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21 detenido de guerra
• POW• war dance• war fever• War Office• war profiteer -
22 Guerra de Secesión
• civil war• War of Independence• War of Secession• War Office -
23 Oberth, Hermann Julius
SUBJECT AREA: Aerospace[br]b. 25 June 1894 Nagyszeben, Transylvania (now Sibiu, Romania)d. 29 December 1989 Nuremberg, Germany[br]Austro-Hungarian lecturer who is usually regarded, with Robert Goddard, as one of the "fathers" of modern astronautics.[br]The son of a physician, Oberth originally studied medicine in Munich, but his education was interrupted by the First World War and service in the Austro-Hungarian Army. Wounded, he passed the time by studying astronautics. He apparently simulated weightlessness and worked out the design for a long-range liquid-propelled rocket, but his ideas were rejected by the War Office; after the war he submitted them as a dissertation for a PhD at Heidelberg University, but this was also rejected. Consequently, in 1923, whilst still an unknown mathematics teacher, he published his ideas at his own expense in the book The Rocket into Interplanetary Space. These included a description of how rockets could achieve a sufficient velocity to escape the gravitational field of the earth. As a result he gained international prestige almost overnight and learned of the work of Robert Goddard and Konstantin Tsiolkovsky. After correspondence with the Goddard and Tsiolkovsky, Oberth published a further work in 1929, The Road to Space Travel, in which he acknowledged the priority of Goddard's and Tsiolkovski's calculations relating to space travel; he went on to anticipate by more than thirty years the development of electric and ionic propulsion and to propose the use of giant mirrors to control the weather. For this he was awarded the annual Hirsch Prize of 10,000 francs. From 1925 to 1938 he taught at a college in Mediasch, Transylvania, where he carried out experiments with petroleum and liquid-air rockets. He then obtained a lecturing post at Vienna Technical University, moving two years later to Dresden University and becoming a German citizen. In 1941 he became assistant to the German rocket engineer Werner von Braun at the rocket development centre at Peenemünde, and in 1943 he began work on solid propellants. After the Second World War he spent a year in Switzerland as a consultant, then in 1950 he moved to Italy to develop solid-propellant anti-aircraft rockets for the Italian Navy. Five years later he moved to the USA to carry out advanced rocket research for the US Army at Huntsville, Alabama, and in 1958 he retired to Feucht, near Nuremberg, Germany, where he wrote his autobiography.[br]Principal Honours and DistinctionsFrench Astronautical Society REP-Hirsch Prize 1929. German Society for Space Research Medal 1950. Diesel German Inventors Medal 1954. American Astronautical Society Award 1955. German Federal Republic Award 1961. Institute of Aviation and Astronautics Medal 1969.Bibliography1923, Die Rakete zu den Planetenraumen; repub. 1934 as The Rocket into Interplanetary Space (autobiography).1929, Wege zur Raumschiffahrt [Road to Space Travel].1959, Stoff und Leben [Material and Life].Further ReadingR.Spangenburg and D.Moser, 1990, Space People from A to Z, New York: Facts on File. H.Wulforst, 1991, The Rocketmakers: The Dreamers who made Spaceflight a Reality, New York: Crown Publishers.KF / IMcN -
24 Bailey, Sir Donald Coleman
SUBJECT AREA: Civil engineering[br]b. 15 September 1901 Rotherham, Yorkshire, Englandd. 5 May 1985 Bournemouth, Dorset, England[br]English engineer, designer of the Bailey bridge.[br]Bailey was educated at the Leys School, Cambridge, before going to Sheffield University where he studied for a degree in engineering. He joined the Civil Service in 1928 and was posted to the staff of the Experimental Bridging Establishment of the Ministry of Supply at Christchurch, Hampshire. There he continued his boyhood hobby of making model bridges of wood and string. He evolved a design for a prefabricated metal bridge assembled from welded panels linked by pinned joints; this became known as the Bailey bridge. Its design was accepted by the War Office in 1941 and from then on it was used throughout the subsequent conflict of the Second World War. It was a great improvement on its predecessor, the Inglis bridge, designed by a Cambridge University professor of engineering, Charles Inglis, with tubular members that were 10 or 12 ft (3.66 m) long; this bridge was notoriously difficult to construct, particularly in adverse weather conditions, whereas the Bailey bridge's panels and joints were far more manageable and easy to assemble. The simple and standardized component parts of the Bailey bridge made it highly adaptable: it could be strengthened by increasing the number of truss girders, and wide rivers could be crossed by a series of Bailey bridges connected by pontoons. Field Marshal Montgomery is recorded as saying that without the Bailey bridge we should not have won the war'.