-
41 exchange
I1. E-comthe main type of business-to-business marketplace. The B2B exchange enables suppliers, buyers, and intermediaries to come together and offer products to each other according to a set of criteria. B2B Web exchanges provide constant price adjustments in line with fluctuations of supply and demand. In E2E or “exchange-to-exchange” e-commerce, buyers and sellers conduct transactions not only within exchanges but also between them.2. Finthe conversion of one type of security for another, for example the exchange of a bond for sharesII1. to trade one currency for another2. to barter -
42 Ives, Herbert Eugene
[br]b. 1882 USAd. 1953[br]American physicist find television pioneer.[br]Ives gained his PhD in physics from Johns Hopkins University, Baltimore, Maryland, and subsequently served in the US Signal Corps, eventually gaining experience in aerial photography. He then joined the Western Electric Engineering Department (later Bell Telephone Laboratories), c.1920 becoming leader of a group concerned with television-image transmission over telephone lines. In 1927, using a Nipkow disc, he demonstrated 50-line, 18 frames/sec pictures that could be displayed as either 2 in.×2 1/2 in. (5.1 cm×6.4 cm) images suitable for a "wirephone", or 2 ft ×2 1/2 ft (61 cm×76 cm) images for television viewing. Two years later, using a single-spiral disc and three separately modulated light sources, he was able to produce full-colour images.[br]Bibliography1915, "The transformation of colour mixture equations", Journal of the Franklin Institute 180:673.1923, "do—Pt II", Journal of the Franklin Institute 195–23.1925, "Telephone picture transmission", Transactions of the Society of Motion Picture and Television Engineers 23:82.1929, "Television in colour", Bell Laboratories Record 7:439.1930, with A.L.Johnsrul, "Television in colour by a beam-scanning method", Journal of the Optical Society of America 20:11.Further ReadingJ.H.Udelson, 1982, The Great Television Race: History of the Television Industry 1925– 41: University of Alabama Press.KF -
43 Meek, Marshall
SUBJECT AREA: Ports and shipping[br]b. 22 April 1925 Auchtermuchty, Fife, Scotland[br]Scottish naval architect and leading twentieth-century exponent of advanced maritime technology.[br]After early education at Cupar in Fife, Meek commenced training as a naval architect, taking the then popular sandwich apprenticeship of alternate half years at the University of Glasgow (with a Caird Scholarship) and at a shipyard, in his case the Caledon of Dundee. On leaving Dundee he worked for five years with the British Ship Research Association before joining Alfred Holt \& Co., owners of the Blue Funnel Line. During his twenty-five years at Liverpool, he rose to Chief Naval Architect and Director and was responsible for bringing the cargo-liner concept to its ultimate in design. When the company had become Ocean Fleets, it joined with other British shipowners and looked to Meek for the first purpose-built containership fleet in the world. This required new ship designs, massive worldwide investment in port facilities and marketing to win public acceptance of freight containers, thereby revolutionizing dry-cargo shipping. Under the houseflag of OCL (now POCL), this pioneer service set the highest standards of service and safety and continues to operate on almost every ocean.In 1979 Meek returned to the shipbuilding industry when he became Head of Technology at British Shipbuilders. Closely involved in contemporary problems of fuel economy and reduced staffing, he held the post for five years before his appointment as Managing Director of the National Maritime Institute. He was deeply involved in the merger with the British Ship Research Association to form British Maritime Technology (BMT), an organization of which he became Deputy Chairman.Marshall Meek has held many public offices, and is one of the few to have been President of two of the United Kingdom's maritime institutions. He has contributed over forty papers to learned societies, has acted as Visiting Professor to Strathclyde University and University College London, and serves on advisory committees to the Ministry of Defence, the Department of Transport and Lloyd's Register of Shipping. While in Liverpool he served as a Justice of the Peace.[br]Principal Honours and DistinctionsCBE 1989. Fellow of the Royal Academy of Engineering 1990. President, Royal Institution of Naval Architects 1990–3; North East Coast Institution of Engineers and Shipbuilders 1984–6. Royal Designer for Industry (RDI) 1986. Royal Institution of Naval Architects Silver Medal (on two occasions).Bibliography1970, "The first OCL containerships", Transactions of the Royal Institution of Naval Architects.FMW -
