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  • 41 Schmidt, Wilhelm

    [br]
    b. 18 February 1858 Wegeleben, Saxony, Germany
    d. 16 February 1924 Bethel, Westphalia, Germany
    [br]
    German engineer, inventor of an effective means of superheating steam in locomotive boilers.
    [br]
    Schmidt was educated at Dresden Technical High School and worked as an assistant to a locksmith. He experimented with steam engines worked at extremely high pressures and developed ideas for using superheated steam. Two early types of locomotive superheater that he designed were tried out in Prussia in the late 1890s, but his firetube type, which was eventually successful, was first used in Belgium in 1901. Within ten years of its introduction, superheating using Schmidt-type superheaters was standard practice on large locomotives worldwide.
    In the superheater, steam from the boiler is passed through tubular elements within the firetubes before passing to the cylinders. This raises the steam's temperature without increasing its pressure: advantages of doing so include increasing the volume of steam produced and reducing condensation in the cylinders, with consequent economies of fuel and water. Schmidt superheaters were first used in Britain in 1906 by George Hughes, Locomotive Superintendent of the Lancashire \& Yorkshire Railway, on two goods locomotives, and then by D.Earle Marsh on the London Brighton \& South Coast Railway; hefitted them to 4–4–2 express tank locomotives in 1908. These were conspicuously successful in comparative trials with equivalent non-superheated locomotives from the London \& North Western Railway.
    [br]
    Further Reading
    J.Marshall, 1978, A Biographical Dictionary of Railway Engineers, Newton Abbot: David \& Charles.
    P.Ransome-Wallis (ed.), 1959, The Concise Encyclopaedia of World Railway Locomotives, London: Hutchinson, p. 501 (with references to superheaters, pp. 286, 392–4).
    C.Hamilton Ellis, 1959, British Railway History, Vol. II: 1877–1947, George Allen \& Unwin, pp. 268–71 (for the introduction of superheating to Britain).
    PJGR

    Biographical history of technology > Schmidt, Wilhelm

  • 42 McCoy, Elijah

    [br]
    b. 1843 Colchester, Ontario, Canada
    d. 1929 Detroit, Michigan (?), USA
    [br]
    African-American inventor of steam-engine lubricators.
    [br]
    McCoy was born into a community of escaped African-American slaves. As a youth he went to Scotland and served an apprenticeship in Edinburgh in mechanical engineering. He returned to North America and ended up in Ypsilanti, Michigan, seeking employment at the headquarters of the Michigan Central Railroad Company. In spite of his training, the only job McCoy could obtain was that of locomotive fireman. Still, that enabled him to study at close quarters the problem of lubricating adequately the moving parts of a steam locomotive. Inefficient lubrication led to overheating, delays and even damage. In 1872 McCoy patented the first of his lubricating devices, applicable particularly to stationary engines. He assigned his patent rights to W. and S.C.Hamlin of Ypsilanti, from which he derived enough financial resources to develop his invention. A year later he patented an improved hydrostatic lubricator, which could be used for both stationary and locomotive engines, and went on to make further improvements. McCoy's lubricators were widely taken up by other railroads and his employers promoted him from the footplate to the task of giving instruction in the use of his lubricating equipment. Many others had been attempting to achieve the same result and many rival products were on the market, but none was superior to McCoy's, which came to be known as "the Real McCoy", a term that has since acquired a wider application than to engine lubricators. McCoy moved to Detroit, Michigan, as a patent consultant in the railroad business. Altogether, he took out over fifty patents for various inventions, so that he became one of the most prolific of nineteenth-century black inventors, whose activities had been so greatly stimulated by the freedoms they acquired after the American Civil War. His more valuable patents were assigned to investors, who formed the Elijah McCoy Manufacturing Company. McCoy himself, however, was not a major shareholder, so he seems not to have derived the benefit that was due to him.
    [br]
    Further Reading
    P.P.James, 1989, The Real McCoy: African-American Invention and Innovation 1619– 1930, Washington: Smithsonian Institution, pp. 73–5.
    LRD

    Biographical history of technology > McCoy, Elijah

  • 43 Smeaton, John

    [br]
    b. 8 June 1724 Austhorpe, near Leeds, Yorkshire, England
    d. 28 October 1792 Austhorpe, near Leeds, Yorkshire, England
    [br]
    English mechanical and civil engineer.
    [br]
    As a boy, Smeaton showed mechanical ability, making for himself a number of tools and models. This practical skill was backed by a sound education, probably at Leeds Grammar School. At the age of 16 he entered his father's office; he seemed set to follow his father's profession in the law. In 1742 he went to London to continue his legal studies, but he preferred instead, with his father's reluctant permission, to set up as a scientific instrument maker and dealer and opened a shop of his own in 1748. About this time he began attending meetings of the Royal Society and presented several papers on instruments and mechanical subjects, being elected a Fellow in 1753. His interests were turning towards engineering but were informed by scientific principles grounded in careful and accurate observation.
    In 1755 the second Eddystone lighthouse, on a reef some 14 miles (23 km) off the English coast at Plymouth, was destroyed by fire. The President of the Royal Society was consulted as to a suitable engineer to undertake the task of constructing a new one, and he unhesitatingly suggested Smeaton. Work began in 1756 and was completed in three years to produce the first great wave-swept stone lighthouse. It was constructed of Portland stone blocks, shaped and pegged both together and to the base rock, and bonded by hydraulic cement, scientifically developed by Smeaton. It withstood the storms of the English Channel for over a century, but by 1876 erosion of the rock had weakened the structure and a replacement had to be built. The upper portion of Smeaton's lighthouse was re-erected on a suitable base on Plymouth Hoe, leaving the original base portion on the reef as a memorial to the engineer.
    The Eddystone lighthouse made Smeaton's reputation and from then on he was constantly in demand as a consultant in all kinds of engineering projects. He carried out a number himself, notably the 38 mile (61 km) long Forth and Clyde canal with thirty-nine locks, begun in 1768 but for financial reasons not completed until 1790. In 1774 he took charge of the Ramsgate Harbour works.
    On the mechanical side, Smeaton undertook a systematic study of water-and windmills, to determine the design and construction to achieve the greatest power output. This work issued forth as the paper "An experimental enquiry concerning the natural powers of water and wind to turn mills" and exerted a considerable influence on mill design during the early part of the Industrial Revolution. Between 1753 and 1790 Smeaton constructed no fewer than forty-four mills.
    Meanwhile, in 1756 he had returned to Austhorpe, which continued to be his home base for the rest of his life. In 1767, as a result of the disappointing performance of an engine he had been involved with at New River Head, Islington, London, Smeaton began his important study of the steam-engine. Smeaton was the first to apply scientific principles to the steam-engine and achieved the most notable improvements in its efficiency since its invention by Newcomen, until its radical overhaul by James Watt. To compare the performance of engines quantitatively, he introduced the concept of "duty", i.e. the weight of water that could be raised 1 ft (30 cm) while burning one bushel (84 lb or 38 kg) of coal. The first engine to embody his improvements was erected at Long Benton colliery in Northumberland in 1772, with a duty of 9.45 million pounds, compared to the best figure obtained previously of 7.44 million pounds. One source of heat loss he attributed to inaccurate boring of the cylinder, which he was able to improve through his close association with Carron Ironworks near Falkirk, Scotland.
    [br]
    Principal Honours and Distinctions
    FRS 1753.
    Bibliography
    1759, "An experimental enquiry concerning the natural powers of water and wind to turn mills", Philosophical Transactions of the Royal Society.
    Towards the end of his life, Smeaton intended to write accounts of his many works but only completed A Narrative of the Eddystone Lighthouse, 1791, London.
    Further Reading
    S.Smiles, 1874, Lives of the Engineers: Smeaton and Rennie, London. A.W.Skempton, (ed.), 1981, John Smeaton FRS, London: Thomas Telford. L.T.C.Rolt and J.S.Allen, 1977, The Steam Engine of Thomas Newcomen, 2nd edn, Hartington: Moorland Publishing, esp. pp. 108–18 (gives a good description of his work on the steam-engine).
    LRD

