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(1827-1832)

  • 1 Dow and Clark's House of Lords Cases

    Юридический термин: сборник судебных решений палаты лордов, составители Дау и Кларк (1827-1832), сборник судебных решений палаты лордов, составители Доу и Кларк (1827-1832), сборник судебных решений палаты лордов (составители Дау и Кларк, 1827-1832)

    Универсальный англо-русский словарь > Dow and Clark's House of Lords Cases

  • 2 D.&C.

    сокр. от Dow and Clark's House of Lords Cases
    сборник судебных решений палаты лордов, составители Доу и Кларк (1827-1832)

    Англо-русский юридический словарь > D.&C.

  • 3 Dow.&Cl.

    сокр. от Dow and Clark's House of Lords Cases
    сборник судебных решений палаты лордов, составители Дау и Кларк (1827-1832)

    Англо-русский юридический словарь > Dow.&Cl.

  • 4 Brown, Samuel

    [br]
    b. unknown
    d. 1849 England
    [br]
    English cooper, inventor of a gas vacuum engine.
    [br]
    Between the years 1823 and 1833, Brown achieved a number of a firsts as a pioneer of internal-combustion engines. In 1824 he built a full-scale working model of a pumping engine; in 1826, a vehicle fitted with a gas vacuum engine ascended Shooters Hill in Kent; and in 1827 he conducted trials of a motor-driven boat on the Thames that were witnessed by Lords of the Admiralty. The principle of Brown's engine had been demonstrated by Cecil in 1820. A burning gas flame was extinguished within a closed cylinder, creating a partial vacuum; atmospheric pressure was then utilized to produce the working stroke. By 1832 a number of Brown's engines in use for pumping water were reported, the most notable being at Croydon Canal. However, high fuel consumption and running costs prevented a wide acceptance of Brown's engines, and a company formed in 1825 was dissolved only two years later. Brown continued alone with his work until his death.
    [br]
    Bibliography
    1823, British patent no. 4,874 (gas vacuum engine).
    1826, British patent no. 5,350 (improved gas vacuum engine).
    1846, British patent no. 11,076, "Improvements in Gas Engines and in Propelling Carriages and Vessels" (no specification was enrolled).
    Further Reading
    Various discussions of Brown's engines can be found in Mechanics Magazine (1824) 2:360, 385; (1825) 3:6; (1825) 4:19, 309; (1826) 5:145; (1826) 6:79; (1827) 7:82–134; (1832) 17:273.
    The Engineer 182:214.
    A.K.Bruce, Samuel Brown and the Gas Engine.
    Dugald Clerk, 1895, The Gas and Oil Engine, 6th edn, London, pp. 2–3.
    KAB

