under+develop

SUBJECT AREA: Architecture and building, Domestic appliances and interiors

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Breuer began his student days following an art course in Vienna, but joined the Bauhaus at Weimar, where he later graduated, in 1920. When Gropius re-established the school in purpose-built structures at Dessau, Breuer became a member of the teaching staff in charge of the carpentry and furniture workshops. Much of his time there was spent in design and research into new materials being applied to furniture and interior decoration. The essence of his contribution was to relate the design of furniture to industrial production; in this field he developed the tubular-steel structure, especially in chair design, and experimented with aluminium as a furniture material as well as pieces of furniture made up from modular units. His furniture style was characterized by an elegance of line and a careful avoidance of superfluous detail. By 1926 he had furnished the Bauhaus with such furniture in chromium-plated steel, and two years later had developed a cantilevered chair.

Breuer left the Bauhaus in 1928 and set up an architectural practice in Berlin. In the early 1930s he also spent some time in Switzerland. Notable from these years was his Harnischmacher Haus in Wiesbaden and his apartment buildings in the Dolderthal area of Zurich. His architectural work was at first influenced by constructivism, and then by that of Le Corbusier (see Charles-Edouard Jeanneret). In 1935 he moved to England, where in partnership with F.R.S. Yorke he built some houses and continued to practise furniture design. The Isokon Furniture Co. commissioned him to develop ideas that took advantage of the new bending and moulding processes in laminated wood, one result being his much-copied reclining chair.

In 1937, like so many of the European architectural refugees from Nazism, he found himself under-occupied due to the reluctance of English clients to embrace the modern architectural movement. He went to the United States at Gropius's invitation to join him as a professor at Harvard. Breuer and Gropius were influential in training a new generation of American architects, and in particular they built a number of houses. This partnership ended in 1941 and Breuer set up practice in New York. His style of work from this time on was still modern, but became more varied. In housing, he adapted his style to American needs and used local materials in a functional manner. In the Whitney Museum (1966) he worked in a sculptural, granite-clad style. Often he utilized a bold reinforced-concrete form, as in his collaboration with Pier Luigi Nervi and Bernard Zehrfuss in the Paris UNESCO Building (1953–8) and the US Embassy in the Hague (1954–8). He displayed his masterly handling of poured concrete used in a strikingly expressionistic, sculptural manner in his St John's Abbey (1953–61) in Collegeville, Minnesota, and in 1973 his Church of St Francis de Sale in Michigan won him the top award of the American Institute of Architects.

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SUBJECT AREA: Metallurgy

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Brinell graduated as an engineer from Boräs Technical School, and his interest in metallurgy began to develop in 1875 when he became an engineer at the ironworks of Lesjöfors and came under the influence of Gustaf Ekman. In 1882 he was appointed Chief Engineer at the Fagersta Ironworks, where he became one of Sweden's leading experts in the manufacture and heat treatment of tool steels.

His reputation in this field was established in 1885 when he published a paper on the structural changes which occurred in steels when they were heated and cooled, and he was among the first to recognize and define the critical points of steel and their importance in heat treatment. Some of these preliminary findings were first exhibited at Stockholm in 1897. His exhibit at the World Exhibition at Paris in 1900 was far more detailed and there he displayed for the first time his method of hardness determination using a steel-ball indenter. For these contributions he was awarded the French Grand Prix and also the Polhem Prize of the Swedish Technical Society.

He was later concerned with evaluating and developing the iron-ore deposits of north Sweden and was one of the pioneers of the electric blast-furnace. In 1903 he became Chief Engineer of the Jernkontoret and remained there until 1914. In this capacity and as Editor of the Jernkontorets Annaler he made significant contributions to Swedish metallurgy. His pioneer work on abrasion resistance, undertaken long before the term tribology had been invented, gained him the Rinman Medal, awarded by the Jernkontoret in 1920.

