civil construction machinery

civil construction machinery BAU Baugeräte npl

Baugeräte npl BAU building implements pl, civil construction machinery, construction machinery

1) Military: construction equipment

2) Construction: civil-engineering plant, construction machinery, construction machines, construction plant, construction site engines, site mechanical plant (на стройплощадках)

3) Sakhalin energy glossary: civil engineering machinery (CE machinery)

1) General subject: architectural engineering, civil engineering, construction engineering, building machinery

2) Military: construction equipment

3) Engineering: building technology, structural engineering

4) Construction: construction machinery

5) Makarov: building and construction technology

SUBJECT AREA: Canals, Civil engineering

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Telford was the son of a shepherd, who died when the boy was in his first year. Brought up by his mother, Janet Jackson, he attended the parish school at Westerkirk. He was apprenticed to a stonemason in Lochmaben and to another in Langholm. In 1780 he walked from Eskdale to Edinburgh and in 1872 rode to London on a horse that he was to deliver there. He worked for Sir William Chambers as a mason on Somerset House, then on the Eskdale house of Sir James Johnstone. In 1783–4 he worked on the new Commissioner's House and other buildings at Portsmouth dockyard.

In late 1786 Telford was appointed County Surveyor for Shropshire and moved to Shrewsbury Castle, with work initially on the new infirmary and County Gaol. He designed the church of St Mary Magdalene, Bridgnorth, and also the church at Madley. Telford built his first bridge in 1790–2 at Montford; between 1790 and 1796 he built forty-five road bridges in Shropshire, including Buildwas Bridge. In September 1793 he was appointed general agent, engineer and architect to the Ellesmere Canal, which was to connect the Mersey and Dee rivers with the Severn at Shrewsbury; William Jessop was Principal Engineer. This work included the Pont Cysyllte aqueduct, a 1,000 ft (305 m) long cast-iron trough 127 ft (39 m) above ground level, which entailed an on-site ironworks and took ten years to complete; the aqueduct is still in use today. In 1800 Telford put forward a plan for a new London Bridge with a single cast-iron arch with a span of 600 ft (183 m) but this was not built.

In 1801 Telford was appointed engineer to the British Fisheries Society "to report on Highland Communications" in Scotland where, over the following eighteen years, 920 miles (1,480 km) of new roads were built, 280 miles (450 km) of the old military roads were realigned and rebuilt, over 1,000 bridges were constructed and much harbour work done, all under Telford's direction. A further 180 miles (290 km) of new roads were also constructed in the Lowlands of Scotland. From 1804 to 1822 he was also engaged on the construction of the Caledonian Canal: 119 miles (191 km) in all, 58 miles (93 km) being sea loch, 38 miles (61 km) being Lochs Lochy, Oich and Ness, 23 miles (37 km) having to be cut.

In 1808 he was invited by King Gustav IV Adolf of Sweden to assist Count Baltzar von Platen in the survey and construction of a canal between the North Sea and the Baltic. Telford surveyed the 114 mile (183 km) route in six weeks; 53 miles (85 km) of new canal were to be cut. Soon after the plans for the canal were completed, the King of Sweden created him a Knight of the Order of Vasa, an honour that he would have liked to have declined. At one time some 60,000 soldiers and seamen were engaged on the work, Telford supplying supervisors, machinery—including an 8 hp steam dredger from the Donkin works and machinery for two small paddle boats—and ironwork for some of the locks. Under his direction an ironworks was set up at Motala, the foundation of an important Swedish industrial concern which is still flourishing today. The Gotha Canal was opened in September 1832.

In 1811 Telford was asked to make recommendations for the improvement of the Shrewsbury to Holyhead section of the London-Holyhead road, and in 1815 he was asked to survey the whole route from London for a Parliamentary Committee. Construction of his new road took fifteen years, apart from the bridges at Conway and over the Menai Straits, both suspension bridges by Telford and opened in 1826. The Menai bridge had a span of 579 ft (176 m), the roadway being 153 ft (47 m) above the water level.