    Biographical history of technology > Smeaton, John

  • 44 Bosch, Robert August

    [br]
    b. 23 September 1861 Albeck, near Ulm, Germany
    d. 9 March 1942 Stuttgart, Germany
    [br]
    German engineer, industrialist and pioneer of internal combustion engine electrical systems.
    [br]
    Robert was the eighth of twelve children of the landlord of a hotel in the village of Albeck. He wanted to be a botanist and zoologist, but at the age of 18 he was apprenticed as a precision mechanic. He travelled widely in the south of Germany, which is unusual for an apprenticeship. In 1884, he went to the USA, where he found employment with Thomas A. Edison and his colleague, the German electrical engineer Siegmund Bergmann. During this period he became interested and involved in the rights of workers.
    In 1886 he set up his own workshop in Stuttgart, having spent a short time with Siemens in England. He built up a sound reputation for quality, but the firm outgrew its capital and in 1892 he had to sack nearly all his employees. Fortunately, among the few that he was able to retain were Arnold Zähringer, who later became Manager, and an apprentice, Gottlieb Harold. These two, under Bosch, were responsible for the development of the low-tension (1897) and the high-tension (1902) magneto. They also developed the Bosch sparking plug, again in 1902. The distributor for multi-cylinder engines followed in 1910. These developments, with a strong automotive bias, were stimulated by Bosch's association with Frederick Simms, an Englishman domiciled in Hamburg, who had become a director of Daimler in Canstatt and had secured the UK patent rights of the Daimler engine. Simms went on to invent, in about 1898, a means of varying ignition timing with low-tension magnetos.
    It must be emphasized, as pointed out above, that the invention of neither type of magneto was due to Bosch. Nikolaus Otto introduced a crude low-tension magneto in 1884, but it was not patented in Germany, while the high-tension magneto was invented by Paul Winand, a nephew of Otto's partner Eugen Langen, in 1887, this patent being allowed to lapse in 1890.
    Bosch's social views were advanced for his time. He introduced an eight-hour day in 1906 and advocated industrial arbitration and free trade, and in 1932 he wrote a book on the prevention of world economic crises, Die Verhütung künftiger Krisen in der Weltwirtschaft. Other industrialists called him the "Red Bosch" because of his short hours and high wages; he is reputed to have replied, "I do not pay good wages because I have a lot of money, I have a lot of money because I pay good wages." The firm exists to this day as the giant multi-national company Robert Bosch GmbH, with headquarters still in Stuttgart.
    [br]
    Further Reading
    T.Heuss, 1994, Robert Bosch: His Life and Achievements (trans. S.Gillespie and J. Kapczynski), New York: Henry Holt \& Co.
    JB

    Biographical history of technology > Bosch, Robert August

  • 45 Langen, Eugen

    [br]
    b. 1839 Germany
    d. 1895 Germany
    [br]
    German engineer and businessmen.
    [br]
    A sound engineering training combined with an inherited business sense were credentials that Langen put to good use in his association with internal-combustion engines. The sight of a working engine built by N.A. Otto in 1864 convinced Langen that this was a means to provide power in industry. Shortly afterwards, assisted by members of his family, he formed the company N.A.Otto and Cie, Cologne, the world's first engine factory. At the Paris Exhibition of 1867, the new Otto-Langen Atmospheric Gas Engine was awarded a Gold Medal, and in 1870 Crossley Bros of Manchester was appointed sole agent and manufacturer in Britain. Under Langen's guidance, the firm grew, and in 1872 it was renamed Die Gasmotoren Fabrik, employing Gottlieb Daimler and Wilhelm Maybach. Apart from running the business, Langen often played peacemaker when differences arose between Daimler and Otto. The success of the firm, known today as Klockner-Humboldt-Deutz, owed much to Langen's business and technical skills. Langen was a strong supporter of Otto's constant efforts to produce a better engine, and his confidence was justified by the appearance, in 1876, of Otto's four-stroke engine. The two men remained close friends until Otto's death in 1892.
    [br]
    Further Reading
    Friederick Sass, 1962, Geschichte des deutschen Verbrennungsmotorenbaues von 1860 bis 1918, Berlin: Springen Verlag (a detailed account).
    Gustav Goldbeck, 1964, Kraft für die Welt: 100 Jahre Klockner-Humboldt-Deutz AG, Dusseldorf (an account of the history and development of Klockner Humboldt).
    KAB

