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101 Reports of Patent, Design and Trademark Cases
Универсальный англо-русский словарь > Reports of Patent, Design and Trademark Cases
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102 Fox's Patent, Trade Mark, Design and Copyright Cases
СШАPatent terms dictionary > Fox's Patent, Trade Mark, Design and Copyright Cases
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103 Reports of Patent, Design and Trademark Cases
Брит. Сборник решений по делам, касающимся патентов, промышленных образцов и товарных знаковPatent terms dictionary > Reports of Patent, Design and Trademark Cases
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104 патент
муж.;
(на что-л.) patent( for), licence( for) владелец патента получать патент выдавать патентм. patent;
перен. title;
действующий ~ юр. patent in force;
~ на изобретение patent for invention;
~ на промышленный образец design patent;
~ на усовершенствование patent for improvement;
~-аналог corresponding patent;
родственный ~ related patent;
~ с истекшим сроком действия expired/lapsed patent;
владелец ~а patentee;
бюро юриста по ~ам patent agency;
заявка на ~ patent application;
описание ~а patent specification;
получить ~ take* out a patent;
выдать ~ grant a patent;
~ный patent attr. ;
~ное бюро patent broker`s office;
~ная заявка patent application;
~ные исследования patent research sg. ;
~ная лицензия patent license;
~ная пошлина patent fee;
ежегодная ~ная пошлина patent annuity;
~ное право patent law;
~ный пул patent pool;
~ный сбор patent dues pl. ;
~ная чистота non-infringement quality of an invention. -
105 assignment
1) правопередача, переуступка прав3) ассигнование•- assignment of copyright
- assignment of design
- assignment of design patent
- assignment of domain name
- assignment of future patent rights
- assignment of invention
- assignment of patent
- assignment of trademark
- absolute assignment
- complete assignment
- conditional assignment
- conflicting assignment
- express assignment
- filed assignment
- final assignment
- free assignment
- gratuitous assignment
- mesne assignment
- original assignment
- patent assignment
- preliminary assignment
- prior assignment
- recorded assignment
- subsequent assignment
- territorial assignment of patent rights
- undivided assignment
- unrecorded assignment
- valid assignment* * *правопередача; переуступка прав (передача правового титула изобретения, патента или заявки, эквивалентная продаже любого другого вида движимой собственности) -
106 application
1) заявка (заявка на патент - это комплект документов, состоящий из: ходатайства, описания изобретения, чертежей, формулы изобретения, присяги или торжественного заявления изобретателя и подтверждения уплаты заявочной пошлины)2) заявление, прошение, ходатайство3) применение, употребление4) внесение (напр. поправки)5) прикладная задача, прикладная система•- confidential nature of an application
- application establishing priority
- application for a foreign patent
- application for a license
- application for a patent
- application for a postponement
- application for cancellation
- application for compensation
- application for continuation of examination
- application for conversion
- application for registration
- application for respite
- application for revocation
- application for the grant of a patent
- application for the protection of an invention
- application for the registration of a mark
- application for the registration of a trademark
- application for the reissue of a patent
- application for the renewal of a patent
- application for the renewal of the registration of mark
- application for urgency
- application in home country
- application in issue
- application made special
- application not satisfying requirements of patentability
- application on appeal
- application on file
- application on record
- patent application as published for opposition
- application of correction
- abandoned application
- accepted application
- actual application
- additional application
- allowed application
- amended application
- amplified application
- attacked application
- basic application
- challenging application
- chemical application
- CIP application
- cognate application
- colliding application
- commercial application
- continuation application
- continuation-in-part application
- continuing application
- Convention application
- copending applications
- copyright application
- corresponding application
- defective application
- defensively published application
- defensive publication application
- definite application
- denial application
