-
1 Office of the Chief of Engineers
Универсальный русско-английский словарь > Office of the Chief of Engineers
-
2 аппарат начальника инженерных войск
Military: Office of the Chief of EngineersУниверсальный русско-английский словарь > аппарат начальника инженерных войск
-
3 Kirkaldy, David
[br]b. 4 April 1820 Mayfield, Dundee, Scotlandd. 25 January 1897 London, England[br]Scottish engineer and pioneer in materials testing.[br]The son of a merchant of Dundee, Kirkaldy was educated there, then at Merchiston Castle School, Edinburgh, and at Edinburgh University. For a while he worked in his father's office, but with a preference for engineering, in 1843 he commenced an apprenticeship at the Glasgow works of Robert Napier. After four years in the shops he was transferred to the drawing office and in a very few years rose to become Chief. Here Kirkaldy demonstrated a remarkable talent both for the meticulous recording of observations and data and for technical drawing. His work also had an aesthetic appeal and four of his drawings of Napier steamships were shown at the Paris Exhibition of 1855, earning both Napier and Kirkaldy a medal. His "as fitted" set of drawings of the Cunard Liner Persia, which had been built in 1855, is now in the possession of the National Maritime Museum at Greenwich, London; it is regarded as one of the finest examples of its kind in the world, and has even been exhibited at the Royal Academy in London.With the impending order for the Royal Naval Ironclad Black Prince (sister ship to HMS Warrior, now preserved at Portsmouth) and for some high-pressure marine boilers and engines, there was need for a close scientific analysis of the physical properties of iron and steel. Kirkaldy, now designated Chief Draughtsman and Calculator, was placed in charge of this work, which included comparisons of puddled steel and wrought iron, using a simple lever-arm testing machine. The tests lasted some three years and resulted in Kirkaldy's most important publication, Experiments on Wrought Iron and Steel (1862, London), which gained him wide recognition for his careful and thorough work. Napier's did not encourage him to continue testing; but realizing the growing importance of materials testing, Kirkaldy resigned from the shipyard in 1861. For the next two and a half years Kirkaldy worked on the design of a massive testing machine that was manufactured in Leeds and installed in premises in London, at The Grove, Southwark.The works was open for trade in January 1866 and engineers soon began to bring him specimens for testing on the great machine: Joseph Cubitt (son of William Cubitt) brought him samples of the materials for the new Blackfriars Bridge, which was then under construction. Soon The Grove became too cramped and Kirkaldy moved to 99 Southwark Street, reopening in January 1874. In the years that followed, Kirkaldy gained a worldwide reputation for rigorous and meticulous testing and recording of results, coupled with the highest integrity. He numbered the most distinguished engineers of the time among his clients.After Kirkaldy's death, his son William George, whom he had taken into partnership, carried on the business. When the son died in 1914, his widow took charge until her death in 1938, when the grandson David became proprietor. He sold out to Treharne \& Davies, chemical consultants, in 1965, but the works finally closed in 1974. The future of the premises and the testing machine at first seemed threatened, but that has now been secured and the machine is once more in working order. Over almost one hundred years of trading in South London, the company was involved in many famous enquiries, including the analysis of the iron from the ill-fated Tay Bridge (see Bouch, Sir Thomas).[br]Principal Honours and DistinctionsInstitution of Engineers and Shipbuilders in Scotland Gold Medal 1864.Bibliography1862, Results of an Experimental Inquiry into the Tensile Strength and Other Properties of Wrought Iron and Steel (originally presented as a paper to the 1860–1 session of the Scottish Shipbuilders' Association).Further ReadingD.P.Smith, 1981, "David Kirkaldy (1820–97) and engineering materials testing", Transactions of the Newcomen Society 52:49–65 (a clear and well-documented account).LRD / FMW -
4 Field, Joshua
SUBJECT AREA: Civil engineering, Mechanical, pneumatic and hydraulic engineering, Steam and internal combustion engines[br]b. 1786 Hackney, London, Englandd. 11 August 1863 Balham Hill, Surrey, England[br]English mechanical engineer, co-founder of the Institution of Civil Engineers.[br]Joshua Field was educated at a boarding school in Essex until the age of 16, when he obtained employment at the Royal Dockyards at Portsmouth under the Chief Mechanical Superintendent, Simon Goodrich (1773–1847), and later in the drawing office at the Admiralty in Whitehall. At this time, machinery for the manufacture of ships' blocks was being made for the Admiralty by Henry Maudslay, who was in need of a competent draughtsman, and Goodrich recommended Joshua Field. This was the beginning of Field's long association with Maudslay; he later became a partner in the firm which was for many years known as Maudslay, Sons \& Field. They undertook a variety of mechanical engineering work but were renowned for marine steam engines, with Field being responsible for much of the design work in the early years. Joshua Field was the eldest of the eight young men who in 1818 founded the Institution of Civil Engineers; he was the first Chairman of the Institution and later became a vice-president. He was the only one of the founders to be elected President and was the first mechanical engineer to hold that office. James Nasmyth in his autobiography relates that Joshua Field kept a methodical account of his technical discussions in a series of note books which were later indexed. Some of these diaries have survived, and extracts from the notes he made on a tour of the industrial areas of the Midlands and the North West in 1821 have been published.[br]Principal Honours and DistinctionsFRS 1836. President, Institution of Civil Engineers 1848–9. Member, Smeatonian Society of Civil Engineers 1835; President 1848.Bibliography1925–6, "Joshua Field's diary of a tour in 1821 through the Midlands", introd. and notes J.W.Hall, Transactions of the Newcomen Society 6:1–41.1932–3, "Joshua Field's diary of a tour in 1821 through the provinces", introd. and notes E.C. Smith, Transactions of the Newcomen Society 13:15–50.RTS -
5 Elder, John
[br]b. 9 March 1824 Glasgow, Scotlandd. 17 September 1869 London, England[br]Scottish engineer who introduced the compound steam engine to ships and established an important shipbuilding company in Glasgow.[br]John was the third son of David Elder. The father came from a family of millwrights and moved to Glasgow where he worked for the well-known shipbuilding firm of Napier's and was involved with improving marine engines. John was educated at Glasgow High School and then for a while at the Department of Civil Engineering at Glasgow University, where he showed great aptitude for mathematics and drawing. He spent five years as an apprentice under Robert Napier followed by two short periods of activity as a pattern-maker first and then a draughtsman in England. He returned to Scotland in 1849 to become Chief Draughtsman to Napier, but in 1852 he left to become a partner with the Glasgow general engineering company of Randolph Elliott \& Co. Shortly after his induction (at the age of 28), the engineering firm was renamed Randolph Elder \& Co.; in 1868, when the partnership expired, it became known as John Elder \& Co. From the outset Elder, with his partner, Charles Randolph, approached mechanical (especially heat) engineering in a rigorous manner. Their knowledge and understanding of entropy ensured that engine design was not a hit-and-miss affair, but one governed by recognition of the importance of the new kinetic theory of heat and with it a proper understanding of thermodynamic principles, and by systematic development. In this Elder was joined by W.J.M. Rankine, Professor of Civil Engineering and Mechanics at Glasgow University, who helped him develop the compound marine engine. Elder and Randolph built up a series of patents, which guaranteed their company's commercial success and enabled them for a while to be the sole suppliers of compound steam reciprocating machinery. Their first such engine at sea was fitted in 1854 on the SS Brandon for the Limerick Steamship Company; the ship showed an improved performance by using a third less coal, which he was able to reduce still further on later