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SUBJECT AREA: Ports and shipping, Steam and internal combustion engines

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John was the third son of David Elder. The father came from a family of millwrights and moved to Glasgow where he worked for the well-known shipbuilding firm of Napier's and was involved with improving marine engines. John was educated at Glasgow High School and then for a while at the Department of Civil Engineering at Glasgow University, where he showed great aptitude for mathematics and drawing. He spent five years as an apprentice under Robert Napier followed by two short periods of activity as a pattern-maker first and then a draughtsman in England. He returned to Scotland in 1849 to become Chief Draughtsman to Napier, but in 1852 he left to become a partner with the Glasgow general engineering company of Randolph Elliott \& Co. Shortly after his induction (at the age of 28), the engineering firm was renamed Randolph Elder \& Co.; in 1868, when the partnership expired, it became known as John Elder \& Co. From the outset Elder, with his partner, Charles Randolph, approached mechanical (especially heat) engineering in a rigorous manner. Their knowledge and understanding of entropy ensured that engine design was not a hit-and-miss affair, but one governed by recognition of the importance of the new kinetic theory of heat and with it a proper understanding of thermodynamic principles, and by systematic development. In this Elder was joined by W.J.M. Rankine, Professor of Civil Engineering and Mechanics at Glasgow University, who helped him develop the compound marine engine. Elder and Randolph built up a series of patents, which guaranteed their company's commercial success and enabled them for a while to be the sole suppliers of compound steam reciprocating machinery. Their first such engine at sea was fitted in 1854 on the SS Brandon for the Limerick Steamship Company; the ship showed an improved performance by using a third less coal, which he was able to reduce still further on later designs.

Elder developed steam jacketing and recognized that, with higher pressures, triple-expansion types would be even more economical. In 1862 he patented a design of quadruple-expansion engine with reheat between cylinders and advocated the importance of balancing reciprocating parts. The effect of his improvements was to greatly reduce fuel consumption so that long sea voyages became an economic reality.

His yard soon reached dimensions then unequalled on the Clyde where he employed over 4,000 workers; Elder also was always interested in the social welfare of his labour force. In 1860 the engine shops were moved to the Govan Old Shipyard, and again in 1864 to the Fairfield Shipyard, about 1 mile (1.6 km) west on the south bank of the Clyde. At Fairfield, shipbuilding was commenced, and with the patents for compounding secure, much business was placed for many years by shipowners serving long-distance trades such as South America; the Pacific Steam Navigation Company took up his ideas for their ships. In later years the yard became known as the Fairfield Shipbuilding and Engineering Company Ltd, but it remains today as one of Britain's most efficient shipyards and is known now as Kvaerner Govan Ltd.

In 1869, at the age of only 45, John Elder was unanimously elected President of the Institution of Engineers and Shipbuilders in Scotland; however, before taking office and giving his eagerly awaited presidential address, he died in London from liver disease. A large multitude attended his funeral and all the engineering shops were silent as his body, which had been brought back from London to Glasgow, was carried to its resting place. In 1857 Elder had married Isabella Ure, and on his death he left her a considerable fortune, which she used generously for Govan, for Glasgow and especially the University. In 1883 she endowed the world's first Chair of Naval Architecture at the University of Glasgow, an act which was reciprocated in 1901 when the University awarded her an LLD on the occasion of its 450th anniversary.

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RLH / FMW

SUBJECT AREA: Automotive engineering, Electricity, Electronics and information technology, Metallurgy, Steam and internal combustion engines

