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it was none other than Robert

  • 1 other

    ['ʌðə(r)] 1. adj
    inny; ( opposite) przeciwny, drugi
    2. pron

    others — ( other people) inni; ( other ones) inne

    the others — ( the other people) pozostali; ( the other ones) pozostałe

    there is no choice other than to… — nie ma innego wyjścia jak tylko +infin

    * * *
    1.
    1) (adjective, pronoun the second of two: I have lost my other glove; I've got one of my gloves but I can't find the other (one).) (ten)drugi
    2) (adjective, pronoun those people, things etc not mentioned, present etc; additional: Some of them have arrived - where are the others?; The baby is here and the other children are at school.) inny
    3) ( adjective (with day, week etc) recently past: I saw him just the other day/morning.) któryś, niedawno
    •
    2. conjunction
    (or else; if not: Take a taxi - otherwise you'll be late.) inaczej
    - other than
    - somehow or other
    - someone/something or other
    - somewhere or other

    English-Polish dictionary > other

  • 2 Fairlie, Robert Francis

    [br]
    b. March 1831 Scotland
    d. 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 None was particularly successful: the single central chimney of the original design had been replaced by two chimneys, one at each end of the locomotive, but the single central firebox was retained, so that exhaust up one chimney tended to draw cold air down the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]
    Bibliography
    1864, 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 Fortieth
    Meeting 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 Reading
    Fairlie 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.
    PJGR

    Biographical history of technology > Fairlie, Robert Francis

  • 3 Papin, Denis

    [br]
    b. 22 August 1647 Blois, Loire et Cher, France
    d. 1712 London, England
    [br]
    French mathematician and physicist, inventor of the pressure-cooker.
    [br]
    Largely educated by his father, he worked for some time for Huygens at Ley den, then for a time in London where he assisted Robert Boyle with his experiments on the air pump. He supposedly invented the double-acting air pump. He travelled to Venice and worked there for a time, but was back in London in 1684 before taking up the position of Professor of Mathematics at the University of Marburg (in 1669 or 1670 he became a Doctor of Medicine at Angers), where he remained from 1687 to 1695. Then followed a period at Cassel, where he was employed by the Duke of Hesse. In this capacity he was much involved in the application of steam-power to pumping water for the Duke's garden fountains. Papin finally returned to London in 1707. He is best known for his "digester", none other than the domestic pressure-cooker. John Evelyn describes it in his diary (12 April 1682): "I went this Afternoone to a Supper, with severall of the R.Society, which was all dressed (both fish and flesh) in Monsieur Papins Digestorie; by which the hardest bones of Biefe itself, \& Mutton, were without water, or other liquor, \& with less than 8 ounces of Coales made as soft as Cheeze, produc'd an incredible quantity of Gravie…. This Philosophical Supper raised much mirth among us, \& exceedingly pleased all the Companie." The pressure-cooker depends on the increase in the boiling point of water with increase of pressure. To avoid the risk of the vessel exploding, Papin devised a weight-loaded lever-type safety valve.
    There are those who would claim that Papin preceded Newcomen as the true inventor of the steam engine. There is no doubt that as early as 1690 Papin had the idea of an atmospheric engine, in which a piston in a cylinder is forced upwards by expanding steam and then returned by the weight of the atmosphere upon the piston, but he lacked practical engineering skill such as was necessary to put theory into practice. The story is told of his last trip from Cassel, when returning to England. It is said that he built his own steamboat, intending to make the whole journey by this means, ending with a triumphal journey up the Thames. However, boatmen on the river Weser, thinking that the steamboat threatened their livelihood, attacked it and broke it up. Papin had to travel by more orthodox means. Papin is said to have co-operated with Thomas Savery in the development of the lat-ter's steam engine, on which he was working c. 1705.
    [br]
    Further Reading
    Charles-Armand Klein, 1987, Denis Papin: Illustre savant blaisois, Chambray, France: CLD.
    A.P.M.Fleming and H.R.S.Brocklehurst, 1925, A History of Engineering.
    Sigvar Strandh, 1979, Machines, Mitchell Beazley.
    IMcN