designs.Elder developed steam jacketing and recognized that, with higher pressures, triple-expansion types would be even more economical. In 1862 he patented a design of quadruple-expansion engine with reheat between cylinders and advocated the importance of balancing reciprocating parts. The effect of his improvements was to greatly reduce fuel consumption so that long sea voyages became an economic reality.His yard soon reached dimensions then unequalled on the Clyde where he employed over 4,000 workers; Elder also was always interested in the social welfare of his labour force. In 1860 the engine shops were moved to the Govan Old Shipyard, and again in 1864 to the Fairfield Shipyard, about 1 mile (1.6 km) west on the south bank of the Clyde. At Fairfield, shipbuilding was commenced, and with the patents for compounding secure, much business was placed for many years by shipowners serving long-distance trades such as South America; the Pacific Steam Navigation Company took up his ideas for their ships. In later years the yard became known as the Fairfield Shipbuilding and Engineering Company Ltd, but it remains today as one of Britain's most efficient shipyards and is known now as Kvaerner Govan Ltd.In 1869, at the age of only 45, John Elder was unanimously elected President of the Institution of Engineers and Shipbuilders in Scotland; however, before taking office and giving his eagerly awaited presidential address, he died in London from liver disease. A large multitude attended his funeral and all the engineering shops were silent as his body, which had been brought back from London to Glasgow, was carried to its resting place. In 1857 Elder had married Isabella Ure, and on his death he left her a considerable fortune, which she used generously for Govan, for Glasgow and especially the University. In 1883 she endowed the world's first Chair of Naval Architecture at the University of Glasgow, an act which was reciprocated in 1901 when the University awarded her an LLD on the occasion of its 450th anniversary.[br]Principal Honours and DistinctionsPresident, Institution of Engineers and Shipbuilders in Scotland 1869.Further ReadingObituary, 1869, Engineer 28.1889, The Dictionary of National Biography, London: Smith Elder \& Co. W.J.Macquorn Rankine, 1871, "Sketch of the life of John Elder" Transactions of theInstitution of Engineers and Shipbuilders in Scotland.Maclehose, 1886, Memoirs and Portraits of a Hundred Glasgow Men.The Fairfield Shipbuilding and Engineering Works, 1909, London: Offices of Engineering.P.M.Walker, 1984, Song of the Clyde, A History of Clyde Shipbuilding, Cambridge: PSL.R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge: Cambridge University Press (covers Elder's contribution to the development of steam engines).RLH / FMW -
6 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
-
7 Murray, John Mackay
SUBJECT AREA: Ports and shipping[br]b. 25 June 1902 Glasgow, Scotlandd. 5 August 1966 Maplehurst, Sussex, England[br]Scottish naval architect who added to the understanding of the structural strength of ships.[br]Murray was educated in Glasgow at Allan Glen's School and then at the University, from which he graduated in naval architecture in 1922. He served an apprenticeship simultaneously with Barclay Curle \& Co., rising to the rank of Assistant Shipyard Manager before leaving in 1927 to join Lloyd's Register of Shipping. After an initial year in Newcastle, he joined the head office in London, which was to be base for the remainder of his working life. Starting with plan approval, he worked his way to experimental work on ship structures and was ultimately given the massive task of revising Lloyd's Rules and placing them on a scientific basis. During the Second World War he acted as liaison officer between Lloyd's and the Admiralty. Throughout his career he presented no fewer than twenty-two papers on ship design, and of these nearly half dealt with hull longitudinal strength. This work won him considerable acclaim and several awards and was of fundamental importance to the shipping industry. The Royal Institution of Naval Architects honoured Murray in 1960 by inviting him to present one of the only two papers read at their centenary meeting: "Merchant ships 1860–1960". At Lloyd's Register he rose to Chief Ship Surveyor, and at the time of his death was Honorary Vice-President of the Royal Institution of Naval Architects.[br]Principal Honours and DistinctionsMBE 1946. Honorary Vice-President, Royal Institution of Naval Architects. Royal Institution of Naval Architects Froude Gold Medal. Institute of Marine Engineers Silver Medal. Premium of the Institution of Engineers and Shipbuilders in Scotland.FMW -
8 Preece, Sir William Henry
[br]b. 15 February 1834 Bryn Helen, Gwynedd, Walesd. 6 November 1913 Penrhos, Gwynedd, Wales[br]Welsh electrical engineer who greatly furthered the development and use of wireless telegraphy and the telephone in Britain, dominating British Post Office engineering during the last two decades of the nineteenth century.[br]After education at King's College, London, in 1852 Preece entered the office of Edwin Clark with the intention of becoming a civil engineer, but graduate studies at the Royal Institution under Faraday fired his enthusiasm for things electrical. His earliest work, as connected with telegraphy and in particular its application for securing the safe working of railways; in 1853 he obtained an appointment with the Electric and National Telegraph Company. In 1856 he became Superintendent of that company's southern district, but four years later he moved to telegraph work with the London and South West Railway. From 1858 to 1862 he was also Engineer to the Channel Islands Telegraph Company. When the various telegraph companies in Britain were transferred to the State in 1870, Preece became a Divisional Engineer in the General Post Office (GPO). Promotion followed in 1877, when he was appointed Chief Electrician to the Post Office. One of the first specimens of Bell's telephone was brought to England by Preece and exhibited at the British Association meeting in 1877. From 1892 to 1899 he served as Engineer-in-Chief to the Post Office. During this time he made a number of important contributions to telegraphy, including the use of water as part of telegraph circuits across the Solent (1882) and the Bristol Channel (1888). He also discovered the existence of inductive effects between parallel wires, and with Fleming showed that a current (thermionic) flowed between the hot filament and a cold conductor in an incandescent lamp.Preece was distinguished by his administrative ability, some scientific insight, considerable engineering intuition and immense energy. He held erroneous views about telephone transmission and, not accepting the work of Oliver Heaviside, made many errors when planning trunk circuits. Prior to the successful use of Hertzian waves for wireless communication Preece carried out experiments, often on a large scale, in attempts at wireless communication by inductive methods. These became of historic interest only when the work of Maxwell and Hertz was developed by Guglielmo Marconi. It is to Preece that credit should be given for encouraging Marconi in 1896 and collaborating with him in his early experimental work on radio telegraphy.While still employed by the Post Office, Preece contributed to the development of numerous early public electricity schemes, acting as Consultant and often supervising their construction. At Worcester he was responsible for Britain's largest nineteenth-century public hydro-electric station. He received a knighthood on his retirement in 1899, after which he continued his consulting practice in association with his two sons and Major Philip Cardew. Preece contributed some 136 papers and printed lectures to scientific journals, ninety-nine during the period 1877 to 1894.[br]Principal Honours and DistinctionsCB 1894. Knighted (KCB) 1899. FRS 1881. President, Society of Telegraph Engineers, 1880. President, Institution of Electrical Engineers 1880, 1893. President, Institution of Civil Engineers 1898–9. Chairman, Royal Society of Arts 1901–2.BibliographyPreece produced numerous papers on telegraphy and telephony that were presented as Royal Institution Lectures (see Royal Institution Library of Science, 1974) or as British Association reports.1862–3, "Railway telegraphs and the application of electricity to the signaling and working of trains", Proceedings of the ICE 22:167–93.Eleven editions of Telegraphy (with J.Sivewright), London, 1870, were published by 1895.1883, "Molecular radiation in incandescent lamps", Proceedings of the Physical Society 5: 283.1885. "Molecular shadows in incandescent lamps". Proceedings of the Physical Society 7: 178.1886. "Electric induction between wires and wires", British Association Report. 1889, with J.Maier, The Telephone.1894, "Electric signalling without wires", RSA Journal.1898, "Aetheric telegraphy", Proceedings of the Institution of Electrical Engineers.Further ReadingJ.J.Fahie, 1899, History of Wireless Telegraphy 1838–1899, Edinburgh: Blackwood. E.Hawkes, 1927, Pioneers of Wireless, London: Methuen.E.C.Baker, 1976, Sir William Preece, F.R.S. Victorian Engineer Extraordinary, London (a detailed biography with an appended list of his patents, principal lectures and publications).D.G.Tucker, 1981–2, "Sir William Preece (1834–1913)", Transactions of the Newcomen Society 53:119–36 (a critical review with a summary of his consultancies).GW / KFBiographical history of technology > Preece, Sir William Henry
