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1 engineer topographic company
Cartography: ENGR TOPO COУниверсальный русско-английский словарь > engineer topographic company
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2 сапёрная рота
1) General subject: combat company, engineer combat company, pioneer company2) Military: Company of Royal Engineers, RE field company, armoured engineer squadron (с машинами на гусеничном ходу), combat engineer company, combat engineer company, engineer company, field company, sapper company -
3 саперна рота
field engineer company; амер. combat engineer company -
4 рота
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5 рота
ж. воен.ро́та свя́зи — signal company; communications company амер.
миномётная ро́та — mortar company
сапёрная ро́та — field (engineer) company
стрелко́вая ро́та — rifle company
штабна́я ро́та — headquarter(s) company
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6 сапёрный
field-engineer (attr.), combat-engineer (attr.) -
7 Planungs- und Baufirma
f < bau> ■ architect-engineer company; architect-engineerGerman-english technical dictionary > Planungs- und Baufirma
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8 Planungsfirma
f < bau> ■ architect-engineer company; architect-engineer -
9 сапёрный
(field / combat) engineer (attr)сапёрная ро́та — field engineer company
сапёрные лопа́тки — digging tools
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10 инженерная рота
Military: engineer company -
11 сапёрная рота боевого обеспечения
Military: combat support engineer companyУниверсальный русско-английский словарь > сапёрная рота боевого обеспечения
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12 сапёрная рота бронетанковой бригады
Military: armoured engineer companyУниверсальный русско-английский словарь > сапёрная рота бронетанковой бригады
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13 сапёрная рота непосредственной поддержки
Military: direct support engineer companyУниверсальный русско-английский словарь > сапёрная рота непосредственной поддержки
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14 рота
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15 командир роты
Русско-английский военно-политический словарь > командир роты
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16 Norton, Charles Hotchkiss
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 23 November 1851 Plainville, Connecticut, USAd. 27 October 1942 Plainville, Connecticut, USA[br]American mechanical engineer and machine-tool designer.[br]After an elementary education at the public schools of Plainville and Thomaston, Connecticut, Charles H.Norton started work in 1866 at the Seth Thomas Clock Company in Thomaston. He was soon promoted to machinist, and further progress led to his successive appointments as Foreman, Superintendent of Machinery and Manager of the department making tower clocks. He designed many public clocks.In 1886 he obtained a position as Assistant Engineer with the Brown \& Sharpe Manufacturing Company at Providence, Rhode Island, and was engaged in redesigning their universal grinding machine to give it more rigidity and make it more suitable for use as a production machine. In 1890 he left to become a partner in a newly established firm, Leland, Faulconer \& Norton Company at Detroit, Michigan, designing and building machine tools. He withdrew from this firm in 1895 and practised as a consulting mechanical engineer for a short time before returning to Brown \& Sharpe in 1896. There he designed a grinding machine incorporating larger and wider grinding wheels so that heavier cuts could be made to meet the needs of the mass-production industries, especially the automobile industry. This required a heavier and more rigid machine and greater power, but these ideas were not welcomed at Brown \& Sharpe and in 1900 Norton left to found the Norton Grinding Company in Worcester, Massachusetts. Here he was able to develop heavy-production grinding machines, including special machines for grinding crank-shafts and camshafts for the automobile industry.In setting up the Norton Grinding Company, Charles H.Norton received financial support from members of the Norton Emery Wheel Company (also of Worcester and known after 1906 as the Norton Company), but he was not related to the founder of that company. The two firms were completely independent until 1919 when they were merged. From that time Charles H.Norton served as Chief Engineer of the machinery division of the Norton Company, until 1934 when he became their Consulting Engineer.[br]Principal Honours and DistinctionsCity of Philadelphia, John Scott Medal 1925.BibliographyNorton was granted more than one hundred patents and was author of Principles of Cylindrical Grinding, 1917, 1921, Worcester, Mass.Further ReadingRobert S.Woodbury, 1959, History of the Grinding Machine, Cambridge, Mass, (contains biographical information and details of the machines designed by Norton).RTSBiographical history of technology > Norton, Charles Hotchkiss
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17 Bright, Sir Charles Tilston
