A fitting memorial to both Stoney and his son Edward Duncan Stoney, AMICE, who died six months after his father, is the Richmond Half Tide Barrier on the River Thames. Here the free-roller sluices have operated most satisfactorily, with the minimum of upgrading, for over 100 years. The Barrier enhances the reach and has great architectural merit. Few of Stoney’s personal papers have been discovered. Duncan’s widow, Ellen Naomi, wrote in a letter to F.W.S. Stokes, the Managing Director of Ransomes and Rapier Ltd, a few days after Duncan died:
{"title":"Francis Goold Morony Stoney, MICE (1837–1897): Victorian Engineer","authors":"A. Crozier","doi":"10.1179/TNS.2004.014","DOIUrl":"https://doi.org/10.1179/TNS.2004.014","url":null,"abstract":"A fitting memorial to both Stoney and his son Edward Duncan Stoney, AMICE, who died six months after his father, is the Richmond Half Tide Barrier on the River Thames. Here the free-roller sluices have operated most satisfactorily, with the minimum of upgrading, for over 100 years. The Barrier enhances the reach and has great architectural merit. Few of Stoney’s personal papers have been discovered. Duncan’s widow, Ellen Naomi, wrote in a letter to F.W.S. Stokes, the Managing Director of Ransomes and Rapier Ltd, a few days after Duncan died:","PeriodicalId":232627,"journal":{"name":"Transactions of the Newcomen Society","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122720551","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":"Notes on Contributors","authors":"","doi":"10.1179/tns.2004.019","DOIUrl":"https://doi.org/10.1179/tns.2004.019","url":null,"abstract":"","PeriodicalId":232627,"journal":{"name":"Transactions of the Newcomen Society","volume":"7 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130388384","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}
Africa, political influences, 48 Agapain, Les Meuliers, Meules et Pierres meulières dans le Bassin parisien [BR], 150–51 Agar, J., Technology and British Cartoonists in the Twentieth Century, 181–96 aggregate-transfer process, 83 Aldridge, J.M. see Armstrong, J. [BR] Alfa Romeo 156 JTD car, 89, 101 Allen, J.S., and Elton, J.M.H., Edward Short and the 1714 Newcomen Engine at Bilston, Staffs., 281–91 American Bridge Company, steel railway viaducts, 63–64 American industrialisation, 8–9 American Window Glass Company, 25 Ardrossan Canal, 127n6 discovery of solitary wave, 123 speed trials, 113, 114 Arkwright, Richard, 5–6 Armstrong, J., Aldridge, J.M., Boyes, G., Mustoe, G., and Storey, R.A., Companion to British Road Haulage History [BR], 154–56 Ashby, E., 175 Ashcroft, John, railway supply catalogue, 302, 303, 307n27 Ashton, T.S., 167 assembly line concept, 11 Aswan Dam sluices, 217, 218, 235–37 Athenry (Co. Galway), water tower, 82 Atlas Imperial diesel engines, 93, 95, 96 Austin, Henry, 142, 143–44 Avery, C.W., 35–36
非洲，政治影响，48 Agapain, Les Meuliers, Meules et Pierres meulires dans le bassisien [BR]， 150-51 Agar, J.，技术与二十世纪英国漫画家，181-96聚合转移过程，83 Aldridge, J. m . see Armstrong, J. [BR] Alfa Romeo 156 JTD汽车，89,101 Allen, J. s. Elton, J. m . h . Edward Short和1714纽科门发动机。， 281-91美国桥梁公司，钢铁铁路高架桥，63-64美国工业化，8-9美国窗户玻璃公司，25阿德罗桑运河，127n6孤独波的发现，123速度试验，113,114阿克赖特，Richard, 5-6阿姆斯特朗，Aldridge, J.M, Boyes, G, Mustoe, G, Storey, R.A，英国公路运输历史指南[BR]， 154-56阿什比，E, 175阿什克罗夫特，约翰，铁路供应目录，302,303,307n27阿什顿，T.S, 167装配线概念，11阿斯万大坝水闸，217、218、235-37 athry (Co Galway)，水塔，82 Atlas Imperial柴油发动机，93、95、96 Austin, Henry, 142、143-44 Avery, C.W, 35-36
{"title":"Index","authors":"Índex memòria, Índex memòria, M. Ramon","doi":"10.1179/tns.2004.020","DOIUrl":"https://doi.org/10.1179/tns.2004.020","url":null,"abstract":"Africa, political influences, 48 Agapain, Les Meuliers, Meules et Pierres meulières dans le Bassin parisien [BR], 150–51 Agar, J., Technology and British Cartoonists in the Twentieth Century, 181–96 aggregate-transfer process, 83 Aldridge, J.M. see Armstrong, J. [BR] Alfa Romeo 156 JTD car, 89, 101 Allen, J.S., and Elton, J.M.H., Edward Short and the 1714 Newcomen Engine at Bilston, Staffs., 281–91 American Bridge Company, steel railway viaducts, 63–64 American industrialisation, 8–9 American Window Glass Company, 25 Ardrossan Canal, 127n6 discovery of solitary wave, 123 speed trials, 113, 114 Arkwright, Richard, 5–6 Armstrong, J., Aldridge, J.M., Boyes, G., Mustoe, G., and Storey, R.A., Companion to British Road Haulage History [BR], 154–56 Ashby, E., 175 Ashcroft, John, railway supply catalogue, 302, 303, 307n27 Ashton, T.S., 167 assembly line concept, 11 Aswan Dam sluices, 217, 218, 235–37 Athenry (Co. Galway), water tower, 82 Atlas Imperial diesel engines, 93, 95, 96 Austin, Henry, 142, 143–44 Avery, C.W., 35–36","PeriodicalId":232627,"journal":{"name":"Transactions of the Newcomen Society","volume":"17 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126552936","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}
