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chief of motive power

  • 1 chief of motive power

    Универсальный англо-русский словарь > chief of motive power

  • 2 chief of motive power

    Англо-русский железнодорожный словарь > chief of motive power

  • 3 начальник тяги

    1) Military: (службы) chief of equipment, (службы) chief of motor power

    Универсальный русско-английский словарь > начальник тяги

  • 4 начальник подвижного состава

    Railway term: chief of motive power

    Универсальный русско-английский словарь > начальник подвижного состава

  • 5 Chapelon, André

    [br]
    b. 26 October 1892 Saint-Paul-en-Cornillon, Loire, France
    d. 29 June 1978 Paris, France
    [br]
    French locomotive engineer who developed high-performance steam locomotives.
    [br]
    Chapelon's technical education at the Ecole Centrale des Arts et Manufactures, Paris, was interrupted by extended military service during the First World War. From experience of observing artillery from the basket of a captive balloon, he developed a method of artillery fire control which was more accurate than that in use and which was adopted by the French army.
    In 1925 he joined the motive-power and rolling-stock department of the Paris-Orléans Railway under Chief Mechanical Engineer Maurice Lacoin and was given the task of improving the performance of its main-line 4–6–2 locomotives, most of them compounds. He had already made an intensive study of steam locomotive design and in 1926 introduced his Kylchap exhaust system, based in part on the earlier work of the Finnish engineer Kyläla. Chapelon improved the entrainment of the hot gases in the smokebox by the exhaust steam and so minimized back pressure in the cylinders, increasing the power of a locomotive substantially. He also greatly increased the cross-sectional area of steam passages, used poppet valves instead of piston valves and increased superheating of steam. PO (Paris-Orléans) 4–6–2s rebuilt on these principles from 1929 onwards proved able to haul 800-ton trains, in place of the previous 500-ton trains, and to do so to accelerated schedules with reduced coal consumption. Commencing in 1932, some were converted, at the time of rebuilding, into 4–8–0s to increase adhesive weight for hauling heavy trains over the steeply graded Paris-Toulouse line.
    Chapelon's principles were quickly adopted on other French railways and elsewhere.
    H.N. Gresley was particularly influenced by them. After formation of the French National Railways (SNCF) in 1938, Chapelon produced in 1941 a prototype rebuilt PO 2–10–0 freight locomotive as a six-cylinder compound, with four low-pressure cylinders to maximize expansive use of steam and with all cylinders steam-jacketed to minimize heat loss by condensation and radiation. War conditions delayed extended testing until 1948–52. Meanwhile Chapelon had, by rebuilding, produced in 1946 a high-powered, three-cylinder, compound 4–8–4 intended as a stage in development of a proposed range of powerful and thermally efficient steam locomotives for the postwar SNCF: a high-speed 4–6–4 in this range was to run at sustained speeds of 125 mph (200 km/h). However, plans for improved steam locomotives were then overtaken in France by electriflcation and dieselization, though the performance of the 4–8–4, which produced 4,000 hp (3,000 kW) at the drawbar for the first time in Europe, prompted modification of electric locomotives, already on order, to increase their power.
    Chapelon retired from the SNCF in 1953, but continued to act as a consultant. His principles were incorporated into steam locomotives built in France for export to South America, and even after the energy crisis of 1973 he was consulted on projects to build improved, high-powered steam locomotives for countries with reserves of cheap coal. The eventual fall in oil prices brought these to an end.
    [br]
    Bibliography
    1938, La Locomotive à vapeur, Paris: J.B.Bailière (a comprehensive summary of contemporary knowledge of every function of the locomotive).
    Further Reading
    H.C.B.Rogers, 1972, Chapelon, Genius of French Steam, Shepperton: Ian Allan.
    1986, "André Chapelon, locomotive engineer: a survey of his work", Transactions of the Newcomen Society 58 (a symposium on Chapelon's work).
    Obituary, 1978, Railway Engineer (September/October) (makes reference to the technical significance of Chapelon's work).
    PJGR