44 Sorocold, George
SUBJECT AREA: Public utilities[br]b. probably Ashton-in-Makerfield, England fl. c. 1685–1715[br]English civil engineer who set up numerous water-driven pumping plants.[br]He began to practise in Derbyshire and South Yorkshire and later moved to London, where his most important work was carried out. Little is known of his birth or, indeed, of the date of his death, although it is thought that he may have been born in Ashton-in- Makerfield.His first known work was a water-driven pumping plant in Derby erected in 1693 to supply water to houses and to points in the town through pipes from the pumps by the river Derwent. These water-driven pumping plants and the delivery of water to various towns were the result of entrepreneurial development by groups of "adventurers". Sorocold went on to set up many more pumping plants, including those at Leeds Bridge (1694–5), Macclesfield, Wirksworth, Yarmouth, Portsmouth, Norwich and King's Lynn.His best-known work was the installation of a pumping plant at the north end of London Bridge to replace a sixteenth-century plant. This consisted of four water-wheels placed between the starlings of the bridge. As the bridge is situated on the tidal Thames, the water-wheels were contrived so that their shafts could be raised or lowered to meet the state of the tidal flow. Whilst the waterworks designed by Sorocold are well known, it is clear that he had come to be regarded as a consulting engineer. One scheme that was carried through was the creation of a navigation between the river Trent and Derby on the line of the river Derwent. He appeared as a witness for the Derwent Navigation Act in 1703. He also held a patent for "A new machine for cutting and sawing all sorts of boards, timber and stone, and twisting all kinds of ropes, cords and cables by the strength of horses of water": this illustrates that his knowledge of power sources was predominant in his practice.[br]Further ReadingR.Jenkins, 1936, "George Sorocold. A chapter in the history of public water supply", The Collected Papers of Rhys Jenkins, Newcomen Society.H.Beighton, 1731, article in The Philosophical Transactions (provides details of the London Bridge Waterworks).KM -
45 Stanier, Sir William Arthur
[br]b. 27 May 1876 Swindon, Englandd. 27 September 1965 London, England[br]English Chief Mechanical Engineer of the London Midland \& Scottish Railway, the locomotive stock of which he modernized most effectively.[br]Stanier's career started when he was Office Boy at the Great Western Railway's Swindon works. He was taken on as a pupil in 1892 and steady promotion elevated him to Works Manager in 1920, under Chief Mechanical Engineer George Churchward. In 1923 he became Principal Assistant to Churchward's successor, C.B.Collett. In 1932, at the age of 56 and after some forty years' service with the Great Western Railway (GWR), W.A.Stanier was appointed Chief Mechanical Engineer of the London Midland \& Scottish Railway (LMS). This, the largest British railway, had been formed by the amalgamation in 1923 of several long-established railways, including the London \& North Western and the Midland, that had strong and disparate traditions in locomotive design. A coherent and comprehensive policy had still to emerge; Stanier did, however, inherit a policy of reducing the number of types of locomotives, in the interest of economy, by the withdrawal and replacement of small classes, which had originated with constituent companies.Initially as replacements, Stanier brought in to the LMS a series of highly successful standard locomotives; this practice may be considered a development of that of G.J.Churchward on the GWR. Notably, these new locomotives included: the class 5, mixed-traffic 4–6–0; the 8F heavy-freight 2–8–0; and the "Duchess" 4–6–2 for express passenger trains. Stanier also built, in 1935, a steam-turbine-driven 4–6–2, which became the only steam-turbine locomotive in Britain to have an extended career in regular service, although the economies it provided were