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time-and-motion engineering

  • 1 time-and-motion engineering

    Англо-русский словарь по экономике и финансам > time-and-motion engineering

  • 2 time-and-motion engineering

    Универсальный англо-русский словарь > time-and-motion engineering

  • 3 time-and-motion engineering

    English-russian dctionary of contemporary Economics > time-and-motion engineering

  • 4 time-and-motion engineering

    The English-Russian dictionary on reliability and quality control > time-and-motion engineering

  • 5 engineering

    1) техника
    2) инжиниринг, проектно-конструкторские работы; конструирование
    3) проектная документация; рабочие чертежи
    4) брит. машиностроение
    5) pl бирж. акции и облигации машиностроительных компаний

    Англо-русский словарь по экономике и финансам > engineering

  • 6 engineering

    n
    3) разработка; проектирование

    - civil engineering
    - consultative engineering
    - consulting engineering
    - contracting engineering
    - cost engineering
    - customer engineering
    - design engineering
    - environmental engineering
    - equipment engineering
    - factory engineering
    - financial engineering
    - general engineering
    - human engineering
    - industrial engineering
    - management engineering
    - manufacturing engineering
    - marine engineering
    - mechanical engineering
    - methods engineering
    - process engineering
    - product engineering
    - production engineering
    - quality control engineering
    - research engineering
    - safety engineering
    - system engineering
    - time-and-motion engineering

    English-russian dctionary of contemporary Economics > engineering

  • 7 time

    (a) (in general) temps m
    time frame délai m;
    time limit délai;
    ∎ the work must be completed within the time limit le travail doit être terminé avant la date limite;
    time management gestion f du temps de travail;
    time to market temps m d'accès au marché;
    time and methods study étude des temps et des méthodes;
    time and motion consultant expert m en productivité, spécialiste m f de l'organisation scientifique du travail;
    time and motion studies organisation f scientifique du travail, OST f;
    time and motion study étude de productivité (qui porte sur l'organisation scientifique du travail); MARKETING time pricing fixation f des prix en fonction du moment;
    COMPUTING time sharing partage m de temps;
    time slot créneau m horaire;
    STOCK EXCHANGE time value valeur f temporelle
    (b) (by clock) heure f;
    ∎ time of arrival/departure heure d'arrivée/de départ
    time card feuille f de présence;
    time clock pointeuse f;
    time difference décalage m horaire;
    time rate rémunération f au temps passé;
    time sheet fiche f horaire;
    time work travail m à l'heure;
    time worker (paid hourly) horaire m f; (paid daily) journalier(ère) m, f
    (c) (credit) terme m;
    ∎ American to buy sth on time acheter qch à tempérament ou à terme
    STOCK EXCHANGE time bargain marché m à terme;
    FINANCE time bill traite f à terme;
    American time deposit dépôt m à terme;
    time draft traite à terme;
    time loan emprunt m à terme;
    INSURANCE time policy police f à terme;
    time value valeur f temporelle
    ∎ we pay time and a half on weekends nous payons les heures du week-end une fois et demie le tarif normal;
    ∎ overtime is paid at double time les heures supplémentaires sont payées ou comptées double

    Avnet Applied Computing (AAC) … officially opened a new engineering laboratory built to provide a resource-rich environment where original equipment manufacturer customers and AAC engineers can work side-by-side to cut the time to market of their designs.

    English-French business dictionary > time

  • 8 рациональная организация труда

    Универсальный русско-английский словарь > рациональная организация труда

  • 9 хронометраж

    1) General subject: stopwatch study (рабочих операций), time-study, rating
    3) Engineering: chronometration
    4) Construction: time sheet
    6) Law: chronometer
    10) Metallurgy: formal time study
    13) Astronautics: stop-watch study
    14) Advertising: time keeping
    15) Cement: time-checking

    Универсальный русско-английский словарь > хронометраж

  • 10 study

    1) изучение; исследование; научные занятия || изучать; исследовать; анализировать, обдумывать
    2) предмет изучения; область науки, наука
    3) pl приобретение знаний, учение

    Англо-русский словарь по экономике и финансам > study

  • 11 нормировщик

    1) General subject: tasksetter, rate fixer
    3) Construction: quantity surveyor
    4) Railway term: time and motion study man
    5) Economy: time-study man
    6) Mechanic engineering: estimator
    7) Mechanics: rate-setter
    8) Business: task setter
    9) Drilling: timer
    10) Automation: rate setter (по оплате труда), rate-fixer

