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North Britain (Scotland)

  • 1 North Britain

    [,nɔːθ'brɪtn]
    Се́верная Брита́ния (одно из названий Шотландии [ Scotland]; использовалось в конце 19 - начале 20 вв.)

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

  • 2 north

    1. n
    1) північ
    2) мор. норд
    3) північна частина (область); північний район; північна околиця (міста)
    4) (N.) полярні країни; Крайня Північ; Арктика
    5) (the N.) північні країни (Європи); північні штати (США)
    6) північний вітер; борей
    2. adj
    1) північний

    north wind — північний вітер, норд

    N. Britain — Північна Британія, Шотландія

    2) мор. нордовий
    3) арктичний, полярний

    N. Star — Полярна зірка (зоря)

    4) повернений на північ; що виходить на північ

    north eye — розм. косоокість

    3. adv
    1) на північ, у північному напрямі
    2) з півночі (про вітер)
    4. v
    1) рухатися (прямувати, відхилятися) на північ
    2) завівати з півночі (про вітер)
    * * *
    I n
    1) північ; мop. норд
    2) північ, північна частина або область; північний район; північна окраїна ( міста); північний край ( острова); (North) полярні країни; Крайня Північ, Арктика
    3) ( the North) північні країни ( Європи); північні штати США; жителі півночі, населення північних районів
    4) aмep.; icт. жителі Півночі
    5) північний вітер; пoeт. аквілон, борей
    6) (North) eк. промислово розвинені країни
    II a

    North Britain — Північна Британія, Шотландія; мop. нардовий; арктичний, полярний

    2) звернений на північ; який виходить на північ; north eye cл. косоокість
    III adv
    1) на північ, у північному напрямку
    IV v
    1) рухатися, направлятися, відхилятися на північ; набувати північного напрямку

    English-Ukrainian dictionary > north

  • 3 north

    1. [nɔ:θ] n
    1. 1) север

    geographic(al) /true/ north - географический /истинный/ север

    2) мор. норд
    2. 1) север, северная часть или область; северный район; северная окраина ( города); северная оконечность ( острова)
    2) (North) полярные страны; Крайний Север, Арктика
    3. (the North)
    1) северные страны (Европы и т. п.)
    2) северные штаты США
    3) северяне, население северных районов
    4) амер. ист. северяне
    4. северный ветер; поэт. тж. аквилон, борей
    5. (North) полит., эк. промышленно развитые страны
    2. [nɔ:θ] a
    1. 1) северный

    north wind - северный ветер, норд

    North Britain - Северная Британия, Шотландия

    2) мор. нордовый
    3) арктический, полярный
    2. обращённый к северу; выходящий на север

    north window - окно, выходящее на север

    ♢ north eye - сл. косоглазие

    too far north - слишком уж хитёр (намёк на йоркширцев, которые славятся своей хитростью)

    3. [nɔ:θ] adv
    1. к северу, на север, в северном направлении

    Scotland lies north of England - Шотландия лежит /расположена/ к северу от Англии

    further north than... - (ещё) севернее...

    lies north and south - простирается /тянется/ с севера на юг

    2. с севера ( о ветре)
    4. [nɔ:θ] v редк.
    1. двигаться, направляться, уклоняться на север или к северу; принимать северное направление
    2. задувать с севера ( о ветре)

