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81 Middx
s Middlesex antic comptat anglès -
82 Middx
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83 Acton
Город на востоке штата Массачусетс, престижный северо-западный жилой пригород г. Бостона [ Boston], в графстве Миддлсекс [Middlesex County]. 20,3 тыс. жителей (2000). Основан около 1680, в XIX в. был промышленным центром. -
84 Nashua
Нашуа, НэшуаГород на юге штата Нью-Хэмпшир, южнее Манчестера [ Manchester]. Административный центр [ county seat] округа Хиллсборо [Hillsborough County]. 86,6 тыс. жителей (2000); второй город штата. Крупный промышленный центр. Входит в т.н. индустриальный "Золотой треугольник" [Golden Triangle] штата, включающий также Манчестер и Портсмут [ Portsmouth]. Производство компьютеров и электронного оборудования, средств связи. Основан в 1656 как фактория [ trading post] на территории Колонии Массачусетского залива [ Massachusetts Bay Colony], с 1741 в составе Нью-Хэмпшира. В середине XIX в. сформировался как центр текстильной промышленности на р. Мерримак [ Merrimack River] и канале Мидлсекс [Middlesex Canal] (1804). Многие текстильные производства закрылись после второй мировой войны. Колледж Ривьер [Rivier College] (1933), Колледж Дэниела Уэбстера [Daniel Webster College] (1965), Институт аэронавтики Новой Англии [New England Aeronautical Institute]. Региональный центр контроля за воздушным движением [Federal Aviation Agency Center]. -
85 Мидлсекс
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86 okres v USA
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87 Petticoat Lane
['petɪkəut,leɪn]Пе́ттикоут-Лейн (улица в лондонском Ист-Энде [ East End 1)]; известна своими воскресными утренними базарами; официальное название улицы - Мидлсекс-Стрит [Middlesex Street])букв. "улочка юбок"English-Russian Great Britain dictionary (Великобритания. Лингвострановедческий словарь) > Petticoat Lane
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88 bill
1) иск, исковое заявление3) петиция, просьба, заявление4) билль, законопроект; закон, акт парламента, законодательный акт5) список; изложение пунктов6) обязательство; вексель8) счёт; инвойс || выставлять счёт; фактурировать, инвойсировать, выписывать накладную9) амер. банкнота, казначейский билет10) свидетельство11) декларация (напр. таможенная)12) подготовленный к подписанию монархом патент с пожалованием, назначением и т. п.•bill at... days' sight — тратта, срочная через... дней после предъявления;
bill at sight — тратта, срочная немедленно по предъявлении;
bill at usance — вексель на срок, установленный торговым обычаем;
bill for foreclosure — иск об обращении взыскания на заложенную недвижимость;
bill for legal defence — 1. иск 2. заявление о предоставлении правовой защиты;
bill for new trial — иск о новом рассмотрении дела;
bill in Chancery — иск в канцлерском суде;
bill in equity — иск, основанный на праве справедливости; иск в суд права справедливости;
bill in the nature of a bill of review — иск третьего лица о пересмотре дела;
bill in the nature of a bill reviver — иск о рассмотрении правоотношений, связанных с прекращением дела производством;
bill in the nature of a supplemental bill — иск о вступлении в дело нового лица в связи с обстоятельствами, возникшими после возбуждения дела;
no true bill — нет оснований для обвинительного акта;
bill obligatory — документ за печатью с безусловным обязательством уплаты денежной суммы;
bill on demand — вексель срочный по предъявлении;
bill quia timet — иск о предотвращении возможного нарушения имущественных прав;
bill rendered — расчёт, представленный кредитором по контокорренту;
bill single — документ за печатью с безусловным денежным обязательством;
bill to be true — обвинительный акт, подлежащий утверждению ( большим жюри);
to call up a bill — потребовать предъявления (таможенной) декларации;
to clear a bill — уплатить пошлины в соответствии с (таможенной) декларацией;
to guillotine a bill — назначить законопроект к голосованию в определённое время;
to introduce a bill — внести законопроект;
to jettison a bill — отказаться от законопроекта вследствие затруднительности его проведения;
to kill a bill — "зарезать" законопроект;
to originate a bill — внести законопроект;
to pass а bill — принять законопроект;
to shelve a bill — положить законопроект под сукно;
to table a bill — положить законопроект "в долгий ящик";
to usher a bill — огласить содержание иска или законопроекта
- bill of advocationreceived for shipment bill of lading — коносамент на груз, принятый к погрузке