    Универсальный русско-английский словарь > нормировщик

  • 12 хронометрирование

    1) General subject: clocking
    2) Medicine: timing
    3) Engineering: chronometration, timekeeping
    4) Mathematics: exact timing

    Универсальный русско-английский словарь > хронометрирование

  • 13 Ford, Henry

    [br]
    b. 30 July 1863 Dearborn, Michigan, USA
    d. 7 April 1947 Dearborn, Michigan, USA
    [br]
    American pioneer motor-car maker and developer of mass-production methods.
    [br]
    He was the son of an Irish immigrant farmer, William Ford, and the oldest son to survive of Mary Litogot; his mother died in 1876 with the birth of her sixth child. He went to the village school, and at the age of 16 he was apprenticed to Flower brothers' machine shop and then at the Drydock \& Engineering Works in Detroit. In 1882 he left to return to the family farm and spent some time working with a 1 1/2 hp steam engine doing odd jobs for the farming community at $3 per day. He was then employed as a demonstrator for Westinghouse steam engines. He met Clara Jane Bryant at New Year 1885 and they were married on 11 April 1888. Their only child, Edsel Bryant Ford, was born on 6 November 1893.
    At that time Henry worked on steam engine repairs for the Edison Illuminating Company, where he became Chief Engineer. He became one of a group working to develop a "horseless carriage" in 1896 and in June completed his first vehicle, a "quadri cycle" with a two-cylinder engine. It was built in a brick shed, which had to be partially demolished to get the carriage out.
    Ford became involved in motor racing, at which he was more successful than he was in starting a car-manufacturing company. Several early ventures failed, until the Ford Motor Company of 1903. By October 1908 they had started with production of the Model T. The first, of which over 15 million were built up to the end of its production in May 1927, came out with bought-out steel stampings and a planetary gearbox, and had a one-piece four-cylinder block with a bolt-on head. This was one of the most successful models built by Ford or any other motor manufacturer in the life of the motor car.
    Interchangeability of components was an important element in Ford's philosophy. Ford was a pioneer in the use of vanadium steel for engine components. He adopted the principles of Frederick Taylor, the pioneer of time-and-motion study, and installed the world's first moving assembly line for the production of magnetos, started in 1913. He installed blast furnaces at the factory to make his own steel, and he also promoted research and the cultivation of the soya bean, from which a plastic was derived.
    In October 1913 he introduced the "Five Dollar Day", almost doubling the normal rate of pay. This was a profit-sharing scheme for his employees and contained an element of a reward for good behaviour. About this time he initiated work on an agricultural tractor, the "Fordson" made by a separate company, the directors of which were Henry and his son Edsel.
    In 1915 he chartered the Oscar II, a "peace ship", and with fifty-five delegates sailed for Europe a week before Christmas, docking at Oslo. Their objective was to appeal to all European Heads of State to stop the war. He had hoped to persuade manufacturers to replace armaments with tractors in their production programmes. In the event, Ford took to his bed in the hotel with a chill, stayed there for five days and then sailed for New York and home. He did, however, continue to finance the peace activists who remained in Europe. Back in America, he stood for election to the US Senate but was defeated. He was probably the father of John Dahlinger, illegitimate son of Evangeline Dahlinger, a stenographer employed by the firm and on whom he lavished gifts of cars, clothes and properties. He became the owner of a weekly newspaper, the Dearborn Independent, which became the medium for the expression of many of his more unorthodox ideas. He was involved in a lawsuit with the Chicago Tribune in 1919, during which he was cross-examined on his knowledge of American history: he is reputed to have said "History is bunk". What he actually said was, "History is bunk as it is taught in schools", a very different comment. The lawyers who thus made a fool of him would have been surprised if they could have foreseen the force and energy that their actions were to release. For years Ford employed a team of specialists to scour America and Europe for furniture, artefacts and relics of all kinds, illustrating various aspects of history. Starting with the Wayside Inn from South Sudbury, Massachusetts, buildings were bought, dismantled and moved, to be reconstructed in Greenfield Village, near Dearborn. The courthouse where Abraham Lincoln had practised law and the Ohio bicycle shop where the Wright brothers built their first primitive aeroplane were added to the farmhouse where the proprietor, Henry Ford, had been born. Replicas were made of Independence Hall, Congress Hall and the old City Hall in Philadelphia, and even a reconstruction of Edison's Menlo Park laboratory was installed. The Henry Ford museum was officially opened on 21 October 1929, on the fiftieth anniversary of Edison's invention of the incandescent bulb, but it continued to be a primary preoccupation of the great American car maker until his death.
    Henry Ford was also responsible for a number of aeronautical developments at the Ford Airport at Dearborn. He introduced the first use of radio to guide a commercial aircraft, the first regular airmail service in the United States. He also manufactured the country's first all-metal multi-engined plane, the Ford Tri-Motor.
    Edsel became President of the Ford Motor Company on his father's resignation from that position on 30 December 1918. Following the end of production in May 1927 of the Model T, the replacement Model A was not in production for another six months. During this period Henry Ford, though officially retired from the presidency of the company, repeatedly interfered and countermanded the orders of his son, ostensibly the man in charge. Edsel, who died of stomach cancer at his home at Grosse Point, Detroit, on 26 May 1943, was the father of Henry Ford II. Henry Ford died at his home, "Fair Lane", four years after his son's death.
    [br]
    Bibliography
    1922, with S.Crowther, My Life and Work, London: Heinemann.
    Further Reading
    R.Lacey, 1986, Ford, the Men and the Machine, London: Heinemann. W.C.Richards, 1948, The Last Billionaire, Henry Ford, New York: Charles Scribner.
    IMcN

