sunderland

банк., юр., брит. "Парсонс против "Бэркли энд Ко Лтд""* (судебный прецедент 1910 г.; суд пришел к выводу, что правомерной является практика, когда один банкир конфиденциально дает честный ответ другому банкиру о платежеспособности своего клиента; правомочность такого ответа исходит из запроса или осведомленности клиента)

сокр. PACE юр., брит. закон "О полиции и доказательствах в уголовном праве"*(закон, наряду с законом "О полномочиях властей, производящих расследование уголовного преступления" от 2000 г. кодифицировавший право в области отношения свобод индивида и полномочий полиции; дает органам власти право на получение от банка информации о клиенте даже на этапе предварительного расследования, в отличие от других законов сходного содержания; принят в 1984 г.)

гос. фин., брит. закон "Об управлении взиманием налогов"* (регламентирует процедуры сбора подоходного налога с физических лиц, налога на прибыль корпораций и налога на прирост капитала; дает органам власти право на получение от банка информации о клиенте; принят в 1970 г.)

банк., юр., брит. "Турнье против "Нэшнел Провиншел энд Юнион Бэнк оф Ингланд""* (судебный прецедент 1924 г.; суд трактовал понятие банковской тайны; суд пришел к выводу, что обязанность не раскрывать информацию вытекает из договора, но эта обязанность не абсолютная, а квалифицированная; суд решил, что не представляется возможным дать исчерпывающее определение данной обязанности; исключения могут быть классифицированы по 4 направлениям: а) когда информация раскрывается по требованиям права; б) когда существует обязанность перед обществом раскрыть информацию; в) когда интересы банка требуют ее раскрытия; г) когда раскрытие сделано в силу выраженного или подразумеваемого согласия клиента)

банк., юр., брит. "Велд Бланделл против Стефенса"* (судебный прецедент 1920 г.; единственный судебный прецедент, касающийся раскрытия информации в публичных интересах; суд решил, что опасность для государства является обстоятельством, превалирующим над обязанностью клиента перед принципалом сохранять конфиденциальность в отношениях с принципалом)

1) Сокращение: Phosphor manufactured by Derby Luminescents of Enfield (mixture of CSA and para amino benzophenone makes a blue-green flash followed by blue phosphorescence)

2) НАСДАК: Sunderland Corporation

SUBJECT AREA: Ports and shipping

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Amos Ayre grew up on the Tyne with the stimulus of shipbuilding and seafaring around him. After an apprenticeship as a ship draughtsman and distinction in his studies, he held responsible posts in the shipyards of Belfast and later Dublin. His first dramatic move came in 1909 when he accepted the post of Manager of the new Employment Exchange at Govan, then just outside Glasgow. During the First World War he was in charge of fleet coaling operations on the River Forth, and later was promoted Admiralty District Director for shipyard labour in Scotland.

Before the conclusion of hostilities, with his brother Wilfrid (later Sir Wilfrid Ayre) he founded the Burntisland Shipbuilding Company in Fife. Setting up on a green field site allowed the brothers to show innovation in design, production and marketing. Such was their success that the new yard was busy throughout the Depression, building standard ships which incorporated low operating costs with simplicity of construction.

Through public service culminating in the 1929 Safety of Life at Sea Conference, Amos Ayre became recognized not only as an eminent naval architect, but also as a skilled negotiator. In 1936 he was invited to become Chairman of the Shipbuilding Conference and thereby virtual leader of the industry. As war approached he planned with meticulous care the rearrangement of national shipbuilding capacity, enabling Britain to produce standard hulls ranging from the legendary TID tugs to the standard freighters built in Sunderland or Port Glasgow. In 1939 he became Director of Merchant Shipbuilding, a position he held until 1944, when with typical foresight he asked to be released to plan for shipbuilding's return to normality.

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SUBJECT AREA: Mining and extraction technology

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Buddle was educated by his father, a former schoolteacher who was from 1781 the first inspector and manager of the new Wallsend colliery. When his father died in 1806, John Buddle assumed full responsibility at the Wallsend colliery, and he remained as inspector and manager there until 1819, when he was appointed as colliery agent to the third Marquis of Londonderry. In this position, besides managing colliery business, he acted as an entrepreneur, gaining political influence and organizing colliery owners into fixing prices; Buddle and Londonderry were also responsible for the building of Seaham harbour. Buddle became known as the "King of the Coal Trade", gaining influence throughout the important Northumberland and Durham coalfield.

Buddle's principal contribution to mining technology was with regard to the improvement of both safety standards and productivity. In 1807 he introduced a steam-driven air pump which extracted air from the top of the upcast shaft. Two years later, he drew up plans which divided the coalface into compartments; this enabled nearly the whole seam to be exploited. The system of compound ventilation greatly reduced the danger of explosions: the incoming air was divided into two currents, and since each current passed through only half the underground area, the air was less heavily contaminated with gas.

In 1813 Buddle presented an important paper on his method for mine ventilation to the Sunderland Society for Preventing Accidents in Coal-mines, which had been established in that year following a major colliery explosion. He emphasized the need for satisfactory underground lighting, which influenced the development of safety-lamps, and assisted actively in the experiments with Humphrey Davy's lamp which he was one of the first mine managers to introduce. Another mine accident, a sudden flood, prompted him to maintain a systematic record of mine-workings which ultimately resulted in the establishment of the Mining Record Office.