- dependent application
- design patent application
- divisional application
- dragnet application
- earlier filed application
- employment application
- examined application
- ex parte application
- fatally defective application
- faulty application
- filed application
- finally rejected application
- first application
- foreign patent application
- forfeited application
- forfeitured application
- illegal application
- improper application
- improvement application
- incomplete application
- incorrect patent application
- independent application
- industrial application
- initial application
- instant application
- interfering application
- international application under the PCT
- joint application
- later application
- later-dated application
- later-field application
- main application
- mark application
- method application
- national application
- native application
- new application
- non-convention application
- nonexamined application
- nonpriority application
- opposed patent application
- original application
- original foreign application
- parent application
- patent application
- pending application
- pending patent application
- plant patent application
- practical application
- preliminary application
- previous application
- prior application
- priority application
- private patent application
- process application
- provisional application for a patent
- published application
- reciprocity application
- refiled application
- refused application
- regional application under the PCT
- regular application - related applications
- renewal application
- representative application
- restricted application
- secret application
- secret patent application
- semifinished application
- separate application
- signed application
- special application
- streamlined continuation application
- subsequent application
- substitute application
- trademark application
- united application
- U. S. application
- useful application
- verified application
- vicious patent application
- withdrawn application
- written application* * *заявка (комплект официальных документов, представляемый заявителем в патентное ведомство для получения охранного документа: патента, свидетельства о регистрации товарного знака или промышленного образца) -
107 search
1) поиск; проводить поиск2) исследование; исследовать3) экспертиза•- search as to patentability
- search file
- search for analogs
- search for an invention
- search for identical marks
- search for novelty
- search for prior art
- search for rationalization proposals
- search for similar marks
- search for the state of the art
- search for utility
- search a patent
- search for validity
- absolute search
- art search
- assignment search
- associative search
- batch computerized search
- collection search
- complete search
- database search
- dictionary search
- direct search
- directed search
- exact-match search
- examiner's search
- exhaustive search
- extensive search
- family search
- fractional search
- index search
- information search
- infringement search
- interference search
- international novelty search
- international search under the PCT
- international-type search under the PCT
- legal trademark search
- literature search
- manual search
- narrow-subject search
- novelty search
- on-line search
- patent search
- patentability search
- patent office search
- preexamination search
- pre-examination search
- preliminary search
- preliminary examination search
- preliminary novelty search
- prior art search
- prior-to-design patent search
- publication search
- random search
- remote online search
- retrospective search
- state of the art search
- subject-matter search
- title search
- validity search* * *поиск; решерш (поиск, проводимый при экспертизе заявки для определения новизны технического решения) -
108 specification
2) pl спецификация; перечень; подробное обозначение; технические условия•- specification of invention
- accepted specification
- amateur specification
- amended specification
- cognate specification
- complete specification
- design patent specification
- detailed specification
- exhaustive specification
- final specification
- inept specification
- patent specification
- printed patent specification
- provisional specification
- published specification
- software specifications
- standard specification
- substitute specification
- typescript specification
- unaccepted specification* * * -
109 Brown, Andrew