    Biographical history of technology > Ford, Henry

  • 14 estudio de tiempos y movimientos

    • human engineering
    • time and motion study
    • time and motions study

    Diccionario Técnico Español-Inglés > estudio de tiempos y movimientos

  • 15 Bramah, Joseph

    [br]
    b. 2 April 1749 Stainborough, Yorkshire, England
    d. 9 December 1814 Pimlico, London, England
    [br]
    English inventor of the second patented water-closet, the beer-engine, the Bramah lock and, most important, the hydraulic press.
    [br]
    Bramah was the son of a tenant farmer and was educated at the village school before being apprenticed to a local carpenter, Thomas Allot. He walked to London c.1773 and found work with a Mr Allen that included the repair of some of the comparatively rare water-closets of the period. He invented and patented one of his own, which was followed by a water cock in 1783. His next invention, a greatly improved lock, involved the devising of a number of special machine tools, for it was one of the first devices involving interchangeable components in its manufacture. In this he had the help of Henry Maudslay, then a young and unknown engineer, who became Bramah's foreman before setting up business on his own. In 1784 he moved his premises from Denmark Street, St Giles, to 124 Piccadilly, which was later used as a showroom when he set up a factory in Pimlico. He invented an engine for putting out fires in 1785 and 1793, in effect a reciprocating rotary-vane pump. He undertook the refurbishment and modernization of Norwich waterworks c.1793, but fell out with Robert Mylne, who was acting as Consultant to the Norwich Corporation and had produced a remarkably vague specification. This was Bramah's only venture into the field of civil engineering.
    In 1797 he acted as an expert witness for Hornblower \& Maberley in the patent infringement case brought against them by Boulton and Watt. Having been cut short by the judge, he published his proposed evidence in "Letter to the Rt Hon. Sir James Eyre, Lord Chief Justice of the Common Pleas…etc". In 1795 he was granted his most important patent, based on Pascal's Hydrostatic Paradox, for the hydraulic press which also incorporated the concept of hydraulics for the transmission of both power and motion and was the foundation of the whole subsequent hydraulic industry. There is no truth in the oft-repeated assertion originating from Samuel Smiles's Industrial Biography (1863) that the hydraulic press could not be made to work until Henry Maudslay invented the self-sealing neck leather. Bramah used a single-acting upstroking ram, sealed only at its base with a U-leather. There was no need for a neck leather.
    He also used the concept of the weight-loaded, in this case as a public-house beer-engine. He devised machinery for carbonating soda water. The first banknote-numbering machine was of his design and was bought by the Bank of England. His development of a machine to cut twelve nibs from one goose quill started a patent specification which ended with the invention of the fountain pen, patented in 1809. His coach brakes were an innovation that was followed bv a form of hydropneumatic carriage suspension that was somewhat in advance of its time, as was his patent of 1812. This foresaw the introduction of hydraulic power mains in major cities and included the telescopic ram and the air-loaded accumulator.
    In all Joseph Bramah was granted eighteen patents. On 22 March 1813 he demonstrated a hydraulic machine for pulling up trees by the roots in Hyde Park before a large crowd headed by the Duke of York. Using the same machine in Alice Holt Forest in Hampshire to fell timber for ships for the Navy, he caught a chill and died soon after at his home in Pimlico.
    [br]
    Bibliography
    1778, British patent no. 1177 (water-closet). 1784, British patent no. 1430 (Bramah Lock). 1795, British patent no. 2045 (hydraulic press). 1809, British patent no. 3260 (fountain pen). 1812, British patent no. 3611.
    Further Reading
    I.McNeil, 1968, Joseph Bramah, a Century of Invention.
    S.Smiles, 1863, Industrial Biography.
    H.W.Dickinson, 1942, "Joseph Bramah and his inventions", Transactions of the Newcomen Society 22:169–86.
    IMcN

