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  • 41 основной лицензионный договор

    General subject: Master Licence Agreement

    Универсальный русско-английский словарь > основной лицензионный договор

  • 42 поэтическая вольность

    1) General subject: poetic licence, poetic license

    Универсальный русско-английский словарь > поэтическая вольность

  • 43 разнузданность

    2) leg.N.P. license, licentiousness

    Универсальный русско-английский словарь > разнузданность

  • 44 разрешение на брак

    1) General subject: marriage licence
    3) leg.N.P. marriage license

    Универсальный русско-английский словарь > разрешение на брак

  • 45 разрешение на вывоз

    1) General subject: export licence
    2) Aviation: export license

    Универсальный русско-английский словарь > разрешение на вывоз

  • 46 разрешение на управление автомобилем

    1) General subject: driving licence
    2) American: driver's license

    Универсальный русско-английский словарь > разрешение на управление автомобилем

  • 47 регистрационное свидетельство на собаку

    1) General subject: dog-licence
    2) Security: dog license

    Универсальный русско-английский словарь > регистрационное свидетельство на собаку

  • 48 совмещённая лицензия

    1) General subject: combined licence
    2) Sakhalin energy glossary: combined license
    3) Gold mining: comprehensible license
    4) oil&gas: conjunctive license (?)

    Универсальный русско-английский словарь > совмещённая лицензия

  • 49 Betrieb

    Betrieb m 1. COMP mode; 2. GEN concern, business, workplace, operation (Firma); 3. IND factory, works (Fabrik); operation (von Maschine); 4. PERS place of work, establishment, workplace (Arbeitsstelle) • außer Betrieb GEN out of order, out of action • außer Betrieb sein WIWI be down • außer Betrieb setzen GEN put out of action • Betrieb gründen GEN set up a business, start a (new) business, set up a new business, (infrml) set up shop • im Betrieb IND, PERS on the shop floor • im Betrieb sein GEN be at work • in Betrieb COMP, IND busy (Maschine) • in Betrieb gehen IND go into operation, come on stream • in Betrieb nehmen IND start up • in Betrieb sein IND be on stream, be in operation • in Betrieb setzen IND activate • viel Betrieb haben GEN be very busy
    * * *
    m 1. < Comp> mode; 2. < Geschäft> Firma concern, business, workplace, operation; 3. < Ind> Fabrik factory, works, von Maschine operation; 4. < Person> Arbeitsstelle place of work, establishment, workplace ■ außer Betrieb < Geschäft> out of order, out of action ■ außer Betrieb sein <Vw> be down ■ im Betrieb <Ind, Person> on the shop floor ■ im Betrieb sein < Geschäft> be at work ■ in Betrieb <Comp, Ind> Maschine busy ■ in Betrieb gehen < Ind> go into operation, come on stream ■ in Betrieb nehmen < Ind> start up ■ in Betrieb sein < Ind> be on stream, be in operation ■ in Betrieb setzen < Ind> activate
    * * *
    Betrieb
    (Arbeitsgang) service, (Betreiben) working, running, operating, operation (US), (Betriebsanlage) factory, [manufacturing] plant, works, mill (Br.), (Geschäftsführung) management, (Herstellungsgang) manufacture, (Transport) service, (Unternehmen) firm, business [enterprise], commercial undertaking (establishment), [industrial] concern, company, corporation, (Werkstatt) workshop, shop (Br.);
    • außer Betrieb standing idle, out [of commission], (Bahn) out of service (action), (el.) off, (Fahrstuhl) not working, out of order, (Hotel) not opening, (Maschine) out of blast (gear), idle, not operating, (nicht in Ordnung) out of order, disabled, not working, defunct;
    • für mehrere Betriebe arbeitend consolidated (US);
    • im Betrieb on the shop-floor;
    • nicht im Betrieb inoperative, non-operating, (Fabrik) standing;
    • im Betrieb stehen gelassen (Gewinn) retained in business;
    • in Betrieb operating, operative, in operation, in blast, at work, working, going, running;
    • in vollem Betrieb in full working order, in operation (action), going at full blast;
    • arbeitender Betrieb going business (concern), operating property (US);
    • billig arbeitender Betrieb low-cost plant;
    • kostendeckend arbeitender Betrieb break-even company;
    • für den Staat arbeitender Betrieb government client;
    • bestreikter Betrieb struck shop;
    • dezentralisierter Betrieb departmentalized business (factory) (US);
    • durcharbeitender Betrieb all-night service, (ganze Woche) seven-day operation;
    • durchgehender Betrieb continuous process, continuity of operations;
    • Ein-Mann-Betrieb one-man business;
    • einschichtiger Betrieb single-shift operation;
    • einträglicher Betrieb profitable enterprise;
    • an der Baustelle errichteter Betrieb on-site factory;
    • erstklassiger Betrieb top plant;
    • fahrplanmäßiger Betrieb scheduled operation (US);
    • familienfreundlicher Betrieb family-friendly company;
    • Fisch verarbeitender Betrieb fish-processing plant;
    • forstwirtschaftlicher Betrieb forestry industry (company);
    • an Preisabsprachen nicht gebundener Betrieb outsider;
    • gefährlicher Betrieb dangerous premises;
    • wissenschaftlich geführter Betrieb scientific management;
    • gut gehender Betrieb prosperous enterprise;
    • gemeinnütziger Betrieb non-profit enterprise, public service company (Br.) (corporation, US);
    • gemeinsamer Betrieb joint working;
    • genossenschaftlicher Betrieb cooperative enterprise;
    • auf Gewinn gerichteter Betrieb profit-seeking enterprise;
    • gesundheitsschädlicher Betrieb offensive trade;
    • gewerbepolizeipflichtiger Betrieb trade subject to licence;
    • gewerblicher Betrieb industrial enterprise, manufacturing establishment;
    • gewerkschaftspflichtiger Betrieb closed (union) shop, agency shop (Br.);
    • staatlich genehmigter gewerkschaftspflichtiger Betrieb approved closed shop (Br.);
    • grafischer Betrieb commercial art company, printing establishment;
    • halbautomatischer Betrieb semi-automatic working;
    • handwerklicher Betrieb handicraft;
    • industrieller Betrieb industrial enterprise;
    • kapitalintensiver Betrieb high-cost plant;