[br]Principal Honours and DistinctionsKnighted 1946.Further ReadingObituary, 1985, The Guardian 6 May.IMcNBiographical history of technology > Bailey, Sir Donald Coleman
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25 Dunne, John William
SUBJECT AREA: Aerospace[br]b. 2 December 1875 Co. Kildare, Irelandd. 24 August 1949 Oxfordshire, England[br]Irish inventor who pioneered tailless aircraft designed to be inherently stable.[br]After serving in the British Army during the Boer War. Dunne returned home convinced that aeroplanes would be more suitable than balloons for reconnaissance work. He built models to test his ideas for a tailless design based on the winged seed of a Javanese climbing plant. In 1906 Dunne joined the staff of the Balloon Factory at Farnborough, where the Superintendent, Colonel J.E.Capper, was also interested in manned kites and aeroplanes. Since 1904 the colourful American "Colonel" S.F. Cody had been experimenting at Farnborough with manned kites, and in 1908 his "British Army Dirigible No. 1" made the first powered flight in Britain. Dunne's first swept-wing tailless glider was ready to fly in the spring of 1907, but it was deemed to be a military secret and flying it at Farnborough would be too public. Dunne, Colonel Capper and a team of army engineers took the glider to a remote site at Blair Atholl in Scotland for its test flights. It was not a great success, although it attracted snoopers, with the result that it was camouflaged. Powered versions made short hops in 1908, but then the War Office withdrew its support. Dunne and his associates set up a syndicate to continue the development of a new tailless aeroplane, the D 5; this was built by Short Brothers (see Short, Hugh Oswald) and flew successfully in 1910. It had combined elevators and ailerons on the wing tips (or elevons as they are now called when fitted to modern delta-winged aircraft). In 1913 an improved version of the D 5 was demonstrated in France, where the pilot left his cockpit and walked along the wing in flight. Dunne had proved his point and designed a stable aircraft, but his health was suffering and he retired. During the First World War, however, it was soon learned that military aircraft needed to be manoeuvrable rather than stable.[br]Bibliography1913, "The theory of the Dunne aeroplane", Journal of the Royal Aeronautical Society (April).After he left aviation, Dunne became well known for his writings on the nature of the universe and the interpretation of dreams. His best known-work was An ExperimentWith Time (1927; and reprints).Further ReadingP.B.Walker, 1971, Early Aviation at Farnborough, Vol. I, London; 1974, Vol. II (provides a detailed account of Dunne's early work; Vol. II is the more relevant).P.Lewis, 1962, British Air craft 1809–1914, London (for details of Dunne's aircraft).JDS -
26 Kriegsministerium
1. War Department Am.2. war ministry3. War Office Br. -
27 hadügyminisztérium
ministry of war, war office, war department -
28 λογιστήριον
λογιστ-ήριον, τό,A the place at Athens where the λογισταί met, Decr. ap. And.1.78 (pl.), Lys.20.10; later of any office,λ. τῶν νομαρχικῶν Klio12.365
(Alexandria, ii B. C.), cf. PPetr.2p.26 (iii B. C.), PTeb.24.38 (ii B. C.); στρατιωτικὸν λ. war- office, Str.16.2.10.2 λογιστήρια, τά, = λογισταί, Arist.Fr. 446; ἀνενεγκάτω ὁ ταμίας.. τῷ πρώτῳ λογιστηρίῳ at the first meeting of the λογισταί, SIG1219.36 (Gambreum, iii B. C.).Greek-English dictionary (Αγγλικά Ελληνικά-λεξικό) > λογιστήριον
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29 Brennan, Louis