    Biographical history of technology > Bramah, Joseph

  • 16 Hjorth, Soren

    SUBJECT AREA: Electricity
    [br]
    b. 13 October 1801 Vesterbygaard, Denmark
    d. 28 August 1870 Copenhagen, Denmark
    [br]
    Danish engineer and inventor who first proposed the principle of the self-excited dynamo.
    [br]
    After passing a legal examination, Hjorth found employment in the state treasury in Copenhagen and in 1830 advanced to be Clerk of the Exchequer and Secretary. In 1834 he visited England to study the use of steam road and rail vehicles. Hjorth was involved in the formation of the first railway company in Denmark and became Technical Director of Denmark's first railway, a line between Copenhagen and Roskilde that opened in 1847. In 1848 he petitioned the Government for funds to visit England and have built there an electric motor of his own design with oscillating motion. This petition, supported by Hans Christian Oersted (1777–1851), was granted. A British patent was obtained for the machine, an example being exhibited at the 1851 Great Exhibition in London. Turning his attention to the generation of electricity, he conceived as early as May 1851 the dynamo electric principle with self-excitation that was incorporated in his patent in 1855. Unfortunately, Hjorth held the firm but mistaken belief that if he could use his dynamo to drive a motor he would obtain more power than was consumed in driving the dynamo. The theory of conservation of energy was being only slowly accepted at that time, and Hjorth, with little scientific training, was to be disappointed at the failure of his schemes. He worked with great perseverance and industry to the end of his life on the design of his electrical machines.
    [br]
    Bibliography
    11 April 1855, British patent no. 806 (Hjorth's self-excited dynamo).
    11 April 1855, British patent nos. 807 and 808 (reciprocating and rotary electric motors).
    Further Reading
    S.Smith, 1912, Soren Hjorth, Copenhagen (the most detailed biography).
    1907, "Soren Hjorth, discoverer of the dynamo-electric principle", Electrical Engineering 1: 957–8 (a short biography).
    Catalogue of the 1851 Exhibition, 1851, London, pp. 1, 359–60 (for a description of Hjorth's electromagnetic engine with oscillating motion.
    GW