    • kriegswichtiger Betrieb essential industry;
    • landwirtschaftlicher Betrieb agricultural enterprise (undertaking), ranch, farm;
    • nicht landwirtschaftlicher Betrieb non-agricultural enterprise (establishment);
    • laufender Betrieb going concern, current operation;
    • auf Hochturen laufender Betrieb drive;
    • reibungslos laufender Betrieb smooth-running entity;
    • lebenswichtige Betrieb key industries, (Versorgung) public utilities;
    • lebhafter Betrieb brisk state of trade;
    • Milch verarbeitender Betrieb milk-processing enterprise;
    • mittelgroßer (mittlerer) Betrieb medium-sized enterprise (business, US), small business (US);
    • öffentlicher Betrieb public enterprise;
    • ökologischer Betrieb organic farm;
    • produzierender Betrieb production unit;
    • rentabler (rentierlicher) Betrieb profitable enterprise (business), economic operation;
    • sparsamer Betrieb economical operation;
    • staatlicher (staatseigener) Betrieb state-owned enterprise (US);
    • staatlich subventionierter Betrieb taxeater;
    • im Gemeineigentum stehender Betrieb publicly-owned enterprise;
    • stillgelegter Betrieb non-factory, mill out of work (Br.), nonoperating property (factory) (US);
    • störungsfreier Betrieb uninterrupted operation;
    • volkseigener Betrieb nationalized (Br.) (socialized) enterprise;
    • rationell wirtschaftender Betrieb efficiently-run enterprise;
    • wirtschaftlicher Betrieb economic operation;
    • Betrieb mit Akkordsystem contract shop (US);
    • Betrieb eines Berkwerkes exploitation of a mine;
    • Betrieb einer Eisenbahnlinie operation of a railway (railroad, US) line;
    • Betrieb mit übertariflicher Gehaltsskala high-paying outsider;
    • Betrieb eines Geschäftes operation of a business;
    • Betrieb an der Grenze der Rentabilität marginal producer (firm);
    • Betrieb der öffentlichen Hand government (state) enterprise;
    • Betrieb mit begrenzter Kapazität limited-capacity plant;
    • Betrieb eines Ladengeschäfts shopkeeping;
    • Betrieb mit geringem Lohnniveau low-wage unit;
    • Betrieb mit betriebseigenen Programmierern (Computer) open shop;
    • Betrieb eines Schiffes operation of a ship;
    • Betrieb mit Staatsaufträgen government contractor;
    • Betrieb eines Unternehmens working of a business;
    • staatlicher Betrieb von Wirtschaftsunternehmen operation of business;
    • Betrieb aufnehmen to begin working, to start running, (Geschäft) to open;
    • Betrieb wieder aufnehmen to resume work (one’s activity);
    • Betrieb ausdehnen to expand operations;
    • Betrieb neu ausstatten to equip a shop with new tools;
    • Betrieb zum Erfolg bringen to work up a business;
    • ganzen Betrieb kostenmäßig durchforsten to cut costs throughout a company;
    • Betrieb einstellen to stop a factory (business), to cease (suspend) operations (working), to shut down, (Bahn) to close a line;
    • Betrieb vorübergehend einstellen to close down temporarily;
    • Betrieb eröffnen to commence business;
    • Betrieb eingestellt haben to have ceased running;
    • in Betrieb halten to keep running (working);
    • Betrieb aus den roten Zahlen herausbringen to administer a company from red to black (US coll.);
    • Betrieb installieren to equip a shop with tools;
    • Betrieb anlaufen lassen to put in (go into) operation, to begin working;
    • Betrieb Fett ansetzen lassen to beef up a plant (sl.);
    • Fabrik in Betrieb setzen lassen to give orders for the work to be started;
    • Betrieb leiten to manage a business, (Werk) to run a plant;
    • in Betrieb nehmen to set going, to set (put) into operation, to operate;
    • automatisch in Betrieb nehmen (el.) to press the button;
    • Bus in Betrieb nehmen to put a bus on the road;
    • Betrieb schließen to close down;
    • Betrieb infolge von Sparsamkeitsmaßnahmen schließen to close its doors for reasons of economy;
    • Betrieb vorübergehend schließen to close temporarily;
    • außer Betrieb sein (Fabrik) to be out of operation, (Maschine) to run idle, (Rundfunkstation) to be off the air;
    • billig im Betrieb sein (Auto) to be run at small cost;
    • in Betrieb sein (Bahnlinie) to be in operation (running), (Fabrik) to work, to be in operation, (Maschine) to run, to be operating, to be worked, (Bus) to be on the road, (Rundfunkstation) to be on the air;
    • durchgehend in Betrieb sein to run full time;
    • das ganze Jahr in Betrieb sein (Auto) to be in commission all the year round;
    • nicht in Betrieb sein to be out of work (at a standstill);
    • ständig in Betrieb sein to run full time;
    • in vollem Betrieb sein to be going at full blast;
    • wieder in Betrieb sein (Hotel) to be running (working) again;
    • aus dem Betrieb gezogen sein (Auto) to be of service;
    • Anlage außer Betrieb setzen to discard an asset;
    • Bahnlinie außer Betrieb setzen to close a line;
    • in Betrieb setzen to put (set) into operation (action), to start [running (working)], to set to work, to prime;
    • wieder in Betrieb setzen to reopen, to restart;
    • Eisenbahnstrecke in Betrieb setzen to open a railway line;
    • Betrieb stilllegen to close down;
    • Betrieb völlig umkrempeln to turn around a company;
    • auf elektrischen Betrieb umstellen (Bahn) to electrify;
    • Betrieb völlig auf Produkte für den Wohnungs- und Straßenbau umstellen to aim a company at totally environmental products;
    • seinen Betrieb vergrößern to enlarge one’s business;
    • Betrieb verlagern (verlegen) to move a plant to another locality, to relocate a plant;
    • Betrieb in Vorstadtgebiete verlagern to go suburban;
    • Betrieb in stark verkleinertem Umfang weiterführen to operate on a drastically reduced scale;
    • in Betrieb genommen werden to go into operation, (Bahnlinie, Straße) to be opened to traffic;
    • aus dem Betrieb ziehen to take out of service;
    • Flugzeug aus dem Betrieb ziehen to ground a plane;
    • Bus aus dem Betrieb ziehen to take a bus off the road.
    durchforsten, Betrieb
    to weed the garden;
    • Regierungsstelle zwecks Einsparungen gründlich durchforsten to comb out a government department.