    Biographical history of technology > Brown, Samuel

  • 5 Babbage, Charles

    [br]
    b. 26 December 1791 Walworth, Surrey, England
    d. 18 October 1871 London, England
    [br]
    English mathematician who invented the forerunner of the modern computer.
    [br]
    Charles Babbage was the son of a banker, Benjamin Babbage, and was a sickly child who had a rather haphazard education at private schools near Exeter and later at Enfield. Even as a child, he was inordinately fond of algebra, which he taught himself. He was conversant with several advanced mathematical texts, so by the time he entered Trinity College, Cambridge, in 1811, he was ahead of his tutors. In his third year he moved to Peterhouse, whence he graduated in 1814, taking his MA in 1817. He first contributed to the Philosophical Transactions of the Royal Society in 1815, and was elected a fellow of that body in 1816. He was one of the founders of the Astronomical Society in 1820 and served in high office in it.
    While he was still at Cambridge, in 1812, he had the first idea of calculating numerical tables by machinery. This was his first difference engine, which worked on the principle of repeatedly adding a common difference. He built a small model of an engine working on this principle between 1820 and 1822, and in July of the latter year he read an enthusiastically received note about it to the Astronomical Society. The following year he was awarded the Society's first gold medal. He submitted details of his invention to Sir Humphry Davy, President of the Royal Society; the Society reported favourably and the Government became interested, and following a meeting with the Chancellor of the Exchequer Babbage was awarded a grant of £1,500. Work proceeded and was carried on for four years under the direction of Joseph Clement.
    In 1827 Babbage went abroad for a year on medical advice. There he studied foreign workshops and factories, and in 1832 he published his observations in On the Economy of Machinery and Manufactures. While abroad, he received the news that he had been appointed Lucasian Professor of Mathematics at Cambridge University. He held the Chair until 1839, although he neither resided in College nor gave any lectures. For this he was paid between £80 and £90 a year! Differences arose between Babbage and Clement. Manufacture was moved from Clement's works in Lambeth, London, to new, fireproof buildings specially erected by the Government near Babbage's house in Dorset Square, London. Clement made a large claim for compensation and, when it was refused, withdrew his workers as well as all the special tools he had made up for the job. No work was possible for the next fifteen months, during which Babbage conceived the idea of his "analytical engine". He approached the Government with this, but it was not until eight years later, in 1842, that he received the reply that the expense was considered too great for further backing and that the Government was abandoning the project. This was in spite of the demonstration and perfectly satisfactory operation of a small section of the analytical engine at the International Exhibition of 1862. It is said that the demands made on manufacture in the production of his engines had an appreciable influence in improving the standard of machine tools, whilst similar benefits accrued from his development of a system of notation for the movements of machine elements. His opposition to street organ-grinders was a notable eccentricity; he estimated that a quarter of his mental effort was wasted by the effect of noise on his concentration.
    [br]
    Principal Honours and Distinctions
    FRS 1816. Astronomical Society Gold Medal 1823.
    Bibliography
    Babbage wrote eighty works, including: 1864, Passages from the Life of a Philosopher.
    July 1822, Letter to Sir Humphry Davy, PRS, on the Application of Machinery to the purpose of calculating and printing Mathematical Tables.
    Further Reading
    1961, Charles Babbage and His Calculating Engines: Selected Writings by Charles Babbage and Others, eds Philip and Emily Morrison, New York: Dover Publications.
    IMcN

    Biographical history of technology > Babbage, Charles

  • 6 Johnson, Percival Norton

    SUBJECT AREA: Metallurgy
    [br]
    b. 29 September 1792 London, England
    d. 1 June 1866 Stoke Fleming, Devon, England
    [br]
    English chemist, assayer, mining engineer and founder of the firm Johnson Matthey.
    [br]
    He was the son of John Johnson, then sole Commercial Assayer in London, from whom he inherited his aptitude for chemistry and metallurgy. At the age of 14 he was apprenticed to his father by the Worshipful Company of Goldsmiths. Ore samples then being analysed in Johnson's office introduced him to the new metal platinum, and resulted in a paper to Philosophical Magazine in 1812. Johnson established himself as a "practical mineralogist" in Maiden Lane, London, in 1818 and in Hatton Garden after 1822. He was greatly assisted by a fellow metallurgist, Thomas Cock (1787–1842), who developed the platinum fabrication and pigment sides of die business. In 1827 Johnson was consulted by the Russian government about the exploitation of the rich platinum deposits that had been discovered in the Urals in 1819. Between 1829 and 1832 Johnson became the first in England to manufacture nickel, extracted from nickel-bearing material imported from Germany at his plant at Bow Common on the Regent's Canal. In 1832 he began to réfine gold imported from the Imperial Brazilian Association by a process which separated without loss the metals silver, platinum, palladium, rhodium and iridium. This profitable activity continued until the Brazilian company was wound up in 1852. Since 1824, Johnson had been named "assay master" by a number of mining companies. From 1843 until the mid-1850s he had a considerable mining interest in the West Country. Meanwhile, the Hatton Garden establishment continued to prosper. In 1839 he was joined by George Matthey, who particularly fostered the Russian platinum business, and in 1851 he was taken unto partnership and the firm became the celebrated Johnson Matthey. In the following year the firm was officially recognized as one of the four Assayers to the Bank of England appointed to handle the flood of gold dust then arriving in England from the Australian gold fields. Soon after, however, ill health compelled him to retire to his Devon country house.
    [br]
    Principal Honours and Distinctions
    FRS 1846.
    Bibliography
    1812, "Experiments which prove platina, when combined with gold and silver, to be soluble in nitric acid", Philosophical Magazine (1st series) 40(171):3–4.
    Further Reading
    D.McDonald, 1951, Percival Norton Johnson, London: Johnson Matthey (includes lists of his publications and his honours and awards).
    ——1964, The Johnsons of Morden Lane, London: Martins.
    ——1960, A History of Platinum, London: Johnson Matthey.
    ASD