    Biographical history of technology > Langen, Eugen

  • 46 Rateau, Auguste Camille-Edmond

    [br]
    b. 13 October 1863 Royan, France
    d. 13 January 1930 Neuilly-sur-Seine, France
    [br]
    French constructor of turbines, inventor of the turbo compressor and a centrifugal fan for mine ventilation.
    [br]
    A don of the Ecole Polytechnique and the Ecole Supérieure des Mines in Paris, Rateau joined the French Corps des Mines in 1887. Between 1888 and 1898 he taught applied mechanics and electro technics at the Ecole des Mines in St-Etienne. Trying to apply the results of his research to practise, he became into contact with commercial firms, before he was appointed Professor of Industrial Electricity at the Ecole Supérieure des Mines in Paris in 1902. He held this position until 1910, although he founded the Société Anonyme Rateau in Paris in 1903 which by the time of his death had subsidiaries in most of the industrial centres of Europe. By the middle of the nineteenth century, when the increasing problems of ventilation in coal mines had become evident and in many countries had led to several unsatisfactory mechanical constructions, Rateau concentrated on this problem soon after he began working in St-Etienne. The result of his research was the design of a centrifugal fan in 1887 with which he established the principles of mechanical ventilation on a general basis that led to future developments and helped, together with the ventilator invented by Capell in England, to pave the way for the use of electricity in mine ventilation.
    Rateau continued the study of fluid mechanics and the applications of rotating engines, and after he had published widely on this subject he began to construct many steam turbines, centrifugal compressors and centrifugal pumps. The multicellular Rateau turbine of 1901 became the prototype for many others constructors. During the First World War, when he was very active in the French armaments industry, he developed the invention of the automatic supercharger for aircraft engines and later diesel engines.
    [br]
    Principal Honours and Distinctions
    Académie des Sciences, Prix Fourneyron 1899, Prix Poncelet 1911, Member 1918.
    Bibliography
    1892, Considérations sur les turbo-machines et en particulier sur les ventilateurs, St- Etienne.
    Further Reading
    H.H.Suplee, 1930, obituary, Mechanical Engineering 52:570–1.
    L.Leprince-Ringuet (ed.), 1951, Les inventeurs célèbres, Geneva: 151–2 (a comprehensive description of his life and the importance of his turbines).
    WK

    Biographical history of technology > Rateau, Auguste Camille-Edmond

  • 47 Seguin, Marc

    [br]
    b. 20 April 1786 Annonay, Ardèche, France
    d. 24 February 1875 Annonay, Ardèche, France
    [br]
    French engineer, inventor of multi-tubular firetube boiler.
    [br]
    Seguin trained under Joseph Montgolfier, one of the inventors of the hot-air balloon, and became a pioneer of suspension bridges. In 1825 he was involved in an attempt to introduce steam navigation to the River Rhône using a tug fitted with a winding drum to wind itself upstream along a cable attached to a point on the bank, with a separate boat to transfer the cable from point to point. The attempt proved unsuccessful and was short-lived, but in 1825 Seguin had decided also to seek a government concession for a railway from Saint-Etienne to Lyons as a feeder of traffic to the river. He inspected the Stockton \& Darlington Railway and met George Stephenson; the concession was granted in 1826 to Seguin Frères \& Ed. Biot and two steam locomotives were built to their order by Robert Stephenson \& Co. The locomotives were shipped to France in the spring of 1828 for evaluation prior to construction of others there; each had two vertical cylinders, one each side between front and rear wheels, and a boiler with a single large-diameter furnace tube, with a watertube grate. Meanwhile, in 1827 Seguin, who was still attempting to produce a steamboat powerful enough to navigate the fast-flowing Rhône, had conceived the idea of increasing the heating surface of a boiler by causing the hot gases from combustion to pass through a series of tubes immersed in the water. He was soon considering application of this type of boiler to a locomotive. He applied for a patent for a multi-tubular boiler on 12 December 1827 and carried out numerous experiments with various means of producing a forced draught to overcome the perceived obstruction caused by the small tubes. By May 1829 the steam-navigation venture had collapsed, but Seguin had a locomotive under construction in the workshops of the Lyons-Sain t- Etienne Railway: he retained the cylinder layout of its Stephenson locomotives, but incorporated a boiler of his own design. The fire was beneath the barrel, surrounded by a water-jacket: a single large flue ran towards the front of the boiler, whence hot gases returned via many small tubes through the boiler barrel to a chimney above the firedoor. Draught was provided by axle-driven fans on the tender.
    Seguin was not aware of the contemporary construction of Rocket, with a multi-tubular boiler, by Robert Stephenson; Rocket had its first trial run on 5 September 1829, but the precise date on which Seguin's locomotive first ran appears to be unknown, although by 20 October many experiments had been carried out upon it. Seguin's concept of a multi-tubular locomotive boiler therefore considerably antedated that of Henry Booth, and his first locomotive was completed about the same date as Rocket. It was from Rocket's boiler, however, rather than from that of Seguin's locomotive, that the conventional locomotive boiler was descended.
    [br]
    Bibliography
    February 1828, French patent no. 3,744 (multi-tubular boiler).
    1839, De l'Influence des chemins de fer et de l'art de les tracer et de les construire, Paris.
    Further Reading
    F.Achard and L.Seguin, 1928, "Marc Seguin and the invention of the tubular boiler", Transactions of the Newcomen Society 7 (traces the chronology of Seguin's boilers).
    ——1928, "British railways of 1825 as seen by Marc Seguin", Transactions of the Newcomen Society 7.
    J.B.Snell, 1964, Early Railways, London: Weidenfeld \& Nicolson.
    J.-M.Combe and B.Escudié, 1991, Vapeurs sur le Rhône, Lyons: Presses Universitaires de Lyon.
    PJGR