SUBJECT AREA: Ports and shipping[br]b. October 1825 Glasgow, Scotlandd. 6 May 1907 Renfrew, Scotland[br]Scottish engineer and specialist shipbuilder, dredge-plant authority and supplier.[br]Brown commenced his apprenticeship on the River Clyde in the late 1830s, working for some of the most famous marine engineering companies and ultimately with the Caledonian Railway Company. In 1850 he joined the shipyard of A. \& J.Inglis Ltd of Partick as Engineering Manager; during his ten years there he pioneered the fitting of link-motion valve gear to marine engines. Other interesting engines were built, all ahead of their time, including a three-cylinder direct-acting steam engine.His real life's work commenced in 1860 when he entered into partnership with the Renfrew shipbuilder William Simons. Within one year he had designed the fast Clyde steamer Rothesay Castle, a ship less than 200 ft (61 m) long, yet which steamed at c.20 knots and subsequently became a notable American Civil War blockade runner. At this time the company also built the world's first sailing ship with wire-rope rigging. Within a few years of joining the shipyard on the Cart (a tributary of the Clyde), he had designed the first self-propelled hopper barges built in the United Kingdom. He then went on to design, patent and supervise the building of hopper dredges, bucket ladder dredges and sand dredges, which by the end of the century had capacity of 10,000 tons per hour. In 1895 they built an enclosed hopper-type ship which was the prototype of all subsequent sewage-dumping vessels. Typical of his inventions was the double-ended screw-elevating deck ferry, a ship of particular value in areas where there is high tidal range. Examples of this design are still to be found in many seaports of the world. Brown ultimately became Chairman of Simons shipyard, and in his later years took an active part in civic affairs, serving for fifteen years as Provost of Renfrew. His influence in establishing Renfrew as one of the world's centres of excellence in dredge design and building was considerable, and he was instrumental in bringing several hundred ship contracts of a specialist nature to the River Clyde.[br]Principal Honours and DistinctionsVice-President, Institution of Engineers and Shipbuilders in Scotland.BibliographyA Century of Shipbuilding 1810 to 1910, Renfrew: Wm Simons.Further ReadingF.M.Walker, 1984, Song of the Clyde. A History of Clyde Shipbuilding, Cambridge.FMW -
110 expiration
1) окончание, истечение ( срока)•- expiration of a trademark
- expiration of contract
- expiration of design patent
- expiration of grant
- expiration of time -
111 specification
2) спецификация, перечисление, перечень; подробное обозначение; патентное описание3) спецификация, переработка ( создание новой вещи из чужих материалов)•- design patent specification
- patent specification
- provisional specification -
112 invalidity
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113 series
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114 Fairlie, Robert Francis
[br]b. March 1831 Scotlandd. 31 July 1885 Clapham, London, England[br]British engineer, designer of the double-bogie locomotive, advocate of narrow-gauge railways.[br]Fairlie worked on railways in Ireland and India, and established himself as a consulting engineer in London by the early 1860s. In 1864 he patented his design of locomotive: it was to be carried on two bogies and had a double boiler, the barrels extending in each direction from a central firebox. From smokeboxes at the outer ends, return tubes led to a single central chimney. At that time in British practice, locomotives of ever-increasing size were being carried on longer and longer rigid wheelbases, but often only one or two of their three or four pairs of wheels were powered. Bogies were little used and then only for carrying-wheels rather than driving-wheels: since their pivots were given no sideplay, they were of little value. Fairlie's design offered a powerful locomotive with a wheelbase which though long would be flexible; it would ride well and have all wheels driven and available for adhesion.The first five double Fairlie locomotives were built by James Cross \& Co. of St Helens during 1865–7. None was particularly successful: the single central chimney of the original design had been replaced by two chimneys, one at each end of the locomotive, but the single central firebox was retained, so that exhaust up one chimney tended to draw cold air down the other. In 1870 the next double Fairlie, Little Wonder, was built for the Festiniog Railway, on which C.E. Spooner was pioneering steam trains of very narrow gauge. The order had gone to George England, but the locomotive was completed by his successor in business, the Fairlie Engine \& Steam