    Biographical history of technology > Johnson, Percival Norton

  • 7 Anti-Masonic Party

    ист
    Политическая организация, существовавшая в 1827-36. Была создана в штате Нью-Йорк в знак протеста против коррупции Масонского ордена [Order of the Masons] на волне общественного возмущения, поводом для которого стало таинственное исчезновение в 1826 автора книги о масонских тайнах У. Моргана [Morgan, William]. Партия начала свою деятельность против таких известных масонов, как М. Ван Бюрен [ Van Buren, Martin] и Олбанского регентства [ Albany Regency], а затем выступила против масона Э. Джексона [ Jackson, Andrew] в своей избирательной кампании. Состояла в основном из церковных групп и аболиционистов [ abolitionists]. Принимала участие в президентских избирательных кампаниях 1828 и 1832. Съезд по выдвижению кандидата на пост президента США от этой партии, состоявшийся в 1831 в г. Балтиморе, шт. Мэриленд, установил правило, по которому кандидату для избрания было необходимо набрать 3/4 голосов. Этим правилом в течение почти века пользовались затем основные политические партии страны

    English-Russian dictionary of regional studies > Anti-Masonic Party

  • 8 Clark, William

    (1770-1838) Кларк, Уильям
    Исследователь Дальнего Запада и участник ряда сражений с индейскими племенами Среднего Запада. Младший брат Дж. Р. Кларка [ Clark, George Rogers]. В 1803-06 участвовал в экспедиции по поиску маршрута для прокладки пути через Скалистые горы [ Rocky Mountains] к Тихому океану [ Lewis and Clark Expedition]. Как уполномоченный по делам индейцев [ Superintendent of Indian Affairs] Территории Луизиана и как губернатор Территории Миссури заключил ряд договоров с индейцами. Принял участие в подавлении восстания индейцев уиннебагов [ Winnebago] в 1827 и восстания племени сок [ Sauk] под руководством Черного Ястреба [ Black Hawk] в 1832 [ Black Hawk War]

    English-Russian dictionary of regional studies > Clark, William

  • 9 Fort Leavenworth

    Военная база, местонахождение Командно-штабной школы Сухопутных войск [ Army Command and General Staff School] с 1881. Расположена в 40 км к северо-востоку от г. Канзас-Сити, шт. Канзас, на берегу реки Миссури. Форт основан в 1827 полковником Г. Левенуэртом [ Leavenworth, Henry], получил современное название в 1832. В период освоения Фронтира [ Frontier] служил отправным пунктом для многих военных экспедиций, имел важное стратегическое значение в период войны с Мексикой [ Mexican War] и Гражданской войны [ Civil War]. С 1890-х гг. на территории форта расположена знаменитая тюрьма [ Leavenworth Prison]

    English-Russian dictionary of regional studies > Fort Leavenworth

  • 10 Strickland, William

    (1788-1874) Стрикленд, Уильям
    Влиятельный архитектор XIX в. Творил в классическом стиле: проекты зданий Второго банка США [Second Bank of the United States] (1818-24), Монетного двора США [United States Mint] (1829-33) и Военно-морского госпиталя [Navy Hospital] (1827-48) в Филадельфии, Монетного двора в Новом Орлеане [the New Orleans Mint] (1835-36) и Атенеума в г. Провиденсе [Providence Athenaeum, the] (1838). Лучшим его проектом считают здание Товарной биржи [Merchants' Exchange] (1832-34) в г. Филадельфии, а сам архитектор своей лучшей работой считал капитолий (здание законодательного собрания) штата Теннесси [Tennessee State Capitol] в г. Нашвилле