- bill of attainder
- bill of bankruptcy
- bill of bottomry
- bill of certiorari
- bill of complaint
- bill of conformity
- bill of costs
- bill of credit
- bill of debt
- bill of discovery
- bill of divorcement
- bill of divorce
- bill of entry
- bill of exceptions
- bill of exchange
- bill of health
- bill of indictment
- bill of information
- bill of interpleader
- bill of lading
- bill of Middlesex
- bill of oblivion
- bill of order
- bill of pain and penalty
- bill of particularities
- bill of peace
- bill of proof
- bill of review
- bill of revivor
- bill of revivor and supplement
- bill of rights
- bill of sale
- bill of sight
- bill of store
- bill of sufferance
- accommodation bill
- addressed bill
- air bill of lading
- ancillary bill
- anti-impoundment bill
- appropriation bill
- bank bill
- bearer bill
- claused bill of lading
- clean bill of lading
- controversial bill
- counterfeit bill
- creditor's bill
- crime bill
- cross bill
- decided bill
- deficiency bill
- demand bill
- dishonoured bill
- documentary bill
- domestic bill of lading
- domiciled bill
- draft bill
- engrossed bill
- enrolled bill
- enroled bill
- exchequer bill
- fee bill
- finance bill
- floor-managed bill
- foreign bill
- foul bill of lading
- government bill
- guillotined bill
- health bill
- House bill
- insurance bill
- introduced bill
- inward bill of lading
- King's bill
- legal bill
- local bill
- long-dated bill
- longdated bill
- money bill
- negotiable bill of lading
- no bill
- non-controversial bill
- not a true bill
- noted bill
- obligatory bill
- ocean bill of lading
- omnibus bill
- omnibus bill of lading
- on board bill of lading
- order bill of lading
- original bill
- original bill of lading
- outward bill of lading
- overdue bill
- parcel bill of lading
- pending bill
- pertinent bill
- private bill
- private member's bill
- pro forma bill
- proposed bill
- public bill
- Queen's bill
- railroad bill of lading
- reclaiming bill
- relief bill
- revenue bill
- secured bill
- Senate bill
- shipped bill of lading
- ship's bill
- short bill
- sight bill
- single bill
- skeleton bill
- sole bill
- straight bill of lading
- supplemental bill
- tax bill
- through bill of lading
- time bill
- to-order bill of lading
- trade bill
- transhipment bill of lading
- Treasury bill
- true bill
- bill of particulars
- security bill
- long-sighted bill -
89 Mddx.
сокр. от Middlesex; геогр.; ист. -
90 Middx
сокр. от Middlesex; геогр. -
91 Mx
сокр. от Middlesex; геогр. -
92 миддлисекс
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93 Middx
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94 Bevan, Edward John
[br]b. 11 December 1856 Birkenhead, Englandd. 17 October 1921 London, England[br]English co-inventor of the " viscose rayon " process for making artificial silk.[br]Bevan began his working life as a chemist in a soap works at Runcorn, but later studied chemistry at Owens College, Manchester. It was there that he met and formed a friendship with C.F. Cross, with whom he started to work on cellulose. Bevan moved to a paper mill in Scotland but then went south to London, where he and Cross set up a partnership in 1885 as consulting and analytical chemists. Their work was mainly concerned with the industrial utilization of cellulose, and with the problems of the paper and jute industries. Their joint publication, A Text-book of Paper-making, which first appeared in 1888 and went into several editions, became the standard reference and textbook on the subject. The book has a long introductory chapter on cellulose.In 1892 Cross, Bevan and Clayton Beadle discovered viscose, or sodium cellulose xanthate, and took out the patent which was to be the foundation of the "viscose rayon" industry. They had their own laboratory at Station Avenue, Kew Gardens, where they carried out much work that eventually resulted in viscose: cellulose, usually in the form of wood pulp, was treated first with caustic soda and then with carbon disulphide to form the xanthate, which was then dissolved in a solution of dilute caustic soda to produce a viscous liquid. After being aged, the viscose was extruded through fine holes in a spinneret and coagulated in a dilute acid to regenerate the cellulose as spinnable fibres. At first there was no suggestion of spinning it into fibre, but the hope was to use it for filaments in incandescent