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1 railways traffic
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2 railways traffic
Дипломатический термин: железнодорожные перевозки -
3 railways traffic
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4 railways traffic
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5 traffic
1. n1) движение, сообщение; транспорт2) торговля (тж. перен.)3) перевозки; грузооборот4) контрабанда; незаконная торговля наркотиками•2. v -
6 traffic
транспортное движение; перевозки; торговые дела; сделки -
7 traffic
1 noun∎ holiday traffic (outward) la circulation des grands départs; (homeward) la circulation des grands retours;∎ the traffic is heavy/light la circulation est dense/fluide;∎ traffic is building up la circulation augmente;∎ there is a great deal of traffic on the roads les routes sont encombrées;∎ traffic in and out of the city circulation à destination et en provenance de la ville;∎ watch out for traffic when crossing! (fais) attention aux voitures en traversant!;∎ road closed to heavy traffic route interdite aux poids lourds;∎ eastbound traffic circulation f ouest-est;∎ the cyclist weaved through the traffic le cycliste se faufila entre les voitures;∎ figurative the resort experiences heavy ski traffic in winter il y a beaucoup de skieurs en hiver dans cette station∎ the traffic in arms/drugs le trafic des armes/de drogue∎ you should have no traffic with these people évitez d'avoir affaire à ces gens∎ to traffic in faire le commerce de;∎ organizations trafficking in arms/drugs des organisations spécialisées dans le trafic d'armes/de drogue;∎ figurative reporters who traffic in human misery journalistes qui exploitent la misère humainetraffic calming contrôle m de la circulation;American traffic circle rond-point m, sens m giratoire;traffic cone cône m de signalisation (pour la circulation routière);Aviation traffic controller contrôleur(euse) m,f de la navigation aérienne, aiguilleur m du ciel;Aviation traffic control tower tour f de contrôle;American traffic court = tribunal chargé des infractions au code de la route;traffic island refuge m;British traffic jam embouteillage m, bouchon m;traffic lights feu m de signalisation;∎ the traffic lights are (at) green le feu est (au) vert;∎ carry on to the next set of traffic lights continuez jusqu'aux prochains feux;traffic offence infraction f au code de la route;traffic patrol patrouille f de la circulation (routière);Aviation traffic pattern couloir m ou position f d'approche;traffic police (for speeding, safety) police f de la route; (on point duty) agents mpl de la circulation;traffic policeman agent m de police; (on point duty) agent m de la circulation;traffic sign panneau m de signalisation, poteau m indicateur;traffic signal feu m de signalisation;American traffic violation infraction f au code de la route;British traffic warden contractuel(elle) m,fⓘ TRAFFIC WARDEN En Grande-Bretagne, les contractuels sont habilités à dresser les procès-verbaux mais aussi à régler la circulation. -
8 traffic
traffic [ˈtræfɪk](verb: preterite, past participle trafficked)1. noun• traffic in and out of Heathrow Airport le trafic à destination et en provenance de l'aéroport de Heathrow3. compounds≈ agent m de police• the traffic lights were green le feu était vert ► traffic offence noun infraction f au code de la route━━━━━━━━━━━━━━━━━✎ The French word trafic has only one f.* * *['træfɪk] 1.1) Automobile circulation f; Aviation, Nautical, Railways trafic mtraffic into/out of London — la circulation vers/en sortant de Londres
air/passenger traffic — trafic aérien/de voyageurs
3) Electronics, Computing, Telecommunications trafic m2. 3.intransitive verb (p prés etc - ck-)to traffic in — faire du trafic de [drugs, cocaine, arms, stolen goods]
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9 traffic
1) движение
2) транспортный
3) траффик
4) нагрузка
– air traffic
– air traffic control
– air traffic controller
– arrange traffic
– be in traffic circuit
– block off traffic
– collect traffic
– commuter traffic
– density of traffic
– divert the traffic
– divert traffic
– empty traffic
– flow traffic
– goods traffic
– heavy traffic
– horse-drawn traffic
– incoming traffic
– international traffic
– main-line traffic
– one-way traffic
– overflow traffic
– passenger traffic
– pedestrian traffic
– postal traffic
– railroad traffic
– regular traffic
– short-distance traffic
– single-lane traffic
– suburban traffic
– telegraph traffic
– telephone traffic
– through traffic
– traffic capacity
– traffic control
– traffic curve
– traffic density
– traffic diagram
– traffic distributor
– traffic flow
– traffic lane
– traffic lever
– traffic light
– traffic lost
– traffic meter
– traffic problem
– traffic relief
– traffic route
– traffic rules
– traffic striping
– transit traffic
– two-lane traffic
– two-way traffic
– volume of traffic
centralized traffic control — < railways> централизация
exuberant telephone traffic — избыточная телефонная нагрузка
