DOCSLIB.ORG

'Civilising and Disciplining Nature'

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
'Civilising and Disciplining Nature' Chapter 4 ‘Civilising and Disciplining Nature’ One cannot deny that these results [of the Commission’s hydrau- lic works] represent a veritable triumph of peaceful international work, conceived with the support of science and conducted with constancy, assurance and loyalty. DIMITRIE A. STURDZA, 1908 ∵ 1 ‘The Father of the Danube’ By the end of his life, Charles Augustus Hartley (1825–1915) was an accom- plished man, with a remarkable career in fluvial and maritime engineering. Perhaps the best recognition of his technical mastery was the ‘Albert Medal’ which he received in 1903, in the same decade as Alexander Graham Bell, Andrew Noble and Marie Curie, in recognition of his services, extending over forty-four years, as Engineer to the International Commission of the Danube, which have resulted in the opening up of the navigation of that river to ships of all nations, and of his similar services, extending over twenty years, as British Commissioner on the International Technical Commission of the Suez Canal.1 Hartley’s professional path is illustrative of the internationalisation of hydrau- lic projects in the nineteenth century. He was involved in engineering works on four continents, but his most durable and probably greatest accomplishment was that completed along the Maritime Danube in his capacity as engineer- in-chief of the European Commission of the Danube. Paraphrasing David Blackbourn’s chapter on the celebrated Johann Gottfried Tulla, the engineer who accomplished the straightening of the Rhine, Hartley was ‘the man who 1 ‘Albert Medal,’ Journal of the Society for Arts 51.2636 (29 May 1903): 593. © Constantin Ardeleanu, 2020 | doi:10.1163/9789004425965_006 This is an open access chapter distributed under the terms of the CC BY-NC 4.0 license.Constantin Ardeleanu - 9789004425965 Downloaded from Brill.com09/27/2021 11:47:57PM via free access ‘Civilising and Disciplining Nature’ 115 tamed the wild Danube’2 or, as he was dubbed in Romania, ‘the Father of the Danube’.3 This chapter is about the Maritime Danube and the people who ‘corrected’ it to shape it to the needs of global trade and shipping. It aims to present how the hydraulic projects of the Commission were designed and put into practice and the key role Hartley played in this. Gliding between the second and third layers of analysis as presented in the introduction to this volume, it will focus on the three main actors involved in ‘remaking’ the Danube: the Commission, its lead engineer and the riverain environment itself. For an organisation en- dowed with a technical mission and whose institutional fate was linked to this accomplishment, designing and completing a hydraulic project in one of Europe’s least developed peripheries was a remarkable episode in transna- tional technopolitics.4 It was this entanglement of technology and politics that allowed the Commission to brand itself as a successful organisation and which eventually secured its survival. The narrative will further explore decision- making mechanisms within the Commission and the formation of networks of experts5 in river improvements. Hartley’s accession to a global authority in hydraulic works was tied to his Danubian experience and to his views on the rationalisation, governance and management of nature for maximising the economic benefits of waterways. This drive towards rationalisation involved removing the artificial or natural sources of insecurity and turning the river into a predictable transportation in- frastructure. The Commission’s work was part of a security-driven programme which included a ‘hardware’ component, related to completing (material) engineering tasks, and a ‘software’ one, consisting of establishing shipping norms, procedures and enforcing institutions. Existential threats to navigation, such as sandbanks or the Sulina bar, were securitised since pre-Crimean War times, and emergency measures were taken by the organisation acting as an instrument of ‘Europe’s will’. 2 David Blackbourn, The Conquest of Nature: Water, Landscape, and the Making of Modern Germany (New York 2007), 72–120. 3 See his biography in C.W.S. Hartley, A Biography of Sir Charles Hartley, Civil Engineer (1825–1915): the Father of the Danube, vol. 1–2 (Lampeter 1989) and a shorter account of his Danubian works in David Turnock, ‘Sir Charles Hartley and the Development of Romania’s Lower Danube – Black Sea Commerce in the Late Nineteenth Century,’ in: Anglo-Romanian Relations after 1821 (Iași 1983), 75–98. 