    Biographical history of technology > Seguin, Marc

  • 48 Fox, Samson

    [br]
    b. 11 July 1838 Bowling, near Bradford, Yorkshire, England
    d. 24 October 1903 Walsall, Staffordshire, England
    [br]
    English engineer who invented the corrugated boiler furnace.
    [br]
    He was the son of a cloth mill worker in Leeds and at the age of 10 he joined his father at the mill. Showing a mechanical inclination, he was apprenticed to a firm of machine-tool makers, Smith, Beacock and Tannett. There he rose to become Foreman and Traveller, and designed and patented tools for cutting bevelled gears. With his brother and one Refitt, he set up the Silver Cross engineering works for making special machine tools. In 1874 he founded the Leeds Forge Company, acting as Managing Director until 1896 and then as Chairman until shortly before his death.
    It was in 1877 that he patented his most important invention, the corrugated furnace for steam-boilers. These furnaces could withstand much higher pressures than the conventional form, and higher working pressures in marine boilers enabled triple-expansion engines to be installed, greatly improving the performance of steamships, and the outcome was the great ocean-going liners of the twentieth century. The first vessel to be equipped with the corrugated furnace was the Pretoria of 1878. At first the furnaces were made by hammering iron plates using swage blocks under a steam hammer. A plant for rolling corrugated plates was set up at Essen in Germany, and Fox installed a similar mill at his works in Leeds in 1882.
    In 1886 Fox installed a Siemens steelmaking plant and he was notable in the movement for replacing wrought iron with steel. He took out several patents for making pressed-steel underframes for railway wagons. The business prospered and Fox opened a works near Chicago in the USA, where in addition to wagon underframes he manufactured the first American pressed-steel carriages. He later added a works at Pittsburgh.
    Fox was the first in England to use water gas for his metallurgical operations and for lighting, with a saving in cost as it was cheaper than coal gas. He was also a pioneer in the acetylene industry, producing in 1894 the first calcium carbide, from which the gas is made.
    Fox took an active part in public life in and around Leeds, being thrice elected Mayor of Harrogate. As a music lover, he was a benefactor of musicians, contributing no less than £45,000 towards the cost of building the Royal College of Music in London, opened in 1894. In 1897 he sued for libel the author Jerome K.Jerome and the publishers of the Today magazine for accusing him of misusing his great generosity to the College to give a misleading impression of his commercial methods and prosperity. He won the case but was not awarded costs.
    [br]
    Principal Honours and Distinctions
    Royal Society of Arts James Watt Silver Medal and Howard Gold Medal. Légion d'honneur 1889.
    Bibliography
    1877, British Patent nos. 1097 and 2530 (the corrugated furnace or "flue", as it was often called).
    Further Reading
    Obituary, 1903, Proceedings of the Institution of Mechanical Engineers: 919–21.
    Obituary, 1903, Proceedings of the Institution of Civil Engineers (the fullest of the many obituary notices).
    G.A.Newby, 1993, "Behind the fire doors: Fox's corrugated furnace 1877 and the high pressure steamship", Transactions of the Newcomen Society 64.
    LRD

    Biographical history of technology > Fox, Samson

  • 49 Laval, Carl Gustaf Patrik de

    [br]
    b. 9 May 1845 Orsa, Sweden
    d. 2 February 1913 Stockholm, Sweden
    [br]
    Swedish inventor of an advanced cream separator and a steam turbine.
    [br]
    Gustaf de Laval was educated at the Stockholm Technical Institute and Uppsala University. He proved to have an unfailing vigour and variety in his inventive talent, for his interests ranged from electric lighting and electrometallurgy to aerodynamics. In the 1890s he employed over one hundred engineers to develop his inventions, but he was best known for two: the cream separator and a steam turbine. In 1877 he invented the high-speed centrifugal cream separator, which was probably the greatest advance in butter-making up to that time. By 1880 the separators were being successfully marketed all over the world, for they were quickly adopted in larger dairies where they effected enormous savings in labour and space. He followed this with various devices for the dairy industry, including a vacuum milking machine perfected in 1913. In c. 1882, de Laval invented a turbine on the principle of Hero's engine, but he quickly turned his attention to the impulse type, which was like Branca's, with a jet of steam impinging on a set of blades around the periphery of a wheel. He applied for a British patent in 1889. The steam was expanded in a single stage from the initial to the final pressure: to secure economy with the steam issuing at high velocity, the blades also had to rotate at high velocity. An early 5 hp (3.7 kW) turbine rotated at 30,000 rpm, so reduction gearing had to be introduced. Production started in Sweden in 1893 and in other countries at about the same time. In 1892 de Laval proposed employing one of his turbines of 15 hp (11 kW) in an experimental launch, but there is no evidence that it was ever actually installed in a vessel. However, his turbines were popular for powering electric generating sets for lighting textile mills and ships, and by 1900 were available in sizes up to 300 bhp (224 kW).
    [br]
    Bibliography
    1889, British patent no. 7,143 (steam turbine).
    Further Reading
    T.Althin, 1943, Life of de Laval, Stockholm (a full biography).
    T.I.Williams (ed.), 1969, A Biographical Dictionary of Scientists, London: A. \& C. Black (contains a brief biography).
    R.M.Neilson, 1902, The Steam Turbine, London: Longmans, Green \& Co. (fully covers the development of de Laval's steam turbine).
    H.W.Dickinson, 1938, A Short History of the Steam Engine, Cambridge University Press (contains a short account of the development of the steam turbine).
    R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (contains a short account).
    RLH