    НБАРС > north

  • 4 north

    nɔ:θ
    1. сущ.
    1) а) север б) мор. норд;
    северный ветер in the north ≈ на севере to the north ≈ на север, к северу magnetic north ≈ магнитный север true north ≈ географический (истинный) север
    2) (North) северная часть страны, северные районы страны а) брит. (территории, расположенные к северу от залива Хамбер б) амер. территории, расположенные севернее реки Огайо
    2. прил.
    1) а) нордовый, северный б) арктический, полярный Syn: arctic
    2) обращенный к северу;
    выходящий на север, на северную сторону the north entrance ≈ северный выход
    3. нареч. к северу, на север, севернее;
    в северном направлении north about north of
    4. гл.
    1) двигаться к северу
    2) дуть в северном направлении (о ветре) север - geographic(al) /true/ * географический /истинный/ север - magnetic * северный магнитный полюс - to overlook the * выходить на север (об окне и т. п.) (морское) норд - N. by East норд-тень-ост - N. by West норд-тень-вест север, северная часть или область;
    северный район;
    северная окраина (города) ;
    северная оконечность( острова) (N.) полярные страны;
    Крайний Север, Арктика( the N.) северные страны( Европы и т. п.) ;
    северные штаты США;
    северяне, население северных районов;
    (американизм) (историческое) северяне северный ветер;
    тж. аквилон, борей (N.) (политика) (экономика) промышленно развитые страны северный - * wind северный ветер, норд - N. Britain Северная Британия, Шотландия ( морское) нордовый арктический, полярный обращенный к северу;
    выходящий на север - * window окно, выходящее на север > * eye (сленг) косоглазие > too far * слишком уж хитер (намек на йоркширцев, которые славятся своей хитростью) к северу, на север, в северном направлении - to travel * идти к северу - Scotland lies * of England Шотландия лежит /расположена/ к северу от Англии - further * than... (еще) севернее... - due * прямо на север - lies * and south простирается /тянется/ с севера на юг с севера (о ветре) - the wind blows * ветер дует с севера (редкое) двигаться, направляться, уклоняться на север или к северу;
    принимать северное направление( редкое) задувать с севера (о ветре) ~ of к северу от;
    lies north and south тянется (в направлении) с севера на юг north двигаться к северу ~ к северу, на север, в северном направлении;
    north about мор. северным путем, огибая Шотландию ~ норд, северный ветер ~ обращенный к северу ~ север;
    мор. норд ~ (N.) северная часть страны (Англии - к северу от залива Хамбер;
    США - севернее р. Огайо) ~ северный ~ к северу, на север, в северном направлении;
    north about мор. северным путем, огибая Шотландию ~ of к северу от;
    lies north and south тянется (в направлении) с севера на юг

    Большой англо-русский и русско-английский словарь > north

  • 5 N.B.

    N.B.
    nota bene лат. нотабене; обратите особое внимание ————————
    N.B.
    New Brunswick Нью-Брансуик (провинция Канады) ————————
    N.B.
    North Britain (Scotland) Северная Британия (Шотландия)

    English-Russian dictionary of modern abbreviations > N.B.

  • 6 N.B.

    лат. нотабене; обратите особое внимание Нью-Брансуик ( провинция Канады) Северная Британия ( Шотландия)

    English-Russian dictionary of modern abbreviations > N.B.

  • 7 NB

    \/ˌenˈbiː\/
    forkortelse for nota bene, North Britain (som adresse = Scotland), North British, New Brunswick (i Canada)

