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81 quote driven
Finused to describe a share dealing system where prices are initially generated by dealers’ and market makers’ quotes before market forces come into play and prices are determined by the interaction of supply and demand. The London Stock Exchange’s dealing system, as well as those of many over-the-counter markets, have quote driven systems. -
82 Ampère, André-Marie
SUBJECT AREA: Electricity[br]b. 22 Jan 1775 Lyon, Franced. 10 June 1836 Marseille, France[br]French physicist and mathematician who established laws and principles relating magnetism and electricity to each other.[br]Ampère was reputed to have mastered all the then-known mathematics by the age of 12. He became Professor of Physics and Chemistry at Bourg in 1801 and a professor of mathematics at the Ecole Polytechnique in Paris in 1809. Observing a demonstration in 1820 of Oersted's discovery that a magnetic needle was deflected when placed near a current-carrying wire, Ampère was inspired to investigate the subject of electricity, of which he had no previous experience. Within a week he had prepared the first of several important communications on his discoveries to the Academy of Sciences in Paris. Included was a new hypothesis formed on the basis of his experiments on the relation between electricity and magnetism. He investigated the forces exerted on each other by current-carrying conductors and the properties of a solenoid. His mathematical theory describing these phenomena provided the foundations for the development of electro-dynamics and his classic work Théorie mathématique des phénomènes électro-dynamiques was published in 1827.The name "ampere" was adopted to replace the name "weber" as a unit of current after Helmholtz proposed such a change in 1881.[br]Principal Honours and DistinctionsBibliography1827, Théorie mathématique des phénomènes électro-dynamiques, Paris; repub. 1958, Paris (his chief published work).Further ReadingP.Lenard, 1933, Great Men of Science, London, pp. 223–30 (provides a short account). C.C.Gillispie (ed.), 1970, Dictionary of Scientific Biography, Vol. 1, New York, pp.139–46.GW -
83 Camm, Sir Sydney
[br]b. 5 August 1893 Windsor, Berkshire, Englandd. 12 March 1966 Richmond, Surrey, England[br]English military aircraft designer.[br]He was the eldest of twelve children and his father was a journeyman carpenter, in whose footsteps Camm followed as an apprentice woodworker. He developed an early interest in aircraft, becoming a keen model maker in his early teens and taking a major role in founding a local society to this end, and in 1912 he designed and built a glider able to carry people. During the First World War he worked as a draughtsman for the aircraft firm Martinsyde, but became increasingly involved in design matters as the war progressed. In 1923 Camm was recruited by Sopwith to join his Hawker Engineering Company as Senior Draughtsman, but within two years had risen to be Chief Designer. His first important contribution was to develop a method of producing metal aircraft, using welded steel tubes, and in 1926 he designed his first significant aircraft, the Hawker Horsley torpedo-bomber, which briefly held the world long-distance record before it was snatched by Charles Lindbergh in his epic New York-Paris flight in 1927. His Hawker Hart light bomber followed in 1928, after which came his Hawker Fury fighter.By the mid-1930s Camm's reputation as a designer was such that he was able to wield significant influence on the Air Ministry when Royal Air Force (RAF) aircraft specifications were being drawn up. His outstanding contribution came, however, with the unveiling of his Hawker Hurricane in 1935. This single-seater fighter was to prove one of the backbones of the RAF during 1939–45, but during the war he also designed two other excellent fighters: the Tempest and the Typhoon. After the Second World War Camm turned to jet aircraft, producing in 1951 the Hawker Hunter fighter/ground-attack aircraft, which saw lengthy service in the RAF and many other air forces. His most revolutionary contribution was the design of the Harrier jump-jet, beginning with the P.1127 prototype in 1961, followed by the Kestrel three years later. These were private ventures, but eventually the Government saw the enormous merit in the vertical take-off and landing concept, and the Harrier came to fruition in 1967. Sadly Camm, who was on the Board of Sopwith Hawker Siddeley Group, died before the aircraft came into service. He is permanently commemorated in the Camm Memorial Hall at the RAF Museum, Hendon, London.[br]Principal Honours and DistinctionsCBE 1941. Knighted 1953. Associate Fellow of the Royal Aeronautical Society 1918, Fellow 1932, President 1954–5, Gold Medal 1958. Daniel Guggenheim Medal (USA) 1965.Further ReadingAlan Bramson, 1990, Pure Luck: The Authorized Biography of Sir Thomas Sopwith, 1888–1989, Wellingborough: Patrick Stephens (provides information about Camm and his association with Sopwith).Dictionary of National Biography, 1961–70.CM -
84 Grimthorpe (of Grimthorpe), Edmund Beckett, Baron