    Biographical history of technology > Laval, Carl Gustaf Patrik de

  • 50 Pounder, Cuthbert Coulson

    [br]
    b. 10 May 1891 Hartlepool, England
    d. 18 December 1982 Belfast (?), Northern Ireland
    [br]
    English marine engineer and exponent of the slow-speed diesel engine.
    [br]
    Pounder served an apprenticeship with Richardsons Westgarth, marine engineers in north east England. Shortly after, he moved to Harland \& Wolff of Belfast and there fulfilled his life's work. He rose to the rank of Director but is remembered for his outstanding leadership in producing the most advanced steam and diesel machinery installations of their time. Harland \& Wolff were the main licensees for the Burmeister \& Wain marine diesel system, and the Copenhagen company made most of the decisions on design; however, Pounder often found himself in the hot seat and once had the responsibility of concurring with the shipyard's decision to build three Atlantic liners with the largest diesel engines in the world, well beyond the accepted safe levels of extrapolation. With this, Belfast secured worldwide recognition as builders of diesel-driven liners. During the German occupation of Denmark (1940–5), the engineering department at Belfast worked on its own and through systematic research and experimentation built up a database of information that was invaluable in the postwar years.
    Pounder was instrumental in the development of airless injection diesel fuel pumps. He was a stalwart supporter of all research and development, and while at Belfast was involved in the building of twelve hundred power units. While in his twenties, Pounder began a literary career which continued for sixty years. The bulk of his books and papers were on engineering and arguably the best known is his work on marine diesel engines, which ran to many editions. He was Chairman of Pametrada, the marine engineering research council of Great Britain, and later of the machinery committee of the British Ship Research Association. He regarded good relations within the industry as a matter of paramount importance.
    [br]
    Principal Honours and Distinctions
    President, Institute of Marine Engineers; Denny Gold Medal 1839, 1959. Institution of Mechanical Engineers Ackroyd Stewart Award; James Clay ton Award.
    Further Reading
    Michael Moss and John R.Hume, 1986, Shipbuilders to the World, Belfast: Blackstaff.
    FMW

    Biographical history of technology > Pounder, Cuthbert Coulson

  • 51 Giffard, Baptiste Henry Jacques (Henri)

    [br]
    b. 8 February 1825 Paris, France
    d. 14 April 1882 Paris, France
    [br]
    French pioneer of airships and balloons, inventor of an injector for steam-boiler feedwater.
    [br]
    Giffard entered the works of the Western Railway of France at the age of 16 but became absorbed by the problem of steam-powered aerial navigation. He proposed a steam-powered helicopter in 1847, but he then turned his attention to an airship. He designed a lightweight coke-burning, single-cylinder steam engine and boiler which produced just over 3 hp (2.2 kW) and mounted it below a cigar-shaped gas bag 44 m (144 ft) in length. A triangular rudder was fitted at the rear to control the direction of flight. On 24 September 1852 Giffard took off from Paris and, at a steady 8 km/h (5 mph), he travelled 28 km (17 miles) to Trappes. This can be claimed to be the first steerable lighter-than-air craft, but with a top speed of only 8 km/h (5 mph) even a modest headwind would have reduced the forward speed to nil (or even negative). Giffard built a second airship, which crashed in 1855, slightly injuring Giffard and his companion; a third airship was planned with a very large gas bag in order to lift the inherently heavy steam engine and boiler, but this was never built. His airships were inflated by coal gas and refusal by the gas company to provide further supplies brought these promising experiments to a premature end.
    As a draughtsman Giffard had the opportunity to travel on locomotives and he observed the inadequacies of the feed pumps then used to supply boiler feedwater. To overcome these problems he invented the injector with its series of three cones: in the first cone (convergent), steam at or below boiler pressure becomes a high-velocity jet; in the second (also convergent), it combines with feedwater to condense and impart high velocity to it; and in the third (divergent), that velocity is converted into pressure sufficient to overcome the pressure of steam in the boiler. The injector, patented by Giffard, was quickly adopted by railways everywhere, and the royalties provided him with funds to finance further experiments in aviation. These took the form of tethered hydrogen-inflated balloons of successively larger size. At the Paris Exposition of 1878 one of these balloons carried fifty-two passengers on each tethered "flight". The height of the balloon was controlled by a cable attached to a huge steam-powered winch, and by the end of the fair 1,033 ascents had been made and 35,000 passengers had seen Paris from the air. This, and similar balloons, greatly widened the public's interest in aeronautics. Sadly, after becoming blind, Giffard committed suicide; however, he died a rich man and bequeathed large sums of money to the State for humanitarian an scientific purposes.
    [br]
    Principal Honours and Distinctions
    Croix de la Légion d'honneur 1863.
    Bibliography
    1860, Notice théorique et pratique sur l'injecteur automoteur.
    1870, Description du premier aérostat à vapeur.
    Further Reading
    Dictionnaire de biographie française.
    Gaston Tissandier, 1872, Les Ballons dirigeables, Paris.
    —1878, Le Grand ballon captif à vapeur de M. Henri Giffard, Paris.
    W.de Fonvielle, 1882, Les Ballons dirigeables à vapeur de H.Giffard, Paris. Giffard is covered in most books on balloons or airships, e.g.: Basil Clarke, 1961, The History of Airships, London. L.T.C.Rolt, 1966, The Aeronauts, London.
    Ian McNeill (ed.), 1990, An Encyclopaedia of the History of Technology, London: Routledge, pp. 575 and 614.
    J.T.Hodgson and C.S.Lake, 1954, Locomotive Management, Tothill Press, p. 100.
    PJGR / JDS

    Biographical history of technology > Giffard, Baptiste Henry Jacques (Henri)

  • 52 Gurney, Sir Goldsworthy

    [br]
    b. 14 February 1793 Treator, near Padstow, Cornwall, England
    d. 28 February 1875 Reeds, near Bude, Cornwall, England
    [br]
    English pioneer of steam road transport.
    [br]
    Educated at Truro Grammar School, he then studied under Dr Avery at Wadebridge to become a doctor of medicine. He settled as a surgeon in Wadebridge, spending his leisure time in building an organ and in the study of chemistry and mechanical science. He married Elizabeth Symons in 1814, and in 1820 moved with his wife to London. He delivered a course of lectures at the Surrey Institution on the elements of chemical science, attended by, amongst others, the young Michael Faraday. While there, Gurney made his first invention, the oxyhydrogen blowpipe. For this he received the Gold Medal of the Society of Arts. He experimented with lime and magnesia for the production of an illuminant for lighthouses with some success. He invented a musical instrument of glasses played like a piano.
    In 1823 he started experiments related to steam and locomotion which necessitated taking a partner in to his medical practice, from which he resigned shortly after. His objective was to produce a steam-driven vehicle to run on common roads. His invention of the steam-jet of blast greatly improved the performance of the steam engine. In 1827 he took his steam carriage to Cyfarthfa at the request of Mr Crawshaw, and while there applied his steam-jet to the blast furnaces, greatly improving their performance in the manufacture of iron. Much of the success of George Stephenson's steam engine, the Rocket was due to Gurney's steam blast.
    In July 1829 Gurney made a historic trip with his road locomotive. This was from London to Bath and back, which was accomplished at a speed of 18 mph (29 km/h) and was made at the instigation of the Quartermaster-General of the Army. So successful was the carriage that Sir Charles Dance started to run a regular service with it between Gloucester and Cheltenham. This ran for three months without accident, until Parliament introduced prohibitive taxation on all self-propelled vehicles. A House of Commons committee proposed that these should be abolished as inhibiting progress, but this was not done. Sir Goldsworthy petitioned Parliament on the harm being done to him, but nothing was done and the coming of the railways put the matter beyond consideration. He devoted his time to finding other uses for the steam-jet: it was used for extinguishing fires in coal-mines, some of which had been burning for many years; he developed a stove for the production of gas from oil and other fatty substances, intended for lighthouses; he was responsible for the heating and the lighting of both the old and the new Houses of Parliament. His evidence after a colliery explosion resulted in an Act of Parliament requiring all mines to have two shafts. He was knighted in 1863, the same year that he suffered a stroke which incapacitated him. He retired to his house at Reeds, near Bude, where he was looked after by his daughter, Anna.
    [br]
    Principal Honours and Distinctions
    Knighted 1863. Society of Arts Gold Medal.
    IMcN