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10 railways freight traffic
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11 traffic lever
< railways> рукоятка для запирания занятого маршрута -
12 railways freight traffic
железнодорожные грузовые перевозки ;Англо-Русский словарь финансовых терминов > railways freight traffic
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13 railways freight traffic
железнодорожные грузовые перевозкиАнгло-русский словарь экономических терминов > railways freight traffic
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14 railways freight traffic
Общая лексика: железнодорожные грузовые перевозкиУниверсальный англо-русский словарь > railways freight traffic
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15 railways freight traffic
English-russian dctionary of diplomacy > railways freight traffic
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16 control
1) контроль
2) контрольный
3) обоснование
4) обосновывать
5) оперативный
6) регулировать
7) регулировочный орган
8) совладать
9) управление
10) управляемость
11) управляющий
12) штурвальный
13) регулировка
14) управлять
15) проверять
16) регулирование
17) инструкция
18) исполнительный
19) контролировать
20) проверка
21) проверочный
22) регулирующий
– absence of control
– air traffic control
– air-traffic control
– analysis is in control
– anticipatory control
– arc control device
– association control
– attenuation control
– attitude control
– automatic control
– autonomous control
– autothrottle control
– bang-bang control
– be in control
– be out of control
– bin control gate
– brightness control
– bucket tip control
– bulge control
– centralized control
– closed-cycle control
– complete control
– context control
– continuous control
– contrast control
– control accuracy
– control action
– control actuator
– control agent
– control air
– control algorithm
– control amplifier
– control and display
– control assembly
– control beam
– control bus
– control button
– control cabinet
– control cable
– control cam
– control center
– control channel
– control character
– control characteristic
– control circuit
– control code
– control column
– control combination
– control computer
– control crank
– control criterion
– control current
– control cylinder
– control data
– control desk
– control electrode
– control electronics
– control element
– control equipment
– control factor
– control flutter
– control force
– control function
– control gate
– control gear
– control graphitization
– control instruction
– control jet
– control joint
– control key
– control knob
– control lag
– control lever
– control limit
– control linkages
– control links
– control loop
– control magnet
– control means
– control mode
– control module
– control motor
– control of airplane
– control office
– control operation
– control panel
– control pedal
– control position
– control problem
– control pulse
– control range
– control reactor
– control register
– control relay
– control response
– control room
– control shaft
– control spin
– control statement
– control stick
– control surface
– control survey
– control switch
– control temperature
– control theory
– control track
– control transistor
– control unit
– control vector
– control voltage
– control weeds
– control winding
– control wiring
– corrosion control
– dash control
– data control
– derivative control
– digital control
– direct control
– distance control
– disturbance-compensating control
– dive-recovery control
– duplicate control
– dust control
– ease of control
– elevator control
– emergency control
– end-point control
– engine control
– environment control
– error control
– error-closing control
– exclusive control
– extension of control
– feed control
– feed-back control
– feedback control
– filament control
– fine control
– fire control
– flight control
– floating control
– flood control
– flow-rate control
– focus control
– frequency control
– front-panel control
– gain control
– ganged control
– geodetic control
– go out of control
– ground control
– gyrorudder control
– hand control
– headwater control
– height control
– hierarchical control
– in-process control
– independent control
– indirect control
– industrial control
– input-output control
– integral control
– interacting control
– intermittent control
– inventory control
– jet control
– job control language
– layout of control
– leather control
– level control
– linearity control
– load control
– local control
– lose control
– loss of control
– manual control
– master control
– meduim-access control
– meduim-access control
– mission control
– multicircuit control
– noise control
– numerical control
– off-line control
– on-line control
– on-off control
– open-loop control
– operating control
– optimal control
– optimization control
– out of control
– pass control
– path control
– path of control
– pedal control
– pest control
– phase control
– phase-lock control