    English-Norwegian dictionary > NB

  • 8 Empire, Portuguese overseas

    (1415-1975)
       Portugal was the first Western European state to establish an early modern overseas empire beyond the Mediterranean and perhaps the last colonial power to decolonize. A vast subject of complexity that is full of myth as well as debatable theories, the history of the Portuguese overseas empire involves the story of more than one empire, the question of imperial motives, the nature of Portuguese rule, and the results and consequences of empire, including the impact on subject peoples as well as on the mother country and its society, Here, only the briefest account of a few such issues can be attempted.
       There were various empires or phases of empire after the capture of the Moroccan city of Ceuta in 1415. There were at least three Portuguese empires in history: the First empire (1415-1580), the Second empire (1580-1640 and 1640-1822), and the Third empire (1822-1975).
       With regard to the second empire, the so-called Phillipine period (1580-1640), when Portugal's empire was under Spanish domination, could almost be counted as a separate era. During that period, Portugal lost important parts of its Asian holdings to England and also sections of its colonies of Brazil, Angola, and West Africa to Holland's conquests. These various empires could be characterized by the geography of where Lisbon invested its greatest efforts and resources to develop territories and ward off enemies.
       The first empire (1415-1580) had two phases. First came the African coastal phase (1415-97), when the Portuguese sought a foothold in various Moroccan cities but then explored the African coast from Morocco to past the Cape of Good Hope in South Africa. While colonization and sugar farming were pursued in the Atlantic islands, as well as in the islands in the Gulf of Guinea like São Tomé and Príncipe, for the most part the Portuguese strategy was to avoid commitments to defending or peopling lands on the African continent. Rather, Lisbon sought a seaborne trade empire, in which the Portuguese could profit from exploiting trade and resources (such as gold) along the coasts and continue exploring southward to seek a sea route to Portuguese India. The second phase of the first empire (1498-1580) began with the discovery of the sea route to Asia, thanks to Vasco da Gama's first voyage in 1497-99, and the capture of strong points, ports, and trading posts in order to enforce a trade monopoly between Asia and Europe. This Asian phase produced the greatest revenues of empire Portugal had garnered, yet ended when Spain conquered Portugal and commanded her empire as of 1580.
       Portugal's second overseas empire began with Spanish domination and ran to 1822, when Brazil won her independence from Portugal. This phase was characterized largely by Brazilian dominance of imperial commitment, wealth in minerals and other raw materials from Brazil, and the loss of a significant portion of her African and Asian coastal empire to Holland and Great Britain. A sketch of Portugal's imperial losses either to native rebellions or to imperial rivals like Britain and Holland follows:
       • Morocco (North Africa) (sample only)
       Arzila—Taken in 1471; evacuated in 1550s; lost to Spain in 1580, which returned city to a sultan.
       Ceuta—Taken in 1415; lost to Spain in 1640 (loss confirmed in 1668 treaty with Spain).
       • Tangiers—Taken in 15th century; handed over to England in 1661 as part of Catherine of Braganza's dowry to King Charles II.
       • West Africa
       • Fort/Castle of São Jorge da Mina, Gold Coast (in what is now Ghana)—Taken in 1480s; lost to Holland in 1630s.
       • Middle East
       Socotra-isle—Conquered in 1507; fort abandoned in 1511; used as water resupply stop for India fleet.
       Muscat—Conquered in 1501; lost to Persians in 1650.
       Ormuz—Taken, 1505-15 under Albuquerque; lost to England, which gave it to Persia in the 17th century.
       Aden (entry to Red Sea) — Unsuccessfully attacked by Portugal (1513-30); taken by Turks in 1538.
       • India
       • Ceylon (Sri Lanka)—Taken by 1516; lost to Dutch after 1600.
       • Bombay—Taken in 16th century; given to England in 1661 treaty as part of Catherine of Braganza's dowry for Charles II.
       • East Indies
       • Moluccas—Taken by 1520; possession confirmed in 1529 Saragossa treaty with Spain; lost to Dutch after 1600; only East Timor remaining.
       After the restoration of Portuguese independence from Spain in 1640, Portugal proceeded to revive and strengthen the Anglo- Portuguese Alliance, with international aid to fight off further Spanish threats to Portugal and drive the Dutch invaders out of Brazil and Angola. While Portugal lost its foothold in West Africa at Mina to the Dutch, dominion in Angola was consolidated. The most vital part of the imperial economy was a triangular trade: slaves from West Africa and from the coasts of Congo and Angola were shipped to plantations in Brazil; raw materials (sugar, tobacco, gold, diamonds, dyes) were sent to Lisbon; Lisbon shipped Brazil colonists and hardware. Part of Portugal's War of Restoration against Spain (1640-68) and its reclaiming of Brazil and Angola from Dutch intrusions was financed by the New Christians (Jews converted to Christianity after the 1496 Manueline order of expulsion of Jews) who lived in Portugal, Holland and other low countries, France, and Brazil. If the first empire was mainly an African coastal and Asian empire, the second empire was primarily a Brazilian empire.