[br]b. 28 January 1852 Castlebar, Irelandd. 17 January 1932 Montreux, Switzerland[br]Irish inventor of the Brennan dirigible torpedo, and of a gyroscopically balanced monorail system.[br]The Brennan family, including Louis, emigrated to Australia in 1861. He was an inventive genius from childhood, and while at Melbourne invented his torpedo. Within it were two drums, each with several miles of steel wire coiled upon it and mounted on one of two concentric propeller shafts. The propellers revolved in opposite directions. Wires were led out of the torpedo to winding drums on land, driven by high-speed steam engines: the faster the drums on shore were driven, the quicker the wires were withdrawn from the drums within the torpedo and the quicker the propellers turned. A steering device was operated by altering the speeds of the wires relative to one another. As finally developed, Brennan torpedoes were accurate over a range of 1 1/2 miles (2.4 km), in contrast to contemporary self-propelled torpedoes, which were unreliable at ranges over 400 yards (366 in).Brennan moved to England in 1880 and sold the rights to his torpedo to the British Government for a total of £110,000, probably the highest payment ever made by it to an individual inventor. Brennan torpedoes became part of the defences of many vital naval ports, but never saw active service: improvement of other means of defence meant they were withdrawn in 1906. By then Brennan was deeply involved in the development of his monorail. The need for a simple and cheap form of railway had been apparent to him when in Australia and he considered it could be met by a ground-level monorail upon which vehicles would be balanced by gyroscopes. After overcoming many manufacturing difficulties, he demonstrated first a one-eighth scale version and then a full-size, electrically driven vehicle, which ran on its single rail throughout the summer of 1910 in London, carrying up to fifty passengers at a time. Development had been supported financially by, successively, the War Office, the India Office and the Government of the Indian state of Jammu and Kashmir, which had no rail access; despite all this, however, no further financial support, government or commercial, was forthcoming.Brennan made many other inventions, worked on the early development of helicopters and in 1929 built a gyroscopically balanced, two-wheeled motor car which, however, never went into production.[br]Principal Honours and DistinctionsCompanion of the Bath 1892.Bibliography1878, British patent no. 3359 (torpedo) 1903, British patent no. 27212 (stability mechanisms).Further ReadingR.E.Wilkes, 1973, Louis Brennan CB, 2 parts, Gillingham (Kent) Public Library. J.R.Day and B.C.Wilson, 1957, Unusual Railways, London: F.Muller.See also: Behr, Fritz Bernhard; Lartigue, Charles François Marie-Thérèse; Palmer, Henry Robinson( monorails); Whitehead, Robert( torpedoes).PJGR -
30 savunma bakanlığı
n. Department of Defense, Ministry of Defense, War Department, war office -
31 Herbert, Sir Alfred Edward
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 5 September 1866 Leicester, Englandd. 26 May 1957 Kings Somborne, Hampshire, England[br]English mechanical engineer and machine-tool manufacturer.[br]Alfred Herbert was educated at Stoneygate School, Leicester, and served an apprenticeship with Joseph Jessop \& Sons, also of Leicester, from 1881 to 1886. In 1887 he was engaged as Manager of a small engineering firm in Coventry, and before the end of that year he purchased the business in partnership with William Hubbard. They commenced the manufacture of machine-tools especially for the cycle industry. Hubbard withdrew from the partnership in 1890 and Herbert continued on his own account, the firm being established as a limited liability company, Alfred Herbert Ltd, in 1894. A steady expansion of the business continued, especially after the introduction of their capstan lathe, and by 1914 it was the largest manufacturer of machine-tools in Britain. In addition to making machine-tools of all types for the home and export market, the firm acted as an agent for the import of specialist machine-tools from abroad. During the First World War Alfred Herbert was in 1915 appointed head of machine-tool production at the War Office and when the Ministry of Munitions was set up he was transferred to that Ministry as Controller of Machine Tools. He was President of the Machine Tools Trades Association from 1919 to 1934. He was elected a member of the Institution of Mechanical Engineers in 1892 and in 1921 was a founder member of the Institution of Production Engineers. Almost to the end of his long life he continued to take an active part in the direction of his company. He expressed his views on current events affecting industry in the technical press and in his firm's house journal.