– piano-key control
– plan control
– point of control
– point-to-point control
– power-assisted control
– product control
– program control
– programmed control
– proportional control
– proportional-plus-floating control
– push-button control
– pushbutton control
– quality control
– radio control
– ramp control
– reaction control
– recovery control
– regain control
– register control
– remotability of control
– remote control
– roll control
– rudder control
– run-off control
– sampled-data control
– segregate control
– selectivity control
– self-acting control
– sensitivity control
– servo control
– slide control
– slope control
– statistical control
– steering control
– supervisory control
– take control
– technical control
– temperature control
– throttle control
– tone control
– touch control
– traffic control
– tuning control
– vertical control
– vibration control
– voice-activated control
– volume control
aerodynamic control surface — руль управления аэродинамический
automatic control equipment — аппаратура автоматического управления
automatic frequency control — частотная АПЧ, автоматическая настройка частоты
automatic gain control — <tech.> регулировка усиления автоматическая
automatic remote control — <comput.> телеавтоматика
automatic voltage control — регулирование напряжения автоматическое
bang-bang control system — <comput.> система управления релейная
cancelling control button — < railways> кнопка отмены
centralized traffic control — < railways> централизация
conditional transfer of control — условная передача управления
control aisle of a substation — коридор управления подстанции
control in pitch of airplane — продольное управление самолетом
control point adjustment — настройка точки регулирования, <engin.> задатчик
control tower service — <aeron.> служба диспетчерская
coordinated phosphate control — коррекционная обработка воды
differential control method — дифференцированный метод контроля
dispatcher's supervisory control — телеуправление диспетчерское
fire control computer — счетно-решающее устройство для управления артиллерийским огнем
fire control director — прибор управления артиллерийским огнем
floating control mode — <comput.> способ регулирования астатический
intermittent gain control — < radio> регулировка усиления временная
lateral control of airplane — поперечное управление самолетом
microprocessor control system — микропроцессорная система управления
pressure control instrument — <tech.> маностат
proportional control factor — <comput.> коэффициент пропорционального регулирования
range finder control — <geod.> метод дальномерно-базисный
reactor control system — <engin.> система управления и защиты
remote control interlocking — < railways> телецентрализация, централизация дистанционная
river control structure — <geol.> сооружение выправительное
servo control unit — <engin.> гидроусилитель
spray-type superheat control — впрысковое регулирование перегрева
supervisory control system — <comput.> автодиспетчер
thermostatic temperature control — ключевое термостатирование
volume range control — регулирование динамического диапазона
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17 Stephenson, George
[br]b. 9 June 1781 Wylam, Northumberland, Englandd. 12 August 1848 Tapton House, Chesterfield, England[br]English engineer, "the father of railways".[br]George Stephenson was the son of the fireman of the pumping engine at Wylam colliery, and horses drew wagons of coal along the wooden rails of the Wylam wagonway past the house in which he was born and spent his earliest childhood. While still a child he worked as a cowherd, but soon moved to working at coal pits. At 17 years of age he showed sufficient mechanical talent to be placed in charge of a new pumping engine, and had already achieved a job more responsible than that of his father. Despite his position he was still illiterate, although he subsequently learned to read and write. He was largely self-educated.In 1801 he was appointed Brakesman of the winding engine at Black Callerton pit, with responsibility for lowering the miners safely to their work. Then, about two years later, he became Brakesman of a new winding engine erected by Robert Hawthorn at Willington Quay on the Tyne. Returning collier brigs discharged ballast into wagons and the engine drew the wagons up an inclined plane to the top of "Ballast Hill" for their contents to be tipped; this was one of the earliest applications of steam power to transport, other than experimentally.In 1804 Stephenson moved to West Moor pit, Killingworth, again as Brakesman. In 1811 he demonstrated his mechanical skill by successfully modifying a new and unsatisfactory atmospheric engine, a task that had defeated the efforts of others, to enable it to pump a drowned pit clear of water. The following year he was appointed Enginewright at Killingworth, in charge of the machinery in all the collieries of the "Grand Allies", the prominent coal-owning families of Wortley, Liddell and