insufficient for more of the type to be built. From 1932–3 onwards, and initially as part of a programme to economize on shunting costs by producing a single-manned locomotive, the LMS started to develop diesel shunting locomotives. Stanier delegated much of the responsibility for these to C.E.Fairburn. From 1939 diesel-electric shunting locomotives were being built in quantity for the LMS: this was the first instance of adoption of diesel power on a large scale by a British main-line railway. In a remarkably short time, Stanier transformed LMS locomotive stock, formerly the most backward of the principal British railways, to the point at which it was second to none. He was seconded to the Government as Scientific Advisor to the Ministry of Production in 1942, and retired two years later.[br]Principal Honours and DistinctionsKnighted 1943. FRS 1944. President, Institution of Mechanical Engineers 1941.Bibliography1955, "George Jackson Churchward", Transactions of the Newcomen Society 30 (Stanier provides a unique view of the life and work of his former chief).Further ReadingO.S.Nock, 1964, Sir William Stanier, An Engineering Biography, Shepperton: Ian Allan (a full-length biography).John Bellwood and David Jenkinson, 1976, Oresley and Stanier. A Centenary Tribute, London: HMSO (a comparative account).C.Hamilton Ellis, 1970, London Midland \& Scottish, Shepperton: Ian Allan.PJGRBiographical history of technology > Stanier, Sir William Arthur
-
46 Stephenson, Robert
[br]b. 16 October 1803 Willington Quay, Northumberland, Englandd. 12 October 1859 London, England[br]English engineer who built the locomotive Rocket and constructed many important early trunk railways.[br]Robert Stephenson's father was George Stephenson, who ensured that his son was educated to obtain the theoretical knowledge he lacked himself. In 1821 Robert Stephenson assisted his father in his survey of the Stockton \& Darlington Railway and in 1822 he assisted William James in the first survey of the Liverpool \& Manchester Railway. He then went to Edinburgh University for six months, and the following year Robert Stephenson \& Co. was named after him as Managing Partner when it was formed by himself, his father and others. The firm was to build stationary engines, locomotives and railway rolling stock; in its early years it also built paper-making machinery and did general engineering.In 1824, however, Robert Stephenson accepted, perhaps in reaction to an excess of parental control, an invitation by a group of London speculators called the Colombian Mining Association to lead an expedition to South America to use steam power to reopen gold and silver mines. He subsequently visited North America before returning to England in 1827 to rejoin his father as an equal and again take charge of Robert Stephenson \& Co. There he set about altering the design of steam locomotives to improve both their riding and their steam-generating capacity. Lancashire Witch, completed in July 1828, was the first locomotive mounted on steel springs and had twin furnace tubes through the boiler to produce a large heating surface. Later that year Robert Stephenson \& Co. supplied the Stockton \& Darlington Railway with a wagon, mounted for the first time on springs and with outside bearings. It was to be the prototype of the standard British railway wagon. Between April and September 1829 Robert Stephenson built, not without difficulty, a multi-tubular boiler, as suggested by Henry Booth to George Stephenson, and incorporated it into the locomotive Rocket which the three men entered in the Liverpool \& Manchester Railway's Rainhill Trials in October. Rocket, was outstandingly successful and demonstrated that the long-distance steam railway was practicable.Robert Stephenson continued to develop the locomotive. Northumbrian, built in 1830, had for the first time, a smokebox at the front of the boiler and also the firebox built integrally with the rear of the boiler. Then in Planet, built later the same year, he adopted a layout for the working parts used earlier by steam road-coach pioneer Goldsworthy Gurney, placing the cylinders, for the first time, in a nearly horizontal position beneath the smokebox, with the connecting rods driving a cranked axle. He had evolved the definitive form for the steam locomotive.Also in 1830, Robert Stephenson surveyed the London \& Birmingham Railway, which was