[br]Principal Honours and DistinctionsKBE 1917. Officier de la Légion d'honneur 1917. Order of St Stanislas of Russia 1918. Order of Leopold of Belgium 1918. Freeman of the City of Coventry 1933. President, Institution of Production Engineers 1927–9. Honorary Member, Institution of Mechanical Engineers 1941.Bibliography1948, Shots at the Truth, Coventry (a selection of his speeches and writings).Further ReadingD.J.Jeremy (ed.), 1984–6, Dictionary of Business Biography, Vol. 3, London, pp. 174–7 (a useful account).Obituary, 1957, Engineering, 183:680.RTSBiographical history of technology > Herbert, Sir Alfred Edward
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32 Mole, Lancelot de
SUBJECT AREA: Weapons and armour[br]b. 13 March 1880 Adelaide, Australiad. 6 May 1950 Sydney, Australia[br]Australian engineer and early tank designer.[br]De Mole's father was an architect and surveyor and he himself followed a similar avenue as a draughtsman working on mining, surveying and engineering projects in Australia. It was in 1911, while surveying in particularly rough terrain in Western Australia, that he first conceived the idea of the tank as a tracked, armoured vehicle capable of traversing the most difficult ground. He drew up detailed plans and submitted them to the War Office in London the following year, but although they were rejected, not all the plans were returned to him. When war broke out in 1914 he tried without success to interest the Australian authorities, even after he had constructed a model at their request. A further blow came in 1916, when the first tanks, built by the British, appeared on the battlefields of France and looked remarkably similar in design to his own. Believing that he could play a significant role in further tank development, but lacking the funds to travel to Britain, de Mole eventually succeeded, after an initial rejection by a medical board, in enlisting in the Australian Army, which got him to England at the beginning of 1918. He immediately took his model to the British Inventions Committee, who were sufficiently impressed to pass it to the Tank Board, who promptly mislaid it for six weeks. Meanwhile, in March 1918, Private de Mole was ordered to France and was unable to take matters further. On his return to England in early 1919 he made a formal claim for a reward for his invention, but this was turned down on the grounds that no direct link could be established between his design and the first tanks that were built. Even so, the Inventions Committee did authorize a sum of money to cover his expenses, and in 1920 de Mole was a made a Commander of the Order of the British Empire.Returning to Australia, de Mole worked as an engineer in the design branch of the Sydney Water Board. He continued to invent, but none of his designs, which covered a wide range of items, were ever taken up.[br]Principal Honours and DistinctionsCBE 1920.Further ReadingAustralian Dictionary of Biography, 1918, Vol. 8.A.J.Smithers, 1986, A New Excalibur: The Development of the Tank 1909–1939, London: Leo Cooper (for illustrations of the model of his tank).Mention of his invention is made in a number of books on the history of the tank.CM -
33 Whitworth, Sir Joseph
[br]b. 21 December 1803 Stockport, Cheshire, Englandd. 22 January 1887 Monte Carlo, Monaco[br]English mechanical engineer and pioneer of precision measurement.[br]Joseph Whitworth received his early education in a school kept by his father, but from the age of 12 he attended a school near Leeds. At 14 he joined his uncle's mill near Ambergate, Derbyshire, to learn the business of cotton spinning. In the four years he spent there he realized that he was more interested in the machinery than in managing a cotton mill. In 1821 he obtained employment as a mechanic with Crighton \& Co., Manchester. In 1825 he moved to London and worked for Henry Maudslay and later for the Holtzapffels and Joseph Clement. After these years spent gaining experience, he returned to Manchester in 1833 and set up in a small workshop under a sign "Joseph Whitworth, Tool Maker, from London".The business expanded steadily and the firm made machine tools of all types and other engineering