       Portugal's third overseas empire began upon the traumatic independence of Brazil, the keystone of the Lusitanian enterprise, in 1822. The loss of Brazil greatly weakened Portugal both as a European power and as an imperial state, for the scattered remainder of largely coastal, poor, and uncolonized territories that stretched from the bulge of West Africa to East Timor in the East Indies and Macau in south China were more of a financial liability than an asset. Only two small territories balanced their budgets occasionally or made profits: the cocoa islands of São Tomé and Príncipe in the Gulf of Guinea and tiny Macau, which lost much of its advantage as an entrepot between the West and the East when the British annexed neighboring Hong Kong in 1842. The others were largely burdens on the treasury. The African colonies were strapped by a chronic economic problem: at a time when the slave trade and then slavery were being abolished under pressures from Britain and other Western powers, the economies of Guinea- Bissau, São Tomé/Príncipe, Angola, and Mozambique were totally dependent on revenues from the slave trade and slavery. During the course of the 19th century, Lisbon began a program to reform colonial administration in a newly rejuvenated African empire, where most of the imperial efforts were expended, by means of replacing the slave trade and slavery, with legitimate economic activities.
       Portugal participated in its own early version of the "Scramble" for Africa's interior during 1850-69, but discovered that the costs of imperial expansion were too high to allow effective occupation of the hinterlands. After 1875, Portugal participated in the international "Scramble for Africa" and consolidated its holdings in west and southern Africa, despite the failure of the contra-costa (to the opposite coast) plan, which sought to link up the interiors of Angola and Mozambique with a corridor in central Africa. Portugal's expansion into what is now Malawi, Zambia, and Zimbabwe (eastern section) in 1885-90 was thwarted by its oldest ally, Britain, under pressure from interest groups in South Africa, Scotland, and England. All things considered, Portugal's colonizing resources and energies were overwhelmed by the African empire it possessed after the frontier-marking treaties of 1891-1906. Lisbon could barely administer the massive area of five African colonies, whose total area comprised about 8 percent of the area of the colossal continent. The African territories alone were many times the size of tiny Portugal and, as of 1914, Portugal was the third colonial power in terms of size of area possessed in the world.
       The politics of Portugal's empire were deceptive. Lisbon remained obsessed with the fear that rival colonial powers, especially Germany and Britain, would undermine and then dismantle her African empire. This fear endured well into World War II. In developing and keeping her potentially rich African territories (especially mineral-rich Angola and strategically located Mozambique), however, the race against time was with herself and her subject peoples. Two major problems, both chronic, prevented Portugal from effective colonization (i.e., settling) and development of her African empire: the economic weakness and underdevelopment of the mother country and the fact that the bulk of Portuguese emigration after 1822 went to Brazil, Venezuela, the United States, and France, not to the colonies. These factors made it difficult to consolidate imperial control until it was too late; that is, until local African nationalist movements had organized and taken the field in insurgency wars that began in three of the colonies during the years 1961-64.
       Portugal's belated effort to revitalize control and to develop, in the truest sense of the word, Angola and Mozambique after 1961 had to be set against contemporary events in Europe, Africa, and Asia. While Portugal held on to a backward empire, other European countries like Britain, France, and Belgium were rapidly decolonizing their empires. Portugal's failure or unwillingness to divert the large streams of emigrants to her empire after 1850 remained a constant factor in this question. Prophetic were the words of the 19th-century economist Joaquim Oliveira Martins, who wrote in 1880 that Brazil was a better colony for Portugal than Africa and that the best colony of all would have been Portugal itself. As of the day of the Revolution of 25 April 1974, which sparked the final process of decolonization of the remainder of Portugal's third overseas empire, the results of the colonization program could be seen to be modest compared to the numbers of Portuguese emigrants outside the empire. Moreover, within a year, of some 600,000 Portuguese residing permanently in Angola and Mozambique, all but a few thousand had fled to South Africa or returned to Portugal.
       In 1974 and 1975, most of the Portuguese empire was decolonized or, in the case of East Timor, invaded and annexed by a foreign power before it could consolidate its independence. Only historic Macau, scheduled for transfer to the People's Republic of China in 1999, remained nominally under Portuguese control as a kind of footnote to imperial history. If Portugal now lacked a conventional overseas empire and was occupied with the challenges of integration in the European Union (EU), Lisbon retained another sort of informal dependency that was a new kind of empire: the empire of her scattered overseas Portuguese communities from North America to South America. Their numbers were at least six times greater than that of the last settlers of the third empire.