SUBJECT AREA: Horology[br]b. 12 May 1816 Newark, Nottinghamshire, Englandd. 29 April 1905 St Albans, Hertfordshire, England[br]English lawyer and amateur horologist who was the first successfully to apply the gravity escapement to public clocks.[br]Born Edmund Beckett Denison, he was educated at Eton and Trinity College, Cambridge, where he studied mathematics, graduating in 1838. He was called to the Bar in 1841 and became a Queen's Counsel in 1854. He built up a large and lucrative practice which gave him the independence to pursue his many interests outside law. His interest in horology may have been stimulated by a friend and fellow lawyer, J.M. Bloxham, who interestingly had invented a gravity escapement with an affinity to the escapement eventually used by Denison. Denison studied horology with his usual thoroughness and by 1850 he had published his Rudimentary Treatise on Clock and Watchmaking. It was natural, therefore, that he should have been invited to be a referee when a disagreement arose over the design of the clock for the new Houses of Parliament. Typically, he interpreted his brief very liberally and designed the clock himself. The most distinctive feature of the clock, in its final form, was the incorporation of a gravity escapement. A gravity escapement was particularly desirable in a public clock as it enabled the pendulum to receive a constant impulse (and thus swing with a constant amplitude), despite the variable forces that might be exerted by the wind on the exposed hands. The excellent performance of the prestigious clock at Westminster made Denison's form of gravity escapement de rigueur for large mechanical public clocks produced in Britain and in many other countries. In 1874 he inherited his father's baronetcy, dropping the Denison name, but later adopted the name Grimthorpe when he was created a Baron in 1886.[br]Principal Honours and DistinctionsPeerage 1886. President, British Horological Institute 1868–1905.BibliographyHis highly idiosyncratic A Rudimentary Treatise on Clocks and Watchmaking first published in 1850, went through eight editions, with slight changes of title, and became the most influential work in English on the subject of public clocks.Further ReadingVaudrey Mercer, 1977, The Life and Letters of Edward John Dent, London, pp. 650–1 (provides biographical information relating to horology; also contains a reliable account of Denison's involvement with the clock at Westminster).A.L.Rawlings, 1948, The Science of Clocks and Watcher, repub. 1974, pp. 98–102 (provides a technical assessment of Denison's escapement).DVBiographical history of technology > Grimthorpe (of Grimthorpe), Edmund Beckett, Baron
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85 Harris, Alanson
SUBJECT AREA: Agricultural and food technology[br]b. 1816 Ingersoll, Ontario, Canadad. 1894 Canada[br]Canadian manufacturer of agricultural machinery and co-founder of the Massey Harris Company (later Massey Ferguson).[br]Alanson Harris was the first often children born to the wife of a circuit rider and preacher. His father's wanderings left Alanson at an early age in charge of the running of the family farm on the Grand River in Canada; also, his father's preference was for tinkering with machines rather than for farming. However, when he was 13 Alanson had to go out to work in order to bring badly needed cash to augment the family income. He worked at a sawmill in the small village of Boston, becoming Boss Sawyer and then Foreman after ten years. In 1839 the family moved to Mount Pleasant, and the following year Alanson married Mary Morgan, the daughter of a well-to-do pioneer Welsh farmer. He entered into a brief partnership with his father to build a sawmill at Whiteman's Creek, but within a few months his father returned to preaching and Alanson became the sole proprietor. After a successful early period Alanson recognized the signs of decline in the timber market, and in 1857 he sold the mill, moved to Beamsville, Niagara, and bought a small factory from which he produced the flop-over hay rake invented by his father. In 1863 he took his eldest son into partnership; the latter returned from a visit to the United States with the sole rights to produce the Kirby mower and reaper. The Crimean War created a market for corn, which gave a great boost to North American farming and, in its turn, to machinery production. This was reinforced by the tariff agreements between the United States and Canada. By the 1880s Harris and Massey between them accounted for two thirds of the harvesting machines sold in Canada, and they also supplied machines abroad. By the end of the decade the mutual benefits of joining forces were apparent and by 1891 an agreement was reached, with Alanson Harris and A.H.Massey on the first board.[br]Further ReadingG.Quick and W.Buchele, 1978, The Grain Harvesters, American Society of Agricultural Engineers (refers to Harris and Massey Harris Company in its account of the development of harvest machinery).M.Denison, 1949, Harvest Triumphant: The Story of Massey Harris, London (gives a more detailed account of Massey Harris Company).AP -
86 Heaviside, Oliver
