Pub Date : 2019-01-02DOI: 10.1080/17581206.2020.1782616
R. Rabady
The historical development of structural engineering design remains a subject separate from other themes in the historical precedents in construction and building materials. Scientists and scholars...
结构工程设计的历史发展在建筑和建筑材料的历史先例中仍然是一个独立于其他主题的主题。科学家和学者……
{"title":"Ancient masonry structures within an integrated approach: the reinforced corbelled flat roofs of Umm el-Jimal","authors":"R. Rabady","doi":"10.1080/17581206.2020.1782616","DOIUrl":"https://doi.org/10.1080/17581206.2020.1782616","url":null,"abstract":"The historical development of structural engineering design remains a subject separate from other themes in the historical precedents in construction and building materials. Scientists and scholars...","PeriodicalId":53171,"journal":{"name":"International Journal for the History of Engineering and Technology","volume":"5 1","pages":"122-141"},"PeriodicalIF":0.1,"publicationDate":"2019-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"86491165","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 : 2017-01-02DOI: 10.1080/17581206.2017.1325159
Francisco A. González Redondo
{"title":"Engineers and the Making of the Francoist Regime","authors":"Francisco A. González Redondo","doi":"10.1080/17581206.2017.1325159","DOIUrl":"https://doi.org/10.1080/17581206.2017.1325159","url":null,"abstract":"","PeriodicalId":53171,"journal":{"name":"International Journal for the History of Engineering and Technology","volume":"17 1","pages":"149 - 152"},"PeriodicalIF":0.1,"publicationDate":"2017-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1080/17581206.2017.1325159","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"60425801","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 : 2015-07-01DOI: 10.1179/1758120615Z.00000000062
David De Haan
Abstract Recent research has revealed that a considerable amount of previously unknown and unpublished information is buried within artists’ responses to Coalbrookdale and particularly the Iron Bridge. This paper is a reappraisal of some of those works, especially by Francis Vivares, Thomas Farnolls Pritchard, Elias Martin, John Edmunds, William Williams and Edward Edgcombe.
{"title":"Coalbrookdale and the Iron Bridge — New Insights from the Artists’ Views","authors":"David De Haan","doi":"10.1179/1758120615Z.00000000062","DOIUrl":"https://doi.org/10.1179/1758120615Z.00000000062","url":null,"abstract":"Abstract Recent research has revealed that a considerable amount of previously unknown and unpublished information is buried within artists’ responses to Coalbrookdale and particularly the Iron Bridge. This paper is a reappraisal of some of those works, especially by Francis Vivares, Thomas Farnolls Pritchard, Elias Martin, John Edmunds, William Williams and Edward Edgcombe.","PeriodicalId":53171,"journal":{"name":"International Journal for the History of Engineering and Technology","volume":"85 1","pages":"168 - 192"},"PeriodicalIF":0.1,"publicationDate":"2015-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1179/1758120615Z.00000000062","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"65748611","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 : 2014-07-01DOI: 10.1179/1758120614Z.00000000043
Alan William Bunch
Abstract Cordite was the main propellant used for ballistic weaponry at the start of the twentieth century. The Royal Navy required high quality specific types of this propellant in order for its ordnance to operate most effectively. Acetone was needed as a gelatinizing agent to incorporate the chemical components during cordite manufacture. At the start of World War I the United Kingdom’s reserve of acetone was very limited. Traditionally, acetone was obtained from wood distillation. An alternative method for making acetone was essential. Chaim Weitzmann (the first President of Israel) was instrumental in formulating a bacterial process that could make a significant contribution to the supply of acetone needed to keep the guns firing. Many problems relating to the efficiency and scale of production had to be overcome. Holton Heath in Dorset became the site where the process became one of the first examples of biotechnology working at an industrially useful scale.
