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41 spindle
1. n текст. веретено, цевка, коклюшка, шпулька2. n мера пряжи3. n длинный и худой человек, «жердь»spindle file — наколка, штырь или игла для накалывания бумаг
4. n веретенообразный предмет5. n амер. наколка, штырь или игла для накалывания бумаг6. n тех. ось, вал, шпиндель7. n тех. палец; стержень8. n тех. мор. центральный стержень9. n амер. стр. колонна или стержень винтовой лестницы10. n амер. стр. стойка перил на концах лестничных маршей11. v накалывать на штырь, на наколку12. v вытягиваться, делаться длинным и тонким13. v бот. давать длинный стебель или побег14. v редк. плохо развиваться; идти только в ростСинонимический ряд:shaft (noun) arbor; arbour; axle; beam; shaft -
42 Allen, Horatio
[br]b. 10 May 1802 Schenectady, New York, USAd. 1 January 1890 South Orange, New Jersey, USA[br]American engineer, pioneer of steam locomotives.[br]Allen was the Resident Engineer for construction of the Delaware \& Hudson Canal and in 1828 was instructed by J.B. Jervis to visit England to purchase locomotives for the canal's rail extension. He drove the locomotive Stourbridge Lion, built by J.U. Rastrick, on its first trial on 9 August 1829, but weak track prevented its regular use.Allen was present at the Rainhill Trials on the Liverpool \& Manchester Railway in October 1829. So was E.L.Miller, one of the promoters of the South Carolina Canal \& Rail Road Company, to which Allen was appointed Chief Engineer that autumn. Allen was influential in introducing locomotives to this railway, and the West Point Foundry built a locomotive for it to his design; it was the first locomotive built in the USA for sale. This locomotive, which bore some resemblance to Novelty, built for Rainhill by John Braithwaite and John Ericsson, was named Best Friend of Charleston. On Christmas Day 1830 it hauled the first scheduled steam train to run in America, carrying 141 passengers.In 1832 the West Point Foundry built four double-ended, articulated 2–2–0+0–2–2 locomotives to Horatio Allen's design for the South Carolina railroad. From each end of a central firebox extended two boiler barrels side by side with common smokeboxes and chimneys; wheels were mounted on swivelling sub-frames, one at each end, beneath these boilers. Allen's principal object was to produce a powerful locomotive with a light axle loading.Allen subsequently became a partner in Stillman, Allen \& Co. of New York, builders of marine engines, and in 1843 was President of the Erie Railroad.[br]Further ReadingJ.Marshall, 1978, A Biographical Dictionary of Railway Engineers, Newton Abbot: David \& Charles.Dictionary of American Biography.R.E.Carlson, 1969, The Liverpool \& Manchester Railway Project 1821–1831, Newton Abbot: David \& Charles.J.F.Stover, 1961, American Railroads, Chicago: University of Chicago Press.J.H.White Jr, 1994, "Old debts and new visions", in Common Roots—Separate Branches, London: Science Museum, 79–82.PJGR -
43 Dore (Dorr), Samuel Griswold
SUBJECT AREA: Textiles[br]b. USAd. 1794 England[br]American inventor of the first rotary shearing machine.[br]To give a smooth surface to cloth such as the old English broadcloth, the nap was raised and then sheared off. Hand-operated shears of enormous size cut the fibres standing proud of the surface while the cloth was laid over a curved table top. Great skill was required to achieve a smooth finish. Various attempts, such as that in 1784 by James Harmer, a clergyman of Sheffield, were made to mechanize the process by placing several pairs of shears in a frame and operating them by cranks, but these were not successful. The first version of a rotary machine was made by Samuel Griswold Dore (sometimes spelt Dorr), an American from Albany, New York. His first frame, patented in 1792 in America, consisted of a wheel of twelve "spring knives" that were fixed like spokes and set at an angle of about 45° to the horizontal. Under this wheel, and on the same axle, rode a second one, carrying four "tangent knives" that lay almost flat upon the cloth. As the two wheels rotated above the cloth's surface, they acted in "the manner of shears". The principle used in Dore's machine is certainly different from that in the later, successful machine of John Lewis. The machine was thought to be too complicated and expensive for American woollen manufacturers and was much better suited to circumstances in the English industry, Dore therefore moved to England. However, in his British patent in 1793, he introduced a different design, which was more like that on which both Lewis's machine and the lawnmower were based, with knives set across the periphery of a hollow cylinder or barrel. Little more was heard of his machine in Britain, possibly because of Dore's death, which is mentioned in his patent of 1794, although it was used in America and France. Dore's son and others improved the machine in America and brought new specifications to England in 1811, when several patents were taken out.