[br]b. 18 May 1850 London, Englandd. 2 February 1925 Torquay, Devon, England[br]English physicist who correctly predicted the existence of the ionosphere and its ability to reflect radio waves.[br]Brought up in poor, almost Dickensian, circumstances, at the age of 13 years Heaviside, a nephew by marriage of Sir Charles Wheatstone, went to Camden House Grammar School. There he won a medal for science, but he was forced to leave because his parents could not afford the fees. After a year of private study, he began his working life in Newcastle in 1870 as a telegraph operator for an Anglo-Dutch cable company, but he had to give up after only four years because of increasing deafness. He therefore proceeded to spend his time studying theoretical aspects of electrical transmission and communication, and moved to Devon with his parents in 1889. Because the operation of many electrical circuits involves transient phenomena, he found it necessary to develop what he called operational calculus (which was essentially a form of the Laplace transform calculus) in order to determine the response to sudden voltage and current changes. In 1893 he suggested that the distortion that occurred on long-distance telephone lines could be reduced by adding loading coils at regular intervals, thus creating a matched-transmission line. Between 1893 and 1912 he produced a series of writings on electromagnetic theory, in one of which, anticipating a conclusion of Einstein's special theory of relativity, he put forward the idea that the mass of an electric charge increases with its velocity. When it was found that despite the curvature of the earth it was possible to communicate over very great distances using radio signals in the so-called "short" wavebands, Heaviside suggested the presence of a conducting layer in the ionosphere that reflected the waves back to earth. Since a similar suggestion had been made almost at the same time by Arthur Kennelly of Harvard, this layer became known as the Kennelly-Heaviside layer.[br]Principal Honours and DistinctionsFRS 1891. Institution of Electrical Engineers Faraday Medal 1924. Honorary PhD Gottingen. Honorary Member of the American Association for the Advancement of Science.Bibliography1872. "A method for comparing electro-motive forces", English Mechanic (July).1873. Philosophical Magazine (February) (a paper on the use of the Wheatstone Bridge). 1889, Electromagnetic Waves.1892, Electrical Papers.1893–1912, Electromagnetic Theory.Further ReadingI.Catt (ed.), 1987, Oliver Heaviside, The Man, St Albans: CAM Publishing.P.J.Nahin, 1988, Oliver Heaviside, Sage in Solitude: The Life and Works of an Electrical Genius of the Victorian Age, Institute of Electrical and Electronics Engineers, New York.J.B.Hunt, The Maxwellians, Ithaca: Cornell University Press.See also: Appleton, Sir Edward VictorKF -
87 Marconi, Marchese Guglielmo
[br]b. 25 April 1874 Bologna, Italyd. 20 July 1937 Rome, Italy[br]Italian radio pioneer whose inventiveness and business skills made radio communication a practical proposition.[br]Marconi was educated in physics at Leghorn and at Bologna University. An avid experimenter, he worked in his parents' attic and, almost certainly aware of the recent work of Hertz and others, soon improved the performance of coherers and spark-gap transmitters. He also discovered for himself the use of earthing and of elevated metal plates as aerials. In 1895 he succeeded in transmitting telegraphy over a distance of 2 km (1¼ miles), but the Italian Telegraph authority rejected his invention, so in 1896 he moved to England, where he filed the first of many patents. There he gained the support of the Chief Engineer of the Post Office, and by the following year he had achieved communication across the Bristol Channel.The British Post Office was also slow to take up his work, so in 1897 he formed the Wireless Telegraph \& Signal Company to work independently. In 1898 he sold some equipment to the British Army for use in the Boer War and established the first permanent radio link from the Isle of Wight to the mainland. In 1899 he achieved communication across the English Channel (a distance of more than 31 miles or 50 km), the construction of a wireless station at Spezia, Italy, and the equipping of two US ships to report progress in the America's Cup yacht race, a venture that led to the formation of the American Marconi Company. In 1900 he won a contract from the British Admiralty to sell equipment and to train operators. Realizing that his business would be much more successful if he could offer his customers a complete radio-communication service (known today as a "turnkey" deal), he floated a new company, the Marconi International Marine Communications Company, while the old company became the Marconi Wireless Telegraph Company.His greatest achievement occurred on 12 December 1901, when Morse telegraph signals from a transmitter at Poldhu in Cornwall were received at St John's, Newfoundland, a distance of some 2,100 miles (3,400 km), with the use of an aerial flown by a kite. As a result of this, Marconi's business prospered and he became internationally famous, receiving many honours