    English-Russian dictionary of regional studies > Strickland, William

  • 11 Town, Ithiel

    (1784-1844) Таун, Итиел
    Архитектор и инженер, более всего известен как строитель мостов. Первая его крупная постройка - Центральная конгрегационалистская церковь в г. Нью-Хейвене, шт. Коннектикут (1812-14), там же особняк Хиллхаус [the Hillhouse estate] (1828) и вилла самого архитектора (1830). Построил более 50 мостов в Новой Англии [ New England], в 1820 запатентовал конструкцию моста из деревянных ферм [the Town lattice truss, covered bridge]. В 1827-44 работал в г. Нью-Йорке: здание Нью-Йоркской таможни (1832-42) - ныне Национальный памятник "Федеральный зал" [Federal Hall National Memorial]

    English-Russian dictionary of regional studies > Town, Ithiel

  • 12 Webster, Daniel

    (1782-1852) Уэбстер, Дэниел
    Юрист, государственный и политический деятель. В 1810-е федералист [ Federalist Party], с 1832 вместе с Г. Клеем [ Clay, Henry] стал одним из лидеров Партии вигов [ Whigs]. Избирался в Палату представителей [ House of Representatives] (1813-17, 1823-27) и Сенат [ Senate, U.S.] (1827-41, 1845-50). Госсекретарь [ Secretary of State] в 1841-43 и 1850-52. В 1842 заключил договор о границе между США и английскими владениями на северо-востоке [ Webster-Ashburton Treaty]. Активно участвовал в политической жизни, занимая четкие позиции по большинству актуальных проблем: против политики эмбарго в 1808 [ Embargo Act, Macon's Bill No. 2], в поддержку высоких пошлин, выгодных промышленникам Новой Англии [ Nullification Crisis], в поддержку Второго банка Соединенных Штатов [ Second Bank of the United States], в поддержку Компромисса 1850 [ Compromise of 1850] ради сохранения единства страны, против войны с Мексикой [ Mexican War] и аннексии Техаса [ Texas Revolution]. Как юрист успешно выступал в Верховном суде США [ Supreme Court, U.S.] по ряду крупнейших прецедентных дел [ Dartmouth College v. Woodward, McCulloch v. Maryland] и стал известен как "защитник Конституции" ["Defender of the Constitution"]. Славился своим красноречием, до сих пор считается крупнейшим оратором в истории США. В 1900 избран в национальную Галерею славы [ Hall of Fame].

    English-Russian dictionary of regional studies > Webster, Daniel

  • 13 the Great Unknown

    [,greɪtʌn'nəun]
    Вели́кий Неизве́стный (Вальтер Скотт [Walter Scott, 1771-1832]; см. тж. Waverley Novels)

    English-Russian Great Britain dictionary (Великобритания. Лингвострановедческий словарь) > the Great Unknown