Carriage Company, in which Fairlie and George England's son were the principal partners. Little Wonder was given two inner fireboxes separated by a water space and proved outstandingly successful. The spectacle of this locomotive hauling immensely long trains up grade, through the Festiniog Railway's sinuous curves, was demonstrated before engineers from many parts of the world and had lasting effect. Fairlie himself became a great protagonist of narrow-gauge railways and influenced their construction in many countries.Towards the end of the 1860s, Fairlie was designing steam carriages or, as they would now be called, railcars, but only one was built before the death of George England Jr precipitated closure of the works in 1870. Fairlie's business became a design agency and his patent locomotives were built in large numbers under licence by many noted locomotive builders, for narrow, standard and broad gauges. Few operated in Britain, but many did in other lands; they were particularly successful in Mexico and Russia.Many Fairlie locomotives were fitted with the radial valve gear invented by Egide Walschaert; Fairlie's role in the universal adoption of this valve gear was instrumental, for he introduced it to Britain in 1877 and fitted it to locomotives for New Zealand, whence it eventually spread worldwide. Earlier, in 1869, the Great Southern \& Western Railway of Ireland had built in its works the first "single Fairlie", a 0–4–4 tank engine carried on two bogies but with only one of them powered. This type, too, became popular during the last part of the nineteenth century. In the USA it was built in quantity by William Mason of Mason Machine Works, Taunton, Massachusetts, in preference to the double-ended type.Double Fairlies may still be seen in operation on the Festiniog Railway; some of Fairlie's ideas were far ahead of their time, and modern diesel and electric locomotives are of the powered-bogie, double-ended type.[br]Bibliography1864, British patent no. 1,210 (Fairlie's master patent).1864, Locomotive Engines, What They Are and What They Ought to Be, London; reprinted 1969, Portmadoc: Festiniog Railway Co. (promoting his ideas for locomotives).1865, British patent no. 3,185 (single Fairlie).1867. British patent no. 3,221 (combined locomotive/carriage).1868. "Railways and their Management", Journal of the Society of Arts: 328. 1871. "On the Gauge for Railways of the Future", abstract in Report of the FortiethMeeting of the British Association in 1870: 215. 1872. British patent no. 2,387 (taper boiler).1872, Railways or No Railways. "Narrow Gauge, Economy with Efficiency; or Broad Gauge, Costliness with Extravagance", London: Effingham Wilson; repr. 1990s Canton, Ohio: Railhead Publications (promoting the cause for narrow-gauge railways).Further ReadingFairlie and his patent locomotives are well described in: P.C.Dewhurst, 1962, "The Fairlie locomotive", Part 1, Transactions of the Newcomen Society 34; 1966, Part 2, Transactions 39.R.A.S.Abbott, 1970, The Fairlie Locomotive, Newton Abbot: David \& Charles.PJGRBiographical history of technology > Fairlie, Robert Francis
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115 Trevithick, Richard
[br]b. 13 April 1771 Illogan, Cornwall, Englandd. 22 April 1833 Dartford, Kent, England[br]English engineer, pioneer of non-condensing steam-engines; designed and built the first locomotives.[br]Trevithick's father was a tin-mine manager, and Trevithick himself, after limited formal education, developed his immense engineering talent among local mining machinery and steam-engines and found employment as a mining engineer. Tall, strong and high-spirited, he was the eternal optimist.About 1797 it occurred to him that the separate condenser patent of James Watt could be avoided by employing "strong steam", that is steam at pressures substantially greater than atmospheric, to drive steam-engines: after use, steam could be exhausted to the atmosphere and the condenser eliminated. His first winding engine on this principle came into use in 1799, and subsequently such engines were widely used. To produce high-pressure steam, a stronger boiler was needed than the boilers then in use, in which the pressure vessel was mounted upon masonry above the fire: Trevithick designed the cylindrical boiler, with furnace tube within, from which the Cornish and later the Lancashire boilers evolved.Simultaneously he realized that high-pressure steam enabled a compact steam-engine/boiler unit to be built: typically, the Trevithick engine comprised a cylindrical boiler with return firetube, and a cylinder recessed into the