    Historical dictionary of Portugal > Empire, Portuguese overseas

  • 9 Gresley, Sir Herbert Nigel

    [br]
    b. 19 June 1876 Edinburgh, Scotland
    d. 5 April 1941 Hertford, England
    [br]
    English mechanical engineer, designer of the A4-class 4–6–2 locomotive holding the world speed record for steam traction.
    [br]
    Gresley was the son of the Rector of Netherseale, Derbyshire; he was educated at Marlborough and by the age of 13 was skilled at making sketches of locomotives. In 1893 he became a pupil of F.W. Webb at Crewe works, London \& North Western Railway, and in 1898 he moved to Horwich works, Lancashire \& Yorkshire Railway, to gain drawing-office experience under J.A.F.Aspinall, subsequently becoming Foreman of the locomotive running sheds at Blackpool. In 1900 he transferred to the carriage and wagon department, and in 1904 he had risen to become its Assistant Superintendent. In 1905 he moved to the Great Northern Railway, becoming Superintendent of its carriage and wagon department at Doncaster under H.A. Ivatt. In 1906 he designed and produced a bogie luggage van with steel underframe, teak body, elliptical roof, bowed ends and buckeye couplings: this became the prototype for East Coast main-line coaches built over the next thirty-five years. In 1911 Gresley succeeded Ivatt as Locomotive, Carriage \& Wagon Superintendent. His first locomotive was a mixed-traffic 2–6–0, his next a 2–8–0 for freight. From 1915 he worked on the design of a 4–6–2 locomotive for express passenger traffic: as with Ivatt's 4 4 2s, the trailing axle would allow the wide firebox needed for Yorkshire coal. He also devised a means by which two sets of valve gear could operate the valves on a three-cylinder locomotive and applied it for the first time on a 2–8–0 built in 1918. The system was complex, but a later simplified form was used on all subsequent Gresley three-cylinder locomotives, including his first 4–6–2 which appeared in 1922. In 1921, Gresley introduced the first British restaurant car with electric cooking facilities.
    With the grouping of 1923, the Great Northern Railway was absorbed into the London \& North Eastern Railway and Gresley was appointed Chief Mechanical Engineer. More 4–6– 2s were built, the first British class of such wheel arrangement. Modifications to their valve gear, along lines developed by G.J. Churchward, reduced their coal consumption sufficiently to enable them to run non-stop between London and Edinburgh. So that enginemen might change over en route, some of the locomotives were equipped with corridor tenders from 1928. The design was steadily improved in detail, and by comparison an experimental 4–6–4 with a watertube boiler that Gresley produced in 1929 showed no overall benefit. A successful high-powered 2–8–2 was built in 1934, following the introduction of third-class sleeping cars, to haul 500-ton passenger trains between Edinburgh and Aberdeen.
    In 1932 the need to meet increasing road competition had resulted in the end of a long-standing agreement between East Coast and West Coast railways, that train journeys between London and Edinburgh by either route should be scheduled to take 8 1/4 hours. Seeking to accelerate train services, Gresley studied high-speed, diesel-electric railcars in Germany and petrol-electric railcars in France. He considered them for the London \& North Eastern Railway, but a test run by a train hauled by one of his 4–6–2s in 1934, which reached 108 mph (174 km/h), suggested that a steam train could better the railcar proposals while its accommodation would be more comfortable. To celebrate the Silver Jubilee of King George V, a high-speed, streamlined train between London and Newcastle upon Tyne was proposed, the first such train in Britain. An improved 4–6–2, the A4 class, was designed with modifications to ensure free running and an ample reserve of power up hill. Its streamlined outline included a wedge-shaped front which reduced wind resistance and helped to lift the exhaust dear of the cab windows at speed. The first locomotive of the class, named Silver Link, ran at an average speed of 100 mph (161 km/h) for 43 miles (69 km), with a maximum speed of 112 1/2 mph (181 km/h), on a seven-coach test train on 27 September 1935: the locomotive went into service hauling the Silver Jubilee express single-handed (since others of the class had still to be completed) for the first three weeks, a round trip of 536 miles (863 km) daily, much of it at 90 mph (145 km/h), without any mechanical troubles at all. Coaches for the Silver Jubilee had teak-framed, steel-panelled bodies on all-steel, welded underframes; windows were double glazed; and there was a pressure ventilation/heating system. Comparable trains were introduced between London Kings Cross and Edinburgh in 1937 and to Leeds in 1938.
    Gresley did not hesitate to incorporate outstanding features from elsewhere into his locomotive designs and was well aware of the work of André Chapelon in France. Four A4s built in 1938 were equipped with Kylchap twin blast-pipes and double chimneys to improve performance still further. The first of these to be completed, no. 4468, Mallard, on 3 July 1938 ran a test train at over 120 mph (193 km/h) for 2 miles (3.2 km) and momentarily achieved 126 mph (203 km/h), the world speed record for steam traction. J.Duddington was the driver and T.Bray the fireman. The use of high-speed trains came to an end with the Second World War. The A4s were then demonstrated to be powerful as well as fast: one was noted hauling a 730-ton, 22-coach train at an average speed exceeding 75 mph (120 km/h) over 30 miles (48 km). The war also halted electrification of the Manchester-Sheffield line, on the 1,500 volt DC overhead system; however, anticipating eventual resumption, Gresley had a prototype main-line Bo-Bo electric locomotive built in 1941. Sadly, Gresley died from a heart attack while still in office.
    [br]
    Principal Honours and Distinctions
    Knighted 1936. President, Institution of Locomotive Engineers 1927 and 1934. President, Institution of Mechanical Engineers 1936.
    Further Reading
    F.A.S.Brown, 1961, Nigel Gresley, Locomotive Engineer, Ian Allan (full-length biography).
    John Bellwood and David Jenkinson, Gresley and Stanier. A Centenary Tribute (a good comparative account).
    PJGR