electric light bulbs. The sheen on the fibres suggested their possible use in textiles and the term "artificial silk" was later introduced. Cross and Bevan also discovered the acetate "Celanese", which was cellulose triacetate dissolved in acetone and spun in air, but both inventions needed much development before they could be produced commercially.In 1892 Bevan turned from cellulose to food and drugs and left the partnership to become Public Analyst to Middlesex County Council, a post he held until his death, although in 1895 he and Cross published their important work Cellulose. He was prominent in the affairs of the Society of Public Analysts and became one of its officials.[br]Bibliography1888, with C.F.Cross, A Text-book of Papermaking.1892, with C.F.Cross and C.Beadle, British patent no. 8,700 (viscose). 1895, with C.F.Cross, Cellulose.Further ReadingObituary, 1921, Journal of the Chemical Society.Obituary, 1921, Journal of the Society of Chemical Industry.Edwin J.Beer, 1962–3, "The birth of viscose rayon", Transactions of the Newcomen Society 35 (an account of the problems of developing viscose rayon; Beer worked under Cross in the Kew laboratories).RLH -
95 Cross, Charles Frederick
[br]b. 11 December 1855 Brentwood, Middlesex, Englandd. 15 April 1935 Hove, England[br]English chemist who contributed to the development of viscose rayon from cellulose.[br]Cross was educated at the universities of London, Zurich and Manchester. It was at Owens College, Manchester, that Cross first met E.J. Bevan and where these two first worked together on the nature of cellulose. After gaining some industrial experience, Cross joined Bevan to set up a partnership in London as analytical and consulting chemists, specializing in the chemistry and technology of cellulose and lignin. They were at the Jodrell laboratory, Kew Gardens, for a time and then set up their own laboratory at Station Avenue, Kew Gardens. In 1888, the first edition of their joint publication A Textbook of Paper-making, appeared. It went into several editions and became the standard reference and textbook on the subject. The long introductory chapter is a discourse on cellulose.In 1892, Cross, Bevan and Clayton Beadle took out their historic patent on the solution and regeneration of cellulose. The modern artificial-fibre industry stems from this patent. They made their discovery at New Court, Carey Street, London: wood-pulp (or another cheap form of cellulose) was dissolved in a mixture of carbon disulphide and aqueous alkali to produce sodium xanthate. After maturing, it was squirted through fine holes into dilute acid, which set the liquid to give spinnable fibres of "viscose". However, it was many years before the process became a commercial operation, partly because the use of a natural raw material such as wood involved variations in chemical content and each batch might react differently. At first it was thought that viscose might be suitable for incandescent lamp filaments, and C.H.Stearn, a collaborator with Cross, continued to investigate this possibility, but the sheen on the fibres suggested that viscose might be made into artificial silk. The original Viscose Spinning Syndicate was formed in 1894 and a place was rented at Erith in Kent. However, it was not until some skeins of artificial silk (a term to which Cross himself objected) were displayed in Paris that textile manufacturers began to take an interest in it. It was then that Courtaulds decided to investigate this new fibre, although it was not until 1904 that they bought the English patents and developed the first artificial silk that was later called "rayon". Cross was also concerned with the development of viscose films and of cellulose acetate, which became a rival to rayon in the form of "Celanese". He retained his interest in the paper industry and in publishing, in 1895 again collaborating with Bevan and publishing a book on Cellulose and other technical articles. He was a cultured man and a good musician. He was elected a Fellow of the Royal Society in 1917.[br]Principal Honours and DistinctionsFRS 1917.Bibliography1888, with E.J.Bevan, A Text-book of Papermaking. 1892, British patent no. 8,700 (cellulose).Further ReadingObituary Notices of the Royal Society, 1935, London. Obituary, 1935, Journal of the Chemical Society 1,337. Chambers Concise Dictionary of Scientists, 1989, Cambridge.Edwin J.Beer, 1962–3, "The birth of viscose rayon", Transactions of the Newcomen Society 35 (an account of the problems of developing viscose rayon; Beer worked under Cross in the Kew laboratories).C.Singer (ed.), 1978, A History of Technology, Vol. VI, Oxford: Clarendon Press.RLHBiographical history of technology > Cross, Charles Frederick