    Business german-english dictionary > Betrieb

  • 50 gewerbepolizeipflichtiger Betrieb

    gewerbepolizeipflichtiger Betrieb
    trade subject to licence

    Business german-english dictionary > gewerbepolizeipflichtiger Betrieb

  • 51 fri

    1) свобо́дный; неограни́ченный; неза́нятый

    háve fri — быть свобо́дным

    2) беспла́тный; дарово́й

    fri ádgang — свобо́дный вход

    * * *
    clear, free, loose, off, propose, time off, unoccupied
    * * *
    I. adj free;
    (om taxa etc) for hire;
    (se også frit);
    [ med sb:]
    [ have en dag fri] have a day off;
    [ fri kærlighed] free love;
    [ fri næring] trade not subject to licence;
    [ med vb:]
    [ bede sig fri] ask for a day (etc) off;
    [ blive fri for], se ndf;
    [ give ham fri] give him the day (, the morning etc) off;
    [ gå fri], se gå;
    [ have fri] have the day (, evening etc) off;
    [ lad os holde fri for i dag] let's call it a day;
    [ holde fri af] keep clear of;
    [ slippe fri] escape,
    ( for straf, pligt også, T) get off, be let off;
    [ tage fri] take time off ( fx they took time off from the conference to see the sights), take a day (, an evening etc) off,
    ( også: ferie) take a holiday;
    [ jeg vil hellere være fri] I would rather not;
    [ må jeg være så fri at spørge?] may I take the liberty of asking?
    [ være for fri over for] be too familiar with;
    [ med præp og som:]
    (mar) clear of;
    [ fri for] free from ( fx troubles, pain, dust),
    ( befriet for) free of ( fx the roads are free of snow; the harbour is free of ice; at last I am free of her);
    ( fritaget for) exempt from ( fx taxation), free of ( fx tax, duty), excused from ( fx attendance at a meeting);
    (dvs undgå) avoid,
    ( blive af med) get rid of;
    [ blive fri for at] be excused from -ing;
    ( om pligt, straf også, T) be let off -ing ( fx he was let off washing up);
    [ må jeg være fri for dine dumme bemærkninger!] none of your stupid remarks!
    [ i det fri] in the open (air);
    [ en dag i det fri] a day out;
    [ fri som fuglen i luften] free as air.
    II. vb
    ( bejle) propose ( til to), make an offer of marriage.
    III. vb
    ( frigøre) (set) free, deliver;
    [ Gud fri mig!] good gracious!
    [ fri os fra det onde] deliver us from evil.