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Kettering gained degrees in mechanical and electrical engineering from Ohio State University. He was employed by the National Construction Register (NCR) of Dayton, Ohio, where he devised an electric motor for use in cash registers. He became Head of the Inventions Department of that company but left in 1909 to form, with the former Works Manager of NCR, Edward A. Deeds, the Dayton Engineering Laboratories (later called Delco), to develop improved lighting and ignition systems for automobiles. In the first two years of the new company he produced not only these but also the first self-starter, both of which were fitted to the Cadillac, America's leading luxury car. In 1914 he founded Dayton Metal Products and the Dayton Wright Airplane Company. Two years later Delco was bought by General Motors. In 1925 the independent research facilities of Delco were moved to Detroit and merged with General Motors' laboratories to form General Motors Research Corporation, of which Kettering was President and General Manager. (He had been Vice-President of General Motors since 1920.) In that position he headed investigations into methods of achieving maximum engine performance as well as into the nature of friction and combustion. Many other developments in the automobile field were made under his leadership, such as engine coolers, variable-speed transmissions, balancing machines, the two-way shock absorber, high-octane fuel, leaded petrol or gasoline, fast-drying lacquers, crank-case ventilators, chrome plating, and the high-compression automobile engine. Among his other activities were the establishment of the Charles Franklin Kettering Foundation for the Study of Chlorophyll and Photosynthesis at Antioch College, and the founding of the Sloan- Kettering Institute for Cancer Research in New York City. He sponsored the Fever Therapy Research Project at Miami Valley Hospital at Dayton, which developed the hypertherm, or artificial fever machine, for use in the treatment of disease. He resigned from General Motors in 1947.

SUBJECT AREA: Canals, Civil engineering

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Born into a prosperous farming family, he early demonstrated his natural mechanical and structural aptitude. As a boy he spent a great deal of time, often as a truant, near his home in the workshop of Andrew Meikle. Meikle was a millwright and the inventor of a threshing machine. After local education and an apprenticeship with Meikle, Rennie went to Edinburgh University until he was 22. He then travelled south and met James Watt, who in 1784 offered him the post of Engineer at the Albion Flour Mills, London, which was then under construction. Rennie designed all the mill machinery, and it was while there that he began to develop an interest in canals, opening his own business in 1791 in Blackfriars. He carried out work on the Kennet and Avon Canal and in 1794 became Engineer for the company. He meanwhile carried out other surveys, including a proposed extension of the River Stort Navigation to the Little Ouse and a Basingstoke-to-Salisbury canal, neither of which were built. From 1791 he was also engaged on the Rochdale Canal and the Lancaster Canal, as well as the great masonry aqueduct carrying the latter canal across the river Lune at Lancaster. He also surveyed the Ipswich and Stowmarket and the Chelmer and Blackwater Navigations. He advised on the Horncastle Canal in 1799 and on the River Ancholme in 1799, both of which are in Lincolnshire. In 1802 he was engaged on the Royal Canal in Ireland, and in the same year he was commissioned by the Government to prepare a plan for flooding the Lea Valley as a defence on the eastern approach to London in case Napoleon invaded England across the Essex marshes. In 1809 he surveyed improvements on the Thames, and in the following year he was involved in a proposed canal from Taunton to Bristol. Some of his schemes, particularly in the Fens and Lincolnshire, were a combination of improvements for both drainage and navigation. Apart from his canal work he engaged extensively in the construction and development of docks and harbours including the East and West India Docks in London, Holyhead, Hull, Ramsgate and the dockyards at Chatham and Sheerness. In 1806 he proposed the great breakwater at Plymouth, where work commenced on 22 June 1811.

He was also highly regarded for his bridge construction. These included Kelso and Musselburgh, as well as his famous Thames bridges: London Bridge (uncompleted at the time of his death), Waterloo Bridge (1810–17) and Southwark Bridge (1815–19). He was elected a Fellow of the Royal Society in 1798.

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SUBJECT AREA: Metallurgy

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After working as a millwright in Halifax, Riley found employment at the Ormesby Ironworks in Middlesbrough until, in 1869, he became manager of the Askam Ironworks in Cumberland. Three years later, in 1872, he was appointed Blast-furnace Manager at the pioneering Siemens Steel Company's works at Landore, near Swansea in South Wales. Using Spanish ore, he produced the manganese-rich iron (spiegeleisen) required as an additive to make satisfactory steel. Riley was promoted in 1874 to be General Manager at Landore, and he worked with William Siemens to develop the use of the latter's regenerative furnace for the production of open-hearth steel. He persuaded Welsh makers of tin plate to use sheets rolled from lowcarbon (mild) steel instead of from charcoal iron and, partly by publishing some test results, he was instrumental in influencing the Admiralty to build two naval vessels of mild steel, the Mercury and the Iris.