    Biographical history of technology > Gurney, Sir Goldsworthy

  • 53 Porta, Giovanni Battista (Giambattista) della

    [br]
    b. between 3 October and 15 November 1535 Vico Equense, near Naples, Italy
    d. 4 February 1615 Naples, Italy
    [br]
    Italian natural philosopher who published many scientific books, one of which covered ideas for the use of steam.
    [br]
    Giambattista della Porta spent most of his life in Naples, where some time before 1580 he established the Accademia dei Segreti, which met at his house. In 1611 he was enrolled among the Oziosi in Naples, then the most renowned literary academy. He was examined by the Inquisition, which, although he had become a lay brother of the Jesuits by 1585, banned all further publication of his books between 1592 and 1598.
    His first book, the Magiae Naturalis, which covered the secrets of nature, was published in 1558. He had been collecting material for it since the age of 15 and he saw that science should not merely represent theory and contemplation but must arrive at practical and experimental expression. In this work he described the hardening of files and pieces of armour on quite a large scale, and it included the best sixteenth-century description of heat treatment for hardening steel. In the 1589 edition of this work he covered ways of improving vision at a distance with concave and convex lenses; although he may have constructed a compound microscope, the history of this instrument effectively begins with Galileo. His theoretical and practical work on lenses paved the way for the telescope and he also explored the properties of parabolic mirrors.
    In 1563 he published a treatise on cryptography, De Furtivis Liter arum Notis, which he followed in 1566 with another on memory and mnemonic devices, Arte del Ricordare. In 1584 and 1585 he published treatises on horticulture and agriculture based on careful study and practice; in 1586 he published De Humana Physiognomonia, on human physiognomy, and in 1588 a treatise on the physiognomy of plants. In 1593 he published his De Refractione but, probably because of the ban by the Inquisition, no more were produced until the Spiritali in 1601 and his translation of Ptolemy's Almagest in 1605. In 1608 two new works appeared: a short treatise on military fortifications; and the De Distillatione. There was an important work on meteorology in 1610. In 1601 he described a device similar to Hero's mechanisms which opened temple doors, only Porta used steam pressure instead of air to force the water out of its box or container, up a pipe to where it emptied out into a higher container. Under the lower box there was a small steam boiler heated by a fire. He may also have been the first person to realize that condensed steam would form a vacuum, for there is a description of another piece of apparatus where water is drawn up into a container at the top of a long pipe. The container was first filled with steam so that, when cooled, a vacuum would be formed and water drawn up into it. These are the principles on which Thomas Savery's later steam-engine worked.
    [br]
    Further Reading
    Dictionary of Scientific Biography, 1975, Vol. XI, New York: C.Scribner's Sons (contains a full biography).
    H.W.Dickinson, 1938, A Short History of the Steam Engine, Cambridge University Press (contains an account of his contributions to the early development of the steam-engine).
    C.Singer (ed.), 1957, A History of Technology, Vol. III, Oxford University Press (contains accounts of some of his other discoveries).
    I.Asimov (ed.), 1982, Biographical Encyclopaedia of Science and Technology, 2nd edn., New York: Doubleday.
    G.Sarton, 1957, Six wings: Men of Science in the Renaissance, London: Bodley Head, pp. 85–8.
    RLH / IMcN

    Biographical history of technology > Porta, Giovanni Battista (Giambattista) della

  • 54 Séguin, Louis

    [br]
    b. 1869
    d. 1918
    [br]
    French co-designer, with his brother Laurent Séguin (b. 1883 Rhône, France; d. 1944), of the extremely successful Gnome rotary engines.
    [br]
    Most early aero-engines were adaptations of automobile engines, but Louis Séguin and his brother Laurent set out to produce a genuine aero-engine. They decided to build a "rotary" engine in which the crankshaft remained stationary and the cylinders rotated: the propeller was attached to the cylinders. The idea was not new, for rotary engines had been proposed by engineers from James Watt to Samuel P. Langley, rival of the Wright brothers. (An engine with stationary cylinders and a rotating crankshaftplus-propeller is classed as a "radial".) Louis Séguin formed the Société des Moteurs Gnome in 1906 to build stationary industrial engines. Laurent joined him to develop a lightweight engine specifically for aeronautical use. They built a fivecylinder air-cooled radial engine in 1908 and then a prototype seven-cylinder rotary engine. Later in the year the Gnome Oméga rotary, developing 50 hp (37 kW), was produced. This was test-flown in a Voisin biplane during June 1909. The Gnome was much lighter than its conventional rivals and surprisingly reliable in view of the technical problems of supplying rotating cylinders with the petrol-air mixture and a spark to ignite it. It was an instant success.
    Gnomes were mass-produced for use during the First World War. Both sides built and flew rotary engines, which were improved over the years until, by 1917, their size had grown to such an extent that a further increase was not practicable. The gyroscopic effects of a large rotating engine became a serious handicap to manoeuvrability, and the technical problems inherent in a rotary engine were accentuated.
    [br]
    Bibliography
    1912, L'Aérophile 20(4) (Louis Séguin's description of the Gnome).
    Further Reading
    C.F.Taylor, 1971, "Aircraft Propulsion", Smithsonian Annals of Flight 1(4) (an account of the evolution of aircraft piston engines).
    A.Nahum, 1987, the Rotary Aero-Engine, London.
    JDS