    Danish-English dictionary > fri

  • 52 Argand, François-Pierre Amis

    [br]
    b. 5 July 1750 Geneva, Switzerland
    d. October 1803 London, England
    [br]
    Swiss inventor of the Argand lamp.
    [br]
    Son of a clockmaker, he studied physics and chemistry under H.-D. de Saussure (1740– 99). In 1775 he moved to Paris, where he taught chemistry and presented a paper on electrical phenomena to the Académie Royale des Sciences. He assisted the Montgolfier brothers in their Paris balloon ascents.
    From 1780 Argand spent some time in Montpellier, where he conceived the idea of the lamp that was to make him famous. It was an oil lamp with gravity oil feed, in which the flame was enlarged by burning it in a current of air induced by two concentric iron tubes. It produced ten times the illumination of the simple oil lamp. From the autumn of 1783 to summer 1785, Argand travelled to London and Birmingham to promote the manufacture and sale of his lamp. Upon his return to Paris, he found that his design had been plagiarized; with others, Argand sought to establish his priority, and Paul Abeille published a tract, Déscouverte des lampes à courant d'air et à cylindre (1785). As a result, the Académie granted Argand a licence to manufacture the lamp. However, during the Revolution, Argand's factories were destroyed and his licence annulled. He withdrew to Versoix, near Geneva. In 1793, the English persuaded him to take refuge in England and tried, apparently without success, to obtain recompense for his losses.
    Argand is also remembered for his work on distillation and on the water distributor or hydraulic ram, which was conceived with Joseph Montgolfier in 1797 and recognized by the grant of a patent in the same year.
    [br]
    Further Reading
    M.Schroder, 1969, The Armand Burner: Its Origin and Development in France and England, 1781–1800, Odense University Press.
    LRD

    Biographical history of technology > Argand, François-Pierre Amis

  • 53 Cierva, Juan de la

    SUBJECT AREA: Aerospace
    [br]
    b. 21 September 1895 Murcia, Spain
    d. 9 December 1936 Croydon, England
    [br]
    Spanish engineer who played a major part in developing the autogiro in the 1920s and 1930s.
    [br]
    At the age of 17, Cierva and some of his friends built a successful two-seater biplane, the BCD-1 (C for Cierva). By 1919 he had designed a large three-engined biplane bomber, the C 3, which unfortunately crashed when its wing stalled (list its lift) during a slow-speed turn. Cierva turned all his energies to designing a flying machine which could not stall: his answer was the autogiro. Although an autogiro looks like a helicopter, its rotor blades are not driven by an engine, but free-wheel like a windmill. Forward speed is provided by a conventional engine and propeller, and even if this engine fails, the autogiro's rotors continue to free-wheel and it descends safely. Cierva patented his autogiro design in 1920, but it took him three years to put theory into practice. By 1925, after further improvements, he had produced a practical rotary-winged flying machine.
    He moved to England and in 1926 established the Cierva Autogiro Company Ltd. The Air Ministry showed great interest and a year later the British company Avro was commissioned to manufacture the C 6A Autogiro under licence. Probably the most significant of Cierva's autogiros was the C 30A, or Avro Rota, which served in the Royal Air Force from 1935 until 1945. Several other manufacturers in France, Germany, Japan and the USA built Cierva autogiros under licence, but only in small numbers and they never really rivalled fixed-wing aircraft. The death of Cierva in an airliner crash in 1936, together with the emergence of successful helicopters, all but extinguished interest in the autogiro.
    [br]
    Principal Honours and Distinctions
    Daniel Guggenheim Medal. Royal Aeronautical Society Silver Medal, Gold Medal (posthumously) 1937.
    Bibliography
    1931, Wings of To-morrow: The Story of the Autogiro, New York (an early account of his work).
    He read a paper on his latest achievements at the Royal Aeronautical Society on 15 March 1935.
    Further Reading
    P.W.Brooks, 1988, Cierva Autogiros: The Development of Rotary Wing Flight, Washington, DC (contains a full account of Cierva's work).
    Jose Warleta. 1977, Autogiro: Juan de la Cierva y su obra, Madrid (a detailed account of his work in Spain).
    Oliver Stewart, 1966, Aviation: The Creative Ideas, London (contains a chapter on Cierva).
    JDS