  • 14 Bell, Revd Patrick

    [br]
    b. 1799 Auchterhouse, Scotland
    d. 22 April 1869 Carmyllie, Scotland
    [br]
    Scottish inventor of the first successful reaping machine.
    [br]
    The son of a Forfarshire tenant farmer, Patrick Bell obtained an MA from the University of St Andrews. His early association with farming kindled an interest in engineering and mechanics and he was to maintain a workshop not only on his father's farm, but also, in later life, at the parsonage at Carmyllie.
    He was still studying divinity when he invented his reaping machine. Using garden shears as the basis of his design, he built a model in 1827 and a full-scale prototype the following year. Not wishing the machine to be seen during his early experiments, he and his brother planted a sheaf of oats in soil laid out in a shed, and first tried the machine on this. It cut well enough but left the straw in a mess behind it. A canvas belt system was devised and another secret trial in the barn was followed by a night excursion into a field, where corn was successfully harvested.
    Two machines were at work during 1828, apparently achieving a harvest rate of one acre per hour. In 1832 there were ten machines at work, and at least another four had been sent to the United States by this time. Despite their success Bell did not patent his design, feeling that the idea should be given free to the world. In later years he was to regret the decision, feeling that the many badly-made imitations resulted in its poor reputation and prevented its adoption.
    Bell's calling took precedence over his inventive interests and after qualifying he went to Canada in 1833, spending four years in Fergus, Ontario. He later returned to Scotland and be-came the minister at Carmyllie, with a living of £150 per annum.
    [br]
    Principal Honours and Distinctions
    Late in the day he was honoured for his part in the development of the reaping machine. He received an honorary degree from the University of St Andrews and in 1868 a testimonial and £1,000 raised by public subscription by the Highland and Agricultural Society of Scotland.
    Bibliography
    1854, Journal of Agriculture (perhaps stung by other claims, Bell wrote his own account).
    Further Reading
    G.Quick and W.Buchele, 1978, The Grain Harvesters, American Society of Agricultural Engineers (gives an account of the development of harvesting machinery).
    L.J.Jones, 1979, History of Technology, pp. 101–48 (gives a critical assessment of the various claims regarding the originality of the invention).
    51–69 (provides a celebration of Bell's achievement on its centenary).
    AP

    Biographical history of technology > Bell, Revd Patrick

  • 15 Jervis, John Bloomfield

    [br]
    b. 14 December 1795 Huntingdon, New York, USA
    d. 12 January 1885 Rome, New York, USA
    [br]
    American pioneer of civil engineering and locomotive design.
    [br]
    Jervis assisted in the survey and construction of the Erie Canal, and by 1827 was Chief Engineer of the Delaware \& Hudson Canal and, linked with it, the Carbondale Railroad. He instructed Horatio Allen to go to England to purchase locomotives in 1828, and the locomotive Stourbridge Lion, built by J.U. Rastrick, was placed on the railway in 1829. It was the first full-size locomotive to run in America, but the track proved too weak for it to be used regularly. In 1830 Jervis became Chief Engineer to the Mohawk \& Hudson Rail Road, which was the first railway in New York State and was opened the following year. In 1832 the 4–2–0 locomotive Experiment was built to his plans by West Point Foundry: it was the first locomotive to have a leading bogie or truck. Jervis was subsequently associated with many other extensive canals and railways and pioneered economic analysis of engineering problems to enable, for example, the best choice to be made between two possible routes for a railroad.
    [br]
    Bibliography
    1861, Railway Property, New York.
    Further Reading
    J.H.White Jr, 1979, A History of the American Locomotive-Its Development: 1830–1880, New York: Dover Publications Inc.
    J.K.Finch, 1931, "John Bloomfield Jervis, civil engineer", Transactions of the Newcomen Society, 11.
    PJGR