Bowes, with authorization also to work for others. He built many stationary engines and he closely examined locomotives of John Blenkinsop's type on the Kenton \& Coxlodge wagonway, as well as those of William Hedley at Wylam.It was in 1813 that Sir Thomas Liddell requested George Stephenson to build a steam locomotive for the Killingworth wagonway: Blucher made its first trial run on 25 July 1814 and was based on Blenkinsop's locomotives, although it lacked their rack-and-pinion drive. George Stephenson is credited with building the first locomotive both to run on edge rails and be driven by adhesion, an arrangement that has been the conventional one ever since. Yet Blucher was far from perfect and over the next few years, while other engineers ignored the steam locomotive, Stephenson built a succession of them, each an improvement on the last.During this period many lives were lost in coalmines from explosions of gas ignited by miners' lamps. By observation and experiment (sometimes at great personal risk) Stephenson invented a satisfactory safety lamp, working independently of the noted scientist Sir Humphry Davy who also invented such a lamp around the same time.In 1817 George Stephenson designed his first locomotive for an outside customer, the Kilmarnock \& Troon Railway, and in 1819 he laid out the Hetton Colliery Railway in County Durham, for which his brother Robert was Resident Engineer. This was the first railway to be worked entirely without animal traction: it used inclined planes with stationary engines, self-acting inclined planes powered by gravity, and locomotives.On 19 April 1821 Stephenson was introduced to Edward Pease, one of the main promoters of the Stockton \& Darlington Railway (S \& DR), which by coincidence received its Act of Parliament the same day. George Stephenson carried out a further survey, to improve the proposed line, and in this he was assisted by his 18-year-old son, Robert Stephenson, whom he had ensured received the theoretical education which he himself lacked. It is doubtful whether either could have succeeded without the other; together they were to make the steam railway practicable.At George Stephenson's instance, much of the S \& DR was laid with wrought-iron rails recently developed by John Birkinshaw at Bedlington Ironworks, Morpeth. These were longer than cast-iron rails and were not brittle: they made a track well suited for locomotives. In June 1823 George and Robert Stephenson, with other partners, founded a firm in Newcastle upon Tyne to build locomotives and rolling stock and to do general engineering work: after its Managing Partner, the firm was called Robert Stephenson \& Co.In 1824 the promoters of the Liverpool \& Manchester Railway (L \& MR) invited George Stephenson to resurvey their proposed line in order to reduce opposition to it. William James, a wealthy land agent who had become a visionary protagonist of a national railway network and had seen Stephenson's locomotives at Killingworth, had promoted the L \& MR with some merchants of Liverpool and had carried out the first survey; however, he overreached himself in business and, shortly after the invitation to Stephenson, became bankrupt. In his own survey, however, George Stephenson lacked the assistance of his son Robert, who had left for South America, and he delegated much of the detailed work to incompetent assistants. During a devastating Parliamentary examination in the spring of 1825, much of his survey was shown to be seriously inaccurate and the L \& MR's application for an Act of Parliament was refused. The railway's promoters discharged Stephenson and had their line surveyed yet again, by C.B. Vignoles.The Stockton \& Darlington Railway was, however, triumphantly opened in the presence of vast crowds in September 1825, with Stephenson himself driving the locomotive Locomotion, which had been built at Robert Stephenson \& Co.'s Newcastle works. Once the railway was at work, horse-drawn and gravity-powered traffic shared the line with locomotives: in 1828 Stephenson invented the horse dandy, a wagon at the back of a train in which a horse could travel over the gravity-operated stretches, instead of trotting behind.Meanwhile, in May 1826, the Liverpool \& Manchester Railway had successfully obtained its Act of Parliament. Stephenson was appointed Engineer in June, and since he and Vignoles proved incompatible the latter left early in 1827. The railway was built by Stephenson and his staff, using direct labour. A considerable controversy arose c. 1828 over the motive power to be used: the traffic anticipated was too great for horses, but the performance of the reciprocal system of cable haulage developed by Benjamin Thompson appeared in many respects superior to that of contemporary locomotives. The company instituted a prize competition for a better locomotive and the Rainhill Trials were held in October 1829.Robert Stephenson had been working on improved locomotive designs since his