-
9 White, Sir William Henry
SUBJECT AREA: Ports and shipping[br]b. 2 February 1845 Devonport, Englandd. 27 February 1913 London, England[br]English naval architect distinguished as the foremost nineteenth-century Director of Naval Construction, and latterly as a consultant and author.[br]Following early education at Devonport, White passed the Royal Dockyard entry examination in 1859 to commence a seven-year shipwright apprenticeship. However, he was destined for greater achievements and in 1863 passed the Admiralty Scholarship examinations, which enabled him to study at the Royal School of Naval Architecture at South Kensington, London. He graduated in 1867 with high honours and was posted to the Admiralty Constructive Department. Promotion came swiftly, with appointment to Assistant Constructor in 1875 and Chief Constructor in 1881.In 1883 he left the Admiralty and joined the Tyneside shipyard of Sir W.G. Armstrong, Mitchell \& Co. at a salary of about treble that of a Chief Constructor, with, in addition, a production bonus based on tonnage produced! At the Elswick Shipyard he became responsible for the organization and direction of shipbuilding activities, and during his relatively short period there enhanced the name of the shipyard in the warship export market. It is assumed that White did not settle easily in the North East of England, and in 1885, following negotiations with the Admiralty, he was released from his five-year exclusive contract and returned to public service as Director of Naval Construction and Assistant Controller of the Royal Navy. (As part of the settlement the Admiralty released Philip Watts to replace White, and in later years Watts was also to move from that same shipyard and become White's successor as Director of Naval Construction.) For seventeen momentous years White had technical control of ship production for the Royal Navy. The rapid building of warships commenced after the passing of the Naval Defence Act of 1889, which authorized directly and indirectly the construction of around seventy vessels. The total number of ships built during the White era amounted to 43 battleships, 128 cruisers of varying size and type, and 74 smaller vessels. While White did not have the stimulation of building a revolutionary capital ship as did his successor, he did have the satisfaction of ensuring that the Royal Navy was equipped with a fleet of all-round capability, and he saw the size, displacement and speed of the ships increase dramatically.In 1902 he resigned from the Navy because of ill health and assumed several less onerous tasks. During the construction of the Cunard Liner Mauretania on the Tyne, he held directorships with the shipbuilders Swan, Hunter and Wigham Richardson, and also the Parsons Marine Turbine Company. He acted as a consultant to many organizations and had an office in Westminster. It was there that he died in February 1913.White left a great literary legacy in the form of his esteemed Manual of Naval Architecture, first published in 1877 and reprinted several times since in English, German and other languages. This volume is important not only as a text dealing with first principles but also as an illustration of the problems facing warship designers of the late nineteenth century.[br]Principal Honours and DistinctionsKCB 1895. Knight Commander of the Order of the Danneborg (Denmark). FRS. FRSE. President, Institution of Civil Engineers; Mechanical Engineers; Marine Engineers. Vice- President, Institution of Naval Architects.Bibliography1877, A Manual of Naval Architecture, London.Further ReadingD.K.Brown, 1983, A Century of Naval Construction, London.FMWBiographical history of technology > White, Sir William Henry
-
10 Taylor, David Watson
SUBJECT AREA: Ports and shipping[br]b. 4 March 1864 Louisa County, Virginia, USAd. 29 July 1940 Washington, DC, USA[br]American hydrodynamicist and Rear Admiral in the United States Navy Construction Corps.[br]Taylor's first years were spent on a farm in Virginia, but at the age of 13 he went to RandolphMacon College, graduating in 1881, and from there to the US Naval Academy, Annapolis. He graduated at the head of his class, had some sea time, and then went to the Royal Naval College in Greenwich, England, where in 1888 he again came top of the class with the highest-ever marks of any student, British or overseas.On his return to the United States he held various posts as a constructor, ending this period at the Mare Island Navy Yard in California. In 1894 he was transferred to Washington, where he joined the Bureau of Construction and started to interest the Navy in ship model testing. Under his direction, the first ship model tank in the United States was built at Washington and for fourteen years operated under his control. The work of this establishment gave him the necessary information to write the highly acclaimed text The Speed and Power of Ships, which with revisions is still in use. By the outbreak of the First World War he was one of the world's most respected naval architects, and had been retained as a consultant by the British Government in the celebrated case of the collision between the White Star Liner Olympic and HMS Hawke.In December 1914 Taylor became a Rear-Admiral and was appointed Chief Constructor of the US Navy. His term of office was extremely stressful, with over 1,000 ships constructed for the war effort and with the work of the fledgling Bureau for Aeronautics also under his control. The problems were not over in 1918 as the Washington Treaty required drastic pruning of the Navy and a careful reshaping of the defence force.Admiral Taylor retired from active service at the beginning of 1923 but retained several consultancies in aeronautics, shipping and naval architecture. For many years he served as consultant to the ship-design company now known as Gibbs and Cox. Many honours came his way, but the most singular must be the perpetuation of his name in the David Taylor Medal, the highest award of the Society of Naval Architects and Marine Engineers in the United States. Similarly, the Navy named its ship test tank facility, which was opened in Maryland in 1937, the David W. Taylor Model Basin.[br]Principal Honours and DistinctionsPresident, Society of Naval Architects and Marine Engineers 1925–7. United States Distinguished Service Medal. American Society of Civil Engineers John Fritz Medal. Institution of Naval Architects Gold Medal 1894 (the first American citizen to receive it). Society of Naval Architects and Marine Engineers David W.Taylor Medal 1936 (the first occasion of this award).BibliographyResistance of Ships and Screw Propulsion. 1911, The Speed and Power of Ships, New York: Wiley.Taylor gave many papers to the Maritime Institutions of both the United States and the United Kingdom.FMW -
11 Gresley, Sir Herbert Nigel