    Biographical history of technology > Cierva, Juan de la

  • 54 Evans, Oliver

    [br]
    b. 13 September 1755 Newport, Delaware, USA
    d. 15 April 1819 New York, USA
    [br]
    American millwright and inventor of the first automatic corn mill.
    [br]
    He was the fifth child of Charles and Ann Stalcrop Evans, and by the age of 15 he had four sisters and seven brothers. Nothing is known of his schooling, but at the age of 17 he was apprenticed to a Newport wheelwright and wagon-maker. At 19 he was enrolled in a Delaware Militia Company in the Revolutionary War but did not see active service. About this time he invented a machine for bending and cutting off the wires in textile carding combs. In July 1782, with his younger brother, Joseph, he moved to Tuckahoe on the eastern shore of the Delaware River, where he had the basic idea of the automatic flour mill. In July 1782, with his elder brothers John and Theophilus, he bought part of his father's Newport farm, on Red Clay Creek, and planned to build a mill there. In 1793 he married Sarah Tomlinson, daughter of a Delaware farmer, and joined his brothers at Red Clay Creek. He worked there for some seven years on his automatic mill, from about 1783 to 1790.
    His system for the automatic flour mill consisted of bucket elevators to raise the grain, a horizontal screw conveyor, other conveying devices and a "hopper boy" to cool and dry the meal before gathering it into a hopper feeding the bolting cylinder. Together these components formed the automatic process, from incoming wheat to outgoing flour packed in barrels. At that time the idea of such automation had not been applied to any manufacturing process in America. The mill opened, on a non-automatic cycle, in 1785. In January 1786 Evans applied to the Delaware legislature for a twenty-five-year patent, which was granted on 30 January 1787 although there was much opposition from the Quaker millers of Wilmington and elsewhere. He also applied for patents in Pennsylvania, Maryland and New Hampshire. In May 1789 he went to see the mill of the four Ellicot brothers, near Baltimore, where he was impressed by the design of a horizontal screw conveyor by Jonathan Ellicot and exchanged the rights to his own elevator for those of this machine. After six years' work on his automatic mill, it was completed in 1790. In the autumn of that year a miller in Brandywine ordered a set of Evans's machinery, which set the trend toward its general adoption. A model of it was shown in the Market Street shop window of Robert Leslie, a watch-and clockmaker in Philadelphia, who also took it to England but was unsuccessful in selling the idea there.
    In 1790 the Federal Plant Laws were passed; Evans's patent was the third to come within the new legislation. A detailed description with a plate was published in a Philadelphia newspaper in January 1791, the first of a proposed series, but the paper closed and the series came to nothing. His brother Joseph went on a series of sales trips, with the result that some machinery of Evans's design was adopted. By 1792 over one hundred mills had been equipped with Evans's machinery, the millers paying a royalty of $40 for each pair of millstones in use. The series of articles that had been cut short formed the basis of Evans's The Young Millwright and Miller's Guide, published first in 1795 after Evans had moved to Philadelphia to set up a store selling milling supplies; it was 440 pages long and ran to fifteen editions between 1795 and 1860.
    Evans was fairly successful as a merchant. He patented a method of making millstones as well as a means of packing flour in barrels, the latter having a disc pressed down by a toggle-joint arrangement. In 1801 he started to build a steam carriage. He rejected the idea of a steam wheel and of a low-pressure or atmospheric engine. By 1803 his first engine was running at his store, driving a screw-mill working on plaster of Paris for making millstones. The engine had a 6 in. (15 cm) diameter cylinder with a stroke of 18 in. (45 cm) and also drove twelve saws mounted in a frame and cutting marble slabs at a rate of 100 ft (30 m) in twelve hours. He was granted a patent in the spring of 1804. He became involved in a number of lawsuits following the extension of his patent, particularly as he increased the licence fee, sometimes as much as sixfold. The case of Evans v. Samuel Robinson, which Evans won, became famous and was one of these. Patent Right Oppression Exposed, or Knavery Detected, a 200-page book with poems and prose included, was published soon after this case and was probably written by Oliver Evans. The steam engine patent was also extended for a further seven years, but in this case the licence fee was to remain at a fixed level. Evans anticipated Edison in his proposal for an "Experimental Company" or "Mechanical Bureau" with a capital of thirty shares of $100 each. It came to nothing, however, as there were no takers. His first wife, Sarah, died in 1816 and he remarried, to Hetty Ward, the daughter of a New York innkeeper. He was buried in the Bowery, on Lower Manhattan; the church was sold in 1854 and again in 1890, and when no relative claimed his body he was reburied in an unmarked grave in Trinity Cemetery, 57th Street, Broadway.
    [br]
    Further Reading
    E.S.Ferguson, 1980, Oliver Evans: Inventive Genius of the American Industrial Revolution, Hagley Museum.
    G.Bathe and D.Bathe, 1935, Oliver Evans: Chronicle of Early American Engineering, Philadelphia, Pa.
    IMcN

