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1 Westminster Bridge
['westmɪnstə,brɪdʒ]Вестми́нстерский мост (через р. Темзу в Лондоне. Построен в 1854-62 на месте старого моста, открытого в 1749)по названию района Лондона, где он находитсяEnglish-Russian Great Britain dictionary (Великобритания. Лингвострановедческий словарь) > Westminster Bridge
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2 London Bridge
[,lʌndən'brɪdʒ] 1.Ло́ндонский мост (до 1749 единственный мост через р. Темзу в Лондоне; в 1824-31 перестроен; в 1968 демонтирован и продан частной компании в США; в 1973 открыт новый мост; см. тж. Westminster Bridge)2.Ло́ндон-Бридж (вокзал в Лондоне; конечная станция; тж. станция метро)English-Russian Great Britain dictionary (Великобритания. Лингвострановедческий словарь) > London Bridge
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3 Victoria Embankment
[vɪk,tɔːrɪəɪm'bæŋkmənt]на́бережная Викто́рии (в Лондоне; одна из наиболее красивых; между Вестминстерским мостом [ Westminster Bridge] и мостом Блэкфрайарз [ Blackfriars Bridge])English-Russian Great Britain dictionary (Великобритания. Лингвострановедческий словарь) > Victoria Embankment
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4 Telford, Thomas
[br]b. 9 August 1757 Glendinning, Dumfriesshire, Scotlandd. 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 DistinctionsFRSE 1803. Knight of the Order of Vasa, Sweden 1808. FRS 1827. First President, Engineers Insitute 1820.Further ReadingL.T.C.Rolt, 1979, Thomas Telford, London: Penguin.C.Hadfield, 1993, Thomas Telford's Temptation, London: M. \& M.Baldwin.IMcN -
5 Brunel, Isambard Kingdom
SUBJECT AREA: Civil engineering, Land transport, Mechanical, pneumatic and hydraulic engineering, Ports and shipping, Public utilities, Railways and locomotives[br]b. 9 April 1806 Portsea, Hampshire, Englandd. 15 September 1859 18 Duke Street, St James's, London, England[br]English civil and mechanical engineer.[br]The son of Marc Isambard Brunel and Sophia Kingdom, he was educated at a private boarding-school in Hove. At the age of 14 he went to the College of Caen and then to the Lycée Henri-Quatre in Paris, after which he was apprenticed to Louis Breguet. In 1822 he returned from France and started working in his father's office, while spending much of his time at the works of Maudslay, Sons \& Field.From 1825 to 1828 he worked under his father on the construction of the latter's Thames Tunnel, occupying the position of Engineer-in-Charge, exhibiting great courage and presence of mind in the emergencies which occurred not infrequently. These culminated in January 1828 in the flooding of the tunnel and work was suspended for seven years. For the next five years the young engineer made abortive attempts to find a suitable outlet for his talents, but to little avail. Eventually, in 1831, his design for a suspension bridge over the River Avon at Clifton Gorge was accepted and he was appointed Engineer. (The bridge was eventually finished five years after Brunel's death, as a memorial to him, the delay being due to inadequate financing.) He next planned and supervised improvements to the Bristol docks. In March 1833 he was appointed Engineer of the Bristol Railway, later called the Great Western Railway. He immediately started to survey the route between London and Bristol that was completed by late August that year. On 5 July 1836 he married Mary Horsley and settled into 18 Duke Street, Westminster, London, where he also had his office. Work on the Bristol Railway started in 1836. The foundation stone of the Clifton Suspension Bridge was laid the same year. Whereas George Stephenson had based his standard railway gauge as 4 ft 8½ in (1.44 m), that or a similar gauge being usual for colliery wagonways in the Newcastle area, Brunel adopted the broader gauge of 7 ft (2.13 m). The first stretch of the line, from Paddington to Maidenhead, was opened to traffic on 4 June 1838, and the whole line from London to Bristol was opened in June 1841. The continuation of the line through to Exeter was completed and opened on 1 May 1844. The normal time for the 194-mile (312 km) run from Paddington to Exeter was 5 hours, at an average speed of 38.8 mph (62.4 km/h) including stops. The Great Western line included the Box Tunnel, the longest tunnel to that date at nearly two miles (3.2 km).Brunel was the engineer of most of the railways in the West Country, in South Wales and much of Southern Ireland. As railway networks developed, the frequent break of gauge became more of a problem and on 9 July 1845 a Royal Commission was appointed to look into it. In spite of comparative tests, run between Paddington-Didcot and Darlington-York, which showed in favour of Brunel's arrangement, the enquiry ruled in favour of the narrow gauge, 274 miles (441 km) of the former having been