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SUBJECT AREA: Canals, Civil engineering, Ports and shipping, Railways and locomotives

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William Jessop inherited from his father a natural ability in engineering, and because of his father's association with John Smeaton in the construction of Eddystone Lighthouse he was accepted by Smeaton as a pupil in 1759 at the age of 14. Smeaton was so impressed with his ability that Jessop was retained as an assistant after completion of his pupilage in 1767. As such he carried out field-work, making surveys on his own, but in 1772 he was recommended to the Aire and Calder Committee as an independent engineer and his first personally prepared report was made on the Haddlesey Cut, Selby Canal. It was in this report that he gave his first evidence before a Parliamentary Committee. He later became Resident Engineer on the Selby Canal, and soon after he was elected to the Smeatonian Society of Engineers, of which he later became Secretary for twenty years. Meanwhile he accompanied Smeaton to Ireland to advise on the Grand Canal, ultimately becoming Consulting Engineer until 1802, and was responsible for Ringsend Docks, which connected the canal to the Liffey and were opened in 1796. From 1783 to 1787 he advised on improvements to the River Trent, and his ability was so recognized that it made his reputation. From then on he was consulted on the Cromford Canal (1789–93), the Leicester Navigation (1791–4) and the Grantham Canal (1793–7); at the same time he was Chief Engineer of the Grand Junction Canal from 1793 to 1797 and then Consulting Engineer until 1805. He also engineered the Barnsley and Rochdale Canals. In fact, there were few canals during this period on which he was not consulted. It has now been established that Jessop carried the responsibility for the Pont-Cysyllte Aqueduct in Wales and also prepared the estimates for the Caledonian Canal in 1804. In 1792 he became a partner in the Butterley ironworks and thus became interested in railways. He proposed the Surrey Iron Railway in 1799 and prepared for the estimates; the line was built and opened in 1805. He was also the Engineer for the 10 mile (16 km) long Kilmarnock \& Troon Railway, the Act for which was obtained in 1808 and was the first Act for a public railway in Scotland. Jessop's advice was sought on drainage works between 1785 and 1802 in the lowlands of the Isle of Axholme, Holderness, the Norfolk Marshlands, and the Axe and Brue area of the Somerset Levels. He was also consulted on harbour and dock improvements. These included Hull (1793), Portsmouth (1796), Folkestone (1806) and Sunderland (1807), but his greatest dock works were the West India Docks in London and the Floating Harbour at Bristol. He was Consulting Engineer to the City of London Corporation from 1796to 1799, drawing up plans for docks on the Isle of Dogs in 1796; in February 1800 he was appointed Engineer, and three years later, in September 1803, he was appointed Engineer to the Bristol Floating Harbour. Jessop was regarded as the leading civil engineer in the country from 1785 until 1806. He died following a stroke in 1814.

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SUBJECT AREA: Ports and shipping

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On leaving school in 1894, MacGregor was apprenticed to a famous local shipyard, the Palmers Shipbuilding and Iron Company of Jarrow-on-Tyne. After four years he was entered for the annual examination of the Worshipful Company of Shipwrights, coming out top and being nominated Queen's Prizeman. Shortly thereafter he moved around shipyards to gain experience, working in Glasgow, Hull, Newcastle and then Dunkirk. His mastery of French enabled him to obtain in 1906 the senior position of Chief Draughtsman at an Antwerp shipyard, where he remained until 1914. On his return to Britain, he took charge of the small yard of Dibbles in Southampton and commenced a period of great personal development and productivity. His fertile mind enabled him to register no fewer than ten patents in the years 1919 to 1923.

In 1924 he started out on his own as a naval architect, specializing in the coal trade of the North Sea. At that time, colliers had wooden hatch covers, which despite every caution could be smashed by heavy seas, and which in time of war added little to hull integrity after a torpedo strike. The International Loadline Committee of 1932 noted that 13 per cent of ship losses were through hatch failures. In 1927, designs for selftrimming colliers were developed, as well as designs for steel hatch covers. In 1928 the first patents were under way and the business was known for some years as MacGregor and King. During this period, steel hatch covers were fitted to 105 ships.

In 1937 MacGregor invited his brother Joseph (c. 1883–1967) to join him. Joseph had wide experience in ship repairs and had worked for many years as General Manager of the Prince of Wales Dry Docks in Swansea, a port noted for its coal exports. By 1939 they were operating from Whitley Bay with the name that was to become world famous: MacGregor and Company (Naval Architects) Ltd. The new company worked in association with the shipyards of Austin's of Sunderland and Burntisland of Fife, which were then developing the "flatiron" colliers for the up-river London coal trade. The MacGregor business gained a great boost when the massive coastal fleet of William Cory \& Son was fitted with steel hatches.

In 1945 the brothers appointed Henri Kummerman (b. 1908, Vienna; d. 1984, Geneva) as their sales agent in Europe. Over the years, Kummerman effected greater control on the MacGregor business and, through his astute business dealings and his well-organized sales drives worldwide, welded together an international company in hatch covers, cargo handling and associated work. Before his death, Robert MacGregor was to see mastery of the design of single-pull steel hatch covers and to witness the acceptance of MacGregor hatch covers worldwide. Most important of all, he had contributed to great increases in the safety and the quality of life at sea.

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See also: Ayre, Sir Amos Lowrey