    Biographical history of technology > Evans, Oliver

  • 55 McCormick, Cyrus

    [br]
    b. 1809 Walnut Grove, Virginia, USA
    d. 1884 USA
    [br]
    American inventor of the first functionally and commercially successful reaping machine; founder of the McCormick Company, which was to become one of the founding companies of International Harvester.
    [br]
    Cyrus McCormick's father, a farmer, began to experiment unsuccessfully with a harvesting machine between 1809 and 1816. His son took up the challenge and gave his first public demonstration of his machine in 1831. It cut a 4 ft swathe, but, wanting to perfect the machine, he waited until 1834 before patenting it, by which time he felt that his invention was threatened by others of similar design. In the same year he entered an article in the Mechanics Magazine, warning competitors off his design. His main rival was Obed Hussey who contested McCormick's claim to the originality of the idea, having patented his own machine six months before McCormick.
    A competition between the two machines was held in 1843, the judges favouring McCormick's, even after additional trials were conducted after objections of unfairness from Hussey. The rivalry continued over a number of years, being avidly reported in the agricultural press. The publicity did no harm to reaper sales, and McCormick sold twenty-nine machines in 1843 and fifty the following year.
    As the westward settlement movement progressed, so the demand for McCormick's machine grew. In order to be more central to his markets, McCormick established himself in Chicago. In partnership with C.M.Gray he established a factory to produce 500 harvesters for the 1848 season. By means of advertising and offers of credit terms, as well as production-line assembly, McCormick was able to establish himself as sole owner and also control all production, under the one roof. By the end of the decade he dominated reaper production but other developments were to threaten this position; however, foreign markets were appearing at the same time, not least the opportunities of European sales stimulated by the Great Exhibition in 1851. In the trials arranged by the Royal Agricultural Society of England the McCormick machine significantly outperformed that of Hussey's, and as a result McCormick arranged for 500 to be made under licence in England.
    In 1874 McCormick bought a half interest in the patent for a wire binder from Charles Withington, a watchmaker from Janesville, Wisconsin, and by 1885 a total of 50,000 wire binders had been built in Chicago. By 1881 McCormick was producing twine binders using Appleby's twine knotter under a licence agreement, and by 1885 the company was producing only twine binders. The McCormick Company was one of the co-founders of the International Harvester Company in 1901.
    [br]
    Bibliography
    1972, The Century of the Reaper, Johnson Reprint (the original is in the New York State Library).
    Further Reading
    Graeme Quick and Wesley Buchele, 1978, The Grain Harvesters, American Society of Agricultural Engineers (deals in detail with McCormick's developments).
    G.H.Wendell, 1981, 150 Years of International Harvester, Crestlink (though more concerned with the machinery produced by International Harvester, it gives an account of its originating companies).
    T.W.Hutchinson, 1930, Cyrus Hall McCormick, Seedtime 1809–1856; ——1935, Cyrus Hall McCormick, Harvest 1856–1884 (both attempt to unravel the many claims surrounding the reaper story).
    Herbert N.Casson, 1908, The Romance of the Reaper, Doubleday Page (deals with McCormick, Deering and the formation of International Harvester).
    AP

    Biographical history of technology > McCormick, Cyrus

  • 56 Appleby, John F.

    [br]
    b. 1840 New York, US A
    d. ? USA
    [br]
    American inventor of the knotting mechanism used on early binders and still found on modern baling machines.
    [br]
    As a young man John Appleby worked as a labourer for a farmer near Whitewater in Wisconsin. He was 18 when the farmer bought a new reaping machine. Appleby believed that the concept had not been progressed far enough and that the machine should be able to bind sheaths as well as to cut the corn. It is claimed that while watching a dog playing with a skipping rope he noticed a particular knot created as the dog removed its head from the loop that had passed over it, and recognized the potential of the way in which this knot had been formed. From a piece of apple wood he carved a device that would produce the knot he had seen. A local school teacher backed Appleby's idea with a $50 loan, but the American Civil War and service in the Union Army prevented any further development until 1869 when he took out a patent on a wire-tying binder. A number of the devices were made for him by a company in Beloit. Trials of wire binders held in 1873 highlighted the danger of small pieces of wire caught up in the hay leading to livestock losses. Appleby looked again at the possibility of twine. In 1875 he successfully operated a machine and the following season four were in operation. A number of other developments, not least Behel's "bill hook" knotting device, were also to have an influence in the final development of Appleby's twine-tying binder. As so often happens, it was the vision of the entrepreneur which ultimately led to the success of Appleby's device. In 1877 Appleby persuaded William Deering to produce and market his binder, and 3,000 twine binders, together with the twine produced for them, were put on the market in 1880, with immediate success. Over the next dozen years all harvesting-machine manufacturers adopted the idea, under licence to Appleby.
    [br]
    Further Reading
    G.Quick and W.Buchele, 1978, The Grain Harvesters, American Society of Agricultural Engineers (provides an account of the development of harvesting machinery and the various tying devices developed for them).
    1927, "Twine knotter history", Wisconsin Magazine of History (a more specific account).
    AP

    Biographical history of technology > Appleby, John F.