SUBJECT AREA: Telecommunications[br]b. 8 June 1832 Wanstead, Essex, Englandd. 3 May 1888 Abbey Wood, London, England[br]English telegraph engineer responsible for laying the first transatlantic cable.[br]At the age of 15 years Bright left the London Merchant Taylors' School to join the two-year-old Electric Telegraph Company. By 1851 he was in charge of the Birmingham telegraph station. After a short time as Assistant Engineer with the newly formed British Telegraph Company, he joined his brother (who was Manager) as Engineer-in-Chief of the English and Irish Magnetic Telegraph Company in Liverpool, for which he laid thousands of miles of underground cable and developed a number of innovations in telegraphy including a resistance box for locating cable faults and a two-tone bell system for signalling. In 1853 he was responsible for the first successful underwater cable between Scotland and Ireland. Three years later, with the American financier Cyrus Field and John Brett, he founded and was Engineer-in-chief of the Atlantic Telegraph Company, which aimed at laying a cable between Ireland and Newfoundland. After several unsuccessful attempts this was finally completed on 5 August 1858, Bright was knighted a month later, but the cable then failed! In 1860 Bright resigned from the Magnetic Telegraph Company to set up an independent consultancy with another engineer, Joseph Latimer Clark, with whom he invented an improved bituminous cable insulation. Two years later he supervised construction of a telegraph cable to India, and in 1865 a further attempt to lay an Atlantic cable using Brunel's new ship, the Great Eastern. This cable broke during laying, but in 1866 a new cable was at last successfully laid and the 1865 cable recovered and repaired. The year 1878 saw extension of the Atlantic cable system to the West Indies and the invention with his brother of a system of neighbourhood fire alarms and even an automatic fire alarm.In 1861 Bright presented a paper to the British Association for the Advancement of Science on the need for electrical standards, leading to the creation of an organization that still exists in the 1990s. From 1865 until 1868 he was Liberal MP for Greenwich, and he later assisted with preparations for the 1881 Paris Exhibition.[br]Principal Honours and DistinctionsKnighted 1858. Légion d'honneur. First President, Société Internationale des Electriciens. President, Society of Telegraph Engineers \& Electricians (later the Institution of Electrical Engineers) 1887.Bibliography1852, British patent (resistance box).1855, British patent no. 2,103 (two-tone bell system). 1878, British patent no. 3,801 (area fire alarms).1878, British patent no. 596 (automatic fire alarm)."The physical \& electrical effects of pressure \& temperature on submarine cable cores", Journal of the Institution of Electrical Engineers XVII (describes some of his investigations of cable characteristics).Further ReadingC.Bright, 1898, Submarine Cables, Their History, Construction \& Working.—1910, The Life Story of Sir Charles Tilston Bright, London: Constable \& Co.KFBiographical history of technology > Bright, Sir Charles Tilston
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18 Ellington, Edward Bayzard
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 2 August 1845 London, Englandd. 10 November 1914 London, England[br]English hydraulic engineer who developed a direct-acting hydraulic lift.[br]Ellington was educated at Denmark Hill Grammar School, London, after which he became articled to John Penn of Greenwich. He stayed there until 1868, working latterly in the drawing office after a period of erecting plant and attending trials on board ship. For some twelve months he superintended the erection of Glengall Wharf, Old Kent Road, and the machinery used therein.In 1869 he went into partnership with Bryan Johnson of Chester, the company being known as Johnson \& Ellington, manufacturing mining and milling machinery. Under Ellington's influence, the firm specialized in the manufacture of hydraulic machinery. In 1874 the company acquired the right to manufacture the Brotherhood three-cylinder hydraulic engine; the company became the Hydraulic Engineering Company Ltd of Chester. Ellington developed a direct-acting hydraulic lift with a special balance arrangement that was smooth-acting and economical in water. He described the lift in a paper that was read to the Institution of Mechanical Engineers (IMechE) in 1882.Soon after Ellington joined the Chester firm, an Act of Parliament was passed, mainly due to his efforts, for the distribution of water under high pressure for the working of passenger and goods lifts and other hydraulic machinery in large towns. In 1872 he initiated the first hydraulic mains company at Hull, thus proving the practicability of the system of a high-pressure water-mains supply. Ellington remained as engineer to the Hull company until he was appointed a director in 1875. He was general manager and engineer of the General Hydraulic Power Company, which operated in London and had subsidiaries in Liverpool (opened in 1889), Manchester (1894) and Glasgow (1895). He maintained an interest in all these companies, as general manager and engineer, until his death.In 1895 he read another paper, "On hydraulic power in towns", to the Institution of Mechanical Engineers. In 1911 he became President of the IMechE; his Presidential Address was on the education of young engineers. In 1913 he delivered the Thomas Hawksley Lecture on "Water as a mechanical agent". He was Chairman of the Building Committee during the extension of the Institution's headquarters. Ellington was also a Member of Council of the Institution of Civil Engineers, a member of the Société des Ingé-nieurs Civils de France and a Governor of Imperial College of Science and Technology.[br]Principal Honours and DistinctionsMember of the Institution of Mechanical Engineers 1875; Member of Council 1898– 1903; President 1911–12.IMcNBiographical history of technology > Ellington, Edward Bayzard
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19 Outram, Benjamin
