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1 established engineering practice
practice of trade — торговый обычай, торговая практика
English-Russian dictionary on nuclear energy > established engineering practice
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2 established engineering practice
Универсальный англо-русский словарь > established engineering practice
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3 practice
1) практика; применение, осуществление на практике2) обычай, обыкновение; установившийся порядок•- civil engineering practice - erecting practice - established construction practice - general practice - improved welding practice - poor construction practice - safe construction practice* * *практика; методика; (технологические) приёмы; система- accepted engineering practice
- approved practice
- architectural practices
- building practice
- civil engineering practice
- concrete practice
- construction practice
- customary practice
- erection practice
- forming practice
- general practice
- good practice
- hot weather practice
- job practice
- jointing practice
- placing practice
- poor practice
- professional practice
- recommended practice for construction
- recommended practice
- safety practice
- shotcreting practice
- site practice
- site engineering practice
- slinging practice
- standard practice for curing concrete
- standard practice for making concrete
- traditional construction practice -
4 установившаяся инженерно-техническая практика
Русско-английский словарь по радиационной безопасности > установившаяся инженерно-техническая практика
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5 установившаяся инженернотехническая практика
Engineering: established engineering practiceУниверсальный русско-английский словарь > установившаяся инженернотехническая практика
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6 Hopkinson, John
[br]b. 27 July 1849 Manchester, Englandd. 27 August 1898 Petite Dent de Veisivi, Switzerland[br]English mathematician and electrical engineer who laid the foundations of electrical machine design.[br]After attending Owens College, Manchester, Hopkinson was admitted to Trinity College, Cambridge, in 1867 to read for the Mathematical Tripos. An appointment in 1872 with the lighthouse department of the Chance Optical Works in Birmingham directed his attention to electrical engineering. His most noteworthy contribution to lighthouse engineering was an optical system to produce flashing lights that distinguished between individual beacons. His extensive researches on the dielectric properties of glass were recognized when he was elected to a Fellowship of the Royal Society at the age of 29. Moving to London in 1877 he became established as a consulting engineer at a time when electricity supply was about to begin on a commercial scale. During the remainder of his life, Hopkinson's researches resulted in fundamental contributions to electrical engineering practice, dynamo design and alternating current machine theory. In making a critical study of the Edison dynamo he developed the principle of the magnetic circuit, a concept also arrived at by Gisbert Kapp around the same time. Hopkinson's improvement of the Edison dynamo by reducing the length of the field magnets almost doubled its output. In 1890, in addition to-his consulting practice, Hopkinson accepted a post as the first Professor of Electrical Engineering and Head of the Siemens laboratory recently established at King's College, London. Although he was not involved in lecturing, the position gave him the necessary facilities and staff and student assistance to continue his researches. Hopkinson was consulted on many proposals for electric traction and electricity supply, including schemes in London, Manchester, Liverpool and Leeds. He also advised Mather and Platt when they were acting as contractors for the locomotives and generating plant for the City and South London tube railway. As early as 1882 he considered that an ideal method of charging for the supply of electricity should be based on a two-part tariff, with a charge related to maximum demand together with a charge for energy supplied. Hopkinson was one the foremost expert witnesses of his day in patent actions and was himself the patentee of over forty inventions, of which the three-wire system of distribution and the series-parallel connection of traction motors were his most successful. Jointly with his brother Edward, John Hopkinson communicated the outcome of his investigations to the Royal Society in a paper entitled "Dynamo Electric Machinery" in 1886. In this he also described the later widely used "back to back" test for determining the characteristics of two identical machines. His interest in electrical machines led him to more fundamental research on magnetic materials, including the phenomenon of recalescence and the disappearance of magnetism at a well-defined temperature. For his work on the magnetic properties of iron, in 1890 he was awarded the Royal Society Royal Medal. He was a member of the Alpine Club and a pioneer of rock climbing in Britain; he died, together with three of his children, in a climbing accident.[br]Principal Honours and DistinctionsFRS 1878. Royal Society Royal Medal 1890. President, Institution of Electrical Engineers 1890 and 1896.Bibliography7 July 1881, British patent no. 2,989 (series-parallel control of traction motors). 27 July 1882, British patent no. 3,576 (three-wire distribution).1901, Original Papers by the Late J.Hopkinson, with a Memoir, ed. B.Hopkinson, 2 vols, Cambridge.Further ReadingJ.Greig, 1970, John Hopkinson Electrical Engineer, London: Science Museum and HMSO (an authoritative account).—1950, "John Hopkinson 1849–1898", Engineering 169:34–7, 62–4.GW -