The speed of a ship which is towed in a channel of restricted width and depth, such as a canal or river, depends on the towing force but it is also influenced by other factors including fluid friction, channel geometry and the blockage factor (the ratio of the cross-sectional area of the ship to that of the channel). If speed steadily increases, a ship may move through three speed ranges namely, the sub-critical, critical and super-critical speed ranges. The lower critical speed is reached at the change from the sub-critical to the critical speed range and the upper critical speed at the change from the critical to the super-critical speed range. 2, 3
{"title":"On Ship Motions and Waves in Navigable Channels with Particular Reference to the Experiments of John Scott Russell: 1834–1835","authors":"R. Schofield, L. Martin","doi":"10.1179/tns.2004.006","DOIUrl":"https://doi.org/10.1179/tns.2004.006","url":null,"abstract":"The speed of a ship which is towed in a channel of restricted width and depth, such as a canal or river, depends on the towing force but it is also influenced by other factors including fluid friction, channel geometry and the blockage factor (the ratio of the cross-sectional area of the ship to that of the channel). If speed steadily increases, a ship may move through three speed ranges namely, the sub-critical, critical and super-critical speed ranges. The lower critical speed is reached at the change from the sub-critical to the critical speed range and the upper critical speed at the change from the critical to the super-critical speed range. 2, 3","PeriodicalId":232627,"journal":{"name":"Transactions of the Newcomen Society","volume":"74 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131363337","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}
Setting aside the possibility that Newcomen’s first attempt at building an engine, apparently unsuccessful, was in Cornwall at Balcoath, near Porkellis or at Wheal Vor, Breage, it has been accepted that the first successful engine was the so-called Dudley Castle engine built at Coneygree Coalworks, Tipton, Staffordshire in 1712. For many years the approximate site of this engine was not clear but papers have confirmed beyond reasonable doubt that this was at Tipton at Coneygree Colliery and was overlooked by the Dudley Castle itself. Apparently conflicting evidence, which was not contemporary, suggested a site in or near to Wolverhampton and perhaps on the Wolverhampton to Walsall Road. With the lack of other evidence and the identification of the Tipton site for the 1712 engine the possibility of a very early engine at or near to Wolverhampton has latterly been neglected. Very recently an account book has been re-discovered of a colliery at Bilston, on the edge of Wolverhampton, at which a Newcomen Engine was at work by perhaps September or certainly by December 1714. This account book is by Edward Short and has been preserved by a descendant to whom we are greatly indebted for his permission to transcribe and quote.5 A factor which makes this colliery account unique is that it has Newcomen’s signature and also those of others known to have been associated with him, and who operated on his behalf. Of the now six early engines with which Newcomen was involved this is the first direct evidence that Newcomen visited the sites although there could be little doubt that generally he did. The date of this engine makes it but the third or fourth positively identified and follows the first Newcomen engine at Griff in Warwickshire and/or the engine at Hawarden in Flintshire. The account book contains the work of Edward Short, Thomas Newcomen, John Dunsford and Charles Trengrove. This paper will examine the evidence from the accounts and consider the relevance of the other earlier evidence referred above. It will attempt to locate the likely site of the engine.