  • 57 Bollée, Ernest-Sylvain

    [br]
    b. 19 July 1814 Clefmont (Haute-Marne), France
    d. 11 September 1891 Le Mans, France
    [br]
    French inventor of the rotor-stator wind engine and founder of the Bollée manufacturing industry.
    [br]
    Ernest-Sylvain Bollée was the founder of an extensive dynasty of bellfounders based in Le Mans and in Orléans. He and his three sons, Amédée (1844–1917), Ernest-Sylvain fils (1846–1917) and Auguste (1847-?), were involved in work and patents on steam-and petrol-driven cars, on wind engines and on hydraulic rams. The presence of the Bollées' car industry in Le Mans was a factor in the establishment of the car races that are held there.
    In 1868 Ernest-Sylvain Bollée père took out a patent for a wind engine, which at that time was well established in America and in England. In both these countries, variable-shuttered as well as fixed-blade wind engines were in production and patented, but the Ernest-Sylvain Bollée patent was for a type of wind engine that had not been seen before and is more akin to the water-driven turbine of the Jonval type, with its basic principle being parallel to the "rotor" and "stator". The wind drives through a fixed ring of blades on to a rotating ring that has a slightly greater number of blades. The blades of the fixed ring are curved in the opposite direction to those on the rotating blades and thus the air is directed onto the latter, causing it to rotate at a considerable speed: this is the "rotor". For greater efficiency a cuff of sheet iron can be attached to the "stator", giving a tunnel effect and driving more air at the "rotor". The head of this wind engine is turned to the wind by means of a wind-driven vane mounted in front of the blades. The wind vane adjusts the wind angle to enable the wind engine to run at a constant speed.
    The fact that this wind engine was invented by the owner of a brass foundry, with all the gear trains between the wind vane and the head of the tower being of the highest-quality brass and, therefore, small in scale, lay behind its success. Also, it was of prefabricated construction, so that fixed lengths of cast-iron pillar were delivered, complete with twelve treads of cast-iron staircase fixed to the outside and wrought-iron stays. The drive from the wind engine was taken down the inside of the pillar to pumps at ground level.
    Whilst the wind engines were being built for wealthy owners or communes, the work of the foundry continued. The three sons joined the family firm as partners and produced several steam-driven vehicles. These vehicles were the work of Amédée père and were l'Obéissante (1873); the Autobus (1880–3), of which some were built in Berlin under licence; the tram Bollée-Dalifol (1876); and the private car La Mancelle (1878). Another important line, in parallel with the pumping mechanism required for the wind engines, was the development of hydraulic rams, following the Montgolfier patent. In accordance with French practice, the firm was split three ways when Ernest-Sylvain Bollée père died. Amédée père inherited the car side of the business, but it is due to Amédée fils (1867– 1926) that the principal developments in car manufacture came into being. He developed the petrol-driven car after the impetus given by his grandfather, his father and his uncle Ernest-Sylvain fils. In 1887 he designed a four-stroke single-cylinder engine, although he also used engines designed by others such as Peugeot. He produced two luxurious saloon cars before putting Torpilleur on the road in 1898; this car competed in the Tour de France in 1899. Whilst designing other cars, Amédée's son Léon (1870–1913) developed the Voiturette, in 1896, and then began general manufacture of small cars on factory lines. The firm ceased work after a merger with the English firm of Morris in 1926. Auguste inherited the Eolienne or wind-engine side of the business; however, attracted to the artistic life, he sold out to Ernest Lebert in 1898 and settled in the Paris of the Impressionists. Lebert developed the wind-engine business and retained the basic "stator-rotor" form with a conventional lattice tower. He remained in Le Mans, carrying on the business of the manufacture of wind engines, pumps and hydraulic machinery, describing himself as a "Civil Engineer".
    The hydraulic-ram business fell to Ernest-Sylvain fils and continued to thrive from a solid base of design and production. The foundry in Le Mans is still there but, more importantly, the bell foundry of Dominique Bollée in Saint-Jean-de-Braye in Orléans is still at work casting bells in the old way.
    [br]
    Further Reading
    André Gaucheron and J.Kenneth Major, 1985, The Eolienne Bollée, The International Molinological Society.
    Cénomane (Le Mans), 11, 12 and 13 (1983 and 1984).
    KM

    Biographical history of technology > Bollée, Ernest-Sylvain

  • 58 Carlson, Chester Floyd

    [br]
    b. 8 July 1906 Seattle, Washington, USA
    d. 19 September 1968 New York, USA
    [br]
    [br]
    Carlson studied physics at the California Institute of Technology and in 1930 he took a research position at Bell Telephone Laboratories, but soon transferred to their patent department. To equip himself in this field, Carlson studied law, and in 1934 he became a patent attorney at P.R.Mallory \& Co., makers of electrical apparatus. He was struck by the difficulty in obtaining copies of documents and drawings; indeed, while still at school, he had encountered printing problems in trying to produce a newsletter for amateur chemists. He began experimenting with various light-sensitive substances, and by 1937 he had conceived the basic principles of xerography ("dry writing"), using the property of certain substances of losing an electrostatic charge when light impinges on them. His work for Mallory brought him into contact with the Battelle Memorial Institute, the world's largest non-profit research organization; their subsidiary, set up to develop promising ideas, took up Carlson's invention. Carlson received his first US patent for the process in 1940, with two more in 1942, and he assigned to Battelle exclusive patent rights in return for a share of any future proceeds. It was at Battelle that selenium was substituted as the light-sensitive material.
    In 1946 the Haloid Company of Rochester, manufacturers of photographic materials and photocopying equipment, heard of the Xerox copier and, seeing it as a possible addition to their products, took out a licence to develop it commercially. The first Xerox Copier was tested during 1949 and put on the market the following year. The process soon began to displace older methods, such as Photostat, but its full impact on the public came in 1959 with the advent of the Xerox 914 Copier. It is fair to apply the overworked word "revolution" to the change in copying methods initiated by Carlson. He became a multimillionaire from his royalties and stock holding, and in his last years he was able to indulge in philanthropic activities.
    [br]
    Further Reading
    Obituary, 1968, New York Times, 20 September.
    R.M.Schaffert, 1954, "Developments in xerography", Penrose Annual.
    J.Jewkes, 1969, The Sources of Invention, 2nd edn, London: Macmillan, pp. 405–8.
    LRD