    Biographical history of technology > Séguin, Louis

  • 55 Hancock, Walter

    [br]
    b. 16 June 1799 Marlborough, Wiltshire, England d. 14 May 1852
    [br]
    English engineer and promoter of steam locomotion on common roads.
    [br]
    He was the sixth son of James Hancock, a cabinet-maker and merchant of Marlborough, Wiltshire. Initially Walter was apprenticed to a watchmaker and jeweller in London, but he soon turned his attention to engineering. In 1824 he invented a steam engine in which the cylinder and piston were replaced by two flexible bags of several layers of canvas and rubber solution, which were alternately filled with steam. The engine worked satisfactorily at Hancock's works in Stratford and its simplicity and lightness suggested its suitability for road carriages. Initial experiments were not very successful, but Hancock continued to experiment. After many trials in and around London, the Infant began a regular run between Stratford and London in February 1831. The following year he built the Era for the London and Brighton Steam Carriage Company. The Enterprise was next put on the road, by the London and Paddington Steam Carriage Company in April 1833. The Autopsy started to run from Finsbury Square to Pentonville in October of the same year and ran alternately with the Erin between the City and Paddington. Hancock's interest in steam road locomotion continued until about 1840, by which time he had built ten carriages. But by then public interest had declined and most of the companies involved had failed. Later, he turned his attention to indiarubber, working with his brother Thomas Hancock. In 1843 he obtained a patent for cutting rubber into sheets and for a method of preparing a solution of rubber.
    [br]
    Bibliography
    1838, Narrative of Twelve Years of Experiments (1824–1836) Demonstrative of the Practicability and Advantages of Employing Steam Carriages on Common Roads, London.
    IMcN

    Biographical history of technology > Hancock, Walter

  • 56 Maybach, Wilhelm

    [br]
    b. 9 February 1846 Heilbronn, Württemberg, Germany
    d. 14 December 1929 Stuttgart, Germany
    [br]
    German engineer and engine designer, inventor of the spray carburettor.
    [br]
    Orphaned at the age of 10, Maybach was destined to become one of the world's most renowned engine designers. From 1868 he was apprenticed as a draughtsman at the Briiderhaus Engineering Works in Reurlingen, where his talents were recognized by Gottlieb Daimler, who was Manager and Technical Director. Nikolaus Otto had by then developed his atmospheric engine and reorganized his company, Otto \& Langen, into Gasmotorenfabrik Deutz, of which he appointed Daimler Manager. After employment at a machine builders in Karlsruhe, in 1872 Maybach followed Daimler to Deutz where he worked as a partner on the design of high-speed engines: his engines ran at up to 900 rpm, some three times as fast as conventional engines of the time. Maybach made improvements to the timing, carburation and other features. In 1881 Daimler left the Deutz Company and set up on his own as a freelance inventor, moving with his family to Bad Cannstatt; in April 1882 Maybach joined him as Engineer and Designer to set up a partnership to develop lightweight high-speed engines suitable for vehicles. A motor cycle appeared in 1885 and a modified horse-drawn carriage was fitted with a Maybach engine in 1886. Other applications to small boats, fire-engine pumps and small locomotives quickly followed, and the Vee engine of 1890 that was fitted into the French Peugeot automobiles had a profound effect upon the new sport of motor racing. In 1895 Daimler won the first international motor race and the same year Maybach became Technical Director of the Daimler firm. In 1899 Emil Jellinek, Daimler agent in France and also Austro-Hungarian consul, required a car to compete with Panhard and Levassor, who had been victorious in the Paris-Bordeaux race; he wanted more power and a lower centre of gravity, and turned to Maybach with his requirements, the 35 hp Daimler- Simplex of 1901 being the outcome. Its performance and road holding superseded those of all others at the time; it was so successful that Jellinek immediately placed an order for thirty-six cars. His daughter's name was Mercedes, after whom, when the merger of Daimler and Benz came about, the name Mercedes-Benz was adopted.
    In his later years, Maybach designed the engine for the Zeppelin airships. He retired from the Daimler Company in 1907.
    [br]
    Principal Honours and Distinctions
    Society of German Engineers Grashof Medal (its highest honour). In addition to numerous medals and titles from technical institutions, Maybach was awarded an honorary doctorate from the Stuttgart Institute of Technology.
    Further Reading
    F.Schidberger, Gottlieb Daimler, Wilhelm Maybach and Karl Benz, Stuttgart: Daimler Benz AG.
    1961, The Annals of Mercedes-Benz Motor Vehicles and Engines, 2nd edn, Stuttgart: Daimler Benz AG.
    E.Johnson, 1986, The Dawn of Motoring.
    KAB / IMcN