In 1878 Riley moved north on his appointment as General Manager of the Steel Company of Scotland, a firm closely associated with Charles Tennant that was formed in 1872 to make steel by the Siemens process. Already by 1878, fourteen Siemens melting furnaces had been erected, and in that year 42,000 long tons of ingots were produced at the company's Hallside (Newton) Works, situated 8 km (5 miles) south-east of Glasgow. Under Riley's leadership, steelmaking in open-hearth furnaces was initiated at a second plant situated at Blochairn. Plates and sections for all aspects of shipbuilding, including boilers, formed the main products; the company also supplied the greater part of the steel for the Forth (Railway) Bridge. Riley was associated with technical modifications which improved the performance of steelmaking furnaces using Siemens's principles. He built a gasfired cupola for melting pig-iron, and constructed the first British "universal" plate mill using three-high rolls (Lauth mill).

At the request of French interests, Riley investigated the properties of steels containing various proportions of nickel; the report that he read before the Iron and Steel Institute in 1889 successfully brought to the notice of potential users the greatly enhanced strength that nickel could impart and its ability to yield alloys possessing substantially lower corrodibility.

The Steel Company of Scotland paid dividends in the years to 1890, but then came a lean period. In 1895, at the age of 54, Riley moved once more to another employer, becoming General Manager of the Glasgow Iron and Steel Company, which had just laid out a new steelmaking plant at Wishaw, 25 km (15 miles) south-east of Glasgow, where it already had blast furnaces. Still the technical innovator, in 1900 Riley presented an account of his experiences in introducing molten blast-furnace metal as feed for the open-hearth steel furnaces. In the early 1890s it was largely through Riley's efforts that a West of Scotland Board of Conciliation and Arbitration for the Manufactured Steel Trade came into being; he was its first Chairman and then its President.

In 1899 James Riley resigned from his Scottish employment to move back to his native Yorkshire, where he became his own master by acquiring the small Richmond Ironworks situated at Stockton-on-Tees. Although Riley's 1900 account to the Iron and Steel Institute was the last of the many of which he was author, he continued to contribute to the discussion of papers written by others.

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SUBJECT AREA: Automotive engineering, Steam and internal combustion engines

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Simms was born of English parents in Hamburg. He met Gottlieb Daimler at an exhibition in Bremen in 1890, where he had gone to exhibit an aerial cableway that he had designed to provide passenger transport over rivers and valleys; in the previous year, he had invented and patented an automatic railway ticket machine, the principle of which is still in use worldwide. He obtained a licence to develop the Daimler engine throughout the British Empire (excluding Canada). He had great trouble in arranging any demonstration of the Daimler engine as authorities were afraid of the risk of fire and explosion with petroleum spirit, particularly at indoor venues. He succeeded eventually in operating a boat with an internal combustion engine between Charing Cross and Westminster piers on the River Thames in 1891. He then rented space under a railway arch at Putney Bridge station for installing Daimler engines in boats. With Sir David Salomans he was responsible for organizing the first motor show in Britain in 1895; four cars were on show. Simms became a director of the main Daimler company, and was a consultant to the Coventry Daimler Company. He was the founder of the Automobile Club of Great Britain and Ireland, a forerunner of the Royal Automobile Club (RAC), as well as the Society of Motor Manufacturers and Traders.

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SUBJECT AREA: Land transport, Railways and locomotives

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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.

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SUBJECT AREA: Agricultural and food technology

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Jethro Tull was born into an English landowning family. He was educated at St John's College, Oxford, but left without a degree at the age of 17. He then spent three years on the Grand Tour before returning to study law at Gray's Inn in London. After six years he was admitted to the Bar, but he never practised, moving instead to one of his father's farms near Oxford.