authorized by Act of Parliament in 1833. Stephenson became Engineer for construction of the 112-mile (180 km) railway, probably at that date the greatest task ever undertaken in of civil engineering. In this he was greatly assisted by G.P.Bidder, who as a child prodigy had been known as "The Calculating Boy", and the two men were to be associated in many subsequent projects. On the London \& Birmingham Railway there were long and deep cuttings to be excavated and difficult tunnels to be bored, notoriously at Kilsby. The line was opened in 1838.In 1837 Stephenson provided facilities for W.F. Cooke to make an experimental electrictelegraph installation at London Euston. The directors of the London \& Birmingham Railway company, however, did not accept his recommendation that they should adopt the electric telegraph and it was left to I.K. Brunel to instigate the first permanent installation, alongside the Great Western Railway. After Cooke formed the Electric Telegraph Company, Stephenson became a shareholder and was Chairman during 1857–8.Earlier, in the 1830s, Robert Stephenson assisted his father in advising on railways in Belgium and came to be increasingly in demand as a consultant. In 1840, however, he was almost ruined financially as a result of the collapse of the Stanhope \& Tyne Rail Road; in return for acting as Engineer-in-Chief he had unwisely accepted shares, with unlimited liability, instead of a fee.During the late 1840s Stephenson's greatest achievements were the design and construction of four great bridges, as part of railways for which he was responsible. The High Level Bridge over the Tyne at Newcastle and the Royal Border Bridge over the Tweed at Berwick were the links needed to complete the East Coast Route from London to Scotland. For the Chester \& Holyhead Railway to cross the Menai Strait, a bridge with spans as long-as 460 ft (140 m) was needed: Stephenson designed them as wrought-iron tubes of rectangular cross-section, through which the trains would pass, and eventually joined the spans together into a tube 1,511 ft (460 m) long from shore to shore. Extensive testing was done beforehand by shipbuilder William Fairbairn to prove the method, and as a preliminary it was first used for a 400 ft (122 m) span bridge at Conway.In 1847 Robert Stephenson was elected MP for Whitby, a position he held until his death, and he was one of the exhibition commissioners for the Great Exhibition of 1851. In the early 1850s he was Engineer-in-Chief for the Norwegian Trunk Railway, the first railway in Norway, and he also built the Alexandria \& Cairo Railway, the first railway in Africa. This included two tubular bridges with the railway running on top of the tubes. The railway was extended to Suez in 1858 and for several years provided a link in the route from Britain to India, until superseded by the Suez Canal, which Stephenson had opposed in Parliament. The greatest of all his tubular bridges was the Victoria Bridge across the River St Lawrence at Montreal: after inspecting the site in 1852 he was appointed Engineer-in-Chief for the bridge, which was 1 1/2 miles (2 km) long and was designed in his London offices. Sadly he, like Brunel, died young from self-imposed overwork, before the bridge was completed in 1859.[br]Principal Honours and DistinctionsFRS 1849. President, Institution of Mechanical Engineers 1849. President, Institution of Civil Engineers 1856. Order of St Olaf (Norway). Order of Leopold (Belgium). Like his father, Robert Stephenson refused a knighthood.Further ReadingL.T.C.Rolt, 1960, George and Robert Stephenson, London: Longman (a good modern biography).J.C.Jeaffreson, 1864, The Life of Robert Stephenson, London: Longman (the standard nine-teenth-century biography).M.R.Bailey, 1979, "Robert Stephenson \& Co. 1823–1829", Transactions of the Newcomen Society 50 (provides details of the early products of that company).J.Kieve, 1973, The Electric Telegraph, Newton Abbot: David \& Charles.PJGR -
47 Stevens, John