[br]b. 19 June 1876 Edinburgh, Scotlandd. 5 April 1941 Hertford, England[br]English mechanical engineer, designer of the A4-class 4–6–2 locomotive holding the world speed record for steam traction.[br]Gresley was the son of the Rector of Netherseale, Derbyshire; he was educated at Marlborough and by the age of 13 was skilled at making sketches of locomotives. In 1893 he became a pupil of F.W. Webb at Crewe works, London \& North Western Railway, and in 1898 he moved to Horwich works, Lancashire \& Yorkshire Railway, to gain drawing-office experience under J.A.F.Aspinall, subsequently becoming Foreman of the locomotive running sheds at Blackpool. In 1900 he transferred to the carriage and wagon department, and in 1904 he had risen to become its Assistant Superintendent. In 1905 he moved to the Great Northern Railway, becoming Superintendent of its carriage and wagon department at Doncaster under H.A. Ivatt. In 1906 he designed and produced a bogie luggage van with steel underframe, teak body, elliptical roof, bowed ends and buckeye couplings: this became the prototype for East Coast main-line coaches built over the next thirty-five years. In 1911 Gresley succeeded Ivatt as Locomotive, Carriage \& Wagon Superintendent. His first locomotive was a mixed-traffic 2–6–0, his next a 2–8–0 for freight. From 1915 he worked on the design of a 4–6–2 locomotive for express passenger traffic: as with Ivatt's 4 4 2s, the trailing axle would allow the wide firebox needed for Yorkshire coal. He also devised a means by which two sets of valve gear could operate the valves on a three-cylinder locomotive and applied it for the first time on a 2–8–0 built in 1918. The system was complex, but a later simplified form was used on all subsequent Gresley three-cylinder locomotives, including his first 4–6–2 which appeared in 1922. In 1921, Gresley introduced the first British restaurant car with electric cooking facilities.With the grouping of 1923, the Great Northern Railway was absorbed into the London \& North Eastern Railway and Gresley was appointed Chief Mechanical Engineer. More 4–6– 2s were built, the first British class of such wheel arrangement. Modifications to their valve gear, along lines developed by G.J. Churchward, reduced their coal consumption sufficiently to enable them to run non-stop between London and Edinburgh. So that enginemen might change over en route, some of the locomotives were equipped with corridor tenders from 1928. The design was steadily improved in detail, and by comparison an experimental 4–6–4 with a watertube boiler that Gresley produced in 1929 showed no overall benefit. A successful high-powered 2–8–2 was built in 1934, following the introduction of third-class sleeping cars, to haul 500-ton passenger trains between Edinburgh and Aberdeen.In 1932 the need to meet increasing road competition had resulted in the end of a long-standing agreement between East Coast and West Coast railways, that train journeys between London and Edinburgh by either route should be scheduled to take 8 1/4 hours. Seeking to accelerate train services, Gresley studied high-speed, diesel-electric railcars in Germany and petrol-electric railcars in France. He considered them for the London \& North Eastern Railway, but a test run by a train hauled by one of his 4–6–2s in 1934, which reached 108 mph (174 km/h), suggested that a steam train could better the railcar proposals while its accommodation would be more comfortable. To celebrate the Silver Jubilee of King George V, a high-speed, streamlined train between London and Newcastle upon Tyne was proposed, the first such train in Britain. An improved 4–6–2, the A4 class, was designed with modifications to ensure free running and an ample reserve of power up hill. Its streamlined outline included a wedge-shaped front which reduced wind resistance and helped to lift the exhaust dear of the cab windows at speed. The first locomotive of the class, named Silver Link, ran at an average speed of 100 mph (161 km/h) for 43 miles (69 km), with a maximum speed of 112 1/2 mph (181 km/h), on a seven-coach test train on 27 September 1935: the locomotive went into service hauling the Silver Jubilee express single-handed (since others of the class had still to be completed) for the first three weeks, a round trip of 536 miles (863 km) daily, much of it at 90 mph (145 km/h), without any mechanical troubles at all. Coaches for the Silver Jubilee had teak-framed, steel-panelled bodies on all-steel, welded underframes; windows were double glazed; and there was a pressure ventilation/heating system. Comparable trains were introduced between London Kings Cross and Edinburgh in 1937 and to Leeds in 1938.Gresley did not hesitate to incorporate outstanding features from elsewhere into his locomotive designs and was well aware of the work of André Chapelon in France. Four A4s built in 1938 were equipped with Kylchap twin blast-pipes and double chimneys to improve performance still further. The first of these to be completed, no. 4468, Mallard, on 3 July 1938 ran a test train at over 120 mph (193 km/h) for 2 miles (3.2 km) and momentarily achieved 126 mph (203 km/h), the world speed record for steam traction. J.Duddington was the driver and T.Bray the fireman. The use of high-speed trains came to an end with the Second World War. The A4s were then demonstrated to be powerful as well as fast: one was noted hauling a 730-ton, 22-coach train at an average speed exceeding 75 mph (120 km/h) over 30 miles (48 km). The war also halted electrification of the Manchester-Sheffield line, on the 1,500 volt DC overhead system; however, anticipating eventual resumption, Gresley had a prototype main-line Bo-Bo electric locomotive built in 1941. Sadly, Gresley died from a heart attack while still in office.[br]Principal Honours and DistinctionsKnighted 1936. President, Institution of Locomotive Engineers 1927 and 1934. President, Institution of Mechanical Engineers 1936.Further ReadingF.A.S.Brown, 1961, Nigel Gresley, Locomotive Engineer, Ian Allan (full-length biography).John Bellwood and David Jenkinson, Gresley and Stanier. A Centenary Tribute (a good comparative account).See also: Bulleid, Oliver Vaughan SnellPJGRBiographical history of technology > Gresley, Sir Herbert Nigel
-
12 Kennelly, Arthur Edwin
[br]b. 17 December 1871 Colaba, Bombay, Indiad. 18 June 1939 Boston, Massachusetts, USA[br]Anglo-American electrical engineer who predicted the ionosphere and developed mathematical analysis for electronic circuits.[br]As a young man, Kennelly worked as office boy for a London engineering society, as an electrician and on a cable-laying ship. In 1887 he went to work for Thomas Edison at West Orange, New Jersey, USA, becoming his chief assistant. In 1894, with Edwin J.Houston, he formed the Philadelphia company of Houston and Kennelly, but eight years later he took up the Chair of Electrical Engineering at Harvard, a post he held until his retirement in 1930. In 1902 he noticed that the radio signals received by Marconi in Nova Scotia from the transmitter in England were stronger than predicted and postulated a reflecting ionized layer in the upper atmosphere. Almost simultaneously the same prediction was made in England by Heaviside, so the layer became known as the Kennelly-Heaviside layer. Throughout most of his working life Kennelly was concerned with the application of mathematical techniques, particularly the use of complex theory, to the analysis of electrical circuits. With others he also contributed to an understanding of the high-frequency skin-effect in conductors.[br]Principal Honours and DistinctionsPresident, American Institute of Electrical Engineers 1898–1900. President, Institution of Electrical Engineers 1916. Institute of Electrical and Electronics Engineers Medal of Honour 1932; Edison Medal 1933.Bibliography1915, with F.A.Laws \& P.H.Pierce "Experimental research on the skin effect in conductors", Transactions of the American Institute of Electrical Engineers 34:1,953.1924, Hyperbolic Functions as Applied to Electrical Engineering.1924, Check Atlas of Complex Hyperbolic \& Circular Functions (both on mathematics for circuit analysis).Further ReadingK.Davies, 1990, Ionospheric Radio, London: Peter Peregrinus. See also Appleton, Sir Edward Victor.KF -
13 Chronology