return from America in 1827, but it was the L \& MR's Treasurer, Henry Booth, who suggested the multi-tubular boiler to George Stephenson. This was incorporated into a locomotive built by Robert Stephenson for the trials: Rocket was entered by the three men in partnership. The other principal entrants were Novelty, entered by John Braithwaite and John Ericsson, and Sans Pareil, entered by Timothy Hackworth, but only Rocket, driven by George Stephenson, met all the organizers' demands; indeed, it far surpassed them and demonstrated the practicability of the long-distance steam railway. With the opening of the Liverpool \& Manchester Railway in 1830, the age of railways began.Stephenson was active in many aspects. He advised on the construction of the Belgian State Railway, of which the Brussels-Malines section, opened in 1835, was the first all-steam railway on the European continent. In England, proposals to link the L \& MR with the Midlands had culminated in an Act of Parliament for the Grand Junction Railway in 1833: this was to run from Warrington, which was already linked to the L \& MR, to Birmingham. George Stephenson had been in charge of the surveys, and for the railway's construction he and J.U. Rastrick were initially Principal Engineers, with Stephenson's former pupil Joseph Locke under them; by 1835 both Stephenson and Rastrick had withdrawn and Locke was Engineer-in-Chief. Stephenson remained much in demand elsewhere: he was particularly associated with the construction of the North Midland Railway (Derby to Leeds) and related lines. He was active in many other places and carried out, for instance, preliminary surveys for the Chester \& Holyhead and Newcastle \& Berwick Railways, which were important links in the lines of communication between London and, respectively, Dublin and Edinburgh.He eventually retired to Tapton House, Chesterfield, overlooking the North Midland. A man who was self-made (with great success) against colossal odds, he was ever reluctant, regrettably, to give others their due credit, although in retirement, immensely wealthy and full of honour, he was still able to mingle with people of all ranks.[br]Principal Honours and DistinctionsPresident, Institution of Mechanical Engineers, on its formation in 1847. Order of Leopold (Belgium) 1835. Stephenson refused both a knighthood and Fellowship of the Royal Society.Bibliography1815, jointly with Ralph Dodd, British patent no. 3,887 (locomotive drive by connecting rods directly to the wheels).1817, jointly with William Losh, British patent no. 4,067 (steam springs for locomotives, and improvements to track).Further ReadingL.T.C.Rolt, 1960, George and Robert Stephenson, Longman (the best modern biography; includes a bibliography).S.Smiles, 1874, The Lives of George and Robert Stephenson, rev. edn, London (although sycophantic, this is probably the best nineteenthcentury biography).PJGR -
18 Spooner, Charles Easton
[br]b. 1818 Maentwrog, Merioneth (now Gwynedd), Walesd. 18 November 1889 Portmadoc (now Porthmadog), Wales[br]English engineer, pioneer of narrow-gauge steam railways.[br]At the age of 16 Charles Spooner helped his father, James, to build the Festiniog Railway, a horse-and-gravity tramroad; they maintained an even gradient and kept costs down by following a sinuous course along Welsh mountainsides and using a very narrow gauge. This was probably originally 2 ft 1 in. (63.5 cm) from rail centre to rail centre; with the introduction of heavier, and therefore wider, rails the gauge between them was reduced and was eventually standardized at 1 ft 11 1/2 in (60 cm). After James Spooner's death in 1856 Charles Spooner became Manager and Engineer of the Festiniog Railway and sought to introduce steam locomotives. Widening the gauge was impracticable, but there was no precedent for operating a public railway of such narrow gauge by steam. Much of the design work for locomotives for the Festiniog Railway was the responsibility of C.M.Holland, and many possible types were considered: eventually, in 1863, two very small 0–4–0 tank locomotives, with tenders for coal, were built by George England.These locomotives were successful, after initial problems had been overcome, and a passenger train service was introduced in 1865 with equal success. The potential for economical operation offered by such a railway attracted widespread attention, the more so because it had been effectively illegal to build new passenger railways in Britain to other than standard gauge since the Gauge of Railways Act of 1846.Spooner progressively improved the track, alignment, signalling and rolling stock of the Festiniog Railway and developed it from a tramroad to a miniaturized main line. Increasing traffic led to the introduction in 1869 of the 0–4–4–0 double-Fairlie locomotive Little Wonder, built to the patent of Robert Fairlie. This proved more powerful than two 0–4–0s and impressive demonstrations were given to engineers from many parts of the world, leading to the widespread adoption of narrow-gauge railways. Spooner himself favoured a gauge of 2 ft 6 in. (76 cm) or 2 ft 9 in. (84 cm). Comparison of the economy of narrow gauges with the inconvenience of a break of gauge at junctions with wider gauges did, however, become a continuing controversy, which limited the adoption of narrow gauges in Britain.Bogie coaches had long been used in North America but were introduced to Britain by Spooner in 1872, when he had two such coaches built for the Festiniog Railway. Both of these and one of its original locomotives, though much rebuilt, remain in service.Spooner, despite some serious illnesses, remained Manager of the Festiniog Railway until his death.