    Biographical history of technology > Chapelon, André

  • 6 Stephenson, George

    [br]
    b. 9 June 1781 Wylam, Northumberland, England
    d. 12 August 1848 Tapton House, Chesterfield, England
    [br]
    English engineer, "the father of railways".
    [br]
    George Stephenson was the son of the fireman of the pumping engine at Wylam colliery, and horses drew wagons of coal along the wooden rails of the Wylam wagonway past the house in which he was born and spent his earliest childhood. While still a child he worked as a cowherd, but soon moved to working at coal pits. At 17 years of age he showed sufficient mechanical talent to be placed in charge of a new pumping engine, and had already achieved a job more responsible than that of his father. Despite his position he was still illiterate, although he subsequently learned to read and write. He was largely self-educated.
    In 1801 he was appointed Brakesman of the winding engine at Black Callerton pit, with responsibility for lowering the miners safely to their work. Then, about two years later, he became Brakesman of a new winding engine erected by Robert Hawthorn at Willington Quay on the Tyne. Returning collier brigs discharged ballast into wagons and the engine drew the wagons up an inclined plane to the top of "Ballast Hill" for their contents to be tipped; this was one of the earliest applications of steam power to transport, other than experimentally.
    In 1804 Stephenson moved to West Moor pit, Killingworth, again as Brakesman. In 1811 he demonstrated his mechanical skill by successfully modifying a new and unsatisfactory atmospheric engine, a task that had defeated the efforts of others, to enable it to pump a drowned pit clear of water. The following year he was appointed Enginewright at Killingworth, in charge of the machinery in all the collieries of the "Grand Allies", the prominent coal-owning families of Wortley, Liddell and Bowes, with authorization also to work for others. He built many stationary engines and he closely examined locomotives of John Blenkinsop's type on the Kenton \& Coxlodge wagonway, as well as those of William Hedley at Wylam.
    It was in 1813 that Sir Thomas Liddell requested George Stephenson to build a steam locomotive for the Killingworth wagonway: Blucher made its first trial run on 25 July 1814 and was based on Blenkinsop's locomotives, although it lacked their rack-and-pinion drive. George Stephenson is credited with building the first locomotive both to run on edge rails and be driven by adhesion, an arrangement that has been the conventional one ever since. Yet Blucher was far from perfect and over the next few years, while other engineers ignored the steam locomotive, Stephenson built a succession of them, each an improvement on the last.
    During this period many lives were lost in coalmines from explosions of gas ignited by miners' lamps. By observation and experiment (sometimes at great personal risk) Stephenson invented a satisfactory safety lamp, working independently of the noted scientist Sir Humphry Davy who also invented such a lamp around the same time.
    In 1817 George Stephenson designed his first locomotive for an outside customer, the Kilmarnock \& Troon Railway, and in 1819 he laid out the Hetton Colliery Railway in County Durham, for which his brother Robert was Resident Engineer. This was the first railway to be worked entirely without animal traction: it used inclined planes with stationary engines, self-acting inclined planes powered by gravity, and locomotives.
    On 19 April 1821 Stephenson was introduced to Edward Pease, one of the main promoters of the Stockton \& Darlington Railway (S \& DR), which by coincidence received its Act of Parliament the same day. George Stephenson carried out a further survey, to improve the proposed line, and in this he was assisted by his 18-year-old son, Robert Stephenson, whom he had ensured received the theoretical education which he himself lacked. It is doubtful whether either could have succeeded without the other; together they were to make the steam railway practicable.
    At George Stephenson's instance, much of the S \& DR was laid with wrought-iron rails recently developed by John Birkinshaw at Bedlington Ironworks, Morpeth. These were longer than cast-iron rails and were not brittle: they made a track well suited for locomotives. In June 1823 George and Robert Stephenson, with other partners, founded a firm in Newcastle upon Tyne to build locomotives and rolling stock and to do general engineering work: after its Managing Partner, the firm was called Robert Stephenson \& Co.
    In 1824 the promoters of the Liverpool \& Manchester Railway (L \& MR) invited George Stephenson to resurvey their proposed line in order to reduce opposition to it. William James, a wealthy land agent who had become a visionary protagonist of a national railway network and had seen Stephenson's locomotives at Killingworth, had promoted the L \& MR with some merchants of Liverpool and had carried out the first survey; however, he overreached himself in business and, shortly after the invitation to Stephenson, became bankrupt. In his own survey, however, George Stephenson lacked the assistance of his son Robert, who had left for South America, and he delegated much of the detailed work to incompetent assistants. During a devastating Parliamentary examination in the spring of 1825, much of his survey was shown to be seriously inaccurate and the L \& MR's application for an Act of Parliament was refused. The railway's promoters discharged Stephenson and had their line surveyed yet again, by C.B. Vignoles.
    The Stockton \& Darlington Railway was, however, triumphantly opened in the presence of vast crowds in September 1825, with Stephenson himself driving the locomotive Locomotion, which had been built at Robert Stephenson \& Co.'s Newcastle works. Once the railway was at work, horse-drawn and gravity-powered traffic shared the line with locomotives: in 1828 Stephenson invented the horse dandy, a wagon at the back of a train in which a horse could travel over the gravity-operated stretches, instead of trotting behind.
    Meanwhile, in May 1826, the Liverpool \& Manchester Railway had successfully obtained its Act of Parliament. Stephenson was appointed Engineer in June, and since he and Vignoles proved incompatible the latter left early in 1827. The railway was built by Stephenson and his staff, using direct labour. A considerable controversy arose c. 1828 over the motive power to be used: the traffic anticipated was too great for horses, but the performance of the reciprocal system of cable haulage developed by Benjamin Thompson appeared in many respects superior to that of contemporary locomotives. The company instituted a prize competition for a better locomotive and the Rainhill Trials were held in October 1829.
    Robert Stephenson had been working on improved locomotive designs since his return from America in 1827, but it was the L \& MR's Treasurer, Henry Booth, who suggested the multi-tubular boiler to George Stephenson. This was incorporated into a locomotive built by Robert Stephenson for the trials: Rocket was entered by the three men in partnership. The other principal entrants were Novelty, entered by John Braithwaite and John Ericsson, and Sans Pareil, entered by Timothy Hackworth, but only Rocket, driven by George Stephenson, met all the organizers' demands; indeed, it far surpassed them and demonstrated the practicability of the long-distance steam railway. With the opening of the Liverpool \& Manchester Railway in 1830, the age of railways began.
    Stephenson was active in many aspects. He advised on the construction of the Belgian State Railway, of which the Brussels-Malines section, opened in 1835, was the first all-steam railway on the European continent. In England, proposals to link the L \& MR with the Midlands had culminated in an Act of Parliament for the Grand Junction Railway in 1833: this was to run from Warrington, which was already linked to the L \& MR, to Birmingham. George Stephenson had been in charge of the surveys, and for the railway's construction he and J.U. Rastrick were initially Principal Engineers, with Stephenson's former pupil Joseph Locke under them; by 1835 both Stephenson and Rastrick had withdrawn and Locke was Engineer-in-Chief. Stephenson remained much in demand elsewhere: he was particularly associated with the construction of the North Midland Railway (Derby to Leeds) and related lines. He was active in many other places and carried out, for instance, preliminary surveys for the Chester \& Holyhead and Newcastle \& Berwick Railways, which were important links in the lines of communication between London and, respectively, Dublin and Edinburgh.
    He eventually retired to Tapton House, Chesterfield, overlooking the North Midland. A man who was self-made (with great success) against colossal odds, he was ever reluctant, regrettably, to give others their due credit, although in retirement, immensely wealthy and full of honour, he was still able to mingle with people of all ranks.
    [br]
    Principal Honours and Distinctions
    President, Institution of Mechanical Engineers, on its formation in 1847. Order of Leopold (Belgium) 1835. Stephenson refused both a knighthood and Fellowship of the Royal Society.
    Bibliography
    1815, jointly with Ralph Dodd, British patent no. 3,887 (locomotive drive by connecting rods directly to the wheels).
    1817, jointly with William Losh, British patent no. 4,067 (steam springs for locomotives, and improvements to track).
    Further Reading
    L.T.C.Rolt, 1960, George and Robert Stephenson, Longman (the best modern biography; includes a bibliography).
    S.Smiles, 1874, The Lives of George and Robert Stephenson, rev. edn, London (although sycophantic, this is probably the best nineteenthcentury biography).
    PJGR