[br]Bibliography1792. US patent (rotary shearing machine).1793. British patent no. 1,945 (rotary shearing machine). 1794. British patent no. 1,985.Further ReadingD.J.Jeremy, 1981, Transatlantic Industrial Revolution. The Diffusion of Textile Technologies Between Britain and America, 1790–1830s, Oxford (examines Dore's inventions and their transfer to Britain).Mention of Dore can be found in: J. de L.Mann, 1971, The Cloth Industry in the West of England from 1660 to 1880, Oxford; K.G.Ponting, 1971, The Woollen Industry of South-West England, Bath.C.Singer (ed.), 1958, A History of Technology, Vol. IV, Oxford: Clarendon Press (discusses Dore's inventions).RLHBiographical history of technology > Dore (Dorr), Samuel Griswold
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44 Sprague, Frank Julian
[br]b. 25 July 1857 Milford, Connecticut, USAd. 25 October 1934 New York, USA[br]American electrical engineer and inventor, a leading innovator in electric propulsion systems for urban transport.[br]Graduating from the United States Naval Academy, Annapolis, in 1878, Sprague served at sea and with various shore establishments. In 1883 he resigned from the Navy and obtained employment with the Edison Company; but being convinced that the use of electricity for motive power was as important as that for illumination, in 1884 he founded the Sprague Electric Railway and Motor Company. Sprague began to develop reliable and efficient motors in large sizes, marketing 15 hp (11 kW) examples by 1885. He devised the method of collecting current by using a wooden, spring-loaded rod to press a roller against the underside of an overhead wire. The installation by Sprague in 1888 of a street tramway on a large scale in Richmond, Virginia, was to become the prototype of the universally adopted trolley system with overhead conductor and the beginning of commercial electric traction. Following the success of the Richmond tramway the company equipped sixty-seven other railways before its merger with Edison General Electric in 1890. The Sprague traction motor supported on the axle of electric streetcars and flexibly mounted to the bogie set a pattern that was widely adopted for many years.Encouraged by successful experiments with multiple-sheave electric elevators, the Sprague Elevator Company was formed and installed the first set of high-speed passenger cars in 1893–4. These effectively displaced hydraulic elevators in larger buildings. From experience with control systems for these, he developed his system of multiple-unit control for electric trains, which other engineers had considered impracticable. In Sprague's system, a master controller situated in the driver's cab operated electrically at a distance the contactors and reversers which controlled the motors distributed down the train. After years of experiment, Sprague's multiple-unit control was put into use for the first time in 1898 by the Chicago South Side Elevated Railway: within fifteen years multiple-unit operation was used worldwide.[br]Principal Honours and DistinctionsPresident, American Institute of Electrical Engineers 1892–3. Franklin Institute Elliot Cresson Medal 1904, Franklin Medal 1921. American Institute of Electrical Engineers Edison Medal 1910.Bibliography1888, "The solution of municipal rapid transit", Trans. AIEE 5:352–98. See "The multiple unit system for electric railways", Cassiers Magazine, (1899) London, repub. 1960, 439–460.1934, "Digging in “The Mines of the Motor”", Electrical Engineering 53, New York: 695–706 (a short autobiography).Further ReadingLionel Calisch, 1913, Electric Traction, London: The Locomotive Publishing Co., Ch. 6 (for a near-contemporary view of Sprague's multiple-unit control).D.C.Jackson, 1934, "Frank Julian Sprague", Scientific Monthly 57:431–41.H.C.Passer, 1952, "Frank Julian Sprague: father of electric traction", in Men of Business, ed. W. Miller, Cambridge, Mass., pp. 212–37 (a reliable account).——1953, The Electrical Manufacturers: 1875–1900, Cambridge, Mass. P.Ransome-Wallis (ed.), 1959, The Concise Encyclopaedia of World RailwayLocomotives, London: Hutchinson, p. 143..John Marshall, 1978, A Biographical Dictionary of Railway Engineers, Newton Abbot: David \& Charles.GW / PJGR
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