boiler. No beam intervened between connecting rod and crank. A master patent was taken out.Such an engine was well suited to driving vehicles. Trevithick built his first steam-carriage in 1801, but after a few days' use it overturned on a rough Cornish road and was damaged beyond repair by fire. Nevertheless, it had been the first self-propelled vehicle successfully to carry passengers. His second steam-carriage was driven about the streets of London in 1803, even more successfully; however, it aroused no commercial interest. Meanwhile the Coalbrookdale Company had started to build a locomotive incorporating a Trevithick engine for its tramroads, though little is known of the outcome; however, Samuel Homfray's ironworks at Penydarren, South Wales, was already building engines to Trevithick's design, and in 1804 Trevithick built one there as a locomotive for the Penydarren Tramroad. In this, and in the London steam-carriage, exhaust steam was turned up the chimney to draw the fire. On 21 February the locomotive hauled five wagons with 10 tons of iron and seventy men for 9 miles (14 km): it was the first successful railway locomotive.Again, there was no commercial interest, although Trevithick now had nearly fifty stationary engines completed or being built to his design under licence. He experimented with one to power a barge on the Severn and used one to power a dredger on the Thames. He became Engineer to a project to drive a tunnel beneath the Thames at Rotherhithe and was only narrowly defeated, by quicksands. Trevithick then set up, in 1808, a circular tramroad track in London and upon it demonstrated to the admission-fee-paying public the locomotive Catch me who can, built to his design by John Hazledine and J.U. Rastrick.In 1809, by which date Trevithick had sold all his interest in the steam-engine patent, he and Robert Dickinson, in partnership, obtained a patent for iron tanks to hold liquid cargo in ships, replacing the wooden casks then used, and started to manufacture them. In 1810, however, he was taken seriously ill with typhus for six months and had to return to Cornwall, and early in 1811 the partners were bankrupt; Trevithick was discharged from bankruptcy only in 1814.In the meantime he continued as a steam engineer and produced a single-acting steam engine in which the cut-off could be varied to work the engine expansively by way of a three-way cock actuated by a cam. Then, in 1813, Trevithick was approached by a representative of a company set up to drain the rich but flooded silver-mines at Cerro de Pasco, Peru, at an altitude of 14,000 ft (4,300 m). Low-pressure steam engines, dependent largely upon atmospheric pressure, would not work at such an altitude, but Trevithick's high-pressure engines would. Nine engines and much other mining plant were built by Hazledine and Rastrick and despatched to Peru in 1814, and Trevithick himself followed two years later. However, the war of independence was taking place in Peru, then a Spanish colony, and no sooner had Trevithick, after immense difficulties, put everything in order at the mines then rebels arrived and broke up the machinery, for they saw the mines as a source of supply for the Spanish forces. It was only after innumerable further adventures, during which he encountered and was assisted financially by Robert Stephenson, that Trevithick eventually arrived home in Cornwall in 1827, penniless.He petitioned Parliament for a grant in recognition of his improvements to steam-engines and boilers, without success. He was as inventive as ever though: he proposed a hydraulic power transmission system; he was consulted over steam engines for land drainage in Holland; and he suggested a 1,000 ft (305 m) high tower of gilded cast iron to commemorate the Reform Act of 1832. While working on steam propulsion of ships in 1833, he caught pneumonia, from which he died.[br]BibliographyTrevithick took out fourteen patents, solely or in partnership, of which the most important are: 1802, Construction of Steam Engines, British patent no. 2,599. 1808, Stowing Ships' Cargoes, British patent no. 3,172.Further ReadingH.W.Dickinson and A.Titley, 1934, Richard Trevithick. The Engineer and the Man, Cambridge; F.Trevithick, 1872, Life of Richard Trevithick, London (these two are the principal biographies).E.A.Forward, 1952, "Links in the history of the locomotive", The Engineer (22 February), 226 (considers the case for the Coalbrookdale locomotive of 1802).See also: Blenkinsop, JohnPJGR -
116 Henson, William Samuel