15,000-3,000 BCE Paleolithic cultures in western Portugal.400-200 BCE Greek and Carthaginian trade settlements on coast.202 BCE Roman armies invade ancient Lusitania.137 BCE Intensive Romanization of Lusitania begins.410 CE Germanic tribes — Suevi and Visigoths—begin conquest of Roman Lusitania and Galicia.714—16 Muslims begin conquest of Visigothic Lusitania.1034 Christian Reconquest frontier reaches Mondego River.1064 Christians conquer Coimbra.1139 Burgundian Count Afonso Henriques proclaims himself king of Portugal; birth of Portugal. Battle of Ourique: Afonso Henriques defeats Muslims.1147 With English Crusaders' help, Portuguese seize Lisbon from Muslims.1179 Papacy formally recognizes Portugal's independence (Pope Alexander III).1226 Campaign to reclaim Alentejo from Muslims begins.1249 Last Muslim city (Silves) falls to Portuguese Army.1381 Beginning of third war between Castile and Portugal.1383 Master of Aviz, João, proclaimed regent by Lisbon populace.1385 April: Master of Aviz, João I, proclaimed king of Portugal by Cortes of Coimbra. 14 August: Battle of Aljubarrota, Castilians defeated by royal forces, with assistance of English army.1394 Birth of "Prince Henry the Navigator," son of King João I.1415 Beginning of overseas expansion as Portugal captures Moroccan city of Ceuta.1419 Discovery of Madeira Islands.1425-28 Prince D. Pedro, older brother of Prince Henry, travels in Europe.1427 Discovery (or rediscovery?) of Azores Islands.1434 Prince Henry the Navigator's ships pass beyond Cape Bojador, West Africa.1437 Disaster at Tangier, Morocco, as Portuguese fail to capture city.1441 First African slaves from western Africa reach Portugal.1460 Death of Prince Henry. Portuguese reach what is now Senegal, West Africa.1470s Portuguese explore West African coast and reach what is now Ghana and Nigeria and begin colonizing islands of São Tomé and Príncipe.1479 Treaty of Alcáçovas between kings of Portugal and Spain.1482 Portuguese establish post at São Jorge da Mina, Gold Coast (now Ghana).1482-83 Portuguese navigator Diogo Cão reaches mouth of Congo River and Angola.1488 Navigator Bartolomeu Dias rounds Cape of Good Hope, South Africa, and finds route to Indian Ocean.1492-93 Columbus's first voyage to West Indies.1493 Columbus visits Azores and Portugal on return from first voyage; tells of discovery of New World. Treaty of Tordesillas signed between kings of Portugal and Spain: delimits spheres of conquest with line 370 leagues west of Cape Verde Islands (claimed by Portugal); Portugal's sphere to east of line includes, in effect, Brazil.King Manuel I and Royal Council decide to continue seeking all-water route around Africa to Asia.King Manuel I expels unconverted Jews from Portugal.1497-99 Epic voyage of Vasco da Gama from Portugal around Africa to west India, successful completion of sea route to Asia project; da Gama returns to Portugal with samples of Asian spices.1500 Bound for India, Navigator Pedro Álvares Cabral "discovers" coast of Brazil and claims it for Portugal.1506 Anti-Jewish riots in Lisbon.Battle of Diu, India; Portugal's command of Indian Ocean assured for some time with Francisco de Almeida's naval victory over Egyptian and Gujerati fleets.Afonso de Albuquerque conquers Goa, India; beginning of Portuguese hegemony in south Asia.Portuguese conquest of Malacca; commerce in Spice Islands.1519 Magellan begins circumnavigation voyage.1536 Inquisition begins in Portugal.1543 Portuguese merchants reach Japan.1557 Portuguese merchants granted Chinese territory of Macau for trading factory.1572 Luís de Camões publishes epic poem, Os Lusíadas.1578 Battle of Alcácer-Quivir; Moroccan forces defeat army of King Sebastião of Portugal; King Sebastião dies in battle. Portuguese succession crisis.1580 King Phillip II of Spain claims and conquers Portugal; Spanish rule of Portugal, 1580-1640.1607-24 Dutch conquer sections of Asia and Brazil formerly held by Portugal.1640 1 December: Portuguese revolution in Lisbon overthrows Spanish rule, restores independence. Beginning of Portugal's Braganza royal dynasty.1654 Following Dutch invasions and conquest of parts of Brazil and Angola, Dutch expelled by force.1661 Anglo-Portuguese Alliance treaty signed: England pledges to defend Portugal "as if it were England itself." Queen Catherine of Bra-ganza marries England's Charles II.1668 February: In Portuguese-Spanish peace treaty, Spain recognizes independence of Portugal, thus ending 28-year War of Restoration.1703 Methuen Treaties signed, key commercial trade agreement and defense treaty between England and Portugal.1750 Pombal becomes chief minister of King José I.1755 1 November: Massive Lisbon earthquake, tidal wave, and fire.1759 Expulsion of Jesuits from Portugal and colonies.1761 Slavery abolished in continental Portugal.1769 Abandonment of Mazagão, Morocco, last Portuguese outpost.1777 Pombal dismissed as chief minister by Queen Maria I, after death of José I.1791 Portugal and United States establish full diplomatic relations.1807 November: First Napoleonic invasion; French forces under Junot conquer Portugal. Royal family flees to colony of Brazil and remains there until 1821.1809 Second French invasion of Portugal under General Soult.1811 Third French invasion of Portugal under General Masséna.1813 Following British general Wellington's military victories, French forces evacuate Portugal.1817 Liberal, constitutional movements against absolutist monarchist rule break out in Brazil (Pernambuco) and Portugal (Lisbon, under General Gomes Freire); crushed by government. British marshal of Portugal's army, Beresford, rules Portugal.Liberal insurrection in army officer corps breaks out in Cadiz, Spain, and influences similar movement in Portugal's armed forces first in Oporto.King João VI returns from Rio de Janeiro, Brazil, and early draft of constitution; era of constitutional monarchy begins.1822 7 September: João VI's son Pedro proclaims independence ofBrazil from Portugal and is named emperor. 23 September: Constitution of 1822 ratified.Portugal recognizes sovereign independence of Brazil.King João VI dies; power struggle for throne ensues between his sons, brothers Pedro and Miguel; Pedro, emperor of Brazil, abdicates Portuguese throne in favor of his daughter, D. Maria II, too young to assume crown. By agreement, Miguel, uncle of D. Maria, is to accept constitution and rule in her stead.1828 Miguel takes throne and abolishes constitution. Sections of Portugal rebel against Miguelite rule.1831 Emperor Pedro abdicates throne of Brazil and returns to Portugal to expel King Miguel from Portuguese throne.1832-34 Civil war between absolutist King Miguel and constitutionalist Pedro, who abandons throne of Brazil to restore his young daughter Maria to throne of Portugal; Miguel's armed forces defeated by those of Pedro. Miguel leaves for exile and constitution (1826 Charter) is restored.1834-53 Constitutional monarchy consolidated under rule of Queen Maria II, who dies in 1853.1851-71 Regeneration period of economic development and political stability; public works projects sponsored by Minister Fontes Pereira de Melo.1871-90 Rotativism period of alternating party governments; achieves political stability and less military intervention in politics and government. Expansion of colonial territory in tropical Africa.January: Following territorial dispute in central Africa, Britain delivers "Ultimatum" to Portugal demanding withdrawal of Portugal's forces from what is now Malawi and Zimbabwe. Portugal's government, humiliated in accepting demand under threat of a diplomatic break, falls. Beginning of governmental and political instability; monarchist decline and republicanism's rise.Anglo-Portuguese treaties signed relating to delimitation of frontiers in colonial Africa.1899 Treaty of Windsor; renewal of Anglo-Portuguese defense and friendship alliance.1903 Triumphal visit of King Edward VII to Portugal.1906 Politician João Franco supported by King Carlos I in dictatorship to restore order and reform.1908 1 February: Murder in Lisbon of King Carlos I and his heir apparent, Prince Dom Luís, by Portuguese anarchists. Eighteen-year-old King Manuel II assumes throne.1910 3-5 October: Following republican-led military insurrection in armed forces, monarchy falls and first Portuguese republic is proclaimed. Beginning of unstable, economically troubled, parliamentary republic form of government.May: Violent insurrection in Lisbon overturns government of General Pimenta de Castro; nearly a thousand casualties from several days of armed combat in capital.March: Following Portugal's honoring ally Britain's request to confiscate German shipping in Portuguese harbors, Germany declares war on Portugal; Portugal enters World War I on Allied side.Portugal organizes and dispatches Portuguese Expeditionary Corps to fight on the Western Front. 9 April: Portuguese forces mauled by German offensive in Battle of Lys. Food rationing and riots in Lisbon. Portuguese military operations in Mozambique against German expedition's invasion from German East Africa. 5 December: Authoritarian, presidentialist government under Major Sidónio Pais takes power in Lisbon, following a successful military coup.1918 11 November: Armistice brings cessation of hostilities on Western Front in World War I. Portuguese expeditionary forces stationed in Angola, Mozambique, and Flanders begin return trip to Portugal. 