. 18 November 1889 Portmadoc (now Porthmadog), Wales
    [br]
    English engineer, pioneer of narrow-gauge steam railways.
    [br]
    At the age of 16 Charles Spooner helped his father, James, to build the Festiniog Railway, a horse-and-gravity tramroad; they maintained an even gradient and kept costs down by following a sinuous course along Welsh mountainsides and using a very narrow gauge. This was probably originally 2 ft 1 in. (63.5 cm) from rail centre to rail centre; with the introduction of heavier, and therefore wider, rails the gauge between them was reduced and was eventually standardized at 1 ft 11 1/2 in (60 cm). After James Spooner's death in 1856 Charles Spooner became Manager and Engineer of the Festiniog Railway and sought to introduce steam locomotives. Widening the gauge was impracticable, but there was no precedent for operating a public railway of such narrow gauge by steam. Much of the design work for locomotives for the Festiniog Railway was the responsibility of C.M.Holland, and many possible types were considered: eventually, in 1863, two very small 0–4–0 tank locomotives, with tenders for coal, were built by George England.
    These locomotives were successful, after initial problems had been overcome, and a passenger train service was introduced in 1865 with equal success. The potential for economical operation offered by such a railway attracted widespread attention, the more so because it had been effectively illegal to build new passenger railways in Britain to other than standard gauge since the Gauge of Railways Act of 1846.
    Spooner progressively improved the track, alignment, signalling and rolling stock of the Festiniog Railway and developed it from a tramroad to a miniaturized main line. Increasing traffic led to the introduction in 1869 of the 0–4–4–0 double-Fairlie locomotive Little Wonder, built to the patent of Robert Fairlie. This proved more powerful than two 0–4–0s and impressive demonstrations were given to engineers from many parts of the world, leading to the widespread adoption of narrow-gauge railways. Spooner himself favoured a gauge of 2 ft 6 in. (76 cm) or 2 ft 9 in. (84 cm). Comparison of the economy of narrow gauges with the inconvenience of a break of gauge at junctions with wider gauges did, however, become a continuing controversy, which limited the adoption of narrow gauges in Britain.
    Bogie coaches had long been used in North America but were introduced to Britain by Spooner in 1872, when he had two such coaches built for the Festiniog Railway. Both of these and one of its original locomotives, though much rebuilt, remain in service.
    Spooner, despite some serious illnesses, remained Manager of the Festiniog Railway until his death.
    [br]
    Bibliography
    1869, jointly with G.A.Huddart, British patent no. 1,487 (improved fishplates). 1869, British patent no. 2,896 (rail-bending machinery).
    1871, Narrow Gauge Railways, E. \& F.N.Spon (includes his description of the Festiniog Railway, reports of locomotive trials and his proposals for narrow-gauge railways).
    Further Reading
    J.I.C.Boyd, 1975, The Festiniog Railway, Blandford: Oakwood Press; C.E.Lee, 1945, Narrow-Gauge Railways in North Wales, The Railway Publishing Co. (both give good descriptions of Spooner and the Festiniog Railway).
    C.Hamilton Ellis, 1965, Railway Carriages in the British Isles, London: George Allen \& Unwin, pp. 181–3. Pihl, Carl Abraham.
    PJGR