    Biographical history of technology > Gresley, Sir Herbert Nigel

  • 10 MacNeill, Sir John Benjamin

    [br]
    b. 1793 (?) Mount Pleasant, near Dundalk, Louth, Ireland
    d. 2 March 1880
    [br]
    Irish railway engineer and educator.
    [br]
    Sir John MacNeill became a pupil of Thomas Telford and served under him as Superintendent of the Southern Division of the Holyhead Road from London to Shrewsbury. In this capacity he invented a "Road Indicator" or dynamometer. Like other Telford followers, he viewed the advent of railways with some antipathy, but after the death of Telford in 1834 he quickly became involved in railway construction and in 1837 he was retained by the Irish Railway Commissioners to build railways in the north of Ireland (Vignoles received the commission for the south). Much of his subsequent career was devoted to schemes for Irish railways, both those envisaged by the Commissioners and other private lines with more immediately commercial objectives. He was knighted in 1844 on the completion of the Dublin \& Drogheda Railway along the east coast of Ireland. In 1845 MacNeill lodged plans for over 800 miles (1,300 km) of Irish railways. Not all of these were built, many falling victim to Irish poverty in the years after the Famine, but he maintained a large staff and became financially embarrassed. His other schemes included the Grangemouth Docks in Scotland, the Liverpool \& Bury Railway, and the Belfast Waterworks, the latter completed in 1843 and subsequently extended by Bateman.
    MacNeill was an engineer of originality, being the person who introduced iron-lattice bridges into Britain, employing the theoretical and experimental work of Fairbairn and Eaton Hodgkinson (the Boyne Bridge at Drogheda had two such spans of 250ft (76m) each). He also devised the Irish railway gauge of 5 ft 2 in. (1.57 m). Consulted by the Board of Trinity College, Dublin, regarding a School of Engineering in 1842, he was made an Honorary LLD of the University and appointed the first Professor of Civil Engineering, but he relinquished the chair to his assistant, Samuel Downing, in 1846. MacNeill was a large and genial man, but not, we are told, "of methodical and business habit": he relied heavily on his subordinates. Blindness obliged him to retire from practice several years before his death. He was an early member of the Institution of Civil Engineers, joining in 1827, and was elected a Fellow of the Royal Society in 1838.
    [br]
    Principal Honours and Distinctions
    FRS 1838.
    Further Reading
    Dictionary of National Biography. Proceedings of the Institution of Civil Engineers
    73:361–71.
    AB