14 December: President Sidónio Pais assassinated. Chaotic period of ephemeral civil war ensues.1919-21 Excessively unstable political period, including January1919 abortive effort of Portuguese monarchists to restore Braganza dynasty to power. Republican forces prevail, but level of public violence, economic distress, and deprivation remains high.1921 October: Political violence attains peak with murder of former prime minister and other prominent political figures in Lisbon. Sectors of armed forces and Guarda Nacional Republicana are mutinous. Year of financial and corruption scandals, including Portuguese bank note (fraud) case; military court acquits guilty military insurrectionists, and one military judge declares "the country is sick."28 May: Republic overthrown by military coup or pronunciamento and conspiracy among officer corps. Parliament's doors locked and parliament closed for nearly nine years to January 1935. End of parliamentary republic, Western Europe's most unstable political system in this century, beginning of the Portuguese dictatorship, after 1930 known as the Estado Novo. Officer corps assumes reins of government, initiates military censorship of the press, and suppresses opposition.February: Military dictatorship under General Óscar Carmona crushes failed republican armed insurrection in Oporto and Lisbon.April: Military dictatorship names Professor Antônio de Oliveira Salazar minister of finance, with dictatorial powers over budget, to stabilize finances and rebuild economy. Insurrectionism among military elements continues into 1931.1930 Dr. Salazar named minister for colonies and announces balanced budgets. Salazar consolidates support by various means, including creation of official regime "movement," the National Union. Salazar engineers Colonial Act to ensure Lisbon's control of bankrupt African colonies by means of new fiscal controls and centralization of authority. July: Military dictatorship names Salazar prime minister for first time, and cabinet composition undergoes civilianization; academic colleagues and protégés plan conservative reform and rejuvenation of society, polity, and economy. Regime comes to be called the Estado Novo (New State). New State's constitution ratified by new parliament, the National Assembly; Portugal described in document as "unitary, corporative Republic" and governance influenced by Salazar's stern personality and doctrines such as integralism, Catholicism, and fiscal conservatism.1936 Violent instability and ensuing civil war in neighboring Spain, soon internationalized by fascist and communist intervention, shake Estado Novo regime. Pseudofascist period of regime features creation of imitation Fascist institutions to defend regime from leftist threats; Portugal institutes "Portuguese Youth" and "Portuguese Legion."1939 3 September: Prime Minister Salazar declares Portugal's neutrality in World War II. October: Anglo-Portuguese agreement grants naval and air base facilities to Britain and later to United States for Battle of the Atlantic and Normandy invasion support. Third Reich protests breach of Portugal's neutrality.6 June: On day of Allies' Normandy invasion, Portugal suspends mining and export of wolfram ore to both sides in war.8 May: Popular celebrations of Allied victory and Fascist defeat in Lisbon and Oporto coincide with Victory in Europe Day. Following managed elections for Estado Novo's National Assembly in November, regime police, renamed PIDE, with increased powers, represses opposition.1947 Abortive military coup in central Portugal easily crushed by regime. Independence of India and initiation of Indian protests against Portuguese colonial rule in Goa and other enclaves.1949 Portugal becomes founding member of NATO.1951 Portugal alters constitution and renames overseas colonies "Overseas Provinces." Portugal and United States sign military base agreements for use of air and naval facilities in Azores Islands and military aid to Lisbon. President Carmona dies in office, succeeded by General Craveiro Lopes (1951-58). July: Indians occupy enclave of Portuguese India (dependency of Damão) by means of passive resistance movement. August: Indian passive resistance movement in Portuguese India repelled by Portuguese forces with loss of life. December: With U.S. backing, Portugal admitted as member of United Nations (along with Spain). Air force general Humberto Delgado, in opposition, challenges Estado Novo's hand-picked successor to Craveiro Lopes, Admiral Américo Tomás. Delgado rallies coalition of democratic, liberal, and communist opposition but loses rigged election and later flees to exile in Brazil. Portugal joins European Free Trade Association (EFTA).January and February: Estado Novo rocked by armed African insurrection in northern Angola, crushed by armed forces. Hijacking of Portuguese ocean liner by ally of Delgado, Captain Henrique Galvão. April: Salazar defeats attempted military coup and reshuffles cabinet with group of younger figures who seek to reform colonial rule and strengthen the regime's image abroad. 18 December: Indian army rapidly defeats Portugal's defense force in Goa, Damão, and Diu and incorporates Portugal's Indian possessions into Indian Union. January: Abortive military coup in Beja, Portugal.1965 February: General Delgado and his Brazilian secretary murdered and secretly buried near Spanish frontier by political police, PIDE.1968 August and September: Prime Minister Salazar, aged 79, suffers crippling stoke. President Tomás names former cabinet officer Marcello Caetano as Salazar's successor. Caetano institutes modest reforms in Portugal and overseas.1971 Caetano government ratifies amended constitution that allows slight devolution and autonomy to overseas provinces in Africa and Asia. Right-wing loyalists oppose reforms in Portugal. 25 April: Military coup engineered by Armed Forces Movement overthrows Estado Novo and establishes provisional government emphasizing democratization, development, and decolonization. Limited resistance by loyalists. President Tomás and Premier Caetano flown to exile first in Madeira and then in Brazil. General Spínola appointed president. September: Revolution moves to left, as President Spínola, thwarted in his program, resigns.March: Military coup by conservative forces fails, and leftist response includes nationalization of major portion of economy. Polarization between forces and parties of left and right. 25 November: Military coup by moderate military elements thwarts leftist forces. Constituent Assembly prepares constitution. Revolution moves from left to center and then right.March: Constitution ratified by Assembly of the Republic. 25 April: Second general legislative election gives largest share of seats to Socialist Party (PS). Former oppositionist lawyer, Mário Soares, elected deputy and named prime minister.1977-85 Political pendulum of democratic Portugal moves from center-left to center-right, as Social Democratic Party (PSD) increases hold on assembly and take office under Prime Minister Cavaco Silva. July1985 elections give edge to PSD who advocate strong free-enterprise measures and revision of leftist-generated 1976 Constitution, amended modestly in 1982.1986 January: Portugal joins European Economic Community (EEC).1987 July: General, legislative elections for assembly give more than 50 percent to PSD led by Prime Minister Cavaco Silva. For first time, since 1974, Portugal has a working majority government.1989 June: Following revisions of 1976 Constitution, reprivatization of economy begins, under PS government.January: Presidential elections, Mário Soares reelected for second term. July: General, legislative elections for assembly result in new PSD victory and majority government.January-July: Portugal holds presidency of the Council of the European Economic Community (EEC). December: Tariff barriers fall as fully integrated Common Market established in the EEC.November: Treaty of Maastricht comes into force. The EEC officially becomes the European Union (EU). Portugal is signatory with 11 other member-nations.October: General, legislative elections for assembly result in PS victory and naming of Prime Minister Guterres. PS replace PSD as leading political party. November: Excavations for Lisbon bank uncover ancient Phoenician, Roman, and Christian ruins.January: General, presidential elections; socialist Jorge Sampaio defeats PSD's Cavaco Silva and assumes presidency from Dr. Mário Soares. July: Community of Portuguese Languages Countries (CPLP) cofounded by Portugal and Brazil.May-September: Expo '98 held in Lisbon. Opening of Vasco da Gama Bridge across Tagus River, Europe's longest (17 kilometers/ 11 miles). June: National referendum on abortion law change defeated after low voter turnout. November: National referendum on regionaliza-tion and devolution of power defeated after another low voter turnout.October: General, legislative elections: PS victory over PSD lacks clear majority in parliament. Following East Timor