built against 1,901 miles (3,059 km) of the latter to that date. The Gauge Act of 1846 forbade the building of any further railways in Britain to any gauge other than 4 ft 8 1/2 in (1.44 m).The existence of long and severe gradients on the South Devon Railway led to Brunel's adoption of the atmospheric railway developed by Samuel Clegg and later by the Samuda brothers. In this a pipe of 9 in. (23 cm) or more in diameter was laid between the rails, along the top of which ran a continuous hinged flap of leather backed with iron. At intervals of about 3 miles (4.8 km) were pumping stations to exhaust the pipe. Much trouble was experienced with the flap valve and its lubrication—freezing of the leather in winter, the lubricant being sucked into the pipe or eaten by rats at other times—and the experiment was abandoned at considerable cost.Brunel is to be remembered for his two great West Country tubular bridges, the Chepstow and the Tamar Bridge at Saltash, with the latter opened in May 1859, having two main spans of 465 ft (142 m) and a central pier extending 80 ft (24 m) below high water mark and allowing 100 ft (30 m) of headroom above the same. His timber viaducts throughout Devon and Cornwall became a feature of the landscape. The line was extended ultimately to Penzance.As early as 1835 Brunel had the idea of extending the line westwards across the Atlantic from Bristol to New York by means of a steamship. In 1836 building commenced and the hull left Bristol in July 1837 for fitting out at Wapping. On 31 March 1838 the ship left again for Bristol but the boiler lagging caught fire and Brunel was injured in the subsequent confusion. On 8 April the ship set sail for New York (under steam), its rival, the 703-ton Sirius, having left four days earlier. The 1,340-ton Great Western arrived only a few hours after the Sirius. The hull was of wood, and was copper-sheathed. In 1838 Brunel planned a larger ship, some 3,000 tons, the Great Britain, which was to have an iron hull.The Great Britain was screwdriven and was launched on 19 July 1843,289 ft (88 m) long by 51 ft (15.5 m) at its widest. The ship's first voyage, from Liverpool to New York, began on 26 August 1845. In 1846 it ran aground in Dundrum Bay, County Down, and was later sold for use on the Australian run, on which it sailed no fewer than thirty-two times in twenty-three years, also serving as a troop-ship in the Crimean War. During this war, Brunel designed a 1,000-bed hospital which was shipped out to Renkioi ready for assembly and complete with shower-baths and vapour-baths with printed instructions on how to use them, beds and bedding and water closets with a supply of toilet paper! Brunel's last, largest and most extravagantly conceived ship was the Great Leviathan, eventually named The Great Eastern, which had a double-skinned iron hull, together with both paddles and screw propeller. Brunel designed the ship to carry sufficient coal for the round trip to Australia without refuelling, thus saving the need for and the cost of bunkering, as there were then few bunkering ports throughout the world. The ship's construction was started by John Scott Russell in his yard at Millwall on the Thames, but the building was completed by Brunel due to Russell's bankruptcy in 1856. The hull of the huge vessel was laid down so as to be launched sideways into the river and then to be floated on the tide. Brunel's plan for hydraulic launching gear had been turned down by the directors on the grounds of cost, an economy that proved false in the event. The sideways launch with over 4,000 tons of hydraulic power together with steam winches and floating tugs on the river took over two months, from 3 November 1857 until 13 January 1858. The ship was 680 ft (207 m) long, 83 ft (25 m) beam and 58 ft (18 m) deep; the screw was 24 ft (7.3 m) in diameter and paddles 60 ft (18.3 m) in diameter. Its displacement was 32,000 tons (32,500 tonnes).The strain of overwork and the huge responsibilities that lay on Brunel began to tell. He was diagnosed as suffering from Bright's disease, or nephritis, and spent the winter travelling in the Mediterranean and Egypt, returning to England in May 1859. On 5 September he suffered a stroke which left him partially paralysed, and he died ten days later at his Duke Street home.[br]Further ReadingL.T.C.Rolt, 1957, Isambard Kingdom Brunel, London: Longmans Green. J.Dugan, 1953, The Great Iron Ship, Hamish Hamilton.IMcNBiographical history of technology > Brunel, Isambard Kingdom
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6 Bell, Imrie
