{"title":"Simon Goodrich and his Work as an Engineer","authors":"E. A. Forward","doi":"10.1179/tns.1922.001","DOIUrl":"https://doi.org/10.1179/tns.1922.001","url":null,"abstract":"","PeriodicalId":232627,"journal":{"name":"Transactions of the Newcomen Society","volume":"19 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2014-01-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114939219","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"The Coalbrookdale Group Horsehay Works","authors":"R. A. Mott, D.sc., Featured Member","doi":"10.1179/TNS.1957.013","DOIUrl":"https://doi.org/10.1179/TNS.1957.013","url":null,"abstract":"","PeriodicalId":232627,"journal":{"name":"Transactions of the Newcomen Society","volume":"6 14","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2014-01-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"113962600","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2008-07-01DOI: 10.1179/175035208X317657
J. Burland
On Thursday 7 September 1995 ground freezing was being carried out around the Tower of Pisa when it began to increase its inclination dramatically. In one night, it moved southwards more than it would normally have moved in a year. The freezing operation had to be terminated and for three weeks desperate efforts were made to save the tower. This period has come to be known as Black September. The paper describes how and why the Pisa Commission got into this predicament and how it was resolved. More generally the paper traces the evolution of some of the ideas and schemes for stabilising the tower that were put forward by members of the Commission. Unravelling the history of the tower and understanding the mechanisms of its movement proved crucial to developing the successful stabilisation measures. A detailed technical description of the project is given by Burland et al.1
{"title":"Stabilising the Leaning Tower of Pisa: the Evolution of Geotechnical Solutions","authors":"J. Burland","doi":"10.1179/175035208X317657","DOIUrl":"https://doi.org/10.1179/175035208X317657","url":null,"abstract":"On Thursday 7 September 1995 ground freezing was being carried out around the Tower of Pisa when it began to increase its inclination dramatically. In one night, it moved southwards more than it would normally have moved in a year. The freezing operation had to be terminated and for three weeks desperate efforts were made to save the tower. This period has come to be known as Black September. The paper describes how and why the Pisa Commission got into this predicament and how it was resolved. More generally the paper traces the evolution of some of the ideas and schemes for stabilising the tower that were put forward by members of the Commission. Unravelling the history of the tower and understanding the mechanisms of its movement proved crucial to developing the successful stabilisation measures. A detailed technical description of the project is given by Burland et al.1","PeriodicalId":232627,"journal":{"name":"Transactions of the Newcomen Society","volume":"6 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2008-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116010829","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2008-07-01DOI: 10.1179/175035208X317693
M. Macnair
{"title":"Emile Bachelet (1863–1946): The Showman and the Flying Train","authors":"M. Macnair","doi":"10.1179/175035208X317693","DOIUrl":"https://doi.org/10.1179/175035208X317693","url":null,"abstract":"","PeriodicalId":232627,"journal":{"name":"Transactions of the Newcomen Society","volume":"69 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2008-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126991395","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2008-07-01DOI: 10.1179/175035208X317666
P. Geraghty
John Macneill was Ireland’s foremost engineer of his day. He was one of a group of Victorian engineers who laid the foundation for the railway network throughout the British Isles. He was involved with railways in England, Ireland, Scotland and Wales. In recognition of his role he was described as ‘King of the Irish Railways’.1 However, he is less well known than his contemporaries such as Robert Stephenson, Isambard Brunel, or Joseph Locke. Macneill’s contribution to Victorian engineering and Irish society was important and enduring and worthy of a fuller exploration then has hitherto been attempted.
{"title":"Sir John Macneill (1793–1880): King of the Irish Railways","authors":"P. Geraghty","doi":"10.1179/175035208X317666","DOIUrl":"https://doi.org/10.1179/175035208X317666","url":null,"abstract":"John Macneill was Ireland’s foremost engineer of his day. He was one of a group of Victorian engineers who laid the foundation for the railway network throughout the British Isles. He was involved with railways in England, Ireland, Scotland and Wales. In recognition of his role he was described as ‘King of the Irish Railways’.1 However, he is less well known than his contemporaries such as Robert Stephenson, Isambard Brunel, or Joseph Locke. Macneill’s contribution to Victorian engineering and Irish society was important and enduring and worthy of a fuller exploration then has hitherto been attempted.","PeriodicalId":232627,"journal":{"name":"Transactions of the Newcomen Society","volume":"63 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2008-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130874690","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2008-07-01DOI: 10.1179/175035208X317710
Gwilym Roberts