4 Timothy Mitchell, Rule of Experts: Egypt, Techno-Politics, Modernity (Berkeley, Los Angeles and London 2002). 5 Martin Kohlrausch and Helmuth Trischler, Building Europe on Expertise. Innovators, Organizers, Networkers (Basingstoke 2014); Wolfram Kaiser and Johan W. Schot. Writing the Rules for Europe: Experts, Cartels and International Organizations (Basingstoke 2014). Constantin Ardeleanu - 9789004425965 Downloaded from Brill.com09/27/2021 11:47:57PM via free access 116 Chapter 4 But establishing a security regime for trade and shipping along the Maritime Danube proved more complicated than originally believed when the Commission was founded in 1856, and the Commission was hardened into a durable organisation by the complexity of the finely tuned ‘organic machine’, the Danube Delta, which it was supposed to improve for human needs.6 As a ‘river history’7 or, to quote Mark Cioc, a river ‘eco-biography’,8 this chapter will also highlight, on the trail of Sara B. Pritchard’s approach, the links between sci- ence and technology studies, environmental scholarship and political history.9 2 Post-Crimean War Transnational River Expertise Hartley joined the Commission’s Technical Department from the early days of the organisation. When he agreed to work in the Danube Delta, he was already an experienced civil engineer. His formal technical education consisted of ‘a practical course of instruction in mining and railway engineering’, followed by a decade of actual fieldwork. As a contractors’ district agent (1845–1848), he coordinated the construction of a key section of the Scottish Central Railway. He successfully coped with tunnels, bridges, river diversions, level crossings and drainage works. For the next six years (1848–1854), Hartley supervised the construction of a new harbour in Plymouth and became familiar with the lat- est engineering techniques used in hydraulics. In 1855 he enrolled as an engi- neer in the corps conducted by Major John Stokes, under whose command he served in the Crimean War in the Ukrainian provinces of the Russian Empire. Stokes appreciated Hartley’s technical skills and perseverance, and literally the second day after his nomination as Britain’s delegate to the Commission, Stokes requested that ‘Charles Hartley, Esq., late Captain in the Turkish Contingent Engineers’ be one of the three engineers to assist him. In December 1856, with the approval of his fellow commissioners, Stokes officially invited him to serve as the Commission’s engineer-in-chief.10 6 Richard White, The Organic Machine: The Remaking of the Columbia River (New York 1996). 7 See two recent historiographic papers: Paula Schönach, ‘River Histories: A Thematic Review,’ Water History 9.3 (2017): 233–257 and Matthew Evenden, ‘Beyond the Organic Machine? New Approaches in River Historiography,’ Environmental History 23.4 (2018): 698–720. 8 Mark Cioc, The Rhine: An Eco-Biography, 1815–2000 (Seattle and London 2002). 9 Sara B. Pritchard: Confluence: The Nature of Technology and the Remaking of the Rhône (Cambridge MA and London 2011). 10 Hartley, A Biography, 5–116. Constantin Ardeleanu - 9789004425965 Downloaded from Brill.com09/27/2021 11:47:57PM via free access ‘Civilising and Disciplining Nature’ 117 At the time, after decades of Russian mastery, the river was portrayed as economically degraded and in need of urgent technical rescue.11 Hartley got to Sulina in early 1857 and quickly found out that it took more than the removal of Russia to turn the Maritime Danube into a secure waterway. He started by acquainting himself with the variable local geography and hydrography as he wanted to collect solid scientific data on depths, flows, winds, currents and tides before proposing the most suitable channel of the Danube’s three main branches and the appropriate technical solution for its improvement. At the same time, he started to look for the means of procuring and transporting con- struction materials (stone and timber), and for gathering the human resources who were to carry out these works under his coordination. He was scrupulous in collecting data and in drafting a solid technical project that he could ex- ecute in one of Europe’s poorest peripheries. Six months after his arrival in the Danube Delta, his scientific – and necessarily dilatory – approach started to alarm his impatient employers, who did not lack ideas about what needed to be done,12 as at least half a dozen other experts kept proposing improve- ment projects. Time was of the essence in this process, but understanding nature’s own time, with the cyclicality of the Danube’s flows and a long-term ‘Braudelian’ perspective on changes in its hydrography, was certainly a lengthy process. Hartley felt he needed to bond with the river; he needed to ‘think’ like a river.13 Thomas Abel Brimage Spratt was a reputed hydrographer sent by the British navy to sound and chart the Danube Delta. Together with the crew of HMS Medina, Spratt surveyed the Chilia and St George mouths of the river in 1856–1857 and drafted detailed maps which he presented to the Commission
Load more

Recommended publications
  • Malacca-Max the Ul Timate Container Carrier
    MALACCA-MAX THE UL TIMATE CONTAINER CARRIER Design innovation in container shipping 2443 625 8 Bibliotheek TU Delft . IIIII I IIII III III II II III 1111 I I11111 C 0003815611 DELFT MARINE TECHNOLOGY SERIES 1 . Analysis of the Containership Charter Market 1983-1992 2 . Innovation in Forest Products Shipping 3. Innovation in Shortsea Shipping: Self-Ioading and Unloading Ship systems 4. Nederlandse Maritieme Sektor: Economische Structuur en Betekenis 5. Innovation in Chemical Shipping: Port and Slops Management 6. Multimodal Shortsea shipping 7. De Toekomst van de Nederlandse Zeevaartsector: Economische Impact Studie (EIS) en Beleidsanalyse 8. Innovatie in de Containerbinnenvaart: Geautomatiseerd Overslagsysteem 9. Analysis of the Panamax bulk Carrier Charter Market 1989-1994: In relation to the Design Characteristics 10. Analysis of the Competitive Position of Short Sea Shipping: Development of Policy Measures 11. Design Innovation in Shipping 12. Shipping 13. Shipping Industry Structure 14. Malacca-max: The Ultimate Container Carrier For more information about these publications, see : http://www-mt.wbmt.tudelft.nl/rederijkunde/index.htm MALACCA-MAX THE ULTIMATE CONTAINER CARRIER Niko Wijnolst Marco Scholtens Frans Waals DELFT UNIVERSITY PRESS 1999 Published and distributed by: Delft University Press P.O. Box 98 2600 MG Delft The Netherlands Tel: +31-15-2783254 Fax: +31-15-2781661 E-mail: [email protected] CIP-DATA KONINKLIJKE BIBLIOTHEEK, Tp1X Niko Wijnolst, Marco Scholtens, Frans Waals Shipping Industry Structure/Wijnolst, N.; Scholtens, M; Waals, F.A .J . Delft: Delft University Press. - 111. Lit. ISBN 90-407-1947-0 NUGI834 Keywords: Container ship, Design innovation, Suez Canal Copyright <tl 1999 by N. Wijnolst, M .
    [Show full text]
  • A Short History of the Suez Canal.Pdf
    Acknowledgements: Thanks to my son Adam and daughter-in-law Kylie Twomey who encouraged (read constantly hounded) me to write a book that related to a lecture that I had written. I promise that this is the start of a series! Also, to my son Andrew and daughter-in-law Rachel who inspire me to maintain a thirst for greater knowledge. And to my wife Julie who supported me during the long hours of putting this book together, providing suggestions and took responsibility for formatting the pages. And to Colin Patterson at Mumby Media for his valued input in reviewing this document prior to publication. Front cover: Photo courtesy Aashay Baindur/Wikimedia https://commons.wikimedia.org/wiki/File:Capesize_bulk_carrier_at_Suez_Canal_Bridge.JPG Back cover: Photo courtesy Alydox at English Wikipedia https://commons.wikimedia.org/wiki/File:DeLesseps.JPG Table of Contents A Few Interesting Canal Facts.......................................................... 1 The Course of the Suez Canal ........................................................... 2 Regional Geography .......................................................................... 3 Ancient Projects ................................................................................. 6 Early Ambitions ................................................................................. 9 Early Troubles ..................................................................................13 Canal Construction ..........................................................................16 Canal Completed
    [Show full text]
  • John Rennie – Civil Engineer
    /~4 k~ Ldt,1M, lh-cAAVN "~a-tGt /t/8/.201) JOHN RENNIE (1761-1821) F.R.S.E., F.R.S. CIVIL ENGINEER Contemporary biographical notices reprinted on the 250th anniversary of his birth selected and edited by Professor Roland Paxton MBE FICE FRSE SCHOOL OF THE BUILT ENVIRONMENT HERIOT-WATT UNIVERSITY 7th JUNE 2011 Rennie's first major road bridge at Kelso. Designed 1798, built 1802-05 with five elliptical spans of72 ft. Similar in elevation to his Waterloo Bridge, London 1811-17 with 9 main spans of 120 ft. CONTENTS Notices in or by: The Times, 1821. 4 Baron Charles Dupin, 1821. 5 The Scotsman, 1821 9 [Sir] John Barrow, 1824, 1842. 13 [Sir] David Brewster, c.1825, 1830. 18 John Gorton (ed.), 1830. 22 Michael A. Borthwick, Trans. ICE, 1837. 23 Rennie's magnificent London Bridge designed in 1820 with a centre arch of 152 ft span. Progressed posthumously to completion in 1831 by his sons, cost c.£2.Sm. It lasted until 1968 when it was sold and dismantled. By 1971 its facings formed part of a re-build at Havasu City, Arizona. This engraving, from a drawing by A. Pugin is dated 1831. 2 PREFACE The purpose of this publication is to provide a contemporary impression of the life and work of the eminent civil engineer John Rennie FRSE [1788] & L [1798] to complement lectures, and exhibitions in Dunbar and London, commemorating the 250th anniversary of his birth on 7th June. To this end, these seven biographical notices have been selected, the first being notable for its depiction of the grandeur of Rennie's funeral at St Paul's Cathedral in 1821.
    [Show full text]
  • May 2016,ISSN 0474–6279 4 Member Country Focus Centre for Dialogue Iran Oiliran Show Appointment Newsline Obituary
    Visit our website www.opec.org The ultimate resource It has been a common response throughout the history a more creative, more dynamic and more competitive en- of human societies to look elsewhere for solutions to ergy sector. In this, the role of each country’s national oil complex challenges. When man first set out across the company, under the inspiring leadership of their respec- Tigris-Euphrates river valley, he went not only in search of tive ministries, should not be overlooked. And together, better living conditions but also knowledge and wisdom. in various ways, they have each been able to start putting It is not much different today. Developing countries together programmes of action and investment, research of the ‘global south’ — in Africa, Asia, and the Middle and development, that promises to make each country a Commentary East — often find themselves looking to other countries leader in its own right. for the newest approaches to economic development and What the Oil Show in Iran also demonstrated, as one the latest technological innovations. of our feature articles in this edition suggests, is the coun- Sometimes lost in this rush for the ‘newest’ and the try’s resilience. That is to say, even without necessarily ‘latest’ is the recognition that local communities often having access to all the inputs, materials and resources have a better understanding of local challenges, and that that companies might want or desire, they have still found the people on the ground may have some of the greatest a way to move forward — and not only move forward but insights.
    [Show full text]
  • A Brief History of Economic Dominance
    1 A Brief History of Economic Dominance The United States has the sticks and carrots. —John Foster Dulles in a memorandum to President Dwight Eisenhower in the aftermath of the Suez crisis1 The Suez Canal is as good a metaphor as any for economic dominance. It is well known that the Suez crisis of 1956 irretrievably buried any hopes (or illusions, some would say) that the United Kingdom might retain its status as a great power. But the history of the canal actually bookends both the apogee and collapse of the British empire. And at both points in time, the economi- cally dominant creditor country gained at the expense of the enfeebled and indebted power. Opposed originally to the canal’s construction, which began in 1859, the United Kingdom subsequently rued its lack of a direct stake once the water- way’s strategic possibilities as its “highway to India” and “backdoor to the East” became evident. The original Suez Canal company was majority-owned by the French, with the Egyptian ruler, Ismail Pasha—the khedive or viceroy nominally representing the Ottoman ruler in Istanbul—enjoying a 44 percent stake. By 1875, however, Egypt teetered on the edge of insolvency, overstretched by military adventurism in the Sudan and Ethiopia, seduced into profligacy stemming from the khedive’s grandiose ambition to make Cairo the Paris-on- the-Nile, and debilitated by dwindling export revenues once stability returned to international cotton markets after the US Civil War. A debt-to-GDP ratio of close to 200 percent, mostly owed to restive European bondholders, forced the khedive to sell his stake for a paltry sum of 4 million pounds, which amounted to 4 percent of his debt and 7 percent of Egypt’s GDP at the time.
    [Show full text]
  • A Maritime Geostrategy of Petroleum Distribution Jean-Paul Rodrigue
    Document generated on 09/26/2021 2:21 p.m. Cahiers de géographie du Québec Straits, Passages and Chokepoints A Maritime Geostrategy of Petroleum Distribution Jean-Paul Rodrigue Les détroits maritimes Article abstract Volume 48, Number 135, décembre 2004 The transportation of petroleum represents one of the most strategically important circulations of resources in the global economy. Its role cannot be URI: https://id.erudit.org/iderudit/011797ar overstated. Yet, petroleum has become a “strategically invisible” commodity as DOI: https://doi.org/10.7202/011797ar its flow has been continuous with limited, but eye-opening, disruptions such as the First Energy Crisis is 1973. Petroleum supplies are virtually taken for See table of contents granted. Since approximately two-thirds of the world’s petroleum production is shipped by sea, there are inherent distribution constraints, which require navigating through straits and passages; chokepoints of maritime circulation. This paper presents an overview of the geography of oil supply and demand, Publisher(s) and the strategic issues that are linked to its maritime circulation. Chokepoints Département de géographie are perceived as resources, the value of which varies according to degree of use. As the era of petroleum domination draws to a close, the importance and vulnerability of strategic passages will increase. Their ability to handle ISSN additional traffic appears to be limited, implying that future energy crises or 0007-9766 (print) oil shortages are more likely to be attributable to the challenges of distribution. 1708-8968 (digital) Explore this journal Cite this article Rodrigue, J.-P. (2004). Straits, Passages and Chokepoints: A Maritime Geostrategy of Petroleum Distribution.
    [Show full text]
  • Ss Intaba, Built by Hall, Russell & Co., Ltd, YORK PLACE, Footdee, Aberdeen, 1910
    2019-v1. Ss Intaba, built by Hall, Russell & Co., ltd, YORK PLACE, Footdee, Aberdeen, 1910. STANLEY BRUCE SS Intaba, built by Hall, Russell & Co., Ltd., York Place, Footdee, Aberdeen, 1910. Stanley Bruce, 2019-v1. Due to the age of the photographs, paintings, and drawings in this book they are all considered to be out of copyright, however where the photographer, artist or source of the item is known it has been stated directly below it. Cover photograph: SS ‘Intaba’, heading out of Aberdeen 1910, perhaps on her sea trials, or heading to London. (photographer unknown). This book has been published as part of a series of books on an entirely non- profit basis, and made available to all online free of charge as a pdf. The aim of the book is to make the history of the SS ‘Intaba’ available to a wider audience. If you have any comments regarding this book, or any further information about this ship or anything associated with her, please get in touch, especially if you have any photographs or paintings. Since this is an electronic edition, it will be possible to update and include any new information. I can be contacted at [email protected] If printing this book, it is best printed in A4 or as an A5 booklet. - 1 - SS Intaba, built by Hall, Russell & Co., Ltd., York Place, Footdee, Aberdeen, 1910. Stanley Bruce, 2019-v1. Foreword Aberdeen’s association with the sea is now largely based on the oil and gas industry, and prior to that as a major fishing port.