    Biographical history of technology > Jervis, John Bloomfield

  • 16 Telford, Thomas

    SUBJECT AREA: Canals, Civil engineering
    [br]
    b. 9 August 1757 Glendinning, Dumfriesshire, Scotland
    d. 2 September 1834 London, England.
    [br]
    Scottish civil engineer.
    [br]
    Telford was the son of a shepherd, who died when the boy was in his first year. Brought up by his mother, Janet Jackson, he attended the parish school at Westerkirk. He was apprenticed to a stonemason in Lochmaben and to another in Langholm. In 1780 he walked from Eskdale to Edinburgh and in 1872 rode to London on a horse that he was to deliver there. He worked for Sir William Chambers as a mason on Somerset House, then on the Eskdale house of Sir James Johnstone. In 1783–4 he worked on the new Commissioner's House and other buildings at Portsmouth dockyard.
    In late 1786 Telford was appointed County Surveyor for Shropshire and moved to Shrewsbury Castle, with work initially on the new infirmary and County Gaol. He designed the church of St Mary Magdalene, Bridgnorth, and also the church at Madley. Telford built his first bridge in 1790–2 at Montford; between 1790 and 1796 he built forty-five road bridges in Shropshire, including Buildwas Bridge. In September 1793 he was appointed general agent, engineer and architect to the Ellesmere Canal, which was to connect the Mersey and Dee rivers with the Severn at Shrewsbury; William Jessop was Principal Engineer. This work included the Pont Cysyllte aqueduct, a 1,000 ft (305 m) long cast-iron trough 127 ft (39 m) above ground level, which entailed an on-site ironworks and took ten years to complete; the aqueduct is still in use today. In 1800 Telford put forward a plan for a new London Bridge with a single cast-iron arch with a span of 600 ft (183 m) but this was not built.
    In 1801 Telford was appointed engineer to the British Fisheries Society "to report on Highland Communications" in Scotland where, over the following eighteen years, 920 miles (1,480 km) of new roads were built, 280 miles (450 km) of the old military roads were realigned and rebuilt, over 1,000 bridges were constructed and much harbour work done, all under Telford's direction. A further 180 miles (290 km) of new roads were also constructed in the Lowlands of Scotland. From 1804 to 1822 he was also engaged on the construction of the Caledonian Canal: 119 miles (191 km) in all, 58 miles (93 km) being sea loch, 38 miles (61 km) being Lochs Lochy, Oich and Ness, 23 miles (37 km) having to be cut.
    In 1808 he was invited by King Gustav IV Adolf of Sweden to assist Count Baltzar von Platen in the survey and construction of a canal between the North Sea and the Baltic. Telford surveyed the 114 mile (183 km) route in six weeks; 53 miles (85 km) of new canal were to be cut. Soon after the plans for the canal were completed, the King of Sweden created him a Knight of the Order of Vasa, an honour that he would have liked to have declined. At one time some 60,000 soldiers and seamen were engaged on the work, Telford supplying supervisors, machinery—including an 8 hp steam dredger from the Donkin works and machinery for two small paddle boats—and ironwork for some of the locks. Under his direction an ironworks was set up at Motala, the foundation of an important Swedish industrial concern which is still flourishing today. The Gotha Canal was opened in September 1832.
    In 1811 Telford was asked to make recommendations for the improvement of the Shrewsbury to Holyhead section of the London-Holyhead road, and in 1815 he was asked to survey the whole route from London for a Parliamentary Committee. Construction of his new road took fifteen years, apart from the bridges at Conway and over the Menai Straits, both suspension bridges by Telford and opened in 1826. The Menai bridge had a span of 579 ft (176 m), the roadway being 153 ft (47 m) above the water level.
    In 1817 Telford was appointed Engineer to the Exchequer Loan Commission, a body set up to make capital loans for deserving projects in the hard times that followed after the peace of Waterloo. In 1820 he became the first President of the Engineers Institute, which gained its Royal Charter in 1828 to become the Institution of Civil Engineers. He was appointed Engineer to the St Katharine's Dock Company during its construction from 1825 to 1828, and was consulted on several early railway projects including the Liverpool and Manchester as well as a number of canal works in the Midlands including the new Harecastle tunnel, 3,000 ft (914 m) long.
    Telford led a largely itinerant life, living in hotels and lodgings, acquiring his own house for the first time in 1821, 24 Abingdon Street, Westminster, which was partly used as a school for young civil engineers. He died there in 1834, after suffering in his later years from the isolation of deafness. He was buried in Westminster Abbey.
    [br]
    Principal Honours and Distinctions
    FRSE 1803. Knight of the Order of Vasa, Sweden 1808. FRS 1827. First President, Engineers Insitute 1820.
    Further Reading
    L.T.C.Rolt, 1979, Thomas Telford, London: Penguin.
    C.Hadfield, 1993, Thomas Telford's Temptation, London: M. \& M.Baldwin.
    IMcN

    Biographical history of technology > Telford, Thomas

  • 17 Trevithick, Richard

    [br]
    b. 13 April 1771 Illogan, Cornwall, England
    d. 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]
    Bibliography
    Trevithick 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 Reading
    H.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).
    PJGR

    Biographical history of technology > Trevithick, Richard

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