In 1817 Telford was appointed Engineer to the Exchequer Loan Commission, a body set up to make capital loans for deserving projects in the hard times that followed after the peace of Waterloo. In 1820 he became the first President of the Engineers Institute, which gained its Royal Charter in 1828 to become the Institution of Civil Engineers. He was appointed Engineer to the St Katharine's Dock Company during its construction from 1825 to 1828, and was consulted on several early railway projects including the Liverpool and Manchester as well as a number of canal works in the Midlands including the new Harecastle tunnel, 3,000 ft (914 m) long.

Telford led a largely itinerant life, living in hotels and lodgings, acquiring his own house for the first time in 1821, 24 Abingdon Street, Westminster, which was partly used as a school for young civil engineers. He died there in 1834, after suffering in his later years from the isolation of deafness. He was buried in Westminster Abbey.

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SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering, Metallurgy, Weapons and armour

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Joseph Whitworth received his early education in a school kept by his father, but from the age of 12 he attended a school near Leeds. At 14 he joined his uncle's mill near Ambergate, Derbyshire, to learn the business of cotton spinning. In the four years he spent there he realized that he was more interested in the machinery than in managing a cotton mill. In 1821 he obtained employment as a mechanic with Crighton \& Co., Manchester. In 1825 he moved to London and worked for Henry Maudslay and later for the Holtzapffels and Joseph Clement. After these years spent gaining experience, he returned to Manchester in 1833 and set up in a small workshop under a sign "Joseph Whitworth, Tool Maker, from London".

The business expanded steadily and the firm made machine tools of all types and other engineering products including steam engines. From 1834 Whitworth obtained many patents in the fields of machine tools, textile and knitting machinery and road-sweeping machines. By 1851 the company was generally regarded as the leading manufacturer of machine tools in the country. Whitworth was a pioneer of precise measurement and demonstrated the fundamental mode of producing a true plane by making surface plates in sets of three. He advocated the use of the decimal system and made use of limit gauges, and he established a standard screw thread which was adopted as the national standard. In 1853 Whitworth visited America as a member of a Royal Commission and reported on American industry. At the time of the Crimean War in 1854 he was asked to provide machinery for manufacturing rifles and this led him to design an improved rifle of his own. Although tests in 1857 showed this to be much superior to all others, it was not adopted by the War Office. Whitworth's experiments with small arms led on to the construction of big guns and projectiles. To improve the quality of the steel used for these guns, he subjected the molten metal to pressure during its solidification, this fluid-compressed steel being then known as "Whitworth steel".

In 1868 Whitworth established thirty annual scholarships for engineering students. After his death his executors permanently endowed the Whitworth Scholarships and distributed his estate of nearly half a million pounds to various educational and charitable institutions. Whitworth was elected an Associate of the Institution of Civil Engineers in 1841 and a Member in 1848 and served on its Council for many years. He was elected a Member of the Institution of Mechanical Engineers in 1847, the year of its foundation.

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SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering, Paper and printing

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Bryan Donkin was the fifth son of Bryan Donkin I (1768–1855) and was educated at schools in Bromley (Kent), London, Paris and Nantes. He was an apprentice in his father's Bermondsey works and soon became an active and valuable assistant in the design and construction of papermaking, printing, pumping and other machinery. In 1829 he was sent to France to superintend the construction of paper mills and other machinery at Nantes. He later became a partner in the firm which in 1858 received an order to construct and set up a large paper mill at St Petersburg. This work took him to Russia several times before its completion in 1862. He obtained several patents relating to paper-making and steam engines. He was elected an associate of the Institution of Civil Engineers in 1835 and a member in 1840.

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SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering, Textiles

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Richard Roberts was the son of a shoemaker and tollkeeper and received only an elementary education at the village school. At the age of 10 his interest in mechanics was stimulated when he was allowed by the Curate, the Revd Griffith Howell, to use his lathe and other tools. As a young man Roberts acquired a considerable local reputation for his mechanical skills, but these were exercised only in his spare time. For many years he worked in the local limestone quarries, until at the age of 20 he obtained employment as a pattern-maker in Staffordshire. In the next few years he worked as a mechanic in Liverpool, Manchester and Salford before moving in 1814 to London, where he obtained employment with Henry Maudslay. In 1816 he set up on his own account in Manchester. He soon established a reputation there for gear-cutting and other general engineering work, especially for the textile industry, and by 1821 he was employing about twelve men. He built machine tools mainly for his own use, including, in 1817, one of the first planing machines.