for his endeavours, including the Nobel Prize for Physics in 1909. In 1904, radio was first used to provide a daily bulletin at sea, and in 1907 a transatlantic wireless telegraphy service was inaugurated. The rescue of 1,650 passengers from the shipwreck of SS Republic in 1909 was the first of many occasions when wireless was instrumental in saving lives at sea, most notable being those from the Titanic on its maiden voyage in April 1912; more lives would have been saved had there been sufficient lifeboats. Marconi was one of those who subsequently pressed for greater safety at sea. In 1910 he demonstrated the reception of long (8 km or 5 miles) waves from Ireland in Buenos Aires, but after the First World War he began to develop the use of short waves, which were more effectively reflected by the ionosphere. By 1918 the first link between England and Australia had been established, and in 1924 he was awarded a Post Office contract for short-wave communication between England and the various parts of the British Empire.With his achievements by then recognized by the Italian Government, in 1915 he was appointed Radio-Communications Adviser to the Italian armed forces, and in 1919 he was an Italian delegate to the Paris Peace Conference. From 1921 he lived on his yacht, the Elettra, and although he joined the Fascist Party in 1923, he later had reservations about Mussolini.[br]Principal Honours and DistinctionsNobel Prize for Physics (jointly with K.F. Braun) 1909. Russian Order of S t Anne. Commander of St Maurice and St Lazarus. Grand Cross of the Order of the Crown (i.e. Knight) of Italy 1902. Freedom of Rome 1903. Honorary DSc Oxford. Honorary LLD Glasgow. Chevalier of the Civil Order of Savoy 1905. Royal Society of Arts Albert Medal. Honorary knighthood (GCVO) 1914. Institute of Electrical and Electronics Engineers Medal of Honour 1920. Chairman, Royal Society of Arts 1924. Created Marquis (Marchese) 1929. Nominated to the Italian Senate 1929. President, Italian Academy 1930. Rector, University of St Andrews, Scotland, 1934.Bibliography1896, "Improvements in transmitting electrical impulses and in apparatus thereof", British patent no. 12,039.1 June 1898, British patent no. 12,326 (transformer or "jigger" resonant circuit).1901, British patent no. 7,777 (selective tuning).1904, British patent no. 763,772 ("four circuit" tuning arrangement).Further ReadingD.Marconi, 1962, My Father, Marconi.W.J.Baker, 1970, A History of the Marconi Company, London: Methuen.KFBiographical history of technology > Marconi, Marchese Guglielmo
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88 Porter, Charles Talbot
SUBJECT AREA: Steam and internal combustion engines[br]b. 18 January 1826 Auburn, New York, USAd. 1910 USA[br]American inventor of a stone dressing machine, an improved centrifugal governor and a high-speed steam engine.[br]Porter graduated from Hamilton College, New York, in 1845, read law in his father's office, and in the autumn of 1847 was admitted to the Bar. He practised for six or seven years in Rochester, New York, and then in New York City. He was drawn into engineering when aged about 30, first through a client who claimed to have invented a revolutionary type of engine and offered Porter the rights to it as payment of a debt. Having lent more money, Porter saw neither the man nor the engine again. Porter followed this with a similar experience over a patent for a stone dressing machine, except this time the machine was built. It proved to be a failure, but Porter set about redesigning it and found that it was vastly improved when it ran faster. His improved machine went into production. It was while trying to get the steam engine that drove the stone dressing machine to run more smoothly that he made a discovery that formed the basis for his subsequent work.Porter took the ordinary Watt centrifugal governor and increased the speed by a factor of about ten; although he had to reduce the size of the weights, he gained a motion that was powerful. To make the device sufficiently responsive at the right speed, he balanced the centrifugal forces by a counterweight. This prevented the weights flying outwards until the optimum speed was reached, so that the steam valves remained fully open until that point and then the weights reacted more quickly to variations in speed. He took out a patent in 1858, and its importance was quickly recognized. At first he manufactured and sold the governors himself in a specially equipped factory, because this was the only way he felt he could get sufficient accuracy to ensure a perfect action. For marine use, the counterweight was replaced by a spring.Higher speed had brought the advantage of smoother running and so he thought that the same principles could be applied to the steam engine itself, but it was to take extensive design modifications over several years before his vision was realized. In the winter of 1860–1, J.F. Allen met Porter and sketched out his idea of a new type of steam inlet valve. Porter saw the potential of this for his high-speed engine and Allen took out patents for it in 1862. The valves were driven by a new valve gear designed