    Biographical history of technology > Papin, Denis

  • 4 Bell, Henry

    SUBJECT AREA: Ports and shipping
    [br]
    b. 1767 Torphichen Mill, near Linlithgow, Scotland
    d. 1830 Helensburgh, Scotland
    [br]
    Scottish projector of the first steamboat service in Europe.
    [br]
    The son of Patrick Bell, a millwright, Henry had two sisters and an elder brother and was educated at the village school. When he was 9 years old Henry was sent to lodge in Falkirk with an uncle and aunt of his mother's so that he could attend the school there. At the age of 12 he left school and agreed to become a mason with a relative. In 1783, after only three years, he was bound apprentice to his Uncle Henry, a millwright at Jay Mill. He stayed there for a further three years and then, in 1786, joined the firm of Shaw \& Hart, shipbuilders of Borrowstoneness. These were to be the builders of William Symington's hull for the Charlotte Dundas. He also spent twelve months with Mr James Inglis, an engineer of Bellshill, Lanarkshire, and then went to London to gain experience, working for the famous John Rennie for some eighteen months. By 1790 he was back in Glasgow, and a year later he took a partner, James Paterson, into his new business of builder and contractor, based in the Trongate. He later referred to himself as "architect", and his partnership with Paterson lasted seven years. He is said to have invented a discharging machine for calico printing, as well as a steam dredger for clearing the River Clyde.
    The Baths Hotel was opened in Helensburgh in 1808, with the hotel-keeper, who was also the first provost of the town, being none other than Henry Bell. It has been suggested that Bell was also the builder of the hotel and this seems very likely. Bell installed a steam engine for pumping sea water out of the Clyde and into the baths, and at first ran a coach service to bring customers from Glasgow three days a week. The driver was his brother Tom. The coach was replaced by the Comet steamboat in 1812.
    While Henry was busy with his provost's duties and making arrangements for the building of his steamboat, his wife Margaret, née Young, whom he married in March 1794, occupied herself with the management of the Baths Hotel. Bell did not himself manufacture, but supervised the work of experts: John and Charles Wood of Port Glasgow, builders of the 43ft 6 in. (13.25 m)-long hull of the Comet; David Napier of Howard Street Foundry for the boiler and other castings; and John Robertson of Dempster Street, who had previously supplied a small engine for pumping water to the baths at the hotel in Helensburgh, for the 3 hp engine. The first trials of the finished ship were held on 24 July 1812, when she was launched from Wood's yard. A regular service was advertised in the Glasgow Chronicle on 5 August and was the first in Europe, preceded only by that of Robert Fulton in the USA. The Comet continued to run until 1820, when it was wrecked.
    Bell received little reward for his promotion of steam navigation, merely small pensions from the Clyde trustees and others. He was buried at the parish church of Rhu.
    [br]
    Further Reading
    Edward Morris, 1844, Life of Henry Bell.
    Henry Bell, 1813, Applying Steam Engines to Vessels.
    IMcN