    Biographical history of technology > Hjorth, Soren

  • 17 Poniatoff, Alexander Mathew

    [br]
    b. 25 March 1892 Kazan District, Russia
    d. 24 October 1980
    [br]
    Russian (naturalized American in 1932) electrical engineer responsible for the development of the professional tape recorder and the first commercially-successful video tape recorder (VTR).
    [br]
    Poniatoff was educated at the University of Kazan, the Imperial College in Moscow, and the Technische Hochschule in Karlsruhe, gaining degrees in mechanical and electrical engineering. He was in Germany when the First World War broke out, but he managed to escape back to Russia, where he served as an Air Force pilot with the Imperial Russian Navy. During the Russian Revolution he was a pilot with the White Russian Forces, and escaped into China in 1920; there he found work as an assistant engineer in the Shanghai Power Company. In 1927 he immigrated to the USA, becoming a US citizen in 1932. He obtained a post in the research and development department of the General Electric Company in Schenectady, New York, and later at Dalmo Victor, San Carlos, California. During the Second World War he was involved in the development of airborne radar for the US Navy.
    In 1944, taking his initials to form the title, Poniatoff founded the AMPEX Corporation to manufacture components for the airborne radar developed at General Electric, but in 1946 he turned to the production of audio tape recorders developed from the German wartime Telefunken Magnetophon machine (the first tape recorder in the truest sense). In this he was supported by the entertainer Bing Crosby, who needed high-quality replay facilities for broadcasting purposes, and in 1947 he was able to offer a professional-quality product and the business prospered.
    With the rapid post-war boom in television broadcasting in the USA, a need soon arose for a video recorder to provide "time-shifting" of live TV programmes between the different US time zones. Many companies therefore endeavoured to produce a video tape recorder (VTR) using the same single-track, fixed-head, longitudinal-scan system used for audio, but the very much higher bandwidth required involved an unacceptably high tape-speed. AMPEX attempted to solve the problem by using twelve parallel tracks and a machine was demonstrated in 1952, but it proved unsatisfactory.
    The development team, which included Charles Ginsburg and Ray Dolby, then devised a four-head transverse-scan system in which a quadruplex head rotating at 14,400 rpm was made to scan across the width of a 2 in. (5 cm) tape with a tape-to-head speed of the order of 160 ft/sec (about 110 mph; 49 m/sec or 176 km/h) but with a longitudinal tape speed of only 15 in./sec (0.38 m/sec). In this way, acceptable picture quality was obtained with an acceptable tape consumption. Following a public demonstration on 14 April 1956, commercial produc-tion of studio-quality machines began to revolutionize the production and distribution of TV programmes, and the perfecting of time-base correctors which could stabilize the signal timing to a few nanoseconds made colour VTRs a practical proposition. However, AMPEX did not rest on its laurels and in the face of emerging competition from helical scan machines, where the tracks are laid diagonally on the tape, the company was able to demonstrate its own helical machine in 1957. Another development was the Videofile system, in which 250,000 pages of facsimile could be recorded on a single tape, offering a new means of archiving information. By 1986, quadruplex VTRs were obsolete, but Poniatoff's role in making television recording possible deserves a place in history.
    Poniatoff was President of AMPEX Corporation until 1955 and then became Chairman of the Board, a position he held until 1970.
    [br]
    Further Reading
    A.Abrahamson, 1953, "A short history of television recording", Part I, JSMPTE 64:73; 1973, Part II, Journal of the Society of Motion Picture and Television Engineers, 82:188 (provides a fuller background).
    Audio Biographies, 1961, ed. G.A.Briggs, Wharfedale Wireless Works, pp. 255–61 (contains a few personal details about Poniatoff's escape from Germany to join the Russian Navy).
    E.Larsen, 1971, A History of Invention.
    Charles Ginsburg, 1981, "The horse or the cowboy. Getting television on tape", Journal of the Royal Television Society 18:11 (a brief account of the AMPEX VTR story).
    KF / GB-N

    Biographical history of technology > Poniatoff, Alexander Mathew

  • 18 Wasborough, Matthew

    [br]
    b. 1753 Bristol, England
    d. 21 October 1781 Bristol, England
    [br]
    English patentee of an application of the flywheel to create a rotative steam engine.
    [br]
    A single-cylinder atmospheric steam engine had a power stroke only when the piston descended the cylinder: a means had to be found of returning the piston to its starting position. For rotative engines, this was partially solved by the patent of Matthew Wasborough in 1779. His father was a partner in a Bristol brass-founding and clockmaking business in Narrow Wine Street where he was joined by his son. Wasborough proposed to use some form of ratchet gear to effect the rotary motion and added a flywheel, the first time one was used in a steam engine, "in order to render the motion more regular and uniform". He installed one engine to drive the lathes in the Bristol works and another at James Pickard's flour mill at Snow Hill, Birmingham, where Pickard applied his recently patented crank to it. It was this Wasborough-Pickard engine which posed a threat to Boulton \& Watt trying to develop a rotative engine, for Wasborough built several engines for cornmills in Bristol, woollen mills in Gloucestershire and a block factory at Southampton before his early death. Matthew Boulton was told that Wasborough was "so intent upon the study of engines as to bring a fever on his brain and he dyed in consequence thereof…. How dangerous it is for a man to wade out of his depth" (Jenkins 1936:106).
    [br]
    Bibliography
    1779, British patent no. 1,213 (rotative engine with flywheel).
    Further Reading
    J.Tann, 1978–9, "Makers of improved Newcomen engines in the late 18th century, and R.A.Buchanan", 1978–9, "Steam and the engineering community in the eighteenth century", Transactions of the Newcomen Society 50 ("Thomas Newcomen. A commemorative symposium") (both papers discuss Wasborough's engines).
    R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (examines his patent).
    R.Jenkins (ed.), 1936, Collected Papers, 106 (for Matthew Boulton's letter of 30 October 1781).
    RLH