referendum, which votes for independence and withdrawal of Indonesia, outburst of popular outrage in streets, media, and communications of Portugal approves armed intervention and administration of United Nations (and withdrawal of Indonesia) in East Timor. Portugal and Indonesia restore diplomatic relations. December: A Special Territory since 1975, Colony of Macau transferred to sovereignty of People's Republic of China.January-June: Portugal holds presidency of the Council of the EU; end of Discoveries Historical Commemoration Cycle (1988-2000).United Nations forces continue to occupy and administer former colony of East Timor, with Portugal's approval.January: General, presidential elections; PS president Sampaio reelected for second term. City of Oporto, "European City of Culture" for the year, hosts arts festival. December: Municipal elections: PSD defeats PS; socialist prime minister Guterres resigns; President Sampaio calls March parliamentary elections.1 January: Portugal enters single European Currency system. Euro currency adopted and ceases use of former national currency, the escudo. March: Parliamentary elections; PSD defeats PS and José Durão Barroso becomes prime minister. Military modernization law passed. Portugal holds chairmanship of Organization for Security and Co-operation in Europe (OSCE).May: Municipal law passed permitting municipalities to reorganize in new ways.June: Prime Minister Durão Barroso, invited to succeed Romano Prodi as president of EU Commission, resigns. Pedro Santana Lopes becomes prime minister. European Parliament elections held. Conscription for national service in army and navy ended. Mass grave uncovered at Academy of Sciences Museum, Lisbon, revealing remains of several thousand victims of Lisbon earthquake, 1755.February: Parliamentary elections; PS defeats PSD, socialists win first absolute majority in parliament since 1975. José Sócrates becomes prime minister.January: Presidential elections; PSD candidate Aníbal Cavaco Silva elected and assumes presidency from Jorge Sampaio. Portugal's national soccer team ranked 7th out of 205 countries by international soccer association. European Union's Bologna Process in educational reform initiated in Portugal.July-December: Portugal holds presidency of the Council of the European Union. For reasons of economy, Portugal announces closure of many consulates, especially in France and the eastern US. Government begins official inspections of private institutions of higher education, following scandals.2008 January: Prime Minister Sócrates announces location of new Lisbon area airport as Alcochete, on south bank of Tagus River, site of air force shooting range. February: Portuguese Army begins to receive new modern battle tanks (Leopard 2 A6). March: Mass protest of 85,000 public school (primary and secondary levels) teachers in Lisbon schools dispute recent educational policies of minister of education and prime minister. -
14 Stanier, Sir William Arthur
[br]b. 27 May 1876 Swindon, Englandd. 27 September 1965 London, England[br]English Chief Mechanical Engineer of the London Midland \& Scottish Railway, the locomotive stock of which he modernized most effectively.[br]Stanier's career started when he was Office Boy at the Great Western Railway's Swindon works. He was taken on as a pupil in 1892 and steady promotion elevated him to Works Manager in 1920, under Chief Mechanical Engineer George Churchward. In 1923 he became Principal Assistant to Churchward's successor, C.B.Collett. In 1932, at the age of 56 and after some forty years' service with the Great Western Railway (GWR), W.A.Stanier was appointed Chief Mechanical Engineer of the London Midland \& Scottish Railway (LMS). This, the largest British railway, had been formed by the amalgamation in 1923 of several long-established railways, including the London \& North Western and the Midland, that had strong and disparate traditions in locomotive design. A coherent and comprehensive policy had still to emerge; Stanier did, however, inherit a policy of reducing the number of types of locomotives, in the interest of economy, by the withdrawal and replacement of small classes, which had originated with constituent companies.Initially as replacements, Stanier brought in to the LMS a series of highly successful standard locomotives; this practice may be considered a development of that of G.J.Churchward on the GWR. Notably, these new locomotives included: the class 5, mixed-traffic 4–6–0; the 8F heavy-freight 2–8–0; and the "Duchess" 4–6–2 for express passenger trains. Stanier also built, in 1935, a steam-turbine-driven 4–6–2, which became the only steam-turbine locomotive in Britain to have an extended career in regular service, although the economies it provided were insufficient for more of the type to be built. From 1932–3 onwards, and initially as part of a programme to economize on shunting costs by producing a single-manned locomotive, the LMS started to develop diesel shunting locomotives. Stanier delegated much of the responsibility for these to C.E.Fairburn. From 1939 diesel-electric shunting locomotives were being built in quantity for the LMS: this was the first instance of adoption of diesel power on a large scale by a British main-line railway. In a remarkably short time, Stanier transformed LMS locomotive stock, formerly the most backward of the principal British railways, to the point at which it was second to none. He was seconded to the Government as Scientific Advisor to the Ministry of Production in 1942, and retired two years later.[br]Principal Honours and DistinctionsKnighted 1943. FRS 1944. President, Institution of Mechanical Engineers 1941.Bibliography1955, "George Jackson Churchward", Transactions of the Newcomen Society 30 (Stanier provides a unique view of the life and work of his former chief).Further ReadingO.S.Nock, 1964, Sir William Stanier, An Engineering Biography, Shepperton: Ian Allan (a full-length biography).John Bellwood and David Jenkinson, 1976, Oresley and Stanier. A Centenary Tribute, London: HMSO (a comparative account).C.Hamilton Ellis, 1970, London Midland \& Scottish, Shepperton: Ian Allan.PJGRBiographical history of technology > Stanier, Sir William Arthur
-
15 King, James Foster
SUBJECT AREA: Ports and shipping[br]b. 9 May 1862 Erskine, Scotlandd. 11 August 1947 Glasgow, Scotland[br]Scottish naval architect and classification society manager who made a significant contribution to the safety of shipping.[br]King was educated at the High School of Glasgow, and then served an apprenticeship with the Port Glasgow shipyard of Russell \& Co. This was followed by experience in drawing offices in Port Glasgow, Hull and finally in Belfast, where he was responsible for the separate White Star Line drawing office of Harland \& Wolff Ltd, which was then producing the plans for the Atlantic passenger liners Majestic and Teutonic. Following certain unpopular government shipping enactments in 1890, a protest from shipbuilders and shipowners in Ireland, Liverpool and the West of Scotland led to the founding of a new classification society to compete against Lloyd's Register of Shipping. It became known as the British Corporation Register and had headquarters in Glasgow. King was recruited to the staff and by 1903 had become Chief Surveyor, a position he held until his retirement thirty-seven years later. By then the Register was a world leader, with hundreds of thousands of tons of shipping on its books; it acted as consultant to many governments and international agencies. Throughout his working life, King did everything in his power to quantify the risks and problems of ship operation: his contribution to the Load Lines Convention of 1929 was typical, and few major enactments in shipping were designed without his approval. During the inter-war period the performance of the British Corporation outshone that of all rivals, for which King deserved full credit. His especial understanding was for steel structures, and in this respect he ensured that the British Corporation enabled owners to build ships of strengths equal to any others despite using up to 10 per cent less steel within the structure. In 1949 Lloyd's Register of Shipping and the British Corporation merged to form the largest and most influential ship classification society in the world.[br]Principal Honours and DistinctionsCBE 1920. Honorary Member, Institution of Engineers and Shipbuilders in Scotland 1941; North East Coast Institution of Engineers and Shipbuilders (Newcastle) 1943; British Corporation 1940. Honorary Vice-President, Institution of Naval Architects.Further ReadingG.Blake, 1960, Lloyd's Register of Shipping 1760–1960, London: Lloyd's Register. F.M.Walker, 1984, Song of the Clyde. A History of Clyde Shipbuiding, Cambridge: PSL. 1947, The British Corporation Register of Shipping and Aircraft 1890–1947, AnIllustrated Record, 1947, Glasgow.1946, The British Corporation Register. The War Years in Retrospect, 1956, Glasgow.FMW -