7 Rankine, William John Macquorn
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 5 July 1820 Edinburgh, Scotlandd. 1872[br][br]Rankine was educated at Ayr Academy and Glasgow High School, although he appears to have learned much of his basic mathematics and physics through private study. He attended Edinburgh University and then assisted his father, who was acting as Superintendent of the Edinburgh and Dalkeith Railway. This introduction to engineering practice was followed in 1838 by his appointment as a pupil to Sir John MacNeill, and for the next four years he served under MacNeill on his Irish railway projects. While still in his early twenties, Rankine presented pioneering papers on metal fatigue and other subjects to the Institution of Civil Engineers, for which he won a prize, but he appears to have resigned from the Civils in 1857 after an argument because the Institution would not transfer his Associate Membership into full Membership. From 1844 to 1848 Rankine worked on various projects for the Caledonian Railway Company, but his interests were becoming increasingly theoretical and a series of distinguished papers for learned societies established his reputation as a leading scholar in the new science of thermodynamics. He was elected Fellow of the Royal Society in 1853. At the same time, he remained intimately involved with practical questions of applied science, in shipbuilding, marine engineering and electric telegraphy, becoming associated with the influential coterie of fellow Scots such as the Thomson brothers, Napier, Elder, and Lewis Gordon. Gordon was then the head of a large and successful engineering practice, but he was also Regius Professor of Engineering at the University of Glasgow, and when he retired from the Chair to pursue his business interests, Rankine, who had become his Assistant, was appointed in his place.From 1855 until his premature death in 1872, Rankine built up an impressive engineering department, providing a firm theoretical basis with a series of text books that he wrote himself and most of which remained in print for many decades. Despite his quarrel with the Institution of Civil Engineers, Rankine took a keen interest in the institutional development of the engineering profession, becoming the first President of the Institution of Engineers and Shipbuilders in Scotland, which he helped to establish in 1857. Rankine campaigned vigorously for the recognition of engineering studies as a full university degree at Glasgow, and he achieved this in 1872, the year of his death. Rankine was one of the handful of mid-nineteenth century engineers who virtually created engineering as an academic discipline.[br]Principal Honours and DistinctionsFRS 1853. First President, Institution of Engineers and Shipbuilders in Scotland, 1857.Bibliography1858, Manual of Applied Mechanics.1859, Manual of the Steam Engine and Other Prime Movers.1862, Manual of Civil Engineering.1869, Manual of Machinery and Millwork.Further ReadingJ.Small, 1957, "The institution's first president", Proceedings of the Institution of Engineers and Shipbuilders in Scotland: 687–97.H.B.Sutherland, 1972, Rankine. His Life and Times.ABBiographical history of technology > Rankine, William John Macquorn
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8 принятая технология
Engineering: accepted practice, established procedureУниверсальный русско-английский словарь > принятая технология
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9 установившаяся практика
1) General subject: established practice, routine, routine practice, usual (routine) practice2) Engineering: fair and traditional practice, standard practice, work routine3) Construction: fair and traditional practices4) Law: common practice, existing practice5) Economy: established policy, standing practice6) Australian slang: number7) Diplomatic term: normal procedure8) Politics: established pattern9) Business: set practice10) Drilling: routine of workУниверсальный русско-английский словарь > установившаяся практика
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10 Kennedy, Sir Alexander Blackie William