    [Show full text]
  • Civil Engineers' Commemorative Plaques
    CIVIL ENGINEERS’ COMMEMORATIVE PLAQUES Biographical notes on the civil engineers whose names are commemorated on the façade of the Civil Engineering Building CIVIL ENGINEERING DEPARTMENT IMPERIAL COLLEGE ------------ LONDON 1995 © Department of Civil Engineering Imperial College 1987 Revised 1995 FOREWORD The term civil engineer appeared for the first time in the Minutes of the Society of Civil Engineers, formed in 1771. In using this title, founder members of the society were recognising a new profession in Britain which was distinct from the much earlier profession of military engineer. John Smeaton, whose name appears among those on the plaques, was among the founder members. The Society, which still exists, was later renamed the Smeatonion Society of Civil Engineers after principal founder, John Smeaton, and was the precursor of, but distinct from, the Institution of Civil Engineers, which was formed in 1818, with Thomas Telford as its first President. The transformation of Britain from an agrarian to an industrial society during the eighteenth and nineteenth centuries was made possible only through the skill and ingenuity of civil engineers. From the beginning of the eighteenth century the quantity and range of engineering work gained momentum, encompassing river navigation schemes, drainage of marshes, work on docks and harbours, the building of bridges, and the surveying and laying out of a large canal system. The last involved tunnels and aqueducts on a hitherto undreamt of scale. As the Canal Age gave way to the development of the railway system during the nineteenth century, the challenges which engineers had to meet became even greater. The building of the railway track and bridges called for rapid advances in iron technology and an understanding of behaviour of both wrought and cast iron.
    [Show full text]
  • Quel Avenir Pour Les Grands Canaux Maritimes ?
    ASSOCIATION DU SOUVENIR DE FERDINAND DE LESSEPS ET DU CANAL DE SUEZ Quel avenir pour les grands canaux maritimes ? Bulletin n° 2 Janvier 2017 3 Sous le haut patronage de Monsieur Alain JUPPÉ, maire de BORDEAUX, QUEL AVENIR POUR LES GRANDS CANAUX MARITIMES ? Bibliothèque de Bordeaux Mériadeck. Colloque de Bordeaux sous la présidence d’Arnaud Ramière de Fortanier 10 juin 2016. Organisation : Gabriel de Bérard, Thierry Chambolle Logistique : Madeleine de Bérard Reportage photographique : Béatrice Barraud 4 Sous le haut patronage de Monsieur Alain JUPPÉ, maire de BORDEAUX, 5 QUEL AVENIR POUR LES GRANDS CANAUX MARITIMES ? Bibliothèque de Bordeaux Mériadeck. Sommaire Bienvenue par Gabriel de Bérard ........................................................................................................7 Accueil par la Mairie de Bordeaux ......................................................................................................9 Ouverture du colloque par Arnaud Ramière de Fortanier .............................................................11 Interventions S.E Madame Pilar de Aleman ............................................................................................................13 Madame Nivine Khaled ......................................................................................................................19 Monsieur Arnaud Ramière de Fortanier ...........................................................................................25 Professeur Hubert Bonin ....................................................................................................................29
    [Show full text]
  • The 1956 Suez Crisis
    ch6.qxd 1/28/98 9:08 AM Page 135 CHAPTER 6 The 1956 Suez Crisis On July 26, 1956, Egyptian President Gamal Abdel Nasser nationalized the Suez Canal. The ostensible reason for the nationalization was to use the tolls to ‹nance the building of the Aswan Dam. Nasser’s action was an act of revenge against the British and the French, who had previously held control of the company that controlled the Canal. This con›ict precipi- tated an international crisis over ownership and operation of the Suez Canal. The French and British were immediately thrust into the domain of losses by the nationalization of the Canal. The British had recently with- drawn 90,000 troops from the area on June 13, in response to strong American pressure.1 The French were having trouble with their colonials in Algeria. Both countries saw the seizure of the Canal as prelude to the complete loss of their colonial positions in the African and Asian worlds. Eisenhower’s perspective during the Suez crisis stands in stark contrast to the Europeans’, at least partly because America had different goals and stakes in the Canal than did the British and French. Eisenhower was in a relative domain of gains, unlike the British and French, who were both operating in domains of loss. According to the predictions offered by prospect theory, this should encourage Eisenhower to make relatively risk- averse decisions as opposed to British and French decisions, which were more likely to be risk seeking in nature. At the time of the Suez crisis, the United States had the military power to force its will on Egypt, and yet Eisenhower chose not to do so.