    Biographical history of technology > Carlson, Chester Floyd

  • 59 Claudet, Antoine François Jean

    [br]
    b. 12 August 1797 France
    d. 27 December 1867 London, England
    [br]
    French pioneer photographer and photographic inventor in England.
    [br]
    He began his working life in banking but soon went into glassmaking and in 1829 he moved to London to open a glass warehouse. On hearing of the first practicable photographic processes in 1834, Claudet visited Paris, where he received instruction in the daguerreotype process from the inventor Daguerre, and purchased a licence to operate in England. On returning to London he began to sell daguerreotype views of Paris and Rome, but was soon taking and selling his own views of London. At this time exposures could take as long as thirty minutes and portraiture from life was impracticable. Claudet was fascinated by the possibilities of the daguerreotype and embarked on experiments to improve the process. In 1841 he published details of an accelerated process and took out a patent proposing the use of flat painted backgrounds and a red light in dark-rooms. In June of that year Claudet opened the second daguerreotype portrait studio in London, just three months after his rival, Richard Beard. He took stereoscopic photographs for Wheatstone as early as 1842, although it was not until the 1850s that stereoscopy became a major interest. He suggested and patented several improvements to viewers derived from Brewster's pattern.
    Claudet was also one of the first photographers to practise professionally Talbot's calotype process. He became a personal friend of Talbot, one of the few from whom the inventor was prepared to accept advice. Claudet died suddenly in London following an accident that occurred when he was alighting from an omnibus. A memoir produced shortly after his death lists over forty scientific papers relating to his researches into photography.
    [br]
    Principal Honours and Distinctions
    FRS 1853.
    Further Reading
    "The late M.Claudet", 1868, Photographic News 12:3 (obituary).
    "A.Claudet, FRS, a memoir", 1968, (reprinted from The Scientific Review), London: British Association (a fulsome but valuable Victorian view of Claudet).
    H.Gernsheim and A.Gernsheim, 1969, The History of Photography, rev. edn, London (a comprehensive account of Claudet's daguerreotype work).
    H.J.P.Arnold, 1977, William Henry Fox Talbot, London (provides details of Claudet's relationship with Talbot).
    JW

    Biographical history of technology > Claudet, Antoine François Jean

  • 60 Daimler, Gottlieb

    [br]
    b. 17 March 1834 Schorndorff, near Stuttgart, Germany
    d. 6 March 1900 Cannstatt, near Stuttgart, Germany
    [br]
    German engineer, pioneer automobile maker.
    [br]
    The son of a baker, his youthful interest in technical affairs led to his being apprenticed to a gunsmith with whom he produced his apprenticeship piece: a double-barrelled pistol with a rifled barrel and "nicely chased scrollwork", for which he received high praise. He remained there until 1852 before going to technical school in Stuttgart from 1853 to 1857. He then went to a steam-engineering company in Strasbourg to gain practical experience. He completed his formal education at Stuttgart Polytechnik, and in 1861 he left to tour France and England. There he worked in the engine-shop of Smith, Peacock \& Tanner and then with Roberts \& Co., textile machinery manufacturers of Manchester. He later moved to Coventry to work at Whitworths, and it was in that city that he was later involved with the Daimler Motor Company, who had been granted a licence by his company in Germany. In 1867 he was working at Bruderhaus Engineering Works at Reutlingen and in 1869 went to Maschinenbau Gesellschaft Karlsruhe where he became Manager and later a director. Early in the 1870s, N.A. Otto had reorganized his company into Gasmotorenfabrik Deutz and he appointed Gottlieb Daimler as Factory Manager and Wilhelm Maybach as Chief Designer. Together they developed the Otto engine to its limit, with Otto's co-operation. Daimler and Maybach had met previously when both were working at Bruderhaus. In 1875 Daimler left Deutz, taking Maybach with him to set up a factory in Stuttgart to manufacture light, high-speed internal-combustion engines. Their first patent was granted in 1883. This was for an engine fuelled by petrol and with hot tube ignition which continued to be used until Robert Bosch's low-voltage ignition became available in 1897. Two years later he produced his first vehicle, a motor cycle with outriggers. They showed a motor car at the Paris exhibition in 1889, but French manufacturers were slow to come forward and no French company could be found to undertake manufacture. Eventually Panhard and Levassor established the Daimler engine in France. Daimler Motoren GmbH was started in 1895, but soon after Daimler and Maybach parted, having provided an engine for a boat on the River Neckar in 1887 and that for the Wolfert airship in 1888. Daimler was in sole charge of the company from 1895, but his health began to decline in 1899 and he died in 1900.
    [br]
    Further Reading
    E.Johnson, 1986, The Dawn of Motoring. P.Siebetz, 1942, Gottlieb Daimler.
    IMcN

    Biographical history of technology > Daimler, Gottlieb

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