[br]Bibliography1869, jointly with G.A.Huddart, British patent no. 1,487 (improved fishplates). 1869, British patent no. 2,896 (rail-bending machinery).1871, Narrow Gauge Railways, E. \& F.N.Spon (includes his description of the Festiniog Railway, reports of locomotive trials and his proposals for narrow-gauge railways).Further ReadingJ.I.C.Boyd, 1975, The Festiniog Railway, Blandford: Oakwood Press; C.E.Lee, 1945, Narrow-Gauge Railways in North Wales, The Railway Publishing Co. (both give good descriptions of Spooner and the Festiniog Railway).C.Hamilton Ellis, 1965, Railway Carriages in the British Isles, London: George Allen \& Unwin, pp. 181–3. Pihl, Carl Abraham.PJGRBiographical history of technology > Spooner, Charles Easton
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19 Pihl, Carl Abraham
[br]b. 16 January 1825 Stavanger, Norwayd. 14 September 1897 Kristiania (now Oslo), Norway[br]Norwegian railway engineer, protagonist of narrow-gauge railways.[br]Pihl trained as an engineer at Göteborg, Sweden, and then moved to London, where he worked under Robert Stephenson during 1845 and 1846. In 1850 he returned to Norway and worked with the English contractors building the first railway in Norway, the Norwegian Trunk Railway from Kristiania to Eidsvold, for which the English standard gauge was used. Subsequently he worked in England for a year, but in 1856 joined the Norwegian government's Road Department, which was to have responsibility for railways. In 1865 a distinct Railway Department was set up, and Pihl became Director for State Railway Construction. Because of the difficulties of the terrain and limited traffic, Pihl recommended that in the case of two isolated lines to be built the outlay involved in ordinary railways would not be justified, and that they should be built to the narrow gauge of 3 ft 6 in. (1.07 m). His recommendation was accepted by the Government in 1857 and the two lines were built to this gauge and opened during 1861–4. Six of their seven locomotives, and all their rolling stock, were imported from Britain. The lines cost £3,000 and £5,000 per mile, respectively; a standard-gauge line built in the same period cost £6,400 per mile.Subsequently, many hundreds of miles of Norwegian railways were built to 3 ft 6 in. (1.07 m) gauge under Pihl's direction. They influenced construction of railways to this gauge in Australia, Southern Africa, New Zealand, Japan and elsewhere. However, in the late 1870s controversy arose in Norway over the economies that could in fact be gained from the 3 ft 6 in. (1,07 m) gauge. This controversy in the press, in discussion and in the Norwegian parliament became increasingly acrimonious during the next two decades; the standard-gauge party may be said to have won with the decision in 1898, the year after Pihl's death, to build the Bergen-Oslo line to standard gauge.[br]Principal Honours and DistinctionsKnight of the Order of St Olaf 1862; Commander of the Order of St Olaf 1877. Commander of the Royal Order of Vasa 1867. Royal Order of the Northern Star 1882.Further ReadingP.Allen and P.B.Whitehouse, 1959, Narrow Gauge Railways of Europe, Ian Allan (describes the Norwegian Battle of the Gauges).A biographical article on Pihl appears (in Norwegian) in Norsk Biografisk Leksikon.PJGR -
20 Hamilton, Harold Lee (Hal)
[br]b. 14 June 1890 Little Shasta, California, USAd. 3 May 1969 California, USA[br]American pioneer of diesel rail traction.[br]Orphaned as a child, Hamilton went to work for Southern Pacific Railroad in his teens, and then worked for several other companies. In his spare time he learned mathematics and physics from a retired professor. In 1911 he joined the White Motor Company, makers of road motor vehicles in Denver, Colorado, where he had gone to recuperate from malaria. He remained there until 1922, apart from an eighteenth-month break for war service.Upon his return from war service, Hamilton found White selling petrol-engined railbuses with mechanical transmission, based on road vehicles, to railways. He noted that they were not robust enough and that the success of petrol railcars with electric transmission, built by General Electric since 1906, was limited as they were complex to drive and maintain. In 1922 Hamilton formed, and