[br]b. 1 April 1764 Alfreton, Englandd. 22 May 1805 London, England[br]English ironmaster and engineer of canals and tramroads, protagonist of angled plate rails in place of edge rails.[br]Outram's father was one of the principal promoters of the Cromford Canal, Derbyshire, and Benjamin Outram became Assistant to the canal's Engineer, William Jessop. In 1789 Outram was appointed Superintendent in charge of construction, and his responsibilities included the 2,978 yd (2,723 m) Butterley Tunnel; while the tunnel was being driven, coal and iron ore were encountered. Outram and a partner purchased the Butterley Hall estate above the tunnel and formed Outram \& Co. to exploit the coal and iron: a wide length of the tunnel beneath the company's furnace was linked to the surface by shafts to become in effect an underground wharf. Jessop soon joined the company, which grew and prospered to eventually become the long-lived Butterley Company.As a canal engineer, Outram's subsequent projects included the Derby, Huddersfield Narrow and Peak Forest Canals. On the Derby Canal he built a small iron aqueduct, which though designed later than the Longdon Aqueduct of Thomas Telford was opened earlier, in 1796, to become the first iron aqueduct.It is as a tramroad engineer that Outram is best known. In 1793 he completed a mile-long (1.6 km) tramroad from Outram \& Co.'s limestone quarry at Crich to the Cromford Canal, for which he used plate rails of the type recently developed by John Curr. He was, however, able to use a wider gauge—3 ft 6 in. (1.07 m) between the flanges—and larger wagons than Curr had been able to use underground in mines. It appears to have been Outram's idea to mount the rails on stone blocks, rather than wooden sleepers.Outram then engineered tramroads to extend the lines of the Derby and Peak Forest Canals. He encouraged construction of such tramroads in many parts of Britain, often as feeders of traffic to canals. He acted as Engineer, and his company often provided the rails and sometimes undertook the entire construction of a line. Foreseeing that lines would be linked together, he recommended a gauge of 4 ft 2 in. (1.27 m) between the flanges as standard, and for twenty years or so Outram's plateways, with horses or gravity as motive power, became the usual form of construction for new railways. However, experience then showed that edge rails, weight for weight, could carry greater load, and were indeed almost essential for the introduction of steam locomotives.[br]Further ReadingR.B.Schofield, 1986, "The design and construction of the Cromford Canal, 1788–1794", Transactions of the Newcomen Society 57 (provides good coverage of Outram's early career).P.J.Riden, 1973, The Butterley Company and railway construction, 1790–1830', Transport History 6(1) (covers Outram's development of tramroads).R.A.Mott, 1969, Tramroads of the eighteenth century and their originator: John Curr', Transactions of the Newcomen Society 42."Dowie" (A.R.Cowlishaw, J.H.Price and R.G.P. Tebb), 1971, The Crich Mineral Railways, Crich: Tramway Publications.PJGR -
20 Taylor, Frederick Winslow
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 20 March 1856 Germantown, Pennsylvania, USAd. 21 March 1915 Philadelphia, Pennsylvania, USA[br]American mechanical engineer and pioneer of scientific management.[br]Frederick W.Taylor received his early education from his mother, followed by some years of schooling in France and Germany. Then in 1872 he entered Phillips Exeter Academy, New Hampshire, to prepare for Harvard Law School, as it was intended that he should follow his father's profession. However, in 1874 he had to abandon his studies because of poor eyesight, and he began an apprenticeship at a pump-manufacturing works in Philadelphia learning the trades of pattern-maker and machinist. On its completion in 1878 he joined the Midvale Steel Company, at first as a labourer but then as Shop Clerk and Foreman, finally becoming Chief Engineer in 1884. At the same time he was able to resume study in the evenings at the Stevens Institute of Technology, and in 1883 he obtained the degree of Mechanical Engineer (ME). He also found time to take part in amateur sport and in 1881 he won the tennis doubles championship of the United States.It was while with the Midvale Steel Company that Taylor began the systematic study of workshop management, and the application of his techniques produced significant increases in the company's output and productivity. In 1890 he became Manager of a company operating large paper mills in Maine and Wisconsin, until 1893 when he set up on his own account as a consulting engineer specializing in management organization. In 1898 he was retained exclusively by the Bethlehem Steel Company, and there continued his work on the metal-cutting process that he had started at Midvale. In collaboration with J.Maunsel White (1856–1912) he developed high-speed tool steels and their heat treatment which increased cutting capacity by up to 300 per cent. He resigned from the Bethlehem Steel Company in 1901 and devoted the remainder of his life to expounding the principles of scientific management which became known as "Taylorism". The Society to Promote the Science of Management was established in 1911, renamed the Taylor Society after his death. He was an active member of the American Society of Mechanical Engineers and was its President in 1906; his presidential address "On the Art of Cutting Metals" was reprinted in book form.[br]Principal Honours and DistinctionsParis Exposition Gold Medal 1900. Franklin Institute Elliott Cresson Gold Medal 1900. President, American Society of Mechanical Engineers 1906. Hon. ScD, University of Pennsylvania 1906. Hon. LLD, Hobart College 1912.BibliographyF.W.Taylor was the author of about 100 patents, several papers to the American Society of Mechanical Engineers, On the Art of Cutting Metals (1907, New York) and The Principles of Scientific Management (1911, New York) and, with S.E.Thompson, 1905 A Treatise on Concrete, New York, and Concrete Costs, 1912, New York.Further ReadingThe standard biography is Frank B.Copley, 1923, Frederick W.Taylor, Father of Scientific Management, New York (reprinted 1969, New York) and there have been numerous commentaries on his work: see, for example, Daniel Nelson, 1980, Frederick W.Taylor and the Rise of Scientific Management, Madison, Wis.RTSBiographical history of technology > Taylor, Frederick Winslow
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