a brilliant and inventive mechanical engineer . . . [who] had an ability to design and erect factories at very high speed . . . [and who] is totally unknown . . . He is not even mentioned in histories of the industrial revolution, which must count as being highly perverse since he is a fi gure of outstanding importance in the development of industrial production. Anderson introduced methods which were positively entrepreneurial, despite working all his life in the public sector, and developed the technique of manufacturing separately product parts which could then be easily and quickly assembled. It is possible that the reason he has been forgotten is that what he revolutionised was the production of armaments. He was appointed to take charge of making brass guns at the rundown Woolwich arsenal in 1842 where he invented a machine for mass-producing rifl e bullets. In 1853, on the eve of the Crimean War, he invented a way of manufacturing bayonets and then proceeded to design a way of making about 500 muskets a day. Each weapon was made up of only 57 parts, from a factory at Enfi eld which he also designed. Although the work of Brunel during the Crimean War is well known, that of Anderson is as much overlooked by military as social historians. In 1854 came an urgent demand for more Lancaster shells, a formidable task since they were formed from a single piece of wrought iron ‘shaped like a champagne bottle’. In two months Anderson erected a 2,788 m2 factory containing four steam engines, seven steam hammers and 40 other machines successfully turning out the shells. His next achievement was even more spectacular, rivaling in ingenuity Brunel’s prefabricated hospital. In 10 weeks Anderson fi tted out and dispatched to the Crimea a 600 ton ship rigged out as a fl oating factory, complete with cupola, four smith’s forges, 28 heavy machines, many thousands of small tools, a saw mill, all the requirements of a brass and iron foundry, together with workmen. The vessel’s engines were designed to work the machinery when not used for the screw. After the war Anderson supervised the manufacture of the Armstrong gun, became an advisor to governments and a member of international exhibition juries.1
{"title":"Sir John Anderson, 1814–86: The Unknown Engineer who Made the British Empire Possible","authors":"Gwilym Roberts","doi":"10.1179/175035208X317710","DOIUrl":"https://doi.org/10.1179/175035208X317710","url":null,"abstract":"a brilliant and inventive mechanical engineer . . . [who] had an ability to design and erect factories at very high speed . . . [and who] is totally unknown . . . He is not even mentioned in histories of the industrial revolution, which must count as being highly perverse since he is a fi gure of outstanding importance in the development of industrial production. Anderson introduced methods which were positively entrepreneurial, despite working all his life in the public sector, and developed the technique of manufacturing separately product parts which could then be easily and quickly assembled. It is possible that the reason he has been forgotten is that what he revolutionised was the production of armaments. He was appointed to take charge of making brass guns at the rundown Woolwich arsenal in 1842 where he invented a machine for mass-producing rifl e bullets. In 1853, on the eve of the Crimean War, he invented a way of manufacturing bayonets and then proceeded to design a way of making about 500 muskets a day. Each weapon was made up of only 57 parts, from a factory at Enfi eld which he also designed. Although the work of Brunel during the Crimean War is well known, that of Anderson is as much overlooked by military as social historians. In 1854 came an urgent demand for more Lancaster shells, a formidable task since they were formed from a single piece of wrought iron ‘shaped like a champagne bottle’. In two months Anderson erected a 2,788 m2 factory containing four steam engines, seven steam hammers and 40 other machines successfully turning out the shells. His next achievement was even more spectacular, rivaling in ingenuity Brunel’s prefabricated hospital. In 10 weeks Anderson fi tted out and dispatched to the Crimea a 600 ton ship rigged out as a fl oating factory, complete with cupola, four smith’s forges, 28 heavy machines, many thousands of small tools, a saw mill, all the requirements of a brass and iron foundry, together with workmen. The vessel’s engines were designed to work the machinery when not used for the screw. After the war Anderson supervised the manufacture of the Armstrong gun, became an advisor to governments and a member of international exhibition juries.1","PeriodicalId":232627,"journal":{"name":"Transactions of the Newcomen Society","volume":"78 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2008-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130383007","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2008-07-01DOI: 10.1179/175035208x317747
{"title":"Notes on Contributors","authors":"","doi":"10.1179/175035208x317747","DOIUrl":"https://doi.org/10.1179/175035208x317747","url":null,"abstract":"","PeriodicalId":232627,"journal":{"name":"Transactions of the Newcomen Society","volume":"30 6 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2008-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130735266","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2008-07-01DOI: 10.1179/175035208X317729
D. Welbourn, T. Crichton
D.B. Welbourn spent most of the post-war year in Germany as a Lt-Cdr. (El) RNVR investigating German Naval engineering. He wrote this paper in 1949 when he was working for W.H. Allen Sons and Co. Ltd, developing auxiliaries for the Royal Navy. The Admiralty was interested in publishing the information contained in it. The paper was essentially complete when he left Allen’s for a fi rm which was totally unconnected with Naval work. As a result, it got put aside and has only now been completed by Tim Crichton.