    Biographical history of technology > Spooner, Charles Easton

  • 64 Vignoles, Charles Blacker

    [br]
    b. 31 May 1793 Woodbrook, Co. Wexford, Ireland
    d. 17 November 1875 Hythe, Hampshire, England
    [br]
    English surveyor and civil engineer, pioneer of railways.
    [br]
    Vignoles, who was of Huguenot descent, was orphaned in infancy and brought up in the family of his grandfather, Dr Charles Hutton FRS, Professor of Mathematics at the Royal Military Academy, Woolwich. After service in the Army he travelled to America, arriving in South Carolina in 1817. He was appointed Assistant to the state's Civil Engineer and surveyed much of South Carolina and subsequently Florida. After his return to England in 1823 he established himself as a civil engineer in London, and obtained work from the brothers George and John Rennie.
    In 1825 the promoters of the Liverpool \& Manchester Railway (L \& MR) lost their application for an Act of Parliament, discharged their engineer George Stephenson and appointed the Rennie brothers in his place. They in turn employed Vignoles to resurvey the railway, taking a route that would minimize objections. With Vignoles's route, the company obtained its Act in 1826 and appointed Vignoles to supervise the start of construction. After Stephenson was reappointed Chief Engineer, however, he and Vignoles proved incompatible, with the result that Vignoles left the L \& MR early in 1827.
    Nevertheless, Vignoles did not sever all connection with the L \& MR. He supported John Braithwaite and John Ericsson in the construction of the locomotive Novelty and was present when it competed in the Rainhill Trials in 1829. He attended the opening of the L \& MR in 1830 and was appointed Engineer to two railways which connected with it, the St Helens \& Runcorn Gap and the Wigan Branch (later extended to Preston as the North Union); he supervised the construction of these.
    After the death of the Engineer to the Dublin \& Kingstown Railway, Vignoles supervised construction: the railway, the first in Ireland, was opened in 1834. He was subsequently employed in surveying and constructing many railways in the British Isles and on the European continent; these included the Eastern Counties, the Midland Counties, the Sheffield, Ashton-under-Lyme \& Manchester (which proved for him a financial disaster from which he took many years to recover), and the Waterford \& Limerick. He probably discussed rail of flat-bottom section with R.L. Stevens during the winter of 1830–1 and brought it into use in the UK for the first time in 1836 on the London \& Croydon Railway: subsequently rail of this section became known as "Vignoles rail". He considered that a broader gauge than 4 ft 8½ in. (1.44 m) was desirable for railways, although most of those he built were to this gauge so that they might connect with others. He supported the atmospheric system of propulsion during the 1840s and was instrumental in its early installation on the Dublin \& Kingstown Railway's Dalkey extension. Between 1847 and 1853 he designed and built the noted multi-span suspension bridge at Kiev, Russia, over the River Dnieper, which is more than half a mile (800 m) wide at that point.
    Between 1857 and 1863 he surveyed and then supervised the construction of the 155- mile (250 km) Tudela \& Bilbao Railway, which crosses the Cantabrian Pyrenees at an altitude of 2,163 ft (659 m) above sea level. Vignoles outlived his most famous contemporaries to become the grand old man of his profession.
    [br]
    Principal Honours and Distinctions
    Fellow of the Royal Astronomical Society 1829. FRS 1855. President, Institution of Civil Engineers 1869–70.
    Bibliography
    1830, jointly with John Ericsson, British patent no. 5,995 (a device to increase the capability of steam locomotives on grades, in which rollers gripped a third rail).
    1823, Observations upon the Floridas, New York: Bliss \& White.
    1870, Address on His Election as President of the Institution of Civil Engineers.
    Further Reading
    K.H.Vignoles, 1982, Charles Blacker Vignoles: Romantic Engineer, Cambridge: Cambridge University Press (good modern biography by his great-grandson).
    PJGR

    Biographical history of technology > Vignoles, Charles Blacker

  • 65 United Transportation Union

    Независимый профсоюз. Основан в 1969 путем слияния крупнейших железнодорожных профсоюзов, в том числе Братства железнодорожных проводников [Brotherhood of Railway Trainmen], Братства машинистов и механиков [Brotherhood of Locomotive Firemen and Engineers], Братства железнодорожных кондукторов [Order of Railway Conductors]. Насчитывает 125 тыс. членов (2004) в 600 местных отделениях [ local] в США и Канаде. Штаб-квартира в г. Кливленде, шт. Огайо.

    English-Russian dictionary of regional studies > United Transportation Union

  • 66 Borsig, Johann Carl Friedrich August

    [br]
    b. 25 June 1804 Breslau, Germany (now Wroclaw, Poland)
    d. 7 July 1854 Berlin, Germany
    [br]
    German pioneer manufacturer of locomotives and rails.
    [br]
    Borsig established a small works at Berlin in 1837 that ten years later had expanded sufficiently to employ 1,200 people. In that year it produced sixty-seven locomotives. Borsig copied the long-boiler type then popular in Britain and which had been exported to Germany by British manufacturers: it became the standard goods engine in Germany for many years, and the name Borsig became one of the famous names of locomotive building. In 1847 Borsig established an iron-works near Berlin that from 1851 started to produce good-quality rails; German railways previously had to import these from Britain.
    [br]
    Further Reading
    J.Marshall, 1978, A Biographical Dictionary of Railway Engineers, Newton Abbot: David \& Charles.
    PJGR