One of his first inventions was a gas meter, but his first patent was obtained in 1822 for improvements in looms. His most important contribution to textile technology was his invention of the self-acting spinning mule, patented in 1825. The normal fourteen-year term of this patent was extended in 1839 by a further seven years. Between 1826 and 1828 Roberts paid several visits to Alsace, France, arranging cottonspinning machinery for a new factory at Mulhouse. By 1826 he had become a partner in the firm of Sharp Brothers, the company then becoming Sharp, Roberts \& Co. The firm continued to build textile machinery, and in the 1830s it built locomotive engines for the newly created railways and made one experimental steam-carriage for use on roads. The partnership was dissolved in 1843, the Sharps establishing a new works to continue locomotive building while Roberts retained the existing factory, known as the Globe Works, where he soon after took as partners R.G.Dobinson and Benjamin Fothergill (1802–79). This partnership was dissolved c. 1851, and Roberts continued in business on his own for a few years before moving to London as a consulting engineer.

During the 1840s and 1850s Roberts produced many new inventions in a variety of fields, including machine tools, clocks and watches, textile machinery, pumps and ships. One of these was a machine controlled by a punched-card system similar to the Jacquard loom for punching rivet holes in plates. This was used in the construction of the Conway and Menai Straits tubular bridges. Roberts was granted twenty-six patents, many of which, before the Patent Law Amendment Act of 1852, covered more than one invention; there were still other inventions he did not patent. He made his contribution to the discussion which led up to the 1852 Act by publishing, in 1830 and 1833, pamphlets suggesting reform of the Patent Law.

In the early 1820s Roberts helped to establish the Manchester Mechanics' Institute, and in 1823 he was elected a member of the Literary and Philosophical Society of Manchester. He frequently contributed to their proceedings and in 1861 he was made an Honorary Member. He was elected a Member of the Institution of Civil Engineers in 1838. From 1838 to 1843 he served as a councillor of the then-new Municipal Borough of Manchester. In his final years, without the assistance of business partners, Roberts suffered financial difficulties, and at the time of his death a fund for his aid was being raised.

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SUBJECT AREA: Civil engineering

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The son of Polycarp Roebling, a tobacconist, he studied mathematics at Dr Unger's Pedagogium in Erfurt and went on to the Royal Polytechnic Institute in Berlin, from which he graduated in 1826 with honours in civil engineering. He spent the next three years working for the Prussian government on the construction of roads and bridges. With his brother and a group of friends, he emigrated to the United States, sailing from Bremen on 23 May 1831 and docking in Philadelphia eleven weeks later. They bought 7,000 acres (2,800 hectares) in Butler County, western Pennsylvania, and established a village, at first called Germania but later known as Saxonburg. Roebling gave up trying to establish himself as a farmer and found work for the state of Pennsylvania as Assistant Engineer on the Beaver River canal and others, then surveying a railroad route across the Allegheny Mountains. During his canal work, he noted the failings of the hemp ropes that were in use at that time, and recalled having read of wire ropes in a German journal; he built a rope-walk at his Saxonburg farm, bought a supply of iron wire and trained local labour in the method of wire twisting.

At this time, many canals crossed rivers by means of aqueducts. In 1844, the Pennsylvania Canal aqueduct across the Allegheny River was due to be renewed, having become unsafe. Roebling made proposals which were accepted by the canal company: seven wooden spans of 162 ft (49 m) each were supported on either side by a 7 in. (18 cm) diameter cable, Roebling himself having to devise all the machinery required for the erection. He subsequently built four more suspension aqueducts, one of which was converted to a toll bridge and was still in use a century later.

In 1849 he moved to Trenton, New Jersey, where he set up a new wire rope plant. In 1851 he started the construction (completed in 1855) of an 821 ft (250 m) long suspension railroad bridge across the Niagara River, 245 ft (75 m) above the rapids; each cable consisted of 3,640 wrought iron wires. A lower deck carried road traffic. He also constructed a bridge across the Ohio River between Cincinnati and Covington, a task which was much protracted due to the Civil War; this bridge was finally completed in 1866.

Roebling's crowning achievement was to have been the design and construction of the bridge over the Hudson River between Brooklyn and Staten Island, New York, but he did not live to see its completion. It had a span of 1,595 ft (486 m), designed to bear a load of 18,700 tons (19,000 tonnes) with a headroom of 135 ft (41 m). The work of building had barely started when, at the Brooklyn wharf, a boat crushed Roebling's foot against the timbering and he died of tetanus three weeks later. His son, Washington Augustus Roebling, then took charge of this great work.

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1) Ingenieur, der/Ingenieurin, die; (service engineer, installation engineer) Techniker, der/Technikerin, die

2) (maker or designer of engines) Maschinenbauingenieur, der

3)

1) (coll.): (contrive) arrangieren; entwickeln [Plan]

2) (manage construction of) konstruieren

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1) (a person who designs, makes, or works with, machinery: an electrical engineer.) der Ingenieur

2) ((usually civil engineer) a person who designs, constructs, or maintains roads, railways, bridges, sewers etc.) der Ingenieur

3) (an officer who manages a ship's engines.) der Maschinist

4) ((American) an engine-driver.) der Lokomotivführer

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[ˌenʤɪˈnɪəʳ, AM -ˈnɪr]

I. n

1. (qualified in engineering) Ingenieur(in) m(f); (in navy) [Schiffs]ingenieur(in) m(f); (on merchant ship) Maschinist(in) m(f); (maintains machines) [Wartungs]ingenieur(in) m(f); (controls engines) Techniker(in) m(f); MIL Technischer Offizier

civil/electrical/mechanical \engineer Bau-/Elektro-/Maschinenbauingenieur(in) m(f)

2. ( pej: contriver) Arrangeur(in) m(f) (of von + dat)

3. AM (engine driver) Lok[omotiv]führer(in) m(f)

II. vt

▪ to \engineer sth

1. usu passive (construct precisely) etw konstruieren

to \engineer a bridge/street eine Brücke/Straße bauen

2. ( pej: skilfully contrive) etw arrangieren

how did you manage to \engineer that invitation to the party? wie bist du bloß an diese Einladung zu der Party gekommen?

to \engineer a coup einen Coup vorbereiten

to \engineer a meeting ein Treffen arrangieren

to \engineer a plan [or scheme] einen Plan aushecken [o entwickeln]

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1. n

1) (TECH) Techniker(in) m(f); (with university degree etc) Ingenieur(in) m(f)

2) (NAUT on merchant ships) Maschinist(in) m(f); (in Navy) (Schiffs)ingenieur(in) m(f)

3) (US RAIL) Lokführer(in) m(f)

4) (fig of scheme) Arrangeur(in) m(f)

2. vt

1) (TECH) konstruieren

2) (fig) election, campaign, coup organisieren; downfall, plot arrangieren, einfädeln; success, victory in die Wege leiten; (SPORT) goal einfädeln

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engineer [ˌendʒıˈnıə(r)]

A s

1. a) Ingenieur(in)

b) Techniker(in)

c) Mechaniker(in):

engineers pl TEL Stördienst m

2. auch SCHIFF Maschinist(in)

3. BAHN US Lokomotivführer(in)

4. MIL Pionier m:

engineer combat battalion leichtes Pionierbataillon;

engineer construction battalion schweres Pionierbataillon;

engineer group Pionierregiment n

5. Bergbau: Kunststeiger m

B v/t

1. Straßen, Brücken etc (er)bauen, anlegen, konstruieren, errichten

2. fig (geschickt) in die Wege leiten, organisieren, deichseln, einfädeln (beide umg)

C v/i als Ingenieur etc tätig sein

e. abk

1. engineering

2. engineer

3. entrance

eng. abk

1. engine

2. engineer (engineering)

3. engraved

4. engraver

5. engraving

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1) Ingenieur, der/Ingenieurin, die; (service engineer, installation engineer) Techniker, der/Technikerin, die

2) (maker or designer of engines) Maschinenbauingenieur, der

3)

1) (coll.): (contrive) arrangieren; entwickeln [Plan]

2) (manage construction of) konstruieren

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Maschinist m. n.

Ingenieur m.

Pionier -e m.

Techniker m.

SUBJECT AREA: Canals, Civil engineering

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Born into a prosperous farming family, he early demonstrated his natural mechanical and structural aptitude. As a boy he spent a great deal of time, often as a truant, near his home in the workshop of Andrew Meikle. Meikle was a millwright and the inventor of a threshing machine. After local education and an apprenticeship with Meikle, Rennie went to Edinburgh University until he was 22. He then travelled south and met James Watt, who in 1784 offered him the post of Engineer at the Albion Flour Mills, London, which was then under construction. Rennie designed all the mill machinery, and it was while there that he began to develop an interest in canals, opening his own business in 1791 in Blackfriars. He carried out work on the Kennet and Avon Canal and in 1794 became Engineer for the company. He meanwhile carried out other surveys, including a proposed extension of the River Stort Navigation to the Little Ouse and a Basingstoke-to-Salisbury canal, neither of which were built. From 1791 he was also engaged on the Rochdale Canal and the Lancaster Canal, as well as the great masonry aqueduct carrying the latter canal across the river Lune at Lancaster. He also surveyed the Ipswich and Stowmarket and the Chelmer and Blackwater Navigations. He advised on the Horncastle Canal in 1799 and on the River Ancholme in 1799, both of which are in Lincolnshire. In 1802 he was engaged on the Royal Canal in Ireland, and in the same year he was commissioned by the Government to prepare a plan for flooding the Lea Valley as a defence on the eastern approach to London in case Napoleon invaded England across the Essex marshes. In 1809 he surveyed improvements on the Thames, and in the following year he was involved in a proposed canal from Taunton to Bristol. Some of his schemes, particularly in the Fens and Lincolnshire, were a combination of improvements for both drainage and navigation. Apart from his canal work he engaged extensively in the construction and development of docks and harbours including the East and West India Docks in London, Holyhead, Hull, Ramsgate and the dockyards at Chatham and Sheerness. In 1806 he proposed the great breakwater at Plymouth, where work commenced on 22 June 1811.

He was also highly regarded for his bridge construction. These included Kelso and Musselburgh, as well as his famous Thames bridges: London Bridge (uncompleted at the time of his death), Waterloo Bridge (1810–17) and Southwark Bridge (1815–19). He was elected a Fellow of the Royal Society in 1798.

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SUBJECT AREA: Civil engineering, Mining and extraction technology

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Having been employed in railway construction in Sardinia, Sommeiller was working as an engineer at the University of Turin when, in 1857, he was commissioned to take charge of the French part in the construction of the 13 km (8 mile) tunnel under Mont Cénis between Modane, France, and Bardonècchia, Italy. This was to be the first long-distance tunnel through rock in the Alps driven from two headings with no intervening shafts; it is a landmark in the history of technology thanks to the use of a number of pioneering techniques in its construction.

As steam power was unsuitable because of the difficulties in transmitting power over long distances, Sommeiller developed ideas for the use of compressed-air machinery, first mooted by Daniel Colladon of Geneva in 1855; this also solved the problems of ventilation. He also decided to adapt the principle of his compressed-air ram to supply extra power to locomotives on steep gradients. In 1860 he took out a patent in France for a combined compressor-pump, and in 1861 his first percussion drill, mounted on a carriage, was introduced. Although it was of little use at first, Sommeiller improved his drill through trial and error, including the use of the diamond drill-crowns patented by Georges Auguste Leschot in 1862. The invention of dynamite by Alfred Nobel contributed decisively to the speedy completion of the tunnel by the end of 1870, several years ahead of schedule.

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SUBJECT AREA: Civil engineering, Ports and shipping, Railways and locomotives

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The son of a miller, he received a rudimentary education in the village school. At an early age he was helping his father in the mill, and in 1800 he was apprenticed to a cabinet maker. After four years he returned to work with his father, but, preferring to leave the parental home, he not long afterwards joined a firm of agricultural-machinery makers in Swanton in Norfolk. There he acquired a reputation for making accurate patterns for the iron caster and demonstrated a talent for mechanical invention, patenting a self-regulating windmill sail in 1807. He then set up on his own as a millwright, but he found he could better himself by joining the engineering works of Ransomes of Ipswich in 1812. He was soon appointed their Chief Engineer, and after nine years he became a partner in the firm until he moved to London in 1826. Around 1818 he invented the treadmill, with the aim of putting prisoners to useful work in grinding corn and other applications. It was rapidly adopted by the principal prisons, more as a means of punishment than an instrument of useful work.

From 1814 Cubitt had been gaining experience in civil engineering, and upon his removal to London his career in this field began to take off. He was engaged on many canal-building projects, including the Oxford and Liverpool Junction canals. He accomplished some notable dock works, such as the Bute docks at Cardiff, the Middlesborough docks and the coal drops on the river Tees. He improved navigation on the river Severn and compiled valuable reports on a number of other leading rivers.

The railway construction boom of the 1840s provided him with fresh opportunities. He engineered the South Eastern Railway (SER) with its daringly constructed line below the cliffs between Folkestone and Dover; the railway was completed in 1843, using massive charges of explosive to blast a way through the cliffs. Cubitt was Consulting Engineer to the Great Northern Railway and tried, with less than his usual success, to get the atmospheric system to work on the Croydon Railway.

When the SER began a steamer service between Folkestone and Boulogne, Cubitt was engaged to improve the port facilities there and went on to act as Consulting Engineer to the Boulogne and Amiens Railway. Other commissions on the European continent included surveying the line between Paris and Lyons, advising the Hanoverian government on the harbour and docks at Hamburg and directing the water-supply works for Berlin.

Cubitt was actively involved in the erection of the Crystal Palace for the Great Exhibition of 1851; in recognition of this work Queen Victoria knighted him at Windsor Castle on 23 December 1851.

Cubitt's son Joseph (1811–72) was also a notable civil engineer, with many railway and harbour works to his credit.

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SUBJECT AREA: Land transport, Railways and locomotives

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Robert Stephenson's father was George Stephenson, who ensured that his son was educated to obtain the theoretical knowledge he lacked himself. In 1821 Robert Stephenson assisted his father in his survey of the Stockton \& Darlington Railway and in 1822 he assisted William James in the first survey of the Liverpool \& Manchester Railway. He then went to Edinburgh University for six months, and the following year Robert Stephenson \& Co. was named after him as Managing Partner when it was formed by himself, his father and others. The firm was to build stationary engines, locomotives and railway rolling stock; in its early years it also built paper-making machinery and did general engineering.

In 1824, however, Robert Stephenson accepted, perhaps in reaction to an excess of parental control, an invitation by a group of London speculators called the Colombian Mining Association to lead an expedition to South America to use steam power to reopen gold and silver mines. He subsequently visited North America before returning to England in 1827 to rejoin his father as an equal and again take charge of Robert Stephenson \& Co. There he set about altering the design of steam locomotives to improve both their riding and their steam-generating capacity. Lancashire Witch, completed in July 1828, was the first locomotive mounted on steel springs and had twin furnace tubes through the boiler to produce a large heating surface. Later that year Robert Stephenson \& Co. supplied the Stockton \& Darlington Railway with a wagon, mounted for the first time on springs and with outside bearings. It was to be the prototype of the standard British railway wagon. Between April and September 1829 Robert Stephenson built, not without difficulty, a multi-tubular boiler, as suggested by Henry Booth to George Stephenson, and incorporated it into the locomotive Rocket which the three men entered in the Liverpool \& Manchester Railway's Rainhill Trials in October. Rocket, was outstandingly successful and demonstrated that the long-distance steam railway was practicable.

Robert Stephenson continued to develop the locomotive. Northumbrian, built in 1830, had for the first time, a smokebox at the front of the boiler and also the firebox built integrally with the rear of the boiler. Then in Planet, built later the same year, he adopted a layout for the working parts used earlier by steam road-coach pioneer Goldsworthy Gurney, placing the cylinders, for the first time, in a nearly horizontal position beneath the smokebox, with the connecting rods driving a cranked axle. He had evolved the definitive form for the steam locomotive.

Also in 1830, Robert Stephenson surveyed the London \& Birmingham Railway, which was authorized by Act of Parliament in 1833. Stephenson became Engineer for construction of the 112-mile (180 km) railway, probably at that date the greatest task ever undertaken in of civil engineering. In this he was greatly assisted by G.P.Bidder, who as a child prodigy had been known as "The Calculating Boy", and the two men were to be associated in many subsequent projects. On the London \& Birmingham Railway there were long and deep cuttings to be excavated and difficult tunnels to be bored, notoriously at Kilsby. The line was opened in 1838.

In 1837 Stephenson provided facilities for W.F. Cooke to make an experimental electrictelegraph installation at London Euston. The directors of the London \& Birmingham Railway company, however, did not accept his recommendation that they should adopt the electric telegraph and it was left to I.K. Brunel to instigate the first permanent installation, alongside the Great Western Railway. After Cooke formed the Electric Telegraph Company, Stephenson became a shareholder and was Chairman during 1857–8.

Earlier, in the 1830s, Robert Stephenson assisted his father in advising on railways in Belgium and came to be increasingly in demand as a consultant. In 1840, however, he was almost ruined financially as a result of the collapse of the Stanhope \& Tyne Rail Road; in return for acting as Engineer-in-Chief he had unwisely accepted shares, with unlimited liability, instead of a fee.

During the late 1840s Stephenson's greatest achievements were the design and construction of four great bridges, as part of railways for which he was responsible. The High Level Bridge over the Tyne at Newcastle and the Royal Border Bridge over the Tweed at Berwick were the links needed to complete the East Coast Route from London to Scotland. For the Chester \& Holyhead Railway to cross the Menai Strait, a bridge with spans as long-as 460 ft (140 m) was needed: Stephenson designed them as wrought-iron tubes of rectangular cross-section, through which the trains would pass, and eventually joined the spans together into a tube 1,511 ft (460 m) long from shore to shore. Extensive testing was done beforehand by shipbuilder William Fairbairn to prove the method, and as a preliminary it was first used for a 400 ft (122 m) span bridge at Conway.

In 1847 Robert Stephenson was elected MP for Whitby, a position he held until his death, and he was one of the exhibition commissioners for the Great Exhibition of 1851. In the early 1850s he was Engineer-in-Chief for the Norwegian Trunk Railway, the first railway in Norway, and he also built the Alexandria \& Cairo Railway, the first railway in Africa. This included two tubular bridges with the railway running on top of the tubes. The railway was extended to Suez in 1858 and for several years provided a link in the route from Britain to India, until superseded by the Suez Canal, which Stephenson had opposed in Parliament. The greatest of all his tubular bridges was the Victoria Bridge across the River St Lawrence at Montreal: after inspecting the site in 1852 he was appointed Engineer-in-Chief for the bridge, which was 1 1/2 miles (2 km) long and was designed in his London offices. Sadly he, like Brunel, died young from self-imposed overwork, before the bridge was completed in 1859.

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See also: Pihl, Carl Abraham; Seguin, Marc

SUBJECT AREA: Civil engineering, Mechanical, pneumatic and hydraulic engineering, Railways and locomotives

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The son of a lawyer, he entered an academy in Cape Cod and, at the age of 19, the English Academy at Andover, Massachusetts, for five terms. He was then in the employ of Samuel L. Fenton of Charlestown, Massachusetts. He served a three-year apprenticeship, then went to the Windsor White River Division of the Vermont Central Railroad. He was Resident Engineer of the Cheshire Railroad at Walpote, New Hampshire, from 1847 to 1849, and then worked in independent practice as a civil engineer and surveyor until his death. He was involved with nearly all the railroads running out of Boston, especially the Boston \& Maine. In April 1863 he was appointed Chief Engineer of the Hoosac Tunnel, which was already being built. He introduced new engineering methods, relocated the line of the tunnel and achieved great accuracy in the meeting of the borings. He was largely responsible for the development in the USA of the advanced system of tunnelling with machinery and explosives, and pioneered the use of compressed air in the USA. In 1869 he was Chief Engineer of the Burlington \& Missouri River Railroad in Nebraska, laying down some 240 miles (386 km) of track in four years. During this period he became interested in the building of a Congregational College at Crete, Nebraska, for which he gave the land and which was named after him. In 1873 he returned to Charlestown and was again appointed Chief Engineer of the Hoosac Tunnel. At the final opening of the tunnel on 9 February 1875 he drove the first engine through. He remained in charge of construction for a further two years.

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1) установка; оборудование

2) агрегат; механизм; энергоблок

3) завод, фабрика, мастерская

4) электростанция

5) озеленять, сажать

•

- accumulator plant

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1.   оборудование инженерных систем здания

2.   строительное оборудование (напр. землеройное, подъёмно-транспортное, для бетонных работ)

3.   установка; агрегат; энергоблок; технологическая установка [система] ( в инженерных системах зданий)

4.   электростанция

5.   завод, фабрика; мастерская

SUBJECT AREA: Textiles

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As a youth, Dyer constructed an unsinkable life-boat but did not immediately pursue his mechanical bent, for at 16 he entered the counting-house of a French refugee named Nancrède and succeeded to part of the business. He first went to England in 1801 and finally settled in 1811 when he married Ellen Jones (d. 1842) of Gower Street, London. Dyer was already linked with American inventors and brought to England Perkins's plan for steel engraving in 1809, shearing and nail-making machines in 1811, and also received plans and specifications for Fulton's steamboats. He seems to have acted as a sort of British patent agent for American inventors, and in 1811 took out a patent for carding engines and a card clothing machine. In 1813 there was a patent for spinning long-fibred substances such as hemp, flax or grasses, and in 1825 there was a further patent for card making machinery. Joshua Field, on his tour through Britain in 1821, saw a wire drawing machine and a leather splitting machine at Dyer's works as well as the card-making machines. At first Dyer lived in Camden Town, London, but he had a card clothing business in Birmingham. He moved to Manchester c.1816, where he developed an extensive engineering works under the name "Joseph C.Dyer, patent card manufacturers, 8 Stanley Street, Dale Street". In 1832 he founded another works at Gamaches, Somme, France, but this enterprise was closed in 1848 with heavy losses through the mismanagement of an agent. In 1825 Dyer improved on Danforth's roving frame and started to manufacture it. While it was still a comparatively crude machine when com-pared with later versions, it had the merit of turning out a large quantity of work and was very popular, realizing a large sum of money. He patented the machine that year and must have continued his interest in these machines as further patents followed in 1830 and 1835. In 1821 Dyer had been involved in the foundation of the Manchester Guardian (now The Guardian) and he was linked with the construction of the Liverpool \& Manchester Railway. He was not so successful with the ill-fated Bank of Manchester, of which he was a director and in which he lost £98,000. Dyer played an active role in the community and presented many papers to the Manchester Literary and Philosophical Society. He helped to establish the Royal Institution in London and the Mechanics Institution in Manchester. In 1830 he was a member of the delegation to Paris to take contributions from the town of Manchester for the relief of those wounded in the July revolution and to congratulate Louis-Philippe on his accession. He called for the reform of Parliament and helped to form the Anti-Corn Law League. He hated slavery and wrote several articles on the subject, both prior to and during the American Civil War.

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See also: Arnold, Aza

<tech.gen> (civil engineering, vehicle, mech. engineering) ■ Strebe f

<tech.gen> (building, machinery) ■ Tragsäule f

<tech.gen> ■ Strebe f

< build> (accommodates longitudinal compression) ■ Druckstrebe f ; Stütze f

< build> ■ Steife f

< build> (support, prop; on construction sites) ■ Stempel m

< build> (purlin roof) ■ Stiel m

< build> ■ Kopfband n

< mat> (cellular material) ■ Zellsteg m DIN 7726

< mech> ■ Druckglied n

<mech.eng> (clutch) ■ Druckfinger m

pract < mvhcl> (vertical, spring/shock combination) ■ Federbein n

< mvhcl> (e.g. of hatch, tailgate) ■ Gasdruckstütze f

pract < mvhcl> (horizontal, radius arm) ■ Reaktionsstrebe f

v < build> ■ verstreben v

vt <tech.gen> (stiffen; e.g. scaffold, wall) ■ absteifen vt

vt < build> (brace) ■ verspreizen vt

vt < min> ■ verbolzen vt

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