    Biographical history of technology > MacNeill, Sir John Benjamin

  • 11 Stephenson, Robert

    [br]
    b. 16 October 1803 Willington Quay, Northumberland, England
    d. 12 October 1859 London, England
    [br]
    English engineer who built the locomotive Rocket and constructed many important early trunk railways.
    [br]
    Robert Stephenson's father was George Stephenson, who ensured that his son was educated to obtain the theoretical knowledge he lacked himself. In 1821 Robert Stephenson assisted his father in his survey of the Stockton \& Darlington Railway and in 1822 he assisted William James in the first survey of the Liverpool \& Manchester Railway. He then went to Edinburgh University for six months, and the following year Robert Stephenson \& Co. was named after him as Managing Partner when it was formed by himself, his father and others. The firm was to build stationary engines, locomotives and railway rolling stock; in its early years it also built paper-making machinery and did general engineering.
    In 1824, however, Robert Stephenson accepted, perhaps in reaction to an excess of parental control, an invitation by a group of London speculators called the Colombian Mining Association to lead an expedition to South America to use steam power to reopen gold and silver mines. He subsequently visited North America before returning to England in 1827 to rejoin his father as an equal and again take charge of Robert Stephenson \& Co. There he set about altering the design of steam locomotives to improve both their riding and their steam-generating capacity. Lancashire Witch, completed in July 1828, was the first locomotive mounted on steel springs and had twin furnace tubes through the boiler to produce a large heating surface. Later that year Robert Stephenson \& Co. supplied the Stockton \& Darlington Railway with a wagon, mounted for the first time on springs and with outside bearings. It was to be the prototype of the standard British railway wagon. Between April and September 1829 Robert Stephenson built, not without difficulty, a multi-tubular boiler, as suggested by Henry Booth to George Stephenson, and incorporated it into the locomotive Rocket which the three men entered in the Liverpool \& Manchester Railway's Rainhill Trials in October. Rocket, was outstandingly successful and demonstrated that the long-distance steam railway was practicable.
    Robert Stephenson continued to develop the locomotive. Northumbrian, built in 1830, had for the first time, a smokebox at the front of the boiler and also the firebox built integrally with the rear of the boiler. Then in Planet, built later the same year, he adopted a layout for the working parts used earlier by steam road-coach pioneer Goldsworthy Gurney, placing the cylinders, for the first time, in a nearly horizontal position beneath the smokebox, with the connecting rods driving a cranked axle. He had evolved the definitive form for the steam locomotive.
    Also in 1830, Robert Stephenson surveyed the London \& Birmingham Railway, which was authorized by Act of Parliament in 1833. Stephenson became Engineer for construction of the 112-mile (180 km) railway, probably at that date the greatest task ever undertaken in of civil engineering. In this he was greatly assisted by G.P.Bidder, who as a child prodigy had been known as "The Calculating Boy", and the two men were to be associated in many subsequent projects. On the London \& Birmingham Railway there were long and deep cuttings to be excavated and difficult tunnels to be bored, notoriously at Kilsby. The line was opened in 1838.
    In 1837 Stephenson provided facilities for W.F. Cooke to make an experimental electrictelegraph installation at London Euston. The directors of the London \& Birmingham Railway company, however, did not accept his recommendation that they should adopt the electric telegraph and it was left to I.K. Brunel to instigate the first permanent installation, alongside the Great Western Railway. After Cooke formed the Electric Telegraph Company, Stephenson became a shareholder and was Chairman during 1857–8.
    Earlier, in the 1830s, Robert Stephenson assisted his father in advising on railways in Belgium and came to be increasingly in demand as a consultant. In 1840, however, he was almost ruined financially as a result of the collapse of the Stanhope \& Tyne Rail Road; in return for acting as Engineer-in-Chief he had unwisely accepted shares, with unlimited liability, instead of a fee.
    During the late 1840s Stephenson's greatest achievements were the design and construction of four great bridges, as part of railways for which he was responsible. The High Level Bridge over the Tyne at Newcastle and the Royal Border Bridge over the Tweed at Berwick were the links needed to complete the East Coast Route from London to Scotland. For the Chester \& Holyhead Railway to cross the Menai Strait, a bridge with spans as long-as 460 ft (140 m) was needed: Stephenson designed them as wrought-iron tubes of rectangular cross-section, through which the trains would pass, and eventually joined the spans together into a tube 1,511 ft (460 m) long from shore to shore. Extensive testing was done beforehand by shipbuilder William Fairbairn to prove the method, and as a preliminary it was first used for a 400 ft (122 m) span bridge at Conway.
    In 1847 Robert Stephenson was elected MP for Whitby, a position he held until his death, and he was one of the exhibition commissioners for the Great Exhibition of 1851. In the early 1850s he was Engineer-in-Chief for the Norwegian Trunk Railway, the first railway in Norway, and he also built the Alexandria \& Cairo Railway, the first railway in Africa. This included two tubular bridges with the railway running on top of the tubes. The railway was extended to Suez in 1858 and for several years provided a link in the route from Britain to India, until superseded by the Suez Canal, which Stephenson had opposed in Parliament. The greatest of all his tubular bridges was the Victoria Bridge across the River St Lawrence at Montreal: after inspecting the site in 1852 he was appointed Engineer-in-Chief for the bridge, which was 1 1/2 miles (2 km) long and was designed in his London offices. Sadly he, like Brunel, died young from self-imposed overwork, before the bridge was completed in 1859.
    [br]
    Principal Honours and Distinctions
    FRS 1849. President, Institution of Mechanical Engineers 1849. President, Institution of Civil Engineers 1856. Order of St Olaf (Norway). Order of Leopold (Belgium). Like his father, Robert Stephenson refused a knighthood.
    Further Reading
    L.T.C.Rolt, 1960, George and Robert Stephenson, London: Longman (a good modern biography).
    J.C.Jeaffreson, 1864, The Life of Robert Stephenson, London: Longman (the standard nine-teenth-century biography).
    M.R.Bailey, 1979, "Robert Stephenson \& Co. 1823–1829", Transactions of the Newcomen Society 50 (provides details of the early products of that company).
    J.Kieve, 1973, The Electric Telegraph, Newton Abbot: David \& Charles.
    PJGR