    [Show full text]
  • Obituary. Rhys William Jones, 1804-1864
    608 MEMOIRS. mulation of Water.-Application of Spherical Bearings to Screw- shaft. 9. Propeller Shaft Stuffing-box and Gearing.-Peculiar method of coupling and unshipping the Propeller-blades,which operations can be easily effected when under way.-Pcculiar method of coupling thc Propeller-shaft with the Engine. 10. 300 H.P. Stationary Inverted Cylinder Compensating or Double Piston Steam Engine, with external Crank.-Reduced speed Air-pump. 11. Modification of Variable Expansion Gear and Slide Valve. 12. High-pressure, Non-condensing Compensating or Double Piston Stcam Engine, with Governor acting upon a Throtfle Valve in theExhaust Stcam-pipe. 13. Expansion Valve Governor. 14. Steam Boiler with ' Bouloirs,' adapted for Screw Fire-grate. 15. Tubular Boiler. 1G. 300 H.P. Horizontal, Compensating, or Double Piston Steam Engine, connected with a pair of Vertical Fan-propellers.-Peculiar con- struction of Proneller and Feed-box. and Rerrulatina Anoaratus. 17. Application of FriGion Break or Starting AppGratus tu0 C&k-shafts of Marineengines, for connecting or disengaging Paddle-wheel or Scrcw-propeller. 18. Application of Friction Break or Starting Apparatus to the end of a Shaft, for connecting the same with, or disengaging it from another Shaft, through the medium of a Universal Joint or Coupling. 19. Spherical Bearings, especially adapted for heavy Shafts, and where the Pedestals cannot be fixed to a solid foundation ; as, for instance, for Shafts of Screw-propellers. 20. Application of Friction-break, or Starting Apparatus, to the Fly-wheel of a Rolling Mill, or other heavy machinery requiring to be sud- denly started or stopped, and where the resistance to be overcome by the Motor is liable to be suddenly increased.-Also application of the same Apparatus for reversing the motion of the Rolls of a Rolling Mill.
    [Show full text]
  • The Suez Crisis: a Brief Comint History
    TOP SECRET united states cryptologic history The Suez Crisis: A BriefComint History (U) DECLASSIFIED UNDER AUTHORITY OF THE INTERAGENCY SECURITY CLASSIFICATION APPEALS PANEL, E.0.13526, SECTION 5.3(b)(3) ISCAP APPEAL NO. 2013-117, document no.1 DECLASSIFICATION DATE: March 05, 2018 THIS DOCUMENT CONTAINS CODEWORD MATERIAL NOT RELEASABLE TO FOREIGN NATIONALS Cl.assified By NSA/CSSM 123-2 Oeclassify.011: Origmating Agency's Determination Req1.ured TePSECRET ... II Contents of this publication should not i,e reproduced, or further disseminated outside the U.S. Intelligence Community without the permiulon of the Director. NSA/CSS. Inquiries about reproduction and dissemination shouldbe directed to the Oftice ofCryptologic Archives and History, T54. r 'fOP SECRET UMBRA UNITED STATES CRYPTOLOGIC HIS.TORY Special Series Crisis Collection Volume2 The Suez Crisis: A BriefComint History (U) Withheld from public release under the National Security Act of 1959, 50 U.S.C. 3605 (P.L. 86-36) OFFICE OF ARCHIVES AND HISTORY NATIONAL SECURITY AGENCY/CENTRAL SECURITY SERV~CE 1988 T-OP SECRH UMBRA , NOT RELEASABLE TO FOREIGN NATIONALS .a UNCLASSIFIED TableofContents Page Foreword -;...·-·-·------------------·-··---·-----------------·-----·--------- v Background ---------····--------···-------·····------------------------···-· 1 The Rise ofNasser ------------------------~-----·----------·-------------------· 3 A Search for Weapons ------"".·------...:---·-----------------·---- 4 TheSoviet Factor ---------------------·-----·-------------------------- 8 Soviet
    [Show full text]