[br]b. 1749 New York, New York, USAd. 6 March 1838 Hoboken, New Jersey, USA[br]American pioneer of steamboats and railways.[br]Stevens, a wealthy landowner with an estate at Hoboken on the Hudson River, had his attention drawn to the steamboat of John Fitch in 1786, and thenceforth devoted much of his time and fortune to developing steamboats and mechanical transport. He also had political influence and it was at his instance that Congress in 1790 passed an Act establishing the first patent laws in the USA. The following year Stevens was one of the first recipients of a US patent. This referred to multi-tubular boilers, of both watertube and firetube types, and antedated by many years the work of both Henry Booth and Marc Seguin on the latter.A steamboat built in 1798 by John Stevens, Nicholas J.Roosevelt and Stevens's brother-in-law, Robert R.Livingston, in association was unsuccessful, nor was Stevens satisfied with a boat built in 1802 in which a simple rotary steam-en-gine was mounted on the same shaft as a screw propeller. However, although others had experimented earlier with screw propellers, when John Stevens had the Little Juliana built in 1804 he produced the first practical screw steamboat. Steam at 50 psi (3.5 kg/cm2) pressure was supplied by a watertube boiler to a single-cylinder engine which drove two contra-rotating shafts, upon each of which was mounted a screw propeller. This little boat, less than 25 ft (7.6 m) long, was taken backwards and forwards across the Hudson River by two of Stevens's sons, one of whom, R.L. Stevens, was to help his father with many subsequent experiments. The boat, however, was ahead of its time, and steamships were to be driven by paddle wheels until the late 1830s.In 1807 John Stevens declined an invitation to join with Robert Fulton and Robert R.Living-ston in their development work, which culminated in successful operation of the PS Clermont that summer; in 1808, however, he launched his own paddle steamer, the Phoenix. But Fulton and Livingston had obtained an effective monopoly of steamer operation on the Hudson and, unable to reach agreement with them, Stevens sent Phoenix to Philadelphia to operate on the Delaware River. The intervening voyage over 150 miles (240 km) of open sea made Phoenix the first ocean-going steamer.From about 1810 John Stevens turned his attention to the possibilities of railways. He was at first considered a visionary, but in 1815, at his instance, the New Jersey Assembly created a company to build a railway between the Delaware and Raritan Rivers. It was the first railway charter granted in the USA, although the line it authorized remained unbuilt. To demonstrate the feasibility of the steam locomotive, Stevens built an experimental locomotive in 1825, at the age of 76. With flangeless wheels, guide rollers and rack-and-pinion drive, it ran on a circular track at his Hoboken home; it was the first steam locomotive to be built in America.[br]Bibliography1812, Documents Tending to Prove the Superior Advantages of Rail-ways and Steam-carriages over Canal Navigation.He took out patents relating to steam-engines in the USA in 1791, 1803, and 1810, and in England, through his son John Cox Stevens, in 1805.Further ReadingH.P.Spratt, 1958, The Birth of the Steamboat, Charles Griffin (provides technical details of Stevens's boats).J.T.Flexner, 1978, Steamboats Come True, Boston: Little, Brown (describes his work in relation to that of other steamboat pioneers).J.R.Stover, 1961, American Railroads, Chicago: University of Chicago Press.Transactions of the Newcomen Society (1927) 7: 114 (discusses tubular boilers).J.R.Day and B.G.Wilson, 1957, Unusual Railways, F.Muller (discusses Stevens's locomotive).PJGR -
48 Wallace, Sir William
SUBJECT AREA: Ports and shipping[br]b. 25 August 1881 Leicester, Englandd. 27 May 1963 Edinburgh, Scotland[br]English engineer; developer of the Denny-Brown fin stabilizer for ships.[br]Wallace was brought up just outside Glasgow, and educated at Paisley Grammar School and later at the Anderson College in Glasgow. The next few years were typical of the early years in the life of many young engineers: he served an apprenticeship at the Paisley shipyard of Bow, MacLachlan, before joining the British and Burmese Steam Navigation Company (Paddy Henderson's Line) as a junior engineer. After some years on the Glasgow to Rangoon service, he rose to the rank of Chief Engineer early in life and then came ashore in 1911.He joined the old established Edinburgh engineering company of Brown Brothers as a draughtsman, but by 1917 had been promoted Managing Director. He was appointed Chairman in 1946. During his near thirty years at the helm, he experimented widely and was the engineering force behind the development of the Denny-Brown ship