Because of labour problems he chose to plant sainfoin (Onobrychis viciaefolia) as a forage crop because it required less frequent reseeding than grass. The seed itself was expensive and of poor fertility, so he began to experiment. He discovered that the depth of sowing as well as the planting rate influenced germination and the rate of growth, he found the optimum rate could be gained with one plant per ft2, a much lower density than could be achieved by broadcasting. His experiments created labour problems. He is traditionally and incorrectly credited with the invention of the seed drill, but he did develop and use a drill on his own farm to achieve the planting rate and depth he needed without having to rely on his workforce.

In 1711 Tull became ill and went to France, having first sold his original farm and moved to "Properous", near Hungerford. In France he developed a husbandry technique that used a horse hoe to stir the soil between the rows of plants achieved with his drill. He incorrectly believed that his increased yields were the result of nutrients released from the soil by this method, whereas they were more likely to have been the result of a reduction in weed competition as a result of the repeated cultivation.

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мощность

система энергопитания оборудования

регулировать малый газ

хвостовая часть гондолы двигателя

уменьшение мощности двигателей воздушного судна

бортовой источник электропитания

асимметричная тяга двигателей

на режиме малого газа

достигать заданной мощности

форсированный режим

форсировать мощность

вспомогательный источник энергопитания

вспомогательная силовая установка

несущая способность

оптимальный режим

отказ бортовой электрошины

внезапно изменять режим

мощность, необходимая для набора высоты

выходить на взлетный режим

мощность на чрезвычайном режиме

крейсерская мощность

развивать мощность

передавать мощность

мощность без впрыска воды

источник электропитания

электротележка

аварийный источник энергопитания

система аварийного энергопитания

эквивалентная мощность на валу

избыточная мощность

аэродромное электропитание

система аэродромного электропитания

разъем аэродромного питания

аэродромное питание отсутствует

разъем аэродромного питания

реле включения внешнего питания

мощность на режиме полетного малого газа

свободная турбина

максимальный режим

достигать заданной мощность

газотурбинная силовая установка

аэродромный пусковой агрегат

гидравлический силовой цилиндр

режим малого газа

мощность на преодоление аэродинамического сопротивления

подъемная сила

номинальный режим

двигаться за счет собственной тяги

выходная мощность

внешний источник питания

пневматический силовой цилиндр

форсирование мощности

управление форсажем

тарировка мощности

силовой цилиндр

реле сигнализации отказа питания

указатель мощности

запас мощности

убрать режим

выходная мощность

патрулирование линий электропередач с воздуха

силовая установка

турбина с приводом от выхлопных газов

уменьшение мощности

отражатель в механизме реверса тяги

установка мощности

вал привода

генератор

штопор при работающих двигателях

рабочий ход

цепь подачи питания

процесс отбора мощности

включать шину

силовой агрегат

мощность на преодоление профильного сопротивления

выдавать мощность

номинальная мощность

форсажный режим

потребная мощность

работать на режиме малого газа

резервный источник энергопитания

выводить на режим малого газа

устанавливать взлетный режим

звуковая мощность

удельная мощность

запасной агрегат

запуск от внешнего источника

взлетная мощность

отбирать мощность на вал

тяговая мощность

мощность, поступающая на вал трансмиссии

передавать мощность

полет на номинальном расчетном режиме

   1) The Basic Idea of Cognitive Science

   The basic idea of cognitive science is that intelligent beings are semantic engines-in other words, automatic formal systems with interpretations under which they consistently make sense.... [P]eople and intelligent computers turn out to be merely different manifestations of the same underlying phenomenon. (Haugeland, 1981b, p. 31)

   2) Experimental Psychology, Theoretical Linguistics, and Computational Simulation of Cognitive Processes Are All Components of Cognitive Science

   I went away from the Symposium with a strong conviction, more intuitive than rational, that human experimental psychology, theoretical linguistics, and computer simulation of cognitive processes were all pieces of a larger whole, and that the future would see progressive elaboration and coordination of their shared concerns.... I have been working toward a cognitive science for about twenty years beginning before I knew what to call it. (G. A. Miller, 1979, p. 9)

   3) The Nature of Cognitive Science

    Cognitive Science studies the nature of cognition in human beings, other animals, and inanimate machines (if such a thing is possible). While computers are helpful within cognitive science, they are not essential to its being. A science of cognition could still be pursued even without these machines.