    Biographical history of technology > Stephenson, Robert

  • 12 Tideman, Bruno Joannes

    SUBJECT AREA: Ports and shipping
    [br]
    b. 7 August 1834 Amsterdam, The Netherlands
    d. 11 February 1883 Amsterdam, The Netherlands
    [br]
    Dutch naval architect and constructor, early hydrodyna midst.
    [br]
    The first thirty years of Tideman's life followed the normal pattern for a naval architect: study at the Breda Military Academy, work in the Royal Dockyards of Vlissingen as a constructor and then experience in the United Kingdom "standing by" an armoured vessel being built for the Dutch at Birkenhead. Tideman took the opportunity to acquaint himself with current developments in British shipyards and to study the work of Macquorn Rankine at Glasgow University.
    On his return to the Netherlands he was given the task of adapting the Royal Dockyard of Amsterdam for ironclad construction and from 1870 iron ships were built there. From 1868 until 1873 he taught shipbuilding at what was then the Delft Polytechnic, but resigned on his appointment as Chief Naval Constructor of Holland.
    Through representations to appropriate authority he assisted in founding the great shipyard Koninklijke Maatschappij "De Schelde" and in the setting up of Dutch ferry services across the North Sea. His interest in ship design and in the pioneering work of William Froude led to the founding of the world's second ship model test tank in 1876 in a sheltered part of the Royal Amsterdam Dockyard. The design was based on Froude's Torquay Tank.
    As Scotland's first tank was not opened until 1883, he attracted work from the Clyde, including the testing of the Russian Imperial Yacht Livadia built by Elder's of Glasgow. This contract was so critical that it was agreed that a quartersize model be tested on Loch Lomond. Throughout his life he was respected as an all-round engineer and consultancy work flowed in, the vast bulk of it from Britain. Continual trying to improve standards, Tideman was working on a development plan for Dutch shipbuilding at the time of his death.
    [br]
    Further Reading
    J.M.Dirkzwager, 1970, Bruno Joannes Tideman 1834–1883. Grondlegger van de Moderne Scheepsbouw in Nederland, Leiden.
    FMW

    Biographical history of technology > Tideman, Bruno Joannes

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