    Biographical history of technology > Maybach, Wilhelm

  • 57 Griffith, Alan Arnold

    [br]
    b. 13 June 1893 London, England
    d. 13 October 1963 Farnborough, England
    [br]
    English research engineer responsible for many original ideas, including jet-lift aircraft.
    [br]
    Griffith was very much a "boffin", for he was a quiet, thoughtful man who shunned public appearances, yet he produced many revolutionary ideas. During the First World War he worked at the Royal Aircraft Factory, Farnborough, where he carried out research into structural analysis. Because of his use of soap films in solving torsion problems, he was nicknamed "Soap-bubble".
    During the 1920s Griffith carried out research into gas-turbine design at the Royal Aircraft Establishment (RAE; as the Royal Aircraft Factory had become). In 1929 he made proposals for a gas turbine driving a propeller (a turboprop), but the idea was shelved. In the 1930s he was head of the Engine Department of the RAE and developed multi-stage axial compressors, which were later used in jet engines. This work attracted the attention of E.W. (later Lord) Hives of Rolls-Royce who persuaded Griffith to join Rolls-Royce in 1939. His first major project was a "contra-flow" jet engine, which was a good idea but a practical failure. However, Griffith's axial-flow compressor experience played an important part in the success of Rolls-Royce jet engines from the Avon onwards. He also proposed the bypass principle used for the Conway.
    Griffith experimented with suction to control the boundary layer on wings, but his main interest in the 1950s centred on vertical-take-off and -landing aircraft. He developed the remarkable "flying bedstead", which consisted of a framework (the bedstead) in which two jet engines were mounted with their jets pointing downwards, thus lifting the machine vertically. It first flew in 1954 and provided much valuable data. The Short SC1 aircraft followed, with four small jets providing lift for vertical take-off and one conventional jet to provide forward propulsion. This flew successfully in the late 1950s and early 1960s. Griffith proposed an airliner with lifting engines, but the weight of the lifting engines when not in use would have been a serious handicap. He retired in 1960.
    [br]
    Principal Honours and Distinctions
    CBE 1948. FRS 1941. Royal Aeronautical Society Silver Medal 1955; Blériot Medal 1962.
    Bibliography
    Griffith produced many technical papers in his early days; for example: 1926, Aerodynamic Theory of Turbine Design, Farnborough.
    Further Reading
    D.Eyre, 1966, "Dr A.A.Griffith, CBE, FRS", Journal of the Royal Aeronautical Society (June) (a detailed obituary).
    F.W.Armstrong, 1976, "The aero engine and its progress: fifty years after Griffith", Aeronautical Journal (December).
    O.Stewart, 1966, Aviation: The Creative Ideas, London (provides brief descriptions of Griffith's many projects).
    JDS

    Biographical history of technology > Griffith, Alan Arnold

  • 58 Webb, Francis William

    [br]
    b. 21 May 1836 Tixall, Staffordshire, England
    d. 4 June 1906 Bournemouth, England
    [br]
    English locomotive engineer who pioneered compound locomotives in Britain and the use of steel for boilers.
    [br]
    Webb was a pupil at Crewe Works, London \& North Western Railway (LNWR), under F. Trevithick (son of Richard Trevithick), and was subsequently placed in charge of the works under Trevithick's successor, J.Ramsbottom. After a brief spell away from the LNWR, Webb returned in 1871 and was made Chief Mechanical Engineer, a post he held until his retirement in 1904.
    Webb's initial designs included the highly successful "Precedent" or "Jumbo" class 2– 4–0, from which the example Hardwicke (now preserved by the National Railway Museum, York) achieved an average speed of 67.2 mph (108.1 km/h) between Crewe and Carlisle in 1895. His 0–6–0 "coal engines" were straightforward and cheap and were built in large numbers. In 1879 Webb, having noted the introduction of compound locomotives in France by J.T.A. Mallet, rebuilt an existing 2–2–2 locomotive as a two-cylinder compound. Then in 1882, seeking fuel economy and the suppression of coupling rods, he produced a compound locomotive to his own design, the 2–2, 2–0 Experiment, in which two outside high-pressure cylinders drove the rear driving-wheels, and a single inside large-diameter low-pressure cylinder drove the front driving-wheels. This was followed by a large number of compound locomotives: three successive classes of 2–2, 2–0s; some 2–2, 2–2s; some 4–4–0s; and some 0–8–0s for goods traffic. Although these were capable of good performance, their overall value was controversial: Webb, who was notoriously autocratic, may never have been fully informed of their defects, and after his retirement most were quickly scrapped. Webb made many other innovations during his career, one of the most important being the construction of boilers from steel rather than wrought iron.
    [br]
    Further Reading
    C.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allan, Ch. 14 (describes Webb's career).
    E.L.Ahrons, 1927, The British Steam Railway Locomotive 2825–1925, London: The Locomotive Publishing Co., Chs 18 and 20 (includes a critique of Webb's compound locomotives).
    PJGR

    Biographical history of technology > Webb, Francis William

  • 59 Diesel, Rudolph Christian Karl

    [br]
    b. 1858 Paris, France
    d. 1913 at sea, in the English Channel
    [br]
    German inventor of the Diesel or Compression Ignition engine.
    [br]
    A German born in Paris, he was educated in Augsburg and later in Munich, where he graduated first in his class. There he took some courses under Professor Karl von Linde, pioneer of mechanical refrigeration and an authority on thermodynamics, who pointed out the low efficiency of the steam engine. He went to work for the Linde Ice Machine Company as an engineer and later as Manager; there he conceived a new basic cycle and worked out its thermodynamics, which he published in 1893 as "The theory and construction of a rational heat motor". Compressing air adiabatically to one-sixteenth of its volume caused the temperature to rise to 1,000°F (540°C). Injected fuel would then ignite automatically without any electrical system. He obtained permission to use the laboratories of the Augsburg-Nuremburg Engine Works to build a single-cylinder prototype. On test it blew up, nearly killing Diesel. He proved his principle, however, and obtained financial support from the firm of Alfred Krupp. The design was refined until successful and in 1898 an engine was put on display in Munich with the result that many business people invested in Diesel and his engine and its worldwide production. Diesel made over a million dollars out of the invention. The heart of the engine is the fuel-injection pump, which operates at a pressure of c.500 psi (35 kg/cm). The first English patent for the engine was in 1892. The firms in Augsburg sent him abroad to sell his engine; he persuaded the French to adopt it for submarines, Germany having refused this. Diesel died in 1913 in mysterious circumstances, vanishing from the Harwich-Antwerp ferry.
    [br]
    Further Reading
    E.Diesel, 1937, Diesel, derMensch, das Werk, das Schicksal, Hamburg. J.S.Crowther, 1959, Six Great Engineers, London.
    John F.Sandfort, 1964, Heat Engines.
    IMcN

    Biographical history of technology > Diesel, Rudolph Christian Karl

  • 60 Field, Joshua

    [br]
    b. 1786 Hackney, London, England
    d. 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 Distinctions
    FRS 1836. President, Institution of Civil Engineers 1848–9. Member, Smeatonian Society of Civil Engineers 1835; President 1848.
    Bibliography
    1925–6, "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

    Biographical history of technology > Field, Joshua

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