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96 de Havilland, Sir Geoffrey
SUBJECT AREA: Aerospace[br]b. 27 July 1882 High Wycombe, Buckinghamshire, Englandd. 21 May 1965 Stanmore, Middlesex, England[br]English designer of some eighty aircraft from 1909 onwards.[br]Geoffrey de Havilland started experimenting with aircraft and engines of his own design in 1908. In the following year, with the help of his friend Frank Hearle, he built and flew his first aircraft; it crashed on its first flight. The second aircraft used the same engine and made its first flight on 10 September 1910, and enabled de Havilland to teach himself to fly. From 1910 to 1914 he was employed at Farnborough, where in 1912 the Royal Aircraft Factory was established. As Chief Designer and Chief Test Pilot he was responsible for the BE 2, which was the first British military aircraft to land in France in 1914.In May 1914 de Havilland went to work for George Holt Thomas, whose Aircraft Manufacturing Company Ltd (Airco) of Hendon was expanding to design and build aircraft of its own design. However, because de Havilland was a member of the Royal Flying Corps Reserve, he had to report for duty when war broke out in August. His value as a designer was recognized and he was transferred back to Airco, where he designed eight aircraft in four years. Of these, the DH 2, DH 4, DH 5, DH 6 and DH 9 were produced in large numbers, and a modified DH 4A operated the first British cross- Channel air service in 1919.On 25 September 1920 de Havilland founded his own company, the De Havilland Aircraft Company Ltd, at Stag Lane near Edgware, London. During the 1920s and 1930s de Havilland concentrated on civil aircraft and produced the very successful Moth series of small biplanes and monoplanes, as well as the Dragon, Dragon Rapide, Albatross and Flamingo airliners. In 1930 a new site was acquired at Hatfield, Hertfordshire, and by 1934 a modern factory with a large airfield had been established. His Comet racer won the England-Australia air race in 1934 using de Havilland engines. By this time the company had established very successful engine and propeller divisions. The Comet used a wooden stressed-skin construction which de Havilland developed and used for one of the outstanding aircraft of the Second World War: the Mosquito. The de Havilland Engine Company started work on jet engines in 1941 and their Goblin engine powered the Vampire jet fighter first flown by Geoffrey de Havilland Jr in 1943. Unfortunately, Geoffrey Jr and his brother John were both killed in flying accidents. The Comet jet airliner first flew in 1949 and the Trident in 1962, although by 1959 the De Havilland Company had been absorbed into Hawker Siddeley Aviation.[br]Principal Honours and DistinctionsKnight Bachelor 1944. Order of Merit 1962. CBE 1934. Air Force Cross 1919. (A full list is contained in R.M.Clarkson's paper (see below)).Bibliography1961, Sky Fever, London; repub. 1979, Shrewsbury (autobiography).Further ReadingR.M.Clarkson, 1967, "Geoffrey de Havilland 1882–1965", Journal of the Royal Aeronautical Society (February) (a concise account of de Havilland, his achievements and honours).C.M.Sharp, 1960, D.H.—An Outline of de Havilland History, London (mostly a history of the company).A.J.Jackson, 1962, De Havilland Aircraft since 1915, London.JDSBiographical history of technology > de Havilland, Sir Geoffrey
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97 Handley Page, Sir Frederick