{"title":"Edward Short and the 1714 Newcomen Engine at Bilston, Staffs","authors":"John S. Allen, Julia Elton","doi":"10.1179/TNS.2004.016","DOIUrl":"https://doi.org/10.1179/TNS.2004.016","url":null,"abstract":"Setting aside the possibility that Newcomen’s first attempt at building an engine, apparently unsuccessful, was in Cornwall at Balcoath, near Porkellis or at Wheal Vor, Breage, it has been accepted that the first successful engine was the so-called Dudley Castle engine built at Coneygree Coalworks, Tipton, Staffordshire in 1712. For many years the approximate site of this engine was not clear but papers have confirmed beyond reasonable doubt that this was at Tipton at Coneygree Colliery and was overlooked by the Dudley Castle itself. Apparently conflicting evidence, which was not contemporary, suggested a site in or near to Wolverhampton and perhaps on the Wolverhampton to Walsall Road. With the lack of other evidence and the identification of the Tipton site for the 1712 engine the possibility of a very early engine at or near to Wolverhampton has latterly been neglected. Very recently an account book has been re-discovered of a colliery at Bilston, on the edge of Wolverhampton, at which a Newcomen Engine was at work by perhaps September or certainly by December 1714. This account book is by Edward Short and has been preserved by a descendant to whom we are greatly indebted for his permission to transcribe and quote.5 A factor which makes this colliery account unique is that it has Newcomen’s signature and also those of others known to have been associated with him, and who operated on his behalf. Of the now six early engines with which Newcomen was involved this is the first direct evidence that Newcomen visited the sites although there could be little doubt that generally he did. The date of this engine makes it but the third or fourth positively identified and follows the first Newcomen engine at Griff in Warwickshire and/or the engine at Hawarden in Flintshire. The account book contains the work of Edward Short, Thomas Newcomen, John Dunsford and Charles Trengrove. This paper will examine the evidence from the accounts and consider the relevance of the other earlier evidence referred above. It will attempt to locate the likely site of the engine.","PeriodicalId":232627,"journal":{"name":"Transactions of the Newcomen Society","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130543409","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 Development of Flat Glass Manufacturing Processes","authors":"M. Cable","doi":"10.1179/tns.2004.002","DOIUrl":"https://doi.org/10.1179/tns.2004.002","url":null,"abstract":"","PeriodicalId":232627,"journal":{"name":"Transactions of the Newcomen Society","volume":"15 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126418695","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":"Before Bazalgette: The Surrey and Kent Commission of Sewers 1800–1847","authors":"Peter JEFFERSON SMITH","doi":"10.1179/tns.2004.007","DOIUrl":"https://doi.org/10.1179/tns.2004.007","url":null,"abstract":"","PeriodicalId":232627,"journal":{"name":"Transactions of the Newcomen Society","volume":"36 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116647333","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 Planning and Construction of the Uganda Railway","authors":"H. Gunston","doi":"10.1179/TNS.2004.003","DOIUrl":"https://doi.org/10.1179/TNS.2004.003","url":null,"abstract":"","PeriodicalId":232627,"journal":{"name":"Transactions of the Newcomen Society","volume":"50 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126710655","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}
This paper discusses the introduction of prestressing and the use of precasting of sections or segments in conjunction with prestressing, for the construction of concrete service water reservoirs and water towers, for purposes of public water supply in Britain and Ireland. Prestressing to combat hoop stress in cylindrical concrete tanks became permissible under the Water Retaining Code of Practice of 1938, but it was to be some years before the anchorage systems available allowed for its use in the construction of service water reservoirs. Since then, a number of systems and arrangements have been used successfully. Once the use of reinforced concrete became widespread for water tanks, it was necessary to ensure that the walls of water-retaining structures were always watertight. In the early 1900s a variety of techniques was employed to ensure that walls were watertight until it was realised that a good quality concrete, properly designed and mixed, should meet the requirement. By 1922, H.C. Ritchie, who later introduced his patent system of ‘reinforced steelwork’, was advocating the use of reinforced concrete for water-retaining structures, noting that:
{"title":"The Use of Prestressing and Precasting in Concrete Water Tanks and Towers in Britain and Ireland","authors":"M. Gould, D. Cleland, S. Gilbert","doi":"10.1179/tns.2004.004","DOIUrl":"https://doi.org/10.1179/tns.2004.004","url":null,"abstract":"This paper discusses the introduction of prestressing and the use of precasting of sections or segments in conjunction with prestressing, for the construction of concrete service water reservoirs and water towers, for purposes of public water supply in Britain and Ireland. Prestressing to combat hoop stress in cylindrical concrete tanks became permissible under the Water Retaining Code of Practice of 1938, but it was to be some years before the anchorage systems available allowed for its use in the construction of service water reservoirs. Since then, a number of systems and arrangements have been used successfully. Once the use of reinforced concrete became widespread for water tanks, it was necessary to ensure that the walls of water-retaining structures were always watertight. In the early 1900s a variety of techniques was employed to ensure that walls were watertight until it was realised that a good quality concrete, properly designed and mixed, should meet the requirement. By 1922, H.C. Ritchie, who later introduced his patent system of ‘reinforced steelwork’, was advocating the use of reinforced concrete for water-retaining structures, noting that:","PeriodicalId":232627,"journal":{"name":"Transactions of the Newcomen Society","volume":"5 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124508923","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}