    Biographical history of technology > Bell, Henry

  • 5 Wren, Sir Christopher

    [br]
    b. 20 October 1632 East Knoyle, Wiltshire, England
    d. 25 February 1723 London, England
    [br]
    English architect whose background in scientific research and achievement enhanced his handling of many near-intractable architectural problems.
    [br]
    Born into a High Church and Royalist family, the young Wren early showed outstanding intellectual ability and at Oxford in 1654 was described as "that miracle of a youth". Educated at Westminster School, he went up to Oxford, where he graduated at the age of 19 and obtained his master's degree two years later. From this time onwards his interests were in science, primarily astronomy but also physics, engineering and meteorology. While still at college he developed theories about and experimentally solved some fifty varied problems. At the age of 25 Wren was appointed to the Chair of Astronomy at Gresham College in London, but he soon returned to Oxford as Savilian Professor of Astronomy there. At the same time he became one of the founder members of the Society of Experimental Philosophy at Oxford, which was awarded its Royal Charter soon after the Restoration of 1660; Wren, together with such men as Isaac Newton, Robert Hooke, John Evelyn and Robert Boyle, then found himself a member of the Royal Society.
    Wren's architectural career began with the classical chapel that he built, at the request of his uncle, the Bishop of Ely, for Pembroke College, Cambridge (1663). From this time onwards, until he died at the age of 91, he was fully occupied with a wide and taxing variety of architectural problems which he faced in the execution of all the great building schemes of the day. His scientific background and inventive mind stood him in good stead in solving such difficulties with an often unusual approach and concept. Nowhere was this more apparent than in his rebuilding of fifty-one churches in the City of London after the Great Fire, in the construction of the new St Paul's Cathedral and in the grand layout of the Royal Hospital at Greenwich.
    The first instance of Wren's approach to constructional problems was in his building of the Sheldonian Theatre in Oxford (1664–9). He based his design upon that of the Roman Theatre of Marcellus (13–11 BC), which he had studied from drawings in Serlio's book of architecture. Wren's reputation as an architect was greatly enhanced by his solution to the roofing problem here. The original theatre in Rome, like all Roman-theatres, was a circular building open to the sky; this would be unsuitable in the climate of Oxford and Wren wished to cover the English counterpart without using supporting columns, which would have obscured the view of the stage. He solved this difficulty mathematically, with the aid of his colleague Dr Wallis, the Professor of Geometry, by means of a timber-trussed roof supporting a painted ceiling which represented the open sky.
    The City of London's churches were rebuilt over a period of nearly fifty years; the first to be completed and reopened was St Mary-at-Hill in 1676, and the last St Michael Cornhill in 1722, when Wren was 89. They had to be rebuilt upon the original medieval sites and they illustrate, perhaps more clearly than any other examples of Wren's work, the fertility of his imagination and his ability to solve the most intractable problems of site, limitation of space and variation in style and material. None of the churches is like any other. Of the varied sites, few are level or possess right-angled corners or parallel sides of equal length, and nearly all were hedged in by other, often larger, buildings. Nowhere is his versatility and inventiveness shown more clearly than in his designs for the steeples. There was no English precedent for a classical steeple, though he did draw upon the Dutch examples of the 1630s, because the London examples had been medieval, therefore Roman Catholic and Gothic, churches. Many of Wren's steeples are, therefore, Gothic steeples in classical dress, but many were of the greatest originality and delicate beauty: for example, St Mary-le-Bow in Cheapside; the "wedding cake" St Bride in Fleet Street; and the temple diminuendo concept of Christ Church in Newgate Street.
    In St Paul's Cathedral Wren showed his ingenuity in adapting the incongruous Royal Warrant Design of 1675. Among his gradual and successful amendments were the intriguing upper lighting of his two-storey choir and the supporting of the lantern by a brick cone inserted between the inner and outer dome shells. The layout of the Royal Hospital at Greenwich illustrates Wren's qualities as an overall large-scale planner and designer. His terms of reference insisted upon the incorporation of the earlier existing Queen's House, erected by Inigo Jones, and of John Webb's King Charles II block. The Queen's House, in particular, created a difficult problem as its smaller size rendered it out of scale with the newer structures. Wren's solution was to make it the focal centre of a great vista between the main flanking larger buildings; this was a masterstroke.
    [br]
    Principal Honours and Distinctions
    Knighted 1673. President, Royal Society 1681–3. Member of Parliament 1685–7 and 1701–2. Surveyor, Greenwich Hospital 1696. Surveyor, Westminster Abbey 1699.
    Surveyor-General 1669–1712.
    Further Reading
    R.Dutton, 1951, The Age of Wren, Batsford.
    M.Briggs, 1953, Wren the Incomparable, Allen \& Unwin. M.Whinney, 1971, Wren, Thames \& Hudson.
    K.Downes, 1971, Christopher Wren, Allen Lane.
    G.Beard, 1982, The Work of Sir Christopher Wren, Bartholomew.
    DY

    Biographical history of technology > Wren, Sir Christopher

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