became President of, the Electro- Motive Engineering Corporation (later Electro-Motive Corporation) to design and produce petrol-electric rail cars. Needing an engine larger than those used in road vehicles, yet lighter and faster than marine engines, he approached the Win ton Engine Company to develop a suitable engine; in addition, General Electric provided electric transmission with a simplified control system. Using these components, Hamilton arranged for his petrol-electric railcars to be built by the St Louis Car Company, with the first being completed in 1924. It was the beginning of a highly successful series. Fuel costs were lower than for steam trains and initial costs were kept down by using standardized vehicles instead of designing for individual railways. Maintenance costs were minimized because Electro-Motive kept stocks of spare parts and supplied replacement units when necessary. As more powerful, 800 hp (600 kW) railcars were produced, railways tended to use them to haul trailer vehicles, although that practice reduced the fuel saving. By the end of the decade Electro-Motive needed engines more powerful still and therefore had to use cheap fuel. Diesel engines of the period, such as those that Winton had made for some years, were too heavy in relation to their power, and too slow and sluggish for rail use. Their fuel-injection system was erratic and insufficiently robust and Hamilton concluded that a separate injector was needed for each cylinder.In 1930 Electro-Motive Corporation and Winton were acquired by General Motors in pursuance of their aim to develop a diesel engine suitable for rail traction, with the use of unit fuel injectors; Hamilton retained his position as President. At this time, industrial depression had combined with road and air competition to undermine railway-passenger business, and Ralph Budd, President of the Chicago, Burlington \& Quincy Railroad, thought that traffic could be recovered by way of high-speed, luxury motor trains; hence the Pioneer Zephyr was built for the Burlington. This comprised a 600 hp (450 kW), lightweight, two-stroke, diesel engine developed by General Motors (model 201 A), with electric transmission, that powered a streamlined train of three articulated coaches. This train demonstrated its powers on 26 May 1934 by running non-stop from Denver to Chicago, a distance of 1,015 miles (1,635 km), in 13 hours and 6 minutes, when the fastest steam schedule was 26 hours. Hamilton and Budd were among those on board the train, and it ushered in an era of high-speed diesel trains in the USA. By then Hamilton, with General Motors backing, was planning to use the lightweight engine to power diesel-electric locomotives. Their layout was derived not from steam locomotives, but from the standard American boxcar. The power plant was mounted within the body and powered the bogies, and driver's cabs were at each end. Two 900 hp (670 kW) engines were mounted in a single car to become an 1,800 hp (l,340 kW) locomotive, which could be operated in multiple by a single driver to form a 3,600 hp (2,680 kW) locomotive. To keep costs down, standard locomotives could be mass-produced rather than needing individual designs for each railway, as with steam locomotives. Two units of this type were completed in 1935 and sent on trial throughout much of the USA. They were able to match steam locomotive performance, with considerable economies: fuel costs alone were halved and there was much less wear on the track. In the same year, Electro-Motive began manufacturing diesel-electrie locomotives at La Grange, Illinois, with design modifications: the driver was placed high up above a projecting nose, which improved visibility and provided protection in the event of collision on unguarded level crossings; six-wheeled bogies were introduced, to reduce axle loading and improve stability. The first production passenger locomotives emerged from La Grange in 1937, and by early 1939 seventy units were in service. Meanwhile, improved engines had been developed and were being made at La Grange, and late in 1939 a prototype, four-unit, 5,400 hp (4,000 kW) diesel-electric locomotive for freight trains was produced and sent out on test from coast to coast; production versions appeared late in 1940. After an interval from 1941 to 1943, when Electro-Motive produced diesel engines for military and naval use, locomotive production resumed in quantity in 1944, and within a few years diesel power replaced steam on most railways in the USA.Hal Hamilton remained President of Electro-Motive Corporation until 1942, when it became a division of General Motors, of which he became Vice-President.[br]Further ReadingP.M.Reck, 1948, On Time: The History of the Electro-Motive Division of General Motors Corporation, La Grange, Ill.: General Motors (describes Hamilton's career).PJGRBiographical history of technology > Hamilton, Harold Lee (Hal)
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