SUBJECT AREA: Aerospace[br]b. 15 November 1885 Cheltenham, Englandd. 21 April 1962 London, England[br]English aviation pioneer, specialist in large aircraft and developer of the slotted wing for safer slow flying.[br]Frederick Handley Page trained as an electrical engineer but soon turned his attention to the more exciting world of aeronautics. He started by manufacturing propellers for aeroplanes and airships, and then in 1909 he founded a public company. His first aeroplane, the Bluebird, was not a success, but an improved version flew well. It was known as the "Yellow Peril" because of its yellow doped finish and made a notable flight across London from Barking to Brooklands. In 1910 Handley Page became one of the first college lecturers in aeronautical engineering. During the First World War Handley Page concentrated on the production of large bombers. The 0/100 was a biplane with a wing span of 100 ft (30 m) and powered by two engines: it entered service in 1916. In 1918 an improved version, the 0/400, entered service and a larger four-engined bomber made its first flight. This was the V/1500, which was designed to bomb Berlin, but the war ended before this raid took place. After the war, Handley Page turned his attention to airline operations with the great advantage of having at his disposal large bombers which could be adapted to carry passengers. Handley Page Air Transport Ltd was formed in 1919 and provided services to several European cities. Eventually this company became part of Imperial Airways, but Handley Page continued to supply them with large airliners. Probably the most famous was the majestic HP 42 four-engined biplane, which set very high standards of comfort and safety. Safety was always important to Handley Page and in 1920 he developed a wing with a slot along the leading edge: this made slow flying safer by delaying the stall. Later versions used separate aerofoil-shaped slats on the leading edge that were sometimes fixed, sometimes retractable. The HP 42 was fitted with these slats. From the 1930s Handley Page produced a series of bombers, such as the Heyford, Hampden, Harrow and, most famous of all, the Halifax, which played a major role in the Second World War. Then followed the Victor V-bomber of 1952 with its distinctive "crescent" wing and high tailplane. Sir Frederick's last venture was the Herald short-haul airliner of 1955; designed to replace the ubiquitous Douglas DC-3, it was only a limited success.[br]Principal Honours and DistinctionsKnighted 1942. CBE 1918. Lord Lieutenant of the County of Middlesex 1956–60. Honorary Fellow of the Royal Aeronautical Society.Bibliography1950, "Towards slower and safer flying, improved take-off and landing and cheaper airports", Journal of the Royal Aeronautical Society.Further ReadingTwo accounts of Handley Page's life and work were published in the Journal of the Royal Aeronautical Society December 1962 and July 1964.D.C.Clayton, 1970, Handley Page: An Aircraft Album, London (for details of his aircraft).C.H.Barnes, 1976, Handley Page Aircraft since 1907, London.JDSBiographical history of technology > Handley Page, Sir Frederick
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98 Need, Samuel
SUBJECT AREA: Textiles[br]b. 1718d. 14 April 1781 Bread Street, Cheapside, London, England[br]English manufacturer of hosiery who helped to finance Arkwright's spinning machine and early cotton mills.[br]Samuel Need was apprenticed as a framework knitter and entered the hosiery trade c. 1742. He was a Dissenter and later became an Independent Congregationalist. He married Elizabeth Gibson of Hacking, Middlesex, who survived him and died in 1781. He had a warehouse in Nottingham, where he was made a burgess in 1739–40. In 1747 he bought a mill there and had a house adjoining it, but in 1777 he bought an estate at Arnold, outside the city. From about 1759 he supported Jedediah Strutt and William Woollat in their development of Strutt's invention of the rib attachment to the knitting machine. Need became a partner with Strutt in 1762 over the patent and then they shared a joint hosiery business. When Arkwright sought financial assistance from Ichabod and John Wright, the Nottingham bankers, to develop his spinning mill in that town, the Wrights turned him over to Samuel Need. Need, having profited so much from the successful patent with Strutt, was ready to exploit another; on 19 January 1770 Need and Strutt, on payment of £500, became co-partners with Arkwright, Smalley and Thornley for the remainder of Arkwright's patent. In Need, Arkwright had secured the patronage of the leading hosier in Nottingham. Need was leader of the Hosiers' Federation in 1779 when the framework knitters petitioned Parliament to better their conditions. He gave evidence against the workers' demands and, when their bill failed, the Nottingham workers attacked first his Nottingham house and then the one at Arnold.Need was to remain a partner with Arkwright until his death in 1781. He was involved in die mill at Cromford and also with some later ones, such as the Birkacre mill near Chorley, Lancashire, in 1777. He made a fortune and died at his home in London.