In Britain, unlike France, cartoons are often regarded as infantile, and therefore not worthy subjects for serious scholarly enquiry. Despite the heritage of Hogarth and Cruikshank, and the undoubted sophistication of message that cartoons can contain, a paper on cartoons is probably read as light relief rather than as a source of novel insight. However there are good reasons for the historian to attend to cartoons. First, cartoons are, and have been, an important component of popular culture. Historians of technology can take a lead here from historians of science, who in recent years have moved away from regarding popular science as a watered-down trivial version of the ‘real thing’, and instead have argued in favour of a much more subtle and complex model. Cartoons reveal popular interests, tastes, concerns, anxieties, all of which shape how a technology is perceived and marketed, and, indeed, how they might be conceived and designed. Although not to the extent of advertising, cartoons are part of a visual culture of which people now and in the past have been competent contributors. More people will see a cartoon than will ever read a treatise on technology. This popular visual aspect provides the second reason for attending to cartoons, since they provide insights into the place of technology within society that cannot be accessed through more traditional texts. The etymology of an alternative word, ‘caricature’, reinforces this point. ‘Caricature’ entered into the English language in the eighteenth century from an Italian word meaning ‘overload’, in the sense of an exaggeration of characteristics. The attitudes toward the subject matter, as intended by the caricaturist, were unmistakeable. The cartoonist John Jensen has argued that cartoons and caricature both reflect and are produced by the flow of events.2 As a technique of reportage, drawing offered means of visually representing such flow that even the advent of news photography in the mid to late nineteenth century did not seriously challenge. Indeed before cinema, cartoons and caricature were the primary techniques that could capture or respond to this flow. Furthermore, they had an immediacy that the more expensive cinema did not have: editorial cartoons, in particular, might be sketched, drawn, printed and distributed in a day. By the late twentieth century, however, as Jensen notes, the work of cartoonists and caricaturists in responding to the flow of events had been:
{"title":"Technology and British Cartoonists in the Twentieth Century","authors":"J. Agar","doi":"10.1179/tns.2004.012","DOIUrl":"https://doi.org/10.1179/tns.2004.012","url":null,"abstract":"In Britain, unlike France, cartoons are often regarded as infantile, and therefore not worthy subjects for serious scholarly enquiry. Despite the heritage of Hogarth and Cruikshank, and the undoubted sophistication of message that cartoons can contain, a paper on cartoons is probably read as light relief rather than as a source of novel insight. However there are good reasons for the historian to attend to cartoons. First, cartoons are, and have been, an important component of popular culture. Historians of technology can take a lead here from historians of science, who in recent years have moved away from regarding popular science as a watered-down trivial version of the ‘real thing’, and instead have argued in favour of a much more subtle and complex model. Cartoons reveal popular interests, tastes, concerns, anxieties, all of which shape how a technology is perceived and marketed, and, indeed, how they might be conceived and designed. Although not to the extent of advertising, cartoons are part of a visual culture of which people now and in the past have been competent contributors. More people will see a cartoon than will ever read a treatise on technology. This popular visual aspect provides the second reason for attending to cartoons, since they provide insights into the place of technology within society that cannot be accessed through more traditional texts. The etymology of an alternative word, ‘caricature’, reinforces this point. ‘Caricature’ entered into the English language in the eighteenth century from an Italian word meaning ‘overload’, in the sense of an exaggeration of characteristics. The attitudes toward the subject matter, as intended by the caricaturist, were unmistakeable. The cartoonist John Jensen has argued that cartoons and caricature both reflect and are produced by the flow of events.2 As a technique of reportage, drawing offered means of visually representing such flow that even the advent of news photography in the mid to late nineteenth century did not seriously challenge. Indeed before cinema, cartoons and caricature were the primary techniques that could capture or respond to this flow. Furthermore, they had an immediacy that the more expensive cinema did not have: editorial cartoons, in particular, might be sketched, drawn, printed and distributed in a day. By the late twentieth century, however, as Jensen notes, the work of cartoonists and caricaturists in responding to the flow of events had been:","PeriodicalId":232627,"journal":{"name":"Transactions of the Newcomen Society","volume":"44 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130223860","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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