SUBJECT AREA: Aerospace[br]b. 3 May 1812 Nottingham, Englandd. 22 March 1888 New Jersey, USA[br]English (naturalized American) inventor who patented a design for an "aerial steam carriage" and combined with John Stringfellow to build model aeroplanes.[br]William Henson worked in the lacemaking industry and in his spare time invented many mechanical devices, from a breech-loading cannon to an ice-machine. It could be claimed that he invented the airliner, for in 1842 he prepared a patent (granted in 1843) for an "aerial steam carriage". The patent application was not just a vague outline, but contained detailed drawings of a large monoplane with an enclosed fuselage to accommodate the passengers and crew. It was to be powered by a steam engine driving two pusher propellers aft of the wing. Henson had followed the lead give by Sir George Cayley in his basic layout, but produced a very much more advanced structural design with cambered wings strengthened by streamlined bracing wires: the intended wing-span was 150 ft (46 m). Henson probably discussed the design of the steam engine and boiler with his friend John Stringfellow (who was also in the lacemaking industry). Stringfellow joined Henson and others to found the Aerial Transit Company, which was set up to raise the finance needed to build Henson's machine. A great publicity campaign was mounted with artists' impressions of the "aerial steam carriage" flying over London, India and even the pyramids. Passenger-carrying services to India and China were proposed, but the whole project was far too optimistic to attract support from financiers and the scheme foundered. Henson and Stringfellow drew up an agreement in December 1843 to construct models which would prove the feasibility of an "aerial machine". For the next five years they pursued this aim, with no real success. In 1848 Henson and his wife emigrated to the United States to further his career in textiles. He became an American citizen and died there at the age of 75.[br]BibliographyHenson's diary is preserved by the Institute of Aeronautical Sciences in the USA. Henson's patent of 1842–3 is reproduced in Balantyne and Pritchard (1956) and Davy (1931) (see below).Further ReadingH.Penrose, 1988, An Ancient Air: A Biography of John Stringfellow, Shrewsbury.A.M.Balantyne and J.L.Pritchard, 1956, "The lives and work of William Samuel Henson and John Stringfellow", Journal of the Royal Aeronautical Society (June) (an attempt to analyse conflicting evidence; includes a reproduction of Henson's patent).M.J.B.Davy, 1931, Henson and Stringfellow, London (an earlier work with excellent drawings from Henson's patent).JDS -
117 index
1) указатель; составлять указатель2) индекс ( классификации); индексировать ( проставлять классификационные индексы)3) коэффициент•- index to names of applicants
- index of acceptance
- index of applicants
- index of applications
- index of branch patent collection
- index of classes
- index of classification of inventions
- index of competitiveness
- index of design patentees
- index of industrial production
- index of keywords
- index of licenses
- index of names
- index of patentees
- index of patent owners
- index of patents
- index of registrants
- index of subjects
- index of trademark owners
- index of Trademarks Issued from the United States Patent Office
- alphabetical index
- alphabetical classified index
- alphabetical subject index
- annual index
- annual patent index
- author's index
- auxiliary index
- bibliographical index
- branch patent index of classes
- brand development index
- card index
- catchwords index
- citation index
- class index of patents
- classified index
- coordinate index
- design index
- Divisional Allotment index of Abridgement
- flat card index
- frequency index
- geographical index of residence of inventors
- group index
- indicative index
- internal index
- key-phrase index
- key-word-in-context index
- key-word-out-of-context index
- licensing index
- name index
- numerical index
- patent annual index
- peek-a-boo index
- quality index
- subject index
- subject matter index
- supplementary index
- systematic index
- technological time index
- thumb index
- title index* * *индекс (классификации); указатель; проставлять классификационные индексы -
118 Evans, Oliver