[br]Further ReadingM.L.Walker, 1963, A History of the Family of Need of Arnold, Nottinghamshire, London (a good biography).R.S.Fitton, 1989, The Arkwrights, Spinners of Fortune, Manchester (covers Need's relationship with Arkwright).R.S.Fitton and A.P.Wadsworth, 1958, The Strutts and the Arkwrights, 1758–1830, Manchester.S.D.Chapman, 1967, The Early Factory Masters, Newton Abbot (describes his wider contacts with the Midlands hosiery industry).RLH -
99 Rosenhain, Walter
SUBJECT AREA: Metallurgy[br]b. 24 August 1875 Berlin, Germanyd. 17 March 1934 Kingston Hill, Surrey, England[br]German metallurgist, first Superintendent of the Department of Metallurgy and Metallurgical Chemistry at the National Physical Laboratory, Teddington, Middlesex.[br]His family emigrated to Australia when he was 5 years old. He was educated at Wesley College, Melbourne, and attended Queen's College, University of Melbourne, graduating in physics and engineering in 1897. As an 1851 Exhibitioner he then spent three years at St John's College, Cambridge, under Sir Alfred Ewing, where he studied the microstructure of deformed metal crystals and abandoned his original intention of becoming a civil engineer. Rosenhain was the first to observe the slip-bands in metal crystals, and in the Bakerian Lecture delivered jointly by Ewing and Rosenhain to the Royal Society in 1899 it was shown that metals deformed plastically by a mechanism involving shear slip along individual crystal planes. From this conception modern ideas on the plasticity and recrystallization of metals rapidly developed. On leaving Cambridge, Rosenhain joined the Birmingham firm of Chance Brothers, where he worked for six years on optical glass and lighthouse-lens systems. A book, Glass Manufacture, written in 1908, derives from this period, during which he continued his metallurgical researches in the evenings in his home laboratory and published several papers on his work.In 1906 Rosenhain was appointed Head of the Metallurgical Department of the National Physical Laboratory (NPL), and in 1908 he became the first Superintendent of the new Department of Metallurgy and Metallurgical Chemistry. Many of the techniques he introduced at Teddington were described in his Introduction to Physical Metallurgy, published in 1914. At the outbreak of the First World War, Rosenhain was asked to undertake work in his department on the manufacture of optical glass. This soon made it possible to manufacture optical glass of high quality on an industrial scale in Britain. Much valuable work on refractory materials stemmed from this venture. Rosenhain's early years at the NPL were, however, inseparably linked with his work on light alloys, which between 1912 and the end of the war involved virtually all of the metallurgical staff of the laboratory. The most important end product was the well-known "Y" Alloy (4% copper, 2% nickel and 1.5% magnesium) extensively used for the pistons and cylinder heads of aircraft engines. It was the prototype of the RR series of alloys jointly developed by Rolls Royce and High Duty Alloys. An improved zinc-based die-casting alloy devised by Rosenhain was also used during the war on a large scale for the production of shell fuses.After the First World War, much attention was devoted to beryllium, which because of its strength, lightness, and stiffness would, it was hoped, become the airframe material of the future. It remained, however, too brittle for practical use. Other investigations dealt with impurities in copper, gases in aluminium alloys, dental alloys, and the constitution of alloys. During this period, Rosenhain's laboratory became internationally known as a centre of excellence for the determination of accurate equilibrium diagrams.[br]Principal Honours and DistinctionsFRS 1913. President, Institute of Metals 1828–30. Iron and Steel Institute Bessemer Medal, Carnegie Medal.Bibliography1908, Glass Manufacture.1914, An Introduction to the Study of Physical Metallurgy, London: Constable. Rosenhain published over 100 research papers.Further ReadingJ.L.Haughton, 1934, "The work of Walter Rosenhain", Journal of the Institute of Metals 55(2):17–32.ASD -