{"title":"The Schnorchel: A Short-Lived Engineering Solution to Scientific Developments","authors":"D. Welbourn, T. Crichton","doi":"10.1179/175035208X317729","DOIUrl":"https://doi.org/10.1179/175035208X317729","url":null,"abstract":"D.B. Welbourn spent most of the post-war year in Germany as a Lt-Cdr. (El) RNVR investigating German Naval engineering. He wrote this paper in 1949 when he was working for W.H. Allen Sons and Co. Ltd, developing auxiliaries for the Royal Navy. The Admiralty was interested in publishing the information contained in it. The paper was essentially complete when he left Allen’s for a fi rm which was totally unconnected with Naval work. As a result, it got put aside and has only now been completed by Tim Crichton.","PeriodicalId":232627,"journal":{"name":"Transactions of the Newcomen Society","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2008-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131249562","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2008-02-01DOI: 10.1179/175035207x261641
{"title":"Notes on Contributors","authors":"","doi":"10.1179/175035207x261641","DOIUrl":"https://doi.org/10.1179/175035207x261641","url":null,"abstract":"","PeriodicalId":232627,"journal":{"name":"Transactions of the Newcomen Society","volume":"37 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2008-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121465871","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2008-02-01DOI: 10.1179/175035207X204851
N. A. Smith
These are a few comments on Dr. Yeomans’ welcome and interesting attempt1 to generalise on the theory and practice of ‘reconstructions’ in which a number of the points raised are open, it seems to me, to further consideration and some difference of opinion. I largely agree with the author’s introductory remarks, all somewhat reminiscent of my own, albeit on a broader front, in connection with cathedral studies.2 However, I would not dismiss the purely visual or illustrative reconstruction too readily. I recall my own students being very struck by the sheer size of the Wright Brothers ‘Flyer I’ as well as aspects of other ‘mock ups’ so such things are not without their merits. Also from the fi eld of aeronautics is the intriguing fact that the reconstructed aeroplanes made for ‘Those Magnifi cent Men’ turned out to be more than mere fi lm stars. Although they were not, by all accounts, ultra-faithful copies of the originals, especially with regard to every little detail of materials and construction and not at all in the choice of engines, nevertheless they did fl y and their pilots found their behaviour in the air of some interest with regard to pre-WWI aviation. What mattered, essentially, were aerodynamics and power/weight ratios, not perfect reconstruction. Fortuitously, therefore, this unexpectedly instructive case emphasises that when a reconstruction is intended to investigate behaviour or performance, a crucial prerequisite is that purpose and method need to be very clearly defi ned. Slavishly accurate reconstruction for its own sake might be at least irrelevant and at worst an impediment to achieving useful results. To that extent on two fundamental points I fi nd myself in agreement with the author. If an engineering historical reconstruction is to be useful for research and scholarship then (i) it must be unambiguously clear what the problem is and (ii) the reconstruction must be designed, perhaps even exclusively, for that problem. Otherwise it is all too easy, and examples are numerous, to unwittingly drift away from the correct solution rather than to work with certainty towards it. Ship reconstructions raise some very basic issues. Personally, I doubt that Ra is all that well known, but in recent years the Athenian trireme, Olympias, certainly has been. The diffi culties of reconstructing a trireme and the problems of objectively testing it — not to mention the degradation of the whole enterprise by the combined effects of entertainment, nationalism and sporting enthusiasm — were matters I once raised.3 Some basic points emerged:
{"title":"Comments on 'Reconstructions as an aid to History' by David Yeomans","authors":"N. A. Smith","doi":"10.1179/175035207X204851","DOIUrl":"https://doi.org/10.1179/175035207X204851","url":null,"abstract":"These are a few comments on Dr. Yeomans’ welcome and interesting attempt1 to generalise on the theory and practice of ‘reconstructions’ in which a number of the points raised are open, it seems to me, to further consideration and some difference of opinion. I largely agree with the author’s introductory remarks, all somewhat reminiscent of my own, albeit on a broader front, in connection with cathedral studies.2 However, I would not dismiss the purely visual or illustrative reconstruction too readily. I recall my own students being very struck by the sheer size of the Wright Brothers ‘Flyer I’ as well as aspects of other ‘mock ups’ so such things are not without their merits. Also from the fi eld of aeronautics is the intriguing fact that the reconstructed aeroplanes made for ‘Those Magnifi cent Men’ turned out to be more than mere fi lm stars. Although they were not, by all accounts, ultra-faithful copies of the originals, especially with regard to every little detail of materials and construction and not at all in the choice of engines, nevertheless they did fl y and their pilots found their behaviour in the air of some interest with regard to pre-WWI aviation. What mattered, essentially, were aerodynamics and power/weight ratios, not perfect reconstruction. Fortuitously, therefore, this unexpectedly instructive case emphasises that when a reconstruction is intended to investigate behaviour or performance, a crucial prerequisite is that purpose and method need to be very clearly defi ned. Slavishly accurate reconstruction for its own sake might be at least irrelevant and at worst an impediment to achieving useful results. To that extent on two fundamental points I fi nd myself in agreement with the author. If an engineering historical reconstruction is to be useful for research and scholarship then (i) it must be unambiguously clear what the problem is and (ii) the reconstruction must be designed, perhaps even exclusively, for that problem. Otherwise it is all too easy, and examples are numerous, to unwittingly drift away from the correct solution rather than to work with certainty towards it. Ship reconstructions raise some very basic issues. Personally, I doubt that Ra is all that well known, but in recent years the Athenian trireme, Olympias, certainly has been. The diffi culties of reconstructing a trireme and the problems of objectively testing it — not to mention the degradation of the whole enterprise by the combined effects of entertainment, nationalism and sporting enthusiasm — were matters I once raised.3 Some basic points emerged:","PeriodicalId":232627,"journal":{"name":"Transactions of the Newcomen Society","volume":"28 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2008-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114636410","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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