SUBJECT AREA: Agricultural and food technology[br]b. 13 September 1755 Newport, Delaware, USAd. 15 April 1819 New York, USA[br]American millwright and inventor of the first automatic corn mill.[br]He was the fifth child of Charles and Ann Stalcrop Evans, and by the age of 15 he had four sisters and seven brothers. Nothing is known of his schooling, but at the age of 17 he was apprenticed to a Newport wheelwright and wagon-maker. At 19 he was enrolled in a Delaware Militia Company in the Revolutionary War but did not see active service. About this time he invented a machine for bending and cutting off the wires in textile carding combs. In July 1782, with his younger brother, Joseph, he moved to Tuckahoe on the eastern shore of the Delaware River, where he had the basic idea of the automatic flour mill. In July 1782, with his elder brothers John and Theophilus, he bought part of his father's Newport farm, on Red Clay Creek, and planned to build a mill there. In 1793 he married Sarah Tomlinson, daughter of a Delaware farmer, and joined his brothers at Red Clay Creek. He worked there for some seven years on his automatic mill, from about 1783 to 1790.His system for the automatic flour mill consisted of bucket elevators to raise the grain, a horizontal screw conveyor, other conveying devices and a "hopper boy" to cool and dry the meal before gathering it into a hopper feeding the bolting cylinder. Together these components formed the automatic process, from incoming wheat to outgoing flour packed in barrels. At that time the idea of such automation had not been applied to any manufacturing process in America. The mill opened, on a non-automatic cycle, in 1785. In January 1786 Evans applied to the Delaware legislature for a twenty-five-year patent, which was granted on 30 January 1787 although there was much opposition from the Quaker millers of Wilmington and elsewhere. He also applied for patents in Pennsylvania, Maryland and New Hampshire. In May 1789 he went to see the mill of the four Ellicot brothers, near Baltimore, where he was impressed by the design of a horizontal screw conveyor by Jonathan Ellicot and exchanged the rights to his own elevator for those of this machine. After six years' work on his automatic mill, it was completed in 1790. In the autumn of that year a miller in Brandywine ordered a set of Evans's machinery, which set the trend toward its general adoption. A model of it was shown in the Market Street shop window of Robert Leslie, a watch-and clockmaker in Philadelphia, who also took it to England but was unsuccessful in selling the idea there.In 1790 the Federal Plant Laws were passed; Evans's patent was the third to come within the new legislation. A detailed description with a plate was published in a Philadelphia newspaper in January 1791, the first of a proposed series, but the paper closed and the series came to nothing. His brother Joseph went on a series of sales trips, with the result that some machinery of Evans's design was adopted. By 1792 over one hundred mills had been equipped with Evans's machinery, the millers paying a royalty of $40 for each pair of millstones in use. The series of articles that had been cut short formed the basis of Evans's The Young Millwright and Miller's Guide, published first in 1795 after Evans had moved to Philadelphia to set up a store selling milling supplies; it was 440 pages long and ran to fifteen editions between 1795 and 1860.Evans was fairly successful as a merchant. He patented a method of making millstones as well as a means of packing flour in barrels, the latter having a disc pressed down by a toggle-joint arrangement. In 1801 he started to build a steam carriage. He rejected the idea of a steam wheel and of a low-pressure or atmospheric engine. By 1803 his first engine was running at his store, driving a screw-mill working on plaster of Paris for making millstones. The engine had a 6 in. (15 cm) diameter cylinder with a stroke of 18 in. (45 cm) and also drove twelve saws mounted in a frame and cutting marble slabs at a rate of 100 ft (30 m) in twelve hours. He was granted a patent in the spring of 1804. He became involved in a number of lawsuits following the extension of his patent, particularly as he increased the licence fee, sometimes as much as sixfold. The case of Evans v. Samuel Robinson, which Evans won, became famous and was one of these. Patent Right Oppression Exposed, or Knavery Detected, a 200-page book with poems and prose included, was published soon after this case and was probably written by Oliver Evans. The steam engine patent was also extended for a further seven years, but in this case the licence fee was to remain at a fixed level. Evans anticipated Edison in his proposal for an "Experimental Company" or "Mechanical Bureau" with a capital of thirty shares of $100 each. It came to nothing, however, as there were no takers. His first wife, Sarah, died in 1816 and he remarried, to Hetty Ward, the daughter of a New York innkeeper. He was buried in the Bowery, on Lower Manhattan; the church was sold in 1854 and again in 1890, and when no relative claimed his body he was reburied in an unmarked grave in Trinity Cemetery, 57th Street, Broadway.[br]Further ReadingE.S.Ferguson, 1980, Oliver Evans: Inventive Genius of the American Industrial Revolution, Hagley Museum.G.Bathe and D.Bathe, 1935, Oliver Evans: Chronicle of Early American Engineering, Philadelphia, Pa.IMcN -