products including steam engines. From 1834 Whitworth obtained many patents in the fields of machine tools, textile and knitting machinery and road-sweeping machines. By 1851 the company was generally regarded as the leading manufacturer of machine tools in the country. Whitworth was a pioneer of precise measurement and demonstrated the fundamental mode of producing a true plane by making surface plates in sets of three. He advocated the use of the decimal system and made use of limit gauges, and he established a standard screw thread which was adopted as the national standard. In 1853 Whitworth visited America as a member of a Royal Commission and reported on American industry. At the time of the Crimean War in 1854 he was asked to provide machinery for manufacturing rifles and this led him to design an improved rifle of his own. Although tests in 1857 showed this to be much superior to all others, it was not adopted by the War Office. Whitworth's experiments with small arms led on to the construction of big guns and projectiles. To improve the quality of the steel used for these guns, he subjected the molten metal to pressure during its solidification, this fluid-compressed steel being then known as "Whitworth steel".In 1868 Whitworth established thirty annual scholarships for engineering students. After his death his executors permanently endowed the Whitworth Scholarships and distributed his estate of nearly half a million pounds to various educational and charitable institutions. Whitworth was elected an Associate of the Institution of Civil Engineers in 1841 and a Member in 1848 and served on its Council for many years. He was elected a Member of the Institution of Mechanical Engineers in 1847, the year of its foundation.[br]Principal Honours and DistinctionsBaronet 1869. FRS 1857. President, Institution of Mechanical Engineers 1856, 1857 and 1866. Hon. LLD Trinity College, Dublin, 1863. Hon. DCL Oxford University 1868. Member of the Smeatonian Society of Civil Engineers 1864. Légion d'honneur 1868. Society of Arts Albert Medal 1868.Bibliography1858, Miscellaneous Papers on Mechanical Subjects, London; 1873, Miscellaneous Papers on Practical Subjects: Guns and Steel, London (both are collections of his papers to technical societies).1854, with G.Wallis, The Industry of the United States in Machinery, Manufactures, andUseful and Ornamental Arts, London.Further ReadingF.C.Lea, 1946, A Pioneer of Mechanical Engineering: Sir Joseph Whitworth, London (a short biographical account).A.E.Musson, 1963, "Joseph Whitworth: toolmaker and manufacturer", Engineering Heritage, Vol. 1, London, 124–9 (a short biography).D.J.Jeremy (ed.), 1984–6, Dictionary of Business Biography, Vol. 5, London, 797–802 (a short biography).W.Steeds, 1969, A History of Machine Tools 1700–1910, Oxford (describes Whitworth's machine tools).RTS -
34 Военное министерство
Economy: War OfficeУниверсальный русско-английский словарь > Военное министерство
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35 Управление по делам военнопленных (США)
Military: Defense Prisoner of War OfficeУниверсальный русско-английский словарь > Управление по делам военнопленных (США)
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36 военно-топографическая карта
1) Military: tactical map (масштаба 1:50000 или 1:100000)2) Cartography: War Office map, military chart, military mapУниверсальный русско-английский словарь > военно-топографическая карта
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37 военное министерство
Economy: War OfficeУниверсальный русско-английский словарь > военное министерство
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38 международная система разграфки карт, принятая военным министерством Великобритании
Cartography: War Office systemУниверсальный русско-английский словарь > международная система разграфки карт, принятая военным министерством Великобритании
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39 министерство СВ
Military: Army department, Department of the Army, The Department of the Army, War office, department of the Army (ведомство), (как высший орган управления) headquarters, department of the army, (как ведомство) Army establishment -
40 отдел по проблемам ограниченной войны
Military: limited war officeУниверсальный русско-английский словарь > отдел по проблемам ограниченной войны
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