The approaches of a lone inventor and a chief engineer (the 1920s)

2011 ◽  
pp. 195-219
Keyword(s):  
Chief Engineer

scholarly journals The Engineers' Engineer: Sir John Kennedy and the Port of Montreal

2009 ◽  
Vol 27 ◽  
pp. 5-26
Author(s):  
Richard White
Keyword(s):  
Civil Engineer ◽  
Twentieth Century ◽  
Working Life ◽  
River Channel ◽  
Canadian Society ◽  
Chief Engineer ◽  
Early Twentieth Century ◽  
St Lawrence River ◽  
Civil Engineers

Abstract This article gives an overview and analysis of the career of Canadian civil engineer Sir John Kennedy (1838-1921), and comments on what Kennedy's career reveals of the professional ideals of early twentieth century engineering. Kennedy was a highly regarded engineer in his day. He served as an early President of the Canadian Society of Civil Engineers (CSCE) in 1892 and is one of the few Canadian engineers to have been knighted. Kennedy spent most of his working life as Chief Engineer of the Montreal Harbour Commission, in which capacity he oversaw the deepening of the St Lawrence River channel from Quebec to Montreal and a complete reconstruction of the Montreal harbour—two projects that essentially made the modern Port of Montreal. The study provides details of these construction jobs and of Kennedy's role in the work. So well regarded was Kennedy by his peers that shortly after his death the CSCE named its highest professional award after him, making him literally a professional icon. The author takes this to indicate that Kennedy's professional style and values—congenial, practical, and public-spirited—evidently embodied the professional ideals of the time.

On the War-Path for Vicksburg

2020 ◽  
pp. 15-30
Author(s):  
Earl J. Hess
Keyword(s):  
Loess Soil ◽  
Slave Labor ◽  
Chief Engineer ◽  
Ridge Line ◽  
The Real ◽  
The Past ◽  
The City

As the Federals moved from the Big Black River to Vicksburg on May 18, they experienced enormous confidence in Grant’s judgment and skills. Faced with the real prospect that the Confederates might fold if he attacked the defences of Vicksburg quickly, Grant wasted no time in planning an assault for the next day, May 19. But he did not know that Pemberton had positioned fresh troops exactly along the sectors most likely to be attacked. The defences of Vicksburg were by no means formidable in themselves. Constructed over the past few months, they were simply trenches that linked nine major forts and a greater number of smaller artillery positions. In many places, hardly a trench existed. But the most important consideration was that Maj. Samuel H. Lockett, Pemberton’s chief engineer, had placed them well along the only roughly continuous ridge line to be found in the badly eroded, loess soil that dominated the area east of Vicksburg. Confederate soldiers were busy digging in on May 18, strengthening the minimal works Lockett had managed to construct mostly with slave labor before that day. The earthworks were the only thing standing between the victorious Federals and the city.

Airline Engineering

1963 ◽  
Vol 67 (627) ◽  
pp. 165-171
Keyword(s):  
Middle East ◽  
Vice President ◽  
Short Introduction ◽  
Chief Engineer ◽  
Supersonic Transport ◽  
Automatic Landing ◽  
Engineering Problems ◽  
Lecture Theatre ◽  
Development Engineer ◽  
American Airlines

An All-day Symposium on Airline Engineering was held in the Society's Lecture Theatre on 21st January 1963. Mr. B. S. Shenstone, M.A.Sc, F.R.Ae.S., F.A.I.A.A., F.C.A.S.I., President of the Society, who is also Chief Engineer and a Director of British European Airways, was in the Chair. About 40 airline engineers from 23 airlines attended the Symposium at the invitation of the President. The airlines represented were: Adria (Yugoslavia), Aer Lingus, Air France, Air India, Alitalia, American Airlines, British European Airways, British Overseas Airways, Canadian Pacific Airlines, Central African Airways, Finnair, K.L.M., Lufthansa, Middle East Airlines, N.Z. National Airways, Olympic Airways, Qantas, Sabena, Swissair, Trans-Australia Airlines, Trans-Canada Air Lines, Trans World Airlines and United Air Lines.The Symposium was divided into four periods, each with a short introduction followed by Discussion; they were “What is worth developing for the Airlines,” introduced by Mr. M. B. Morgan, C.B., M.A., F.R.Ae.S., Deputy Controller of Aircraft (R & D), Ministry of Aviation; “Blind and Automatic Landing,” introduced by Mr. R. C. Morgan, O.B.E., F.R.Ae.S., Chief Project and Development Engineer, B.E.A.; “Engineering Problems of Supersonic Transport,” introduced by Mr. Charles Abell, O.B.E., F.R.Ae.S., M.S.L.A.E., Chief Engineer, B.O.A.C; and “Engineering Problems of the Jet Flap and STOL Aircraft,” introduced by Mr. W. E. Rhoades, B.S., Vice-President, Engineering, United Air Lines.Opening the meeting Mr. Shenstone said that the Symposium was part of an Airline Chief Engineers Conference. This first day was open to anyone but the following two days would be confined to discussions among the specially invited airline delegates. He then outlined the programme for the first day and suggested that the discussions should consider the general problems of airline development rather than detailed domestic problems.The following report of the contributions to the Symposium was prepared by Mr. R. H. Whitby, B.Sc, A.R.C.S., D.I.C., F.R.Ae.S., Performance and Analysis Manager, B.E.A.

Progress Towards Electrical Serviceability

1951 ◽  
Vol 55 (487) ◽  
pp. 395-423 ◽  
Author(s):  
R. H. Woodall ◽  
V. A. Higgs
Keyword(s):  
Electrical Equipment ◽  
Aircraft Industry ◽  
George Street ◽  
Chief Engineer ◽  
Automobile Sales ◽  
Made In ◽  
Civil Engineers

The 820th Lecture to be read before the Royal Aeronautical Society, “Progress Towards Electrical Serviceability,” was given by R. H. Woodall, M.I.E.E., A.F.R.Ae.S., and V. A. Higgs, B.Sc., A.M.I.E.E., A.F.R.Ae.S., on 1st March 1951 at the Institution of Civil Engineers, Great George Street, S.W.I. Major G. P. Bulman, C.B.E., F.R.Ae.S., President of the Society, presided at the meeting and introduced the lecturers. Mr. Woodall is a Director and Chief Engineer of Rotax Ltd., and Mr. Higgs is Head of Technical Sales and Aeroplane and Automobile Sales of the British Thomson-Houston Co. Ltd.It is evident from remarks made in previous papers or in discussion on those papers, that the Aircraft Industry is not entirely satisfied with the electrical accessories available for use in aircraft.There may be some grounds for this dissatisfaction, but it is hoped to make it clear that the electrical equipment suppliers are very much alive to their responsibilities and that development on an ever-increasing scale is taking place in order to give the aircraft constructors the most reliable equipment possible.

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