    Biographical history of technology > Wasborough, Matthew

  • 19 Somerset, Edward, 2nd Marquis of Worcester

    [br]
    b. 1601
    d. 3 April 1667 Lambeth (?), London, England
    [br]
    English inventor of a steam-operated pump for raising water, described in his work A Century of…Inventions.
    [br]
    Edward Somerset became 6th Earl and 2nd Marquis of Worcester and Titular Earl of Glamorgan. He was educated privately and then abroad, visiting Germany, Italy and France. He was made Councillor of Wales in 1633 and Deputy Lord Lieutenant of Monmouthshire in 1635. On the outbreak of the Civil War, he was commissioned to levy forces against the Scots in 1640. He garrisoned Raglan Castle for the King and was employed by Charles I to bring troops in from Ireland. He was declared an enemy of the realm by Parliament and was banished, remaining in France for some years. On the Restoration, he recovered most of his estates, principally in South Wales, and was able to devote most of his time to mechanical studies and experiments.
    Soon after 1626, he had employed the services of a skilled Dutch or German mechanic, Caspar Kaltoff, to make small-scale models for display to interested people. In 1638 he showed Charles I a 14 ft (4.3m) diameter wheel carrying forty weights that was claimed to have solved the problem of perpetual motion. He wrote his Century of the Names and Scantlings of Such Inventions as at Present I Can Call to Mind to have Tried and Perfected in 1655, but it was not published until 1663: no. 68 describes "An admirable and most forcible way to drive up water by fire", which has been claimed as an early steam-engine. Before the Civil War he made experiments at Raglan Castle, and after the war he built one of his engines at Vauxhall, London, where it raised water to a height of 40 ft (12 m). An Act of Parliament enabling Worcester to receive the benefit and profits of his water-commanding engine for ninety-nine years did not restore his fortunes. Descriptions of this invention are so vague that it cannot be reconstructed.
    [br]
    Bibliography
    1655, Century of the Names and Scantlings of Such Inventions as at Present I Can Call to Mind to have Tried and Perfected.
    Further Reading
    H.Dircks, 1865, The Life, Times and Scientific Labours of the Second Marquis of Worcester.
    Dictionary of National Biography, 1898, Vol. L, London: Smith Elder \& Co. (mainly covers his political career).
    H.W.Dickinson, 1938, A Short History of the Steam Engine, Cambridge University Press (discusses his steam engine invention).
    W.H.Thorpe, 1932–3, "The Marquis of Worcester and Vauxhall", Transactions of the Newcomen Society 13.
    RLH

    Biographical history of technology > Somerset, Edward, 2nd Marquis of Worcester

  • 20 Parkhurst, Edward G.

    [br]
    b. 29 August 1830 Thompson, Connecticut, USA
    d. 31 July 1901 Hartford, Connecticut, USA
    [br]
    American mechanical engineer and inventor.
    [br]
    Little is known of the early training of Edward G. Parkhurst, but at the time of Civil War (1861–5) he was employed by the Savage Arms Company of Middletown, Connecticut. In 1869 he joined the Pratt \& Whitney Company of Hartford, Connecticut, as Assistant Superintendent and later took charge of their gun department. He was the inventor of many improvements in machine tools and armaments. Among these was an automatic rod feeder for turret lathes, in which movement of a single lever enabled bar stock to be fed through the lathe spindle and gripped by a collet chuck while the machine was in motion. This was patented in August 1871 and was followed by other patents, particularly for improvements in machine guns and their accessories. Parkhurst retired from Pratt \& Whitney c. 1895 but was afterwards associated with the American Ordnance Company and the Bethlehem Steel Company. He was a founder member of the American Society of Mechanical Engineers in 1880 and served his home city of Hartford as Councillor and Alderman. In 1900 he contributed to the journal American Machinist some articles of reminiscences dealing with the early history of the American machine-tool industry and, in particular, the earliest milling machines and the origin of the turret lathe.
    RTS

    Biographical history of technology > Parkhurst, Edward G.

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  • Motion chart — An example of a Motion Chart illustrating the relationships between six variables. A motion chart is a dynamic Bubble chart which allows efficient and interactive exploration and visualization of longitudinal multivariate Data.[1] Motion Charts… …   Wikipedia

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