SUBJECT AREA: Ports and shipping[br]b. 17 March 1847 Stepney, London, England d. 1928[br]English marine engineer and educator.[br]Sir Alexander Kennedy was trained as a marine engineer. The son of a Congregational minister, he was educated at the City of London School and the School of Mines, Jermyn Street. He was then apprenticed to J. \& W.Dudgeon of Millwall, marine engineers, and went on to become a draughtsman to Sir Charles Marsh Palmer of Jarrow (with whom he took part in the development of the compound steam-engine for marine use) and T.M.Tennant \& Co. of Leith. In 1874 he was appointed Professor of Engineering at University College, London. He built up an influential School of Engineering, being the first in England to integrate laboratory work as a regular feature of instruction. The engineering laboratory that he established in 1878 has been described as "the first of its kind in England" (Proceedings of the Institution of Civil Engineers). He and his students conducted important experiments on the strength and elasticity of materials, boiler testing and related subjects. He followed the teaching of Franz Reuleaux, whose Kinematics of Machinery he translated from the German.While thus breaking new educational ground at University College, Kennedy concurrently established a very thriving private practice as a consulting engineer in partnership with Bernard Maxwell Jenkin (the son of Fleeming Jenkin), to pursue which he relinquished his academic posts in 1889. He planned and installed the whole electricity system for the Westminster Electric Supply Corporation, and other electricity companies. He was also heavily involved in the development of electrically powered transport systems. During the First World War he served on a panel of the Munitions Invention Department, and after the war he undertook to record photographically the scenes of desolation in his book From Ypres to Verdun (1921). Towards the end of his life, he pursued his interest in archaeology with the exploration of Petra, recorded in a monograph: Petra. Its History and Monuments (1925). He also joined the Institution of Mechanical Engineers in 1879, becoming the President of that body in 1894, and he joined the Institution of Electrical Engineers in 1890. Kennedy was thus something of an engineering polymath, as well as being an outstanding engineering educationalist.[br]Principal Honours and DistinctionsFRS 1887. Knighted 1905. Member, Institution of Civil Engineers 1879; President, 1906. President, Institution of Mechanical Engineers 1894.Bibliography1921, From Ypresto Verdum.1925, Petra. Its History and Monuments.Further ReadingDNB supplement.1928–9, Proceedings of the Institution of Civil Engineers 221:269–75.ABBiographical history of technology > Kennedy, Sir Alexander Blackie William
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11 Hammond, Robert
[br]b. 19 January 1850 Waltham Cross, Englandd. 5 August 1915 London, England[br]English engineer who established many of the earliest public electricity-supply systems in Britain.[br]After an education at Nunhead Grammar School, Hammond founded engineering businesses in Middlesbrough and London. Obtaining the first concession from the Anglo- American Brush Company for the exploitation of their system in Britain, he was instrumental in popularizing the Brush arc-lighting generator. Schemes using this system, which he established at Chesterfield, Brighton, Eastbourne and Hastings in 1881–2, were the earliest public electricity-supply ventures in Britain. On the invention of the incandescent lamp, high-voltage Brush dynamos were employed to operate both arc and incandescent lamps. The limitations of this arrangement led Hammond to become the sole agent for the Ferranti alternator, introduced in 1882. Commencing practice as a consulting engineer, Hammond was responsible for the construction of many electricity works in the United Kingdom, of which the most notable were those at Leeds, Hackney (London) and Dublin, in addition to many abroad. Appreciating the need for trained engineers for the new electrical industry and profession then being created, in 1882 he established the Hammond Electrical Engineering College. Later, in association with Francis Ince, he founded Faraday House, a training school that pioneered the concept of "sandwich courses" for engineers. Between 1883 and 1903 he paid several visits to the United States to study developments in electric traction and was one of the advisers to the Postmaster General on the acquisition of the telephone companies.[br]Bibliography1884, Electric Light in Our Homes, London (one of the first detailed accounts of electric lighting).1897, "Twenty five years" developments in central stations', Electrical Review 41:683–7 (surveys nineteenth-century public electricity supply).Further ReadingF.W.Lipscomb, 1973, The Wise Men of the Wires, London (the story of Faraday House). B.Bowers, 1985, biography, in Dictionary of Business Biography, Vol. III, ed. J.Jeremy, London, pp. 21–2 (provides an account of Hammond's business ventures). J.D.Poulter, 1986, An Early History of 'Electricity Supply, London.GW -
12 Verfahrensregeln
Verfahrensregeln fpl 1. GEN procedures; 2. RECHT procedural rules, rules of procedure, court rules* * *fpl 1. < Geschäft> procedures; 2. < Recht> procedural rules, rules of procedure, court rules* * *Verfahrensregeln, gerichtliche
general (standing) rules of court, practice of law, order (Br.);
• übliche Verfahrensregeln einhalten to be according to an established pattern;
• Verfahrensregelung procedure agreement;
• Verfahrensstreitigkeiten procedural wrangling;
• Verfahrenstaktik procedural tactics;
• Verfahrenