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1 construction site engines
Англо-русский словарь строительных терминов > construction site engines
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2 construction site engines
Строительство: строительные машиныУниверсальный англо-русский словарь > construction site engines
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3 construction site engines
English-Russian scientific dictionary > construction site engines
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4 construction
1. n строительство, стройка; конструированиеconstruction industry — строительная промышленность, строительство
2. n конструкция, сооружение3. n постройка, здание4. n истолкование, объяснениеthe statement does not bear such a construction — это заявление не может быть истолковано подобным образом
5. n составление программы управления машиной6. n построение7. n составлениеprogram construction — составление программы; структура программы
8. n иск. работа в конструктивистском стилеСинонимический ряд:1. building (noun) building; creation; erecting; erection; fabricating; fabrication; making; manufacture; roadwork2. explanation (noun) clarification; construal; elucidation; exegesis; explanation; explication; expose; exposition; illumination; interpretation3. makeup (noun) architecture; composition; constitution; design; formation; makeup4. structure (noun) arrangement; build; disposition; form; organisation; organization; outline; plan; shape; structure -
5 building site
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6 project site
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7 будівельні машини
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8 строительные машины
Russian-English dictionary of construction > строительные машины
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9 строительные машины
Русско-английский научно-технический словарь Масловского > строительные машины
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10 строительные машины
1) Military: construction equipment2) 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)Универсальный русско-английский словарь > строительные машины
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11 Murray, Matthew
SUBJECT AREA: Land transport, Mechanical, pneumatic and hydraulic engineering, Railways and locomotives, Steam and internal combustion engines[br]b. 1765 near Newcastle upon Tyne, Englandd. 20 February 1826 Holbeck, Leeds, England[br]English mechanical engineer and steam engine, locomotive and machine-tool pioneer.[br]Matthew Murray was apprenticed at the age of 14 to a blacksmith who probably also did millwrighting work. He then worked as a journeyman mechanic at Stockton-on-Tees, where he had experience with machinery for a flax mill at Darlington. Trade in the Stockton area became slack in 1788 and Murray sought work in Leeds, where he was employed by John Marshall, who owned a flax mill at Adel, located about 5 miles (8 km) from Leeds. He soon became Marshall's chief mechanic, and when in 1790 a new mill was built in the Holbeck district of Leeds by Marshall and his partner Benyon, Murray was responsible for the installation of the machinery. At about this time he took out two patents relating to improvements in textile machinery.In 1795 he left Marshall's employment and, in partnership with David Wood (1761– 1820), established a general engineering and millwrighting business at Mill Green, Holbeck. In the following year the firm moved to a larger site at Water Lane, Holbeck, and additional capital was provided by two new partners, James Fenton (1754–1834) and William Lister (1796–1811). Lister was a sleeping partner and the firm was known as Fenton, Murray \& Wood and was organized so that Fenton kept the accounts, Wood was the administrator and took charge of the workshops, while Murray provided the technical expertise. The factory was extended in 1802 by the construction of a fitting shop of circular form, after which the establishment became known as the "Round Foundry".In addition to textile machinery, the firm soon began the manufacture of machine tools and steam-engines. In this field it became a serious rival to Boulton \& Watt, who privately acknowledged Murray's superior craftsmanship, particularly in foundry work, and resorted to some industrial espionage to discover details of his techniques. Murray obtained patents for improvements in steam engines in 1799, 1801 and 1802. These included automatic regulation of draught, a mechanical stoker and his short-D slide valve. The patent of 1801 was successfully opposed by Boulton \& Watt. An important contribution of Murray to the development of the steam engine was the use of a bedplate so that the engine became a compact, self-contained unit instead of separate components built into an en-gine-house.Murray was one of the first, if not the very first, to build machine tools for sale. However, this was not the case with the planing machine, which he is said to have invented to produce flat surfaces for his slide valves. Rather than being patented, this machine was kept secret, although it was apparently in use before 1814.In 1812 Murray was engaged by John Blenkinsop (1783–1831) to build locomotives for his rack railway from Middleton Colliery to Leeds (about 3 1/2 miles or 5.6 km). Murray was responsible for their design and they were fitted with two double-acting cylinders and cranks at right angles, an important step in the development of the steam locomotive. About six of these locomotives were built for the Middleton and other colliery railways and some were in use for over twenty years. Murray also supplied engines for many early steamboats. In addition, he built some hydraulic machinery and in 1814 patented a hydraulic press for baling cloth.Murray's son-in-law, Richard Jackson, later became a partner in the firm, which was then styled Fenton, Murray \& Jackson. The firm went out of business in 1843.[br]Principal Honours and DistinctionsSociety of Arts Gold Medal 1809 (for machine for hackling flax).Further ReadingL.T.C.Rolt, 1962, Great Engineers, London (contains a good short biography).E.Kilburn Scott (ed.), 1928, Matthew Murray, Pioneer Engineer, Leeds (a collection of essays and source material).C.F.Dendy Marshall, 1953, A History of Railway Locomotives Down to the End of theYear 1831, London.L.T.C.Rolt, 1965, Tools for the Job, London; repub. 1986 (provides information on Murray's machine-tool work).Some of Murray's correspondence with Simon Goodrich of the Admiralty has been published in Transactions of the Newcomen Society 3 (1922–3); 6(1925–6); 18(1937– 8); and 32 (1959–60).RTS -
12 de Havilland, Sir Geoffrey
SUBJECT AREA: Aerospace[br]b. 27 July 1882 High Wycombe, Buckinghamshire, Englandd. 21 May 1965 Stanmore, Middlesex, England[br]English designer of some eighty aircraft from 1909 onwards.[br]Geoffrey de Havilland started experimenting with aircraft and engines of his own design in 1908. In the following year, with the help of his friend Frank Hearle, he built and flew his first aircraft; it crashed on its first flight. The second aircraft used the same engine and made its first flight on 10 September 1910, and enabled de Havilland to teach himself to fly. From 1910 to 1914 he was employed at Farnborough, where in 1912 the Royal Aircraft Factory was established. As Chief Designer and Chief Test Pilot he was responsible for the BE 2, which was the first British military aircraft to land in France in 1914.In May 1914 de Havilland went to work for George Holt Thomas, whose Aircraft Manufacturing Company Ltd (Airco) of Hendon was expanding to design and build aircraft of its own design. However, because de Havilland was a member of the Royal Flying Corps Reserve, he had to report for duty when war broke out in August. His value as a designer was recognized and he was transferred back to Airco, where he designed eight aircraft in four years. Of these, the DH 2, DH 4, DH 5, DH 6 and DH 9 were produced in large numbers, and a modified DH 4A operated the first British cross- Channel air service in 1919.On 25 September 1920 de Havilland founded his own company, the De Havilland Aircraft Company Ltd, at Stag Lane near Edgware, London. During the 1920s and 1930s de Havilland concentrated on civil aircraft and produced the very successful Moth series of small biplanes and monoplanes, as well as the Dragon, Dragon Rapide, Albatross and Flamingo airliners. In 1930 a new site was acquired at Hatfield, Hertfordshire, and by 1934 a modern factory with a large airfield had been established. His Comet racer won the England-Australia air race in 1934 using de Havilland engines. By this time the company had established very successful engine and propeller divisions. The Comet used a wooden stressed-skin construction which de Havilland developed and used for one of the outstanding aircraft of the Second World War: the Mosquito. The de Havilland Engine Company started work on jet engines in 1941 and their Goblin engine powered the Vampire jet fighter first flown by Geoffrey de Havilland Jr in 1943. Unfortunately, Geoffrey Jr and his brother John were both killed in flying accidents. The Comet jet airliner first flew in 1949 and the Trident in 1962, although by 1959 the De Havilland Company had been absorbed into Hawker Siddeley Aviation.[br]Principal Honours and DistinctionsKnight Bachelor 1944. Order of Merit 1962. CBE 1934. Air Force Cross 1919. (A full list is contained in R.M.Clarkson's paper (see below)).Bibliography1961, Sky Fever, London; repub. 1979, Shrewsbury (autobiography).Further ReadingR.M.Clarkson, 1967, "Geoffrey de Havilland 1882–1965", Journal of the Royal Aeronautical Society (February) (a concise account of de Havilland, his achievements and honours).C.M.Sharp, 1960, D.H.—An Outline of de Havilland History, London (mostly a history of the company).A.J.Jackson, 1962, De Havilland Aircraft since 1915, London.JDSBiographical history of technology > de Havilland, Sir Geoffrey
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13 Stephenson, Robert
[br]b. 16 October 1803 Willington Quay, Northumberland, Englandd. 12 October 1859 London, England[br]English engineer who built the locomotive Rocket and constructed many important early trunk railways.[br]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.[br]Principal Honours and DistinctionsFRS 1849. President, Institution of Mechanical Engineers 1849. President, Institution of Civil Engineers 1856. Order of St Olaf (Norway). Order of Leopold (Belgium). Like his father, Robert Stephenson refused a knighthood.Further ReadingL.T.C.Rolt, 1960, George and Robert Stephenson, London: Longman (a good modern biography).J.C.Jeaffreson, 1864, The Life of Robert Stephenson, London: Longman (the standard nine-teenth-century biography).M.R.Bailey, 1979, "Robert Stephenson \& Co. 1823–1829", Transactions of the Newcomen Society 50 (provides details of the early products of that company).J.Kieve, 1973, The Electric Telegraph, Newton Abbot: David \& Charles.PJGR
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