by Pius Fink. Porter decided to display his engine at the International Exhibition in London in 1862, but it had to be assembled on site because the parts were finished in America only just in time to be shipped to meet the deadline. Running at 150 rpm, the engine caused a sensation, but as it was non-condensing there were few orders. Porter added condensing apparatus and, after the failure of Ormerod Grierson \& Co., entered into an agreement with Joseph Whitworth to build the engines. Four were exhibited at the 1867 Paris Exposition Universelle, but Whitworth and Porter fell out and in 1868 Porter returned to America.Porter established another factory to build his engine in America, but he ran into all sorts of difficulties, both mechanical and financial. Some engines were built, and serious production was started c. 1874, but again there were further problems and Porter had to leave his firm. High-speed engines based on his designs continued to be made until after 1907 by the Southwark Foundry and Machine Company, Philadelphia, so Porter's ideas were proved viable and led to many other high-speed designs.[br]Bibliography1908, Engineering Reminiscences, New York: J. Wiley \& Sons; reprinted 1985, Bradley, Ill.: Lindsay (autobiography; the main source of information about his life).Further ReadingR.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (examines his governor and steam engine).O.Mayr, 1974, "Yankee practice and engineering theory; Charles T.Porter and the dynamics of the high-speed engine", Technology and Culture 16 (4) (examines his governor and steam engine).RLH -
89 Türr, Istvan (Stephen, Etienne)
[br]b. 10 August 1825 Baja, Hungaryd. 3 May 1908 Budapest, Hungary[br]Hungarian army officer and canal entrepreneur.[br]He entered the Austro-Hungarian Imperial Army in 1842 and, as a lieutenant, fought against the Piedmontese in 1848. In January 1849 he deserted to the Piedmontese and tried to form a Hungarian legion against Austria. Defeated at Novara he fled to London and intrigued with Kossuth and Pulszky against Austria. In 1852 he was Kossuth's agent in Italy and was involved with Mazzini in the Milan rising of 1853. He was expelled from Italy and joined the Turkish army as a volunteer until 1854. The Crimean War saw him as a British agent procuring horses in the Balkans for the British forces, but he was caught by the Austrians and sentenced to death as a deserter. Through English intervention the sentence was commuted to banishment. He was ill until 1859, but then returned to Genoa and offered his services to Garibaldi, becoming his Aide-de-Camp in the invasion of Sicily in 1860. On the unification of Italy he joined the regular Italian army as a general, and from 1870 was Honorary Aide-de-Camp to King Victor Emanuel II.From then on he was more interested in peaceful projects. Jointly with Lucien Wyse, he obtained a concession in 1875 from the Columbian government to build a canal across Panama and formed the Société Civile Internationale du Canal Interocéanique du Darien. In 1879 he sold the concession to de Lesseps, and with the money negotiated a concession from King George of Greece for building the Corinth Canal. A French company undertook the work in April 1882, but financial problems led to the collapse of the company in 1889, at the same time as de Lesseps's financial storm. A Greek company then took over and completed the canal in 1893.The canal was formally opened on 6 August 1893 by King George on his royal yacht; the king paid tribute to General Turr, who was accompanying him, saying that he had completed the work the Romans had begun. The general's later years were devoted to peace propaganda and he attended every peace conference held during those years.JHBBiographical history of technology > Türr, Istvan (Stephen, Etienne)
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90 the tide turns
coбытия пpинимaют инoй oбopoт, oбcтaнoвкa, cитуaция мeняeтcяAt the very moment when he had abandoned the fight, the tide turned (J. London). The year ended: another passed, with the war still dragging on, although the tide had turned with the triumph of the Soviet forces at Stalingrad (K. S. Prichard) -
91 LS
LS, Labor Service————————LS, Land Forces, Southern Europe————————LS, landing shipдесантный корабль [транспорт]————————LS, landing strip————————LS, laser seeker————————LS, laser system————————LS, Launch Serviceркт стартовая служба————————LS, launch simulator————————LS, launch(ing) siteстартовая позиция; пусковой [стартовый] комплекс————————LS, launch station————————LS, launching siloшахтная ПУ, ШПУ————————LS, lead sheet————————LS, Бр Letter Service————————LS, level setter————————LS, life system————————LS, line scan————————LS, list of specifications————————LS, logistic(al) supportтыловое обеспечение; материально-техническое обеспечение, МТО————————LS, London Scottish————————LS, loudspeaker————————LS, low speedмалая [низкая] скорость————————LS; L/S, landing site————————LS; L/S, launch(ing) system)пусковой комплекс [система]English-Russian dictionary of planing, cross-planing and slotting machines > LS
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