{"title":"How Biotechnology Helped Maintain the Supply of Acetone for the Manufacture of Cordite During World War I","authors":"Alan William Bunch","doi":"10.1179/1758120614Z.00000000043","DOIUrl":"https://doi.org/10.1179/1758120614Z.00000000043","url":null,"abstract":"Abstract Cordite was the main propellant used for ballistic weaponry at the start of the twentieth century. The Royal Navy required high quality specific types of this propellant in order for its ordnance to operate most effectively. Acetone was needed as a gelatinizing agent to incorporate the chemical components during cordite manufacture. At the start of World War I the United Kingdom’s reserve of acetone was very limited. Traditionally, acetone was obtained from wood distillation. An alternative method for making acetone was essential. Chaim Weitzmann (the first President of Israel) was instrumental in formulating a bacterial process that could make a significant contribution to the supply of acetone needed to keep the guns firing. Many problems relating to the efficiency and scale of production had to be overcome. Holton Heath in Dorset became the site where the process became one of the first examples of biotechnology working at an industrially useful scale.","PeriodicalId":53171,"journal":{"name":"International Journal for the History of Engineering and Technology","volume":"84 1","pages":"211 - 226"},"PeriodicalIF":0.1,"publicationDate":"2014-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1179/1758120614Z.00000000043","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"65748601","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 : 2011-07-01DOI: 10.1179/175812111X13033852943237
Francisco A. González Redondo
Abstract On 5 May 1902, Leonardo Torres Quevedo applied for a patent in France for 'Improvements in dirigible aerostats'. He had conceived a complex triangular inner structure for airships: a longitudinal frame made up of non-rigid ropes, permeable curtains and metal cables, joined to a metal articulated plane keel and two metal longerons, which rigidify altogether through the excess of pressure level of the gas. The initial system evolved to the design of an auto-rigid airship with a trefoil shape based upon a triangular non-rigid inner structure. After trials with two small models in Spain and France between 1906 and 1909, more than thirty units were manufactured in France between 1911 and 1936, and more than sixty in the UK between 1915 and 1919. But the number of different possible systems for the construction of dirigible balloons included in Torresquevedian contribution would cover more than one hundred years in airship designs.
{"title":"The Contribution of Leonardo Torres Quevedo to Lighter-Than-Air Science and Technology","authors":"Francisco A. González Redondo","doi":"10.1179/175812111X13033852943237","DOIUrl":"https://doi.org/10.1179/175812111X13033852943237","url":null,"abstract":"Abstract On 5 May 1902, Leonardo Torres Quevedo applied for a patent in France for 'Improvements in dirigible aerostats'. He had conceived a complex triangular inner structure for airships: a longitudinal frame made up of non-rigid ropes, permeable curtains and metal cables, joined to a metal articulated plane keel and two metal longerons, which rigidify altogether through the excess of pressure level of the gas. The initial system evolved to the design of an auto-rigid airship with a trefoil shape based upon a triangular non-rigid inner structure. After trials with two small models in Spain and France between 1906 and 1909, more than thirty units were manufactured in France between 1911 and 1936, and more than sixty in the UK between 1915 and 1919. But the number of different possible systems for the construction of dirigible balloons included in Torresquevedian contribution would cover more than one hundred years in airship designs.","PeriodicalId":53171,"journal":{"name":"International Journal for the History of Engineering and Technology","volume":"81 1","pages":"212 - 232"},"PeriodicalIF":0.1,"publicationDate":"2011-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1179/175812111X13033852943237","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"65748685","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 : 2009-01-01DOI: 10.1179/175812009X407196
R. Kinns, L. Abell
Maudslay, Sons & Field supplied the apparatus for the first public time ball, which became operational at Greenwich, England, in 1833 and included a chain hoist for the ball. In Australia, Maudslay's built the time ball apparatus for Sydney, NSW, but with a rack and pinion hoist. The 1877 apparatus for Newcastle, NSW was derived from the Sydney design and built in Australia. The 1875 apparatus for Semaphore, South Australia is deduced to be a development of a design by Charles Todd who was responsible at Greenwich for time ball operation before his departure for Adelaide in 1855 and who had a high regard for Maudslay's. Like that at Greenwich it used a chain hoist, but explicit statements about its designer and manufacturer have not yet been found. It is likely that Semaphore had the first heavy-duty time ball apparatus to be manufactured in Australia and that its design was rooted in Maudslay's experience.