    Biographical history of technology > Stephenson, George

  • 7 Bousquet, Gaston du

    [br]
    b. 20 August 1839 Paris, France
    d. 24 March 1910 Paris, France
    [br]
    French locomotive engineer noted for the successful development of compound locomotives.
    [br]
    Bousquet spent his entire working life with the Northern Railway of France, reaching the position of Chief Engineer of Rolling Stock and Motive Power in 1890. In 1886 he was associated with Alfred de Glehn, technical head of locomotive builder Société Alsacienne de Constructions Mécaniques, in the building of a four-cylinder, four-crank, compound 2–2–2–0 partly derived from the work of F.W. Webb. In continuing association with de Glehn, Bousquet then designed a four-cylinder, compound 440 with the low-pressure cylinders beneath the smokebox and the high-pressure ones outside the frames; the first was completed in 1891. The details were well designed and the locomotive was the forerunner of a highly successful series. It was developed into 4–6–0, 4–4–2 and 4–6–2 types, and examples were used in quantity by all the principal French railways and by some in Germany, while G.J. Churchward brought three of the 4–4–2s to the Great Western Railway in England for comparison with his own locomotives. In 1905 Bousquet introduced an articulated 0–6–2+2–6–0 compound tank locomotive for freight trains: the two driving bogies supported a frame carrying boiler, tanks, etc. At the time of his death he was working on compound 4–6–4 locomotives.
    [br]
    Further Reading
    J.T.van Riemsdijk, 1970, "The compound locomotive (Part 1)", Transactions of the New comen Society 43; 1972, Part 2, Transactions of the New comen Society 44 (fully describes Bousquet's locomotives).
    PJGR