    Biographical history of technology > Borsig, Johann Carl Friedrich August

  • 67 Fowler, John

    SUBJECT AREA: Civil engineering
    [br]
    b. 11 July 1826 Melksham, Wiltshire, England
    d. 4 December 1864 Ackworth, Yorkshire, England
    [br]
    English engineer and inventor who developed a steam-powered system of mole land drainage, and a two-engined system of land cultivation, founding the Steam Plough Works in Leeds.
    [br]
    The son of a Quaker merchant, John Fowler entered the business of a county corn merchant on leaving school, but he found this dull and left as soon as he came of age, joining the Middlesbrough company of Gilkes, Wilson \& Hopkins, railway locomotive manufacturers. In 1849, at the age of 23, Fowler visited Ireland and was so distressed by the state of Irish agriculture that he determined to develop a system to deal with the drainage of land. He designed an implement which he patented in 1850 after a period of experimentation. It was able to lay wooden pipes to a depth of two feet, and was awarded the Silver Medal at the 1850 Royal Agriculture Show. By 1854, using a steam engine made by Clayton \& Shuttleworth, he had applied steam power to his invention and gained another award that year at the Royal Show. The following year he turned his attention to steam ploughing. He first developed a single-engined system that used a double windlass with which to haul a plough backwards and forwards across fields. In 1856 he patented his balance plough, and the following year he read a paper to the Institution of Mechanical Engineers at their Birmingham premises, describing the system. In 1858 he won the Royal Agricultural Society award with a plough built for him by Ransomes. Fowler founded the Steam Plough Works in Leeds and in 1862 production began in partnership with William Watson Hewitson. Within two years they were producing the first of a series of engines which were to make the name Fowler known worldwide. John Fowler saw little of his success because he died in 1864 at his Yorkshire home as a result of tetanus contracted after a riding accident.
    [br]
    Further Reading
    M.Lane, 1980, The Story of the Steam Plough Works, Northgate Publishing (provides biographical details of John Fowler, but is mostly concerned with the company that he founded).
    AP

    Biographical history of technology > Fowler, John

  • 68 Fox, Sir Charles

    [br]
    b. 11 March 1810 Derby, England
    d. 14 June 1874 Blackheath, London, England
    [br]
    English railway engineer, builder of Crystal Palace, London.
    [br]
    Fox was a pupil of John Ericsson, helped to build the locomotive Novelty, and drove it at the Rainhill Trials in 1829. He became a driver on the Liverpool \& Manchester Railway and then a pupil of Robert Stephenson, who appointed him an assistant engineer for construction of the southern part of the London \& Birmingham Railway, opened in 1837. He was probably responsible for the design of the early bow-string girder bridge which carried the railway over the Regent's Canal. He also invented turnouts with switch blades, i.e. "points". With Robert Stephenson he designed the light iron train sheds at Euston Station, a type of roof that was subsequently much used elsewhere. He then became a partner in Fox, Henderson \& Co., railway contractors and manufacturers of railway equipment and bridges. The firm built the Crystal Palace in London for the Great Exhibition of 1851: Fox did much of the detail design work personally and was subsequently knighted. It also built many station roofs, including that at Paddington. From 1857 Fox was in practice in London as a consulting engineer in partnership with his sons, Charles Douglas Fox and Francis Fox. Sir Charles Fox became an advocate of light and narrow-gauge railways, although he was opposed to break-of-gauge unless it was unavoidable. He was joint Engineer for the Indian Tramway Company, building the first narrow-gauge (3 ft 6 in. or 107 cm) railway in India, opened in 1865, and his firm was Consulting Engineer for the first railways in Queensland, Australia, built to the same gauge at the same period on recommendation of Government Engineer A.C.Fitzgibbon.
    [br]
    Principal Honours and Distinctions
    Knighted 1851.
    Further Reading
    F.Fox, 1904, River, Road, and Rail, John Murray, Ch. 1 (personal reminiscences by his son).
    L.T.C.Rolt, 1970, Victorian Engineering, London: Allen Lane.
    PJGR