{"title":"The Contribution of Maudslay, Sons & Field to the Development of Time Balls in Australia","authors":"R. Kinns, L. Abell","doi":"10.1179/175812009X407196","DOIUrl":"https://doi.org/10.1179/175812009X407196","url":null,"abstract":"Maudslay, Sons & Field supplied the apparatus for the first public time ball, which became operational at Greenwich, England, in 1833 and included a chain hoist for the ball. In Australia, Maudslay's built the time ball apparatus for Sydney, NSW, but with a rack and pinion hoist. The 1877 apparatus for Newcastle, NSW was derived from the Sydney design and built in Australia. The 1875 apparatus for Semaphore, South Australia is deduced to be a development of a design by Charles Todd who was responsible at Greenwich for time ball operation before his departure for Adelaide in 1855 and who had a high regard for Maudslay's. Like that at Greenwich it used a chain hoist, but explicit statements about its designer and manufacturer have not yet been found. It is likely that Semaphore had the first heavy-duty time ball apparatus to be manufactured in Australia and that its design was rooted in Maudslay's experience.","PeriodicalId":53171,"journal":{"name":"International Journal for the History of Engineering and Technology","volume":"79 1","pages":"59-90"},"PeriodicalIF":0.1,"publicationDate":"2009-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1179/175812009X407196","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"65748816","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 : 2009-01-01DOI: 10.1179/175812009X407222
P. Collins
AbstractTerence Cuneo OBE, CVO (1907–1996) is best known for his railway pictures and for the trademark mouse which appears in all his work since 1953. He was a war artist and the official artist for the 1953 Coronation; he was commissioned to paint Royalty, ceremonial and military occasions, together with engineering, industrial, equestrian and wildlife scenes. Princess Anne unveiled a statue in his honour on the Eurostar Balcony at Waterloo Station on 29 October 2004. The paper describes his career with a representative selection of the paintings in colour and includes written contributions from Professor Frank James of the Royal Institution Centre for the History of Science and Technology, UK and from Tim Crichton on the circumstances of three of the paintings.
{"title":"Terence Cuneo : The Man and Perceptions of Technology","authors":"P. Collins","doi":"10.1179/175812009X407222","DOIUrl":"https://doi.org/10.1179/175812009X407222","url":null,"abstract":"AbstractTerence Cuneo OBE, CVO (1907–1996) is best known for his railway pictures and for the trademark mouse which appears in all his work since 1953. He was a war artist and the official artist for the 1953 Coronation; he was commissioned to paint Royalty, ceremonial and military occasions, together with engineering, industrial, equestrian and wildlife scenes. Princess Anne unveiled a statue in his honour on the Eurostar Balcony at Waterloo Station on 29 October 2004. The paper describes his career with a representative selection of the paintings in colour and includes written contributions from Professor Frank James of the Royal Institution Centre for the History of Science and Technology, UK and from Tim Crichton on the circumstances of three of the paintings.","PeriodicalId":53171,"journal":{"name":"International Journal for the History of Engineering and Technology","volume":"79 1","pages":"131-150"},"PeriodicalIF":0.1,"publicationDate":"2009-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1179/175812009X407222","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"65749005","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 : 2009-01-01DOI: 10.1179/175812009X407178
E. L. Marshall
Abstract The vigorous way in which Nicholas Otto defended his four-stroke cycle patents of 1876/77 in the courts of England, France and Germany acted as a stimulus for the development of ingenious designs to both circumvent, and improve upon, the Otto Cycle. This paper describes various engines built to operate on the Atkinson Cycle, a sound theoretical idea, first put forward in the 1880s, which offers an improved thermal efficiency over that of the Otto cycle. In this paper, the term 'Atkinson Cycle' relates to an engine, operating on an Ideal Constant Volume Thermodynamic Cycle, which has been modified to have an expansion ratio that exceeds the compression ratio.
{"title":"The Quest for Thermodynamic Efficiency: Atkinson Cycle Machines Versus Otto Cycle Machines","authors":"E. L. Marshall","doi":"10.1179/175812009X407178","DOIUrl":"https://doi.org/10.1179/175812009X407178","url":null,"abstract":"Abstract The vigorous way in which Nicholas Otto defended his four-stroke cycle patents of 1876/77 in the courts of England, France and Germany acted as a stimulus for the development of ingenious designs to both circumvent, and improve upon, the Otto Cycle. This paper describes various engines built to operate on the Atkinson Cycle, a sound theoretical idea, first put forward in the 1880s, which offers an improved thermal efficiency over that of the Otto cycle. In this paper, the term 'Atkinson Cycle' relates to an engine, operating on an Ideal Constant Volume Thermodynamic Cycle, which has been modified to have an expansion ratio that exceeds the compression ratio.","PeriodicalId":53171,"journal":{"name":"International Journal for the History of Engineering and Technology","volume":"79 1","pages":"6-33"},"PeriodicalIF":0.1,"publicationDate":"2009-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1179/175812009X407178","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"65748470","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 : 2009-01-01DOI: 10.1179/175812009X407213
J. Sutherland
The new railways in Robert Stephenson's day needed many slim bridges with flat soffits. Simple cast iron beams sufficed for short spans but problems arose with jointing of castings for longer ones. A solution, with wrought iron ties added to bolted castings, seemed ideal and was widely adopted. The misconception with this scheme was not realised until after the disastrous failure of Stephenson's Dee Bridge at Chester in 1847. A major inquiry followed and extensive remedial work. New bridge forms emerged, notably Fairbairn's ungainly wrought plate girders. Charles Wild's development from the failed system was another. Here Wild successfully used the principle of prestressing on cast iron, some 80 years before Freyssinet 'introduced' it with concrete in the 1930s. Fairbairn's thinking had a wide following but the only application of Wild's design was his neatly detailed bridge over the Arno. Was Wild too far ahead of his time?