[br]b. 1836 Edinburgh, Scotlandd. 21 November 1906 Croydon, Surrey, England[br]Scottish civil engineer who built singular and pioneering structures.[br]Following education at the Royal High School of Edinburgh, Bell served an apprenticeship with a Mr Bertram, engineer and shipwright of Leith, before continuing as a regular pupil with Bell and Miller, the well-known civil engineers of Glasgow. A short period at Pelton Colliery in County Durham followed, and then at the early age of 20 Bell was appointed Resident Engineer on the construction of the Meadowside Graving Dock in Glasgow.The Meadowside Dry Dock was opened on 28 January 1858 and was a remarkable act of faith by the proprietors Messrs Tod and McGregor, one of the earliest companies in iron shipbuilding in the British Isles. It was the first dry dock in the City of Glasgow and used the mouth of the river Kelvin for canting ships; at the time the dimensions of 144×19×5.5m depth were regarded as quite daring. This dock was to remain in regular operation for nearly 105 years and is testimony to the skills of Imrie Bell and his colleagues.In the following years he worked for the East India Railway Company, where he was in charge of the southern half of the Jumna Railway Bridge at Allahabad, before going on to other exciting civil engineering contracts in India. On his return home, Bell became Engineer to Leith Docks, and three years later he became Executive Engineer to the States of Jersey, where he constructed St Helier's Harbour and the lighthouse at La Corbiere—the first in Britain to be built with Portland cement. In 1878 he rejoined his old firm of Bell and Miller, and ultimately worked from their Westminster office. One of his last jobs in Scotland was supervising the building of the Great Western Road Bridge in Glasgow, one of the beautiful bridges in the West End of the city.Bell retired from business in 1898 and lived in Surrey for the rest of his life.[br]Bibliography1879–80, "On the St Helier's Harbour works", Transactions of the Institution of Engineers and Shipbuilders in Scotland 23.Further ReadingFred M.Walker, 1984, Song of the Clyde, Cambridge: PSL.FMW -
7 Knight, John Peake
[br]b. 1828d. 1886[br]English railway engineer, inventor of the first road traffic lights in Britain.[br]Knight was initially employed as a clerk at the Midland Railway in Derby, and in 1846 he had a job in the audit office of the Brighton Railway. From 1854 to 1869 he was Superintendent of the South Eastern Railway and then became manager of the London, Brighton and South Coast Railway, a post he held until his death. During this period many improvements were put in hand, including the interlocking of signals, the block system, the incorporation of Westinghouse brakes (in 1878), Pullman cars (1877) and electric lighting.In 1868 it was decided to erect the first set of traffic lights in London in Bridge Street, New Palace Yard, Westminster, and the authorities naturally sought the advice of an engineer familiar with railway practice. Thus John Knight was called in, and red and green lights mounted on the ends of semaphore arms were duly installed. Unfortunately, a fault in the gas supply of this set of lights caused an explosion which killed a police constable.[br]Principal Honours and DistinctionsLieutenant-Colonel, Engineer and Railway Volunteer Staff Corps 1870–86. Associate, Institution of Civil Engineers 1872. Legion of Honour 1878.Further ReadingObituary, 1886, The Engineer 62.IMcN -
8 Simms, Frederick
[br]b. 1863 Hamburg, Germany d. 1944[br]English engineer and entrepreneur who imported the first internal combustion engines into Britain.[br]Simms was born of English parents in Hamburg. He met Gottlieb Daimler at an exhibition in Bremen in 1890, where he had gone to exhibit an aerial cableway that he had designed to provide passenger transport over rivers and valleys; in the previous year, he had invented and patented an automatic railway ticket machine, the principle of which is still in use worldwide. He obtained a licence to develop the Daimler engine throughout the British Empire (excluding Canada). He had great trouble in arranging any demonstration of the Daimler engine as authorities were afraid of the risk of fire and explosion with petroleum spirit, particularly at indoor venues. He succeeded eventually in operating a boat with an internal combustion engine between Charing Cross and Westminster piers on the River Thames in 1891. He then rented space under a railway arch at Putney Bridge station for installing Daimler engines in boats. With Sir David Salomans he was responsible for organizing the first motor show in Britain in 1895; four cars were on show. Simms became a director of the main Daimler company, and was a consultant to the Coventry Daimler Company. He was the founder of the Automobile Club of Great Britain and Ireland, a forerunner of the Royal Automobile Club (RAC), as well as the Society of Motor Manufacturers and Traders.[br]Further ReadingE.Johnson, 1986, The Dawn of Motoring, London: Mercedes-Benz UK Ltd.IMcN
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