16 Porsche, Ferdinand
[br]b. 3 September 1875 Maffersdorf, Austriad. 30 January 1952 Stuttgart, Baden-Württemberg, Germany[br]Austrian automobile engineer, designer of the Volkswagen car.[br]At the age of fifteen, Porsche built a complete electrical installation for his home. In 1894 he went to technical school in Vienna. Four years later he became Manager of the test department of the Bela Egger concern, which later became part of the Brown Boveri organization where he became the first Assistant in the calculating section. In 1899 he joined the long-established coachbuilders Jacob Lohner, and in 1902 a car of his design with mixed drive won the 1,000 kg (2,200 lb) class in the Exelberg races. In 1905 he joined the Austro-Daimler Company as Technical Director; his subsequent designs included an 85 hp mixed-drive racing car in 1907 and in 1912 an air-cooled aircraft engine which came to be known in later years as the "great-grandfather" of the Volkswagen engine. In 1916, he became Managing Director of Austro-Daimler.In 1921 he designed his first small car, which, appearing under the name of Sasch, won its class in the 1922 Targa Florio, a gruelling road-race in Italy. In 1923 Porsche left Austro-Daimler and joined the Daimler Company in Untertürk-heim, near Stuttgart, Germany. In 1929 he joined the firm of Steyr in Austria as a director and chief engineer, and in 1930 he set up his own independent design office in Stuttgart. In 1932 he visited Russia, and in the same year completed the design calculations for the Auto-Union racing car.In 1934, with his son Ferry (b. 1909), he prepared a plan for the construction of the German "people's car", a project initiated by Adolf Hitler and his Nazi regime; in June of that year he signed a contract for the design work on the Volkswagen. Racing cars of his design were also successful in 1934: the rear-engined Auto-Union won the German Grand Prix, and another Au to-Union car took the Flying Kilometre speed record at 327 km/h (203.2 mph). In 1935 Daimler-Benz started preproduction on the Volkswagen. The first trials of the cars took place in the autumn of 1936, and the following year thirty experimental cars were built by Daimler-Benz. In that year, Porsche visited the United States, where he met Henry Ford; in October an Auto-Union took the Flying Five Kilometre record at 404.3 km/h (251.2 mph). On 26 May 1938, the foundation stone of the Volkswagen factory was laid in Wolfsburg, near Braunschweig, Germany.In October 1945 Ferdinand Porsche was arrested by a unit of the United States Army and taken to Hessen; the French army removed him to Baden-Baden, then to Paris and later to Dijon. During this time he was consulted by Renault engineers regarding the design of their 4CV and designed a diesel-engined tractor. He was finally released on 5 August 1947. His last major work before his death was the approval of the design for the Cisitalia Grand Prix car.[br]Principal Honours and DistinctionsPoetting Medal 1905. Officer's Cross of Franz Josef 1916. Honorary PhD, Vienna Technical University 1916. Honorary PhD, University of Stuttgart 1924.Further ReadingK.Ludvigsen, 1983, Porsche: Excellence Was Expected: The Complete History of the Sports and Racing Cars, London: Frederick Muller.T.Shuler and G.Borgeson, 1985, "Origin and Evolution of the VW Beetle", AutomobileQuarterly (May).M.Toogood, 1991, Porsche—Germany's Legend, London: Apple Press.IMcN -
17 Issigonis, Sir Alexander Arnold Constantine (Alec)
[br]b. 18 November 1906 Smyrna (now Izmir), Turkeyd. 2 October 1988 Birmingham, England[br]British automobile designer whose work included the Morris Minor and the Mini series.[br]His father was of Greek descent but was a naturalized British subject in Turkey who ran a marine engineering business. After the First World War, the British in Turkey were evacuated by the Royal Navy, the Issigonis family among them. His father died en route in Malta, but the rest of the family arrived in England in 1922. Alec studied engineering at Battersea Polytechnic for three years and in 1928 was employed as a draughtsman by a firm of consulting engineers in Victoria Street who were working on a form of automatic transmission. He had occasion to travel frequently in the Midlands at this time and visited many factories in the automobile industry. He was offered a job in the drawing office at Humber and lived for a couple of years in Kenilworth. While there he met Robert Boyle, Chief Engineer of Morris Motors (see Morris, William Richard), who offered him a job at Cowley. There he worked at first on the design of independent front suspension. At Morris Motors, he designed the Morris Minor, which entered production in 1948 and continued to be manufactured until 1971. Issigonis disliked mergers, and after the merger of Morris with Austin to form the British Motor Corporation (BMC) he left to join Alvis in 1952. The car he designed there, a V8 saloon, was built as a prototype but was never put into production. Following his return to BMC to become Technical Director in 1955, his most celebrated design was the Mini series, which entered production in 1959. This was a radically new concept: it was unique for its combination of a transversely mounted engine in unit with the gearbox, front wheel drive and rubber suspension system. This suspension system, designed in cooperation with Alex Moulton, was also a fundamental innovation, developed from the system designed by Moulton for the earlier Alvis prototype. Issigonis remained as Technical Director of BMC until his retirement.[br]Further ReadingPeter King, 1989, The Motor Men. Pioneers of the British Motor Industry, London: Quiller Press.IMcNBiographical history of technology > Issigonis, Sir Alexander Arnold Constantine (Alec)
См. также в других словарях:
Office of the Chief, Army Reserve — Office of the Commander Army Reserve Seal of the US Army Reserve Active Country … Wikipedia
Office of the Chief Scientist (Australia) — The Office of the Chief Scientist (OCS) is part of Department of Innovation, Industry, Science and Research (DIISR). Its primary responsibilities are to support the Chief Scientist and the Prime Minister s Science, Engineering and Innovation… … Wikipedia
Chief of Engineers — The Chief of Engineers commands the US Army Corps of Engineers. As a staff officer at The Pentagon, the Chief advises the Army on engineering matters and serves as the Army s topographer and the proponent for real estate and other related… … Wikipedia
Chief of Chaplains of the United States Army — Incumbent: MG Donald L. Rutherford Since: July 22, 2011 First … Wikipedia
Debate over the atomic bombings of Hiroshima and Nagasaki — The Fat Man mushroom cloud resulting from the nuclear explosion over Nagasaki rises 18 km (11 mi, 60,000 ft) into the air from the hypocenter … Wikipedia
Chief Royal Engineer — The Chief Royal Engineer (CRE) is the official head of the Corps of Royal Engineers. He was also the professional head of the Corps until 1941, when that role was moved to that of the Engineer in Chief. Contents 1 Origin and development 2 Modern… … Wikipedia
List of USACE Chiefs of Engineers — United States Army Chief of Engineers Incumbent: Merdith W.B. Temple since: June 17, 2011 (acting) First … Wikipedia
Chief Scientific Adviser to the Ministry of Defence — The Chief Scientific Adviser to the UK s Ministry of Defence is responsible for providing strategic management of science and technology issues in the MoD, most directly through the MoD research budget of well over £1 billion, and sits as a full… … Wikipedia
The Canadian Crown and the Canadian Forces — The Canadian Crown is the controlling authority of the Canadian Forces, evidenced in the command structure, symbols and history of the armed forces of Canada. The monarch is the supreme commander of the forces, though she, her Canadian viceroys,… … Wikipedia
Chief Joseph Dam — Location Douglas and Okanogan counties, United States Coordinates … Wikipedia
Chief Government Architect of the Netherlands — The Chief Government Architect (Dutch: Rijksbouwmeester) is the senior architect for the Dutch Ministry of Housing, Spatial Planning and the Environment (VROM). The Chief Architect s responsibility is to protect and stimulate the architectural… … Wikipedia