    Biographical history of technology > Fox, Sir Charles

  • 69 Gregory, Sir Charles Hutton

    [br]
    b. 14 October 1817 Woolwich, England
    d. 10 January 1898 London, England
    [br]
    English civil engineer, inventor of the railway semaphore signal.
    [br]
    Gregory's father was Professor of Mathematics at the Royal Military Academy, Woolwich.C.H. Gregory himself, after working for Robert Stephenson, was appointed Engineer to the London \& Croydon Railway in 1839. On it, at New Cross in 1841, he installed a semaphore signal derived from signalling apparatus used by the Royal Navy; two hinged semaphore arms projected either side from the top of a post, signalling to drivers of trains in each direction of travel. In horizontal position each arm signified "danger", an arm inclined at 45° meant "caution" and the vertical position, in which the arms disappeared within a slot in the post, meant "all right". Gregory's signal was the forerunner of semaphore signals adopted on railways worldwide. In 1843 Gregory invented the stirrup frame: signal arms were connected to stirrups that were pushed down by the signalman's foot in order to operate them, while the points were operated by levers. The stirrups were connected together to prevent conflicting signals from being shown. This was a predecessor of interlocking. In 1846 Gregory became Engineer to the Bristol \& Exeter Railway, where in 1848 he co-operated with W.B. Adams in the development and operation of the first self-propelled railcar. He later did civil engineering work in Italy and France, was Engineer to the Somerset Central and Dorset Central railways and became Consulting Engineer for the government railways in Ceylon (now Sri Lanka), Cape of Good Hope, Straits Settlements and Trinidad.
    [br]
    Principal Honours and Distinctions
    Companion of the Order of St Michael and St George 1876. Knight Commander of the Order of St Michael and St George 1883. President, Institution of Civil Engineers 1867– 8.
    Bibliography
    1841, Practical Rules for the Management of a Locomotive Engine, London (one of the earliest such textbooks).
    Further Reading
    Obituary, 1898, Engineering 65 (14 January). See also Saxby, John.
    PJGR

    Biographical history of technology > Gregory, Sir Charles Hutton

  • 70 Page, Charles Grafton

    [br]
    b. 25 January 1812 Salem, Massachusetts, USA
    d. 5 May 1868 Washington, DC, USA
    [br]
    American scientist and inventor of electric motors.
    [br]
    Page graduated from Harvard in 1832 and subsequently attended Boston Medical School. He began to practise in Salem and also engaged in experimental research in electricity, discovering the improvement effected by substituting bundles of iron wire for solid bars in induction coils. He also created a device which he termed a Dynamic Multiplier, the prototype of the auto-transformer. Following a period in medical practice in Virginia, in 1841 he became one of the first two principal examiners in the United States Patent Office. He also held the Chair of Chemistry and Pharmacy at Columbian College, later George Washington University, between 1844 and 1849.
    A prolific inventor, Page completed several large electric motors in which reciprocating action was converted to rotary motion, and invested an extravagant sum of public money in a foredoomed effort to develop a 10-ton electric locomotive powered by primary batteries. This was unsuccessfully demonstrated in April 1851 on the Washington-Baltimore railway and seriously damaged his reputation. Page approached Thomas Davenport with an offer of partnership, but Davenport refused.
    After leaving the Patent Office in 1852 he became a patentee himself and advocated the reform of the patent procedures. Page returned to the Patent Office in 1861, and later persuaded Congress to pass a special Act permitting him to patent the induction coil. This was the cause, after his death, of protracted and widely publicized litigation.
    [br]
    Bibliography
    1867, History of Induction: The American Claim to the Induction Coil and its
    Electrostatic Developments, Washington, DC.
    Further Reading
    R.C.Post, 1976, Physics, Patents and Politics, New York (a biography which treats Page as a focal point for studying the American patent system).
    ——1976, "Stray sparks from the induction coil: the Volta prize and the Page patent", Proceedings of the Institute of Electrical Engineers 64: 1,279–86 (a short account).
    W.J.King, 1962, The Development of Electrical Technology in the 19th Century, Washington, DC: Smithsonian Institution, Paper 28.
    GW

    Biographical history of technology > Page, Charles Grafton

  • 71 Worsdell, Nathaniel

    [br]
    b. 10 October 1809 London, England
    d. 24 July 1886 Birkenhead, England
    [br]
    English coachbuilder and inventor.
    [br]
    Worsdell \& Son, Coachbuilders, was set up in Liverpool by Thomas Clarke Worsdell and his son Nathaniel in 1827. They were introduced to George Stephenson and built the tender for Rocket. More importantly, they designed and built for the Liverpool \& Manchester Railway coaches of a type comprising three coach bodies, of contemporary road-coach pattern, mounted together on a rail-wagon underframe. This became the prototype for the conventional, compartment railway coach. Nathaniel Worsdell subsequently became Carriage Superintendent of the Grand Junction Railway and patented the first mail-bag-exchange apparatus early in 1838. The terms he required for its use by the Post Office were too steep, however, and the first bagexchange apparatus of the type subsequently used extensively on British railways was designed later the same year by John Ramsey, a senior Post Office clerk.
    [br]
    Further Reading
    J.Marshall, 1978, A Biographical Dictionary of Railway Engineers, Newton Abbot: David \& Charles (the article on Worsdell is derived from family records).
    C.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allan.
    P.J.G.Ransom, 1990, The Victorian Railway and How It Evolved, London: Heinemann.
    PJGR

    Biographical history of technology > Worsdell, Nathaniel

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