    Biographical history of technology > Bousquet, Gaston du

  • 8 prime

    I 1. noun
    1) Höhepunkt, der; Krönung, die

    in the prime of life/youth — in der Blüte seiner/ihrer Jahre/der Jugend (geh.)

    be in/past one's prime — in den besten Jahren sein/die besten Jahre überschritten haben

    2) (Math.) Primzahl, die
    2. adjective
    1) (chief) Haupt-; hauptsächlich

    prime motive — Hauptmotiv, das

    2) (excellent) erstklassig; vortrefflich [Beispiel]; [Fleisch] erster Güteklasse

    in prime condition — [Sportler, Tier] in bester Verfassung; voll ausgereift [Obst]

    II transitive verb
    1) (equip) vorbereiten

    prime somebody with information/advice — jemanden instruieren/jemandem Ratschläge erteilen

    well primed — gut vorbereitet

    2) grundieren [Wand, Decke]
    3) füllen [Pumpe]
    4) schärfen [Sprengkörper]
    * * *
    I 1. adjective
    1) (first or most important: the prime minister; a matter of prime importance.) wichtigst
    2) (best: in prime condition.) erstklassig
    2. noun
    (the best part (of a person's etc life, usually early middle age): He is in his prime; the prime of life.) die Blüte
    - academic.ru/57931/primary">primary
    - primarily
    - primary colours
    - prime minister
    - prime number
    - prime time     3. adjective
    prime-time advertising.)
    II verb
    (to prepare (something) by putting something into or on it: He primed (=put gunpowder into) his gun; You must prime (=treat with primer) the wood before you paint it.) (zünd)fertig machen
    * * *
    [praɪm]
    I. adj attr, inv
    1. (main) wesentlich, Haupt-
    of \prime importance von äußerster Wichtigkeit
    \prime objective oberstes Ziel
    \prime suspect Hauptverdächtige(r) f(m)
    2. (best) erstklassig
    \prime cuts of meat Fleischstücke pl bester Qualität
    a \prime example ein ausgezeichnetes [o vortreffliches] Beispiel
    3. MATH
    \prime factor Primfaktor m
    \prime factorization Primfaktorenzerlegung f
    II. n no pl
    1. (time of greatest success) Blütezeit f fig
    the \prime of life das beste Alter
    in the \prime of one's youth in der Blüte der Jugend geh
    to be in one's \prime im besten Alter sein, in der Blüte seiner Jahre stehen geh
    to be past one's \prime die besten Jahre hinter sich dat haben, [schon] bessere Zeiten gesehen haben fam
    2. AM FIN Primerate f, Leitzins m [für erste Adressen]
    3. MATH Primzahl f
    III. vt
    ▪ to \prime sb jdn vorbereiten
    ▪ to be \primed to do sth bereit [o darauf vorbereitet] sein, etw zu tun
    ▪ to \prime oneself to do sth sich akk darauf vorbereiten [o einstellen], etw zu tun
    2. TECH, MIL
    ▪ to \prime sth (for exploding) etw scharf machen; (for firing) etw schussbereit machen; (undercoat) canvas, metal, wood etw grundieren
    to \prime an engine Anlasskraftstoff [in einen Motor] einspritzen
    to \prime a pump eine Pumpe mit Wasser füllen (um sie betriebsbereit zu machen)
    3. usu passive MED, BIOL
    ▪ to \prime sth etw stärken
    the immune system is \primed to attack diseased cells das Immunsystem ist darauf ausgerichtet, kranke Zellen anzugreifen
    4. (brief)
    ▪ to \prime sb jdn instruieren
    * * *
    [praɪm]
    1. adj
    1) (= major, chief) Haupt-, wesentlich; target, objective hauptsächtlich, oberste(r, s), höchste(r, s); candidate erste(r, s); cause hauptsächlich, häufigste(r, s); requirement erste(r, s), oberste(r, s)

    of prime importance — von größter Bedeutung, von äußerster Wichtigkeit

    she was a prime favourite — sie war eine hohe Favoritin

    2) (= excellent) erstklassig, beste(r, s); example erstklassig

    in prime condition (meat, fruit etc) — von hervorragender Qualität; athlete, car etc in erstklassiger or hervorragender Verfassung

    prime example — Paradebeispiel nt, klassisches Beispiel

    2. n
    1)