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120 Arnold, John
SUBJECT AREA: Horology[br]b. 1735/6 Bodmin (?), Cornwall, Englandd. 25 August 1799 Eltham, London, England[br]English clock, watch, and chronometer maker who invented the isochronous helical balance spring and an improved form of detached detent escapement.[br]John Arnold was apprenticed to his father, a watchmaker, and then worked as an itinerant journeyman in the Low Countries and, later, in England. He settled in London in 1762 and rapidly established his reputation at Court by presenting George III with a miniature repeating watch mounted in a ring. He later abandoned the security of the Court for a more precarious living developing his chronometers, with some financial assistance from the Board of Longitude. Symbolically, in 1771 he moved from the vicinity of the Court at St James's to John Adam Street, which was close to the premises of the Royal Society for the Encouragement of Arts, Manufactures \& Commerce.By the time Arnold became interested in chronometry, Harrison had already demonstrated that longitude could be determined by means of a timekeeper, and the need was for a simpler instrument that could be sold at an affordable price for universal use at sea. Le Roy had shown that it was possible to dispense with a remontoire by using a detached escapement with an isochronous balance; Arnold was obviously thinking along the same lines, although he may not have been aware of Le Roy's work. By 1772 Arnold had developed his detached escapement, a pivoted detent which was quite different from that used on the European continent, and three years later he took out a patent for a compensation balance and a helical balance spring (Arnold used the spring in torsion and not in tension as Harrison had done). His compensation balance was similar in principle to that described by Le Roy and used riveted bimetallic strips to alter the radius of gyration of the balance by moving small weights radially. Although the helical balance spring was not completely isochronous it was a great improvement on the spiral spring, and in a later patent (1782) he showed how it could be made more truly isochronous by shaping the ends. In this form it was used universally in marine chronometers.Although Arnold's chronometers performed well, their long-term stability was less satisfactory because of the deterioration of the oil on the pivot of the detent. In his patent of 1782 he eliminated this defect by replacing the pivot with a spring, producing the spring detent escapement. This was also done independendy at about the same time by Berthoud and Earnshaw, although Earnshaw claimed vehemently that Arnold had plagiarized his work. Ironically it was Earnshaw's design that was finally adopted, although he had merely replaced Arnold's pivoted detent with a spring, while Arnold had completely redesigned the escapement. Earnshaw also improved the compensation balance by fusing the steel to the brass to form the bimetallic element, and it was in this form that it began to be used universally for chronometers and high-grade watches.As a result of the efforts of Arnold and Earnshaw, the marine chronometer emerged in what was essentially its final form by the end of the eighteenth century. The standardization of the design in England enabled it to be produced economically; whereas Larcum Kendall was paid £500 to copy Harrison's fourth timekeeper, Arnold was able to sell his chronometers for less than one-fifth of that amount. This combination of price and quality led to Britain's domination of the chronometer market during the nineteenth century.[br]Bibliography30 December 1775, "Timekeepers", British patent no. 1,113.2 May 1782, "A new escapement, and also a balance to compensate the effects arising from heat and cold in pocket chronometers, and for incurving the ends of the helical spring…", British patent no. 1,382.Further ReadingR.T.Gould, 1923, The Marine Chronometer: Its History and Development, London; reprinted 1960, Holland Press (provides an overview).V.Mercer, 1972, John Arnold \& Son Chronometer Makers 1726–1843, London.See also: Phillips, EdouardDV
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