stabilizer which was jointly pursued by Brown Brothers and the Dumbarton shipyard of William Denny \& Brothers. The first important installation was on the cross-channel steamer Isle of Sark, built at Dumbarton for the Southern Railway in 1932. Over the years countless thousands of these installations have been fitted on liners, warships and luxury yachts. Brown Brothers produced many other important engineering innovations at this time, including the steam catapult for aircraft carriers.In later years Sir William (now knighted) took an active part in the cultural life of Edinburgh and of Scotland. From 1952 to 1954 he served as President of the Institution of Engineers and Shipbuilders in Scotland.[br]Principal Honours and DistinctionsKnighted 1951. CBE 1944. Fellow of the Royal Society of Edinburgh. President, Institution of Engineers and Shipbuilders in Scotland 1952–4; Gold Medal.Bibliography1954–5 "Experiences in the stabilization of ships", Transactions of the Institution of Engineers and Shipbuilders in Scotland 98:197–266.FMW -
49 bridging account
A ledger account into which transactions are entered as they await manual approval by the person who is specified in the journal line. -
50 post and transfer
"The process of making temporary transactions a part of the permanent ledger and updating accounts by transaction amounts, if the line is error-free."
Страницы
См. также в других словарях:
Line moiré — is one type of moiré pattern; a pattern that appears when superposing two transparent layers containing correlated opaque patterns. Line moiré is the case when the superposed patterns comprise straight or curved lines. When moving the layer… … Wikipedia
Transactions demand — is the demand for financial assets, e.g. , securities, money or foreign currency. It is used for purposes of business transactions and personal consumption.The need to accommodate a firm s expected cash transactions.In economic theory,… … Wikipedia
Line of business — (LOB) is a general term which often refers to a set of one or more highly related products which service a particular customer transaction or business need. In some industry sectors, like insurance, line of business also has a regulatory and… … Wikipedia
line — I (New American Roget s College Thesaurus) v. t. interline, face; delineate. n. mark; cord, string; crease, wrinkle; verse, note; route, system; vocation, calling; lineage; row, file. See indication, filament, poetry, business, ancestry,… … English dictionary for students
line — A demarcation, border, or limit. The boundary or line of division between two estates. Person s trade, occupation or business. Carrier s route. See also building line. collateral line (See also descent) direct line (See also descent) @ line by… … Black's law dictionary
line — A demarcation, border, or limit. The boundary or line of division between two estates. Person s trade, occupation or business. Carrier s route. See also building line. collateral line (See also descent) direct line (See also descent) @ line by… … Black's law dictionary
Line organisation — A bank organisation which directly serves customers or processes transactions on behalf of customers initiated by third parties … International financial encyclopaedia
Uniform Electronic Transactions Act — The Uniform Electronic Transactions Act ( UETA ) is one of the several United States Uniform Acts proposed by the National Conference of Commissioners on Uniform State Laws (NCCUSL). Since then 46 States, the District of Columbia, Puerto Rico,… … Wikipedia
Transmission Line Matrix Methode — Viele Probleme der modernen Mikrowellentechnik lassen sich nur durch numerische Verfahren zufriedenstellend lösen. Z. B. lassen sich die technischen Eigenschaften einer Handyantenne wie Abstrahlverhalten nicht mehr mit geschlossenen… … Deutsch Wikipedia
Transmission-Line-Matrix-Methode — Viele Probleme der modernen Mikrowellentechnik lassen sich nur durch numerische Verfahren zufriedenstellend lösen. Zum Beispiel lassen sich die technischen Eigenschaften einer Handyantenne wie Abstrahlverhalten nicht mehr mit geschlossenen… … Deutsch Wikipedia
Maiden Lane Transactions — refers to three limited liability companies created by the Federal Reserve Bank of New York in 2008 as a financial vehicle to facilitate transactions involving three entities: the former Bear Stearns company as the first entity, the former… … Wikipedia