    (= full vigour) in the prime of life — in der Blüte seiner Jahre

    he is in his prime — er ist im besten Alter or in den besten Jahren; (singer, artist) er ist an seinem Höhepunkt angelangt

    he is past his prime — er ist über sein bestes Alter or seine besten Jahre hinaus; (singer, artist)

    this city is past its prime — diese Stadt hat auch schon bessere Zeiten gesehen

    2) (MATH) Primzahl f
    3) (ECCL) Prim f
    3. vt
    1) gun schussfertig machen; bomb scharf machen; pump vorpumpen; carburettor Anlasskraftstoff einspritzen in (+acc)
    2) surface (for painting) grundieren
    3) (with advice, information) instruieren
    4) person (with drink) alkoholisieren, unter Alkohol setzen
    * * *
    prime [praım]
    A adj (adv primely)
    1. erst(er, e, es), wichtigst(er, e, es), wesentlichst(er, e, es), Haupt…:
    of prime importance von höchster Wichtigkeit;
    prime reason Hauptgrund m;
    prime suspect Hauptverdächtigte(r) m/f(m)
    2. erstklassig, vorzüglich, prima (Investition, Qualität etc):
    prime bill erstklassiger Wechsel;
    in prime condition in Bestzustand
    3. primär, grundlegend
    4. erst(er, e, es), Erst…, Ur…:
    prime father Urvater m
    5. MATH
    a) unteilbar:
    prime factor Primfaktor m;
    prime number Primzahl f;
    prime number theorem Primzahlsatz m;
    prime power Primzahlpotenz f
    b) auch prime to each other teilerfremd, ohne gemeinsamen Teiler:
    31 is prime to 63 31 ist teilerfremd zu 63
    B s
    1. Anfang m, Beginn m:
    prime of the day (year) Tagesanbruch m (Frühling m)
    2. fig Blüte(zeit) f:
    in the prime of youth (life) in der Blüte der Jugend (des Lebens);
    in his prime in der Blüte seiner Jahre, im besten (Mannes)Alter;
    in the prime of his career auf dem Höhepunkt seiner Laufbahn
    3. (das) Beste, höchste Vollkommenheit
    4. → prime rate
    5. KATH, HIST Prim f (im klösterlichen Stundengebet die Gebetszeit zur ersten Tagesstunde)
    6. MATH
    a) Primzahl f
    b) Primfaktor m
    c) Strich m, (Zeichen n für) Bogenminute f [’]:
    x prime (x’) x Strich (x’)
    7. MUS
    a) auch prime interval Prim(intervall) f(n), Prime f
    b) auch prime tone Prim(ton) f(m), Prime f
    8. Fechten: Prim f
    C v/t
    1. vorbereiten
    2. MIL eine Waffe laden, Bomben, Munition scharf machen:
    primed schuss-, zündfertig
    3. MAL, TECH grundieren
    4. TECH eine Pumpe anlassen, angießen:
    prime the pump WIRTSCH die Wirtschaft ankurbeln
    5. AUTO
    a) Kraftstoff vorpumpen
    b) Anlasskraftstoff in einen Motor einspritzen
    6. ELEK vorspannen
    7. mit Strichindex versehen
    8. jemanden instruieren, vorbereiten ( for auf akk)
    * * *
    I 1. noun
    1) Höhepunkt, der; Krönung, die

    in the prime of life/youth — in der Blüte seiner/ihrer Jahre/der Jugend (geh.)

    be in/past one's prime — in den besten Jahren sein/die besten Jahre überschritten haben

    2) (Math.) Primzahl, die
    2. adjective
    1) (chief) Haupt-; hauptsächlich

    prime motive — Hauptmotiv, das

    2) (excellent) erstklassig; vortrefflich [Beispiel]; [Fleisch] erster Güteklasse

    in prime condition — [Sportler, Tier] in bester Verfassung; voll ausgereift [Obst]

    II transitive verb
    1) (equip) vorbereiten

    prime somebody with information/advice — jemanden instruieren/jemandem Ratschläge erteilen

    2) grundieren [Wand, Decke]
    3) füllen [Pumpe]
    4) schärfen [Sprengkörper]
    * * *
    adj.
    wichtigst adj.

    English-german dictionary > prime

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