{"title":"The Birth of Prestressing? Iron Bridges for Railways 1830 to 1850","authors":"J. Sutherland","doi":"10.1179/175812009X407213","DOIUrl":"https://doi.org/10.1179/175812009X407213","url":null,"abstract":"The new railways in Robert Stephenson's day needed many slim bridges with flat soffits. Simple cast iron beams sufficed for short spans but problems arose with jointing of castings for longer ones. A solution, with wrought iron ties added to bolted castings, seemed ideal and was widely adopted. The misconception with this scheme was not realised until after the disastrous failure of Stephenson's Dee Bridge at Chester in 1847. A major inquiry followed and extensive remedial work. New bridge forms emerged, notably Fairbairn's ungainly wrought plate girders. Charles Wild's development from the failed system was another. Here Wild successfully used the principle of prestressing on cast iron, some 80 years before Freyssinet 'introduced' it with concrete in the 1930s. Fairbairn's thinking had a wide following but the only application of Wild's design was his neatly detailed bridge over the Arno. Was Wild too far ahead of his time?","PeriodicalId":53171,"journal":{"name":"International Journal for the History of Engineering and Technology","volume":"79 1","pages":"113-130"},"PeriodicalIF":0.1,"publicationDate":"2009-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1179/175812009X407213","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"65748901","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 : 2009-01-01DOI: 10.1179/175812009X407187
D. Gerhold
AbstractThe Hallen family were iron platers and frying pan makers over six generations and 200 years, providing an unusual example of a specialised trade (manufacture of wrought iron frying pans) dominated by a single immigrant family over a long period in several parts of England. The enterprise began in 1601 at Stanton Drew, Somerset, making armour plate and pans. The chief workman was Cornelius Hallen, possibly from Mechelen, Belgium. A second and larger branch was established at Wandsworth in or about 1634, with about fourteen foreign workmen, some at least from the Liege area. Between 1647 and 1654, the Hallens established three further branches in the West Midlands, at Coalbrookdale, Stourbridge and Newcastle-under-Lyme, with a plate mill and pan shops at each. Around 1700, the two earlier sites were converted to copper working, but the Hallens continued to make iron pans in the Midlands. A Birmingham branch was added in about 1719. There was decline after about 1750, with the end of panmaking in Ne...
{"title":"The Hallen Family, Iron Platers and Frying Pan Makers","authors":"D. Gerhold","doi":"10.1179/175812009X407187","DOIUrl":"https://doi.org/10.1179/175812009X407187","url":null,"abstract":"AbstractThe Hallen family were iron platers and frying pan makers over six generations and 200 years, providing an unusual example of a specialised trade (manufacture of wrought iron frying pans) dominated by a single immigrant family over a long period in several parts of England. The enterprise began in 1601 at Stanton Drew, Somerset, making armour plate and pans. The chief workman was Cornelius Hallen, possibly from Mechelen, Belgium. A second and larger branch was established at Wandsworth in or about 1634, with about fourteen foreign workmen, some at least from the Liege area. Between 1647 and 1654, the Hallens established three further branches in the West Midlands, at Coalbrookdale, Stourbridge and Newcastle-under-Lyme, with a plate mill and pan shops at each. Around 1700, the two earlier sites were converted to copper working, but the Hallens continued to make iron pans in the Midlands. A Birmingham branch was added in about 1719. There was decline after about 1750, with the end of panmaking in Ne...","PeriodicalId":53171,"journal":{"name":"International Journal for the History of Engineering and Technology","volume":"79 1","pages":"34-58"},"PeriodicalIF":0.1,"publicationDate":"2009-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://sci-hub-pdf.com/10.1179/175812009X407187","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"65748086","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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