100 Smith, Sir Francis Pettit
SUBJECT AREA: Ports and shipping[br]b. 9 February 1808 Copperhurst Farm, near Hythe, Kent, Englandd. 12 February 1874 South Kensington, London, England[br]English inventor of the screw propeller.[br]Smith was the only son of Charles Smith, Postmaster at Hythe, and his wife Sarah (née Pettit). After education at a private school in Ashford, Kent, he took to farming, first on Romney Marsh, then at Hendon, Middlesex. As a boy, he showed much skill in the construction of model boats, especially in devising their means of propulsion. He maintained this interest into adult life and in 1835 he made a model propelled by a screw driven by a spring. This worked so well that he became convinced that the screw propeller offered a better method of propulsion than the paddle wheels that were then in general use. This notion so fired his enthusiasm that he virtually gave up farming to devote himself to perfecting his invention. The following year he produced a better model, which he successfully demonstrated to friends on his farm at Hendon and afterwards to the public at the Adelaide Gallery in London. On 31 May 1836 Smith was granted a patent for the propulsion of vessels by means of a screw.The idea of screw propulsion was not new, however, for it had been mooted as early as the seventeenth century and since then several proposals had been advanced, but without successful practical application. Indeed, simultaneously but quite independently of Smith, the Swedish engineer John Ericsson had invented the ship's propeller and obtained a patent on 13 July 1836, just weeks after Smith. But Smith was completely unaware of this and pursued his own device in the belief that he was the sole inventor.With some financial and technical backing, Smith was able to construct a 10 ton boat driven by a screw and powered by a steam engine of about 6 hp (4.5 kW). After showing it off to the public, Smith tried it out at sea, from Ramsgate round to Dover and Hythe, returning in stormy weather. The screw performed well in both calm and rough water. The engineering world seemed opposed to the new method of propulsion, but the Admiralty gave cautious encouragement in 1839 by ordering that the 237 ton Archimedes be equipped with a screw. It showed itself superior to the Vulcan, one of the fastest paddle-driven ships in the Navy. The ship was put through its paces in several ports, including Bristol, where Isambard Kingdom Brunel was constructing his Great Britain, the first large iron ocean-going vessel. Brunel was so impressed that he adapted his ship for screw propulsion.Meanwhile, in spite of favourable reports, the Admiralty were dragging their feet and ordered further trials, fitting Smith's four-bladed propeller to the Rattler, then under construction and completed in 1844. The trials were a complete success and propelled their lordships of the Admiralty to a decision to equip twenty ships with screw propulsion, under Smith's supervision.At last the superiority of screw propulsion was generally accepted and virtually universally adopted. Yet Smith gained little financial reward for his invention and in 1850 he retired to Guernsey to resume his farming life. In 1860 financial pressures compelled him to accept the position of Curator of Patent Models at the Patent Museum in South Kensington, London, a post he held until his death. Belated recognition by the Government, then headed by Lord Palmerston, came in 1855 with the grant of an annual pension of £200. Two years later Smith received unofficial recognition when he was presented with a national testimonial, consisting of a service of plate and nearly £3,000 in cash subscribed largely by the shipbuilding and engineering community. Finally, in 1871 Smith was honoured with a knighthood.[br]Principal Honours and DistinctionsKnighted 1871.Further ReadingObituary, 1874, Illustrated London News (7 February).1856, On the Invention and Progress of the Screw Propeller, London (provides biographical details).Smith and his invention are referred to in papers in Transactions of the Newcomen Society, 14 (1934): 9; 19 (1939): 145–8, 155–7, 161–4, 237–9.LRDBiographical history of technology > Smith, Sir Francis Pettit
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