    Computer Science studies various kinds of problems and the use of computers to solve them, without concern for the means by which we humans might otherwise resolve them. There could be no computer science if there were no machines of this kind, because they are indispensable to its being. Artificial Intelligence is a special branch of computer science that investigates the extent to which the mental powers of human beings can be captured by means of machines.

   There could be cognitive science without artificial intelligence but there could be no artificial intelligence without cognitive science. One final caveat: In the case of an emerging new discipline such as cognitive science there is an almost irresistible temptation to identify the discipline itself (as a field of inquiry) with one of the theories that inspired it (such as the computational conception...). This, however, is a mistake. The field of inquiry (or "domain") stands to specific theories as questions stand to possible answers. The computational conception should properly be viewed as a research program in cognitive science, where "research programs" are answers that continue to attract followers. (Fetzer, 1996, pp. xvi-xvii)

   4) The Nature of Cognitive Science

   What is the nature of knowledge and how is this knowledge used? These questions lie at the core of both psychology and artificial intelligence.

   The psychologist who studies "knowledge systems" wants to know how concepts are structured in the human mind, how such concepts develop, and how they are used in understanding and behavior. The artificial intelligence researcher wants to know how to program a computer so that it can understand and interact with the outside world. The two orientations intersect when the psychologist and the computer scientist agree that the best way to approach the problem of building an intelligent machine is to emulate the human conceptual mechanisms that deal with language.... The name "cognitive science" has been used to refer to this convergence of interests in psychology and artificial intelligence....

   This working partnership in "cognitive science" does not mean that psychologists and computer scientists are developing a single comprehensive theory in which people are no different from machines. Psychology and artificial intelligence have many points of difference in methods and goals.... We simply want to work on an important area of overlapping interest, namely a theory of knowledge systems. As it turns out, this overlap is substantial. For both people and machines, each in their own way, there is a serious problem in common of making sense out of what they hear, see, or are told about the world. The conceptual apparatus necessary to perform even a partial feat of understanding is formidable and fascinating. (Schank & Abelson, 1977, pp. 1-2)

   5) The New Field of Cognitive Science

   Within the last dozen years a general change in scientific outlook has occurred, consonant with the point of view represented here. One can date the change roughly from 1956: in psychology, by the appearance of Bruner, Goodnow, and Austin's Study of Thinking and George Miller's "The Magical Number Seven"; in linguistics, by Noam Chomsky's "Three Models of Language"; and in computer science, by our own paper on the Logic Theory Machine. (Newell & Simon, 1972, p. 4)

    The Absence of Emotion and Feeling May Damage Our Human Rationality

.. propose that reason may not be as pure as most of us think it is or wish it were, that emotions and feelings may not be intruders in the bastion of reason at all: they may be enmeshed in its networks, for worse and for better.

   The strategies of human reason probably did not develop, in either evolution or any single individual, without the guiding force of the mechanisms of biological regulation, of which emotion and feeling are notable expressions. Moreover, even after reasoning strategies become established in the formative years, their effective deployment probably depends, to a considerable extent, on a continued ability to experience feelings.

   This is not to deny that emotions and feelings can cause havoc in the processes of reasoning under certain circumstances. Traditional wisdom has told us that they can, and recent investigations of the normal reasoning process also reveal the potentially harmful influence of emotional biases. It is thus even more surprising and novel that the absence of emotion and feeling is no less damaging, no less capable of compromising the rationality that makes us distinctly human and allows us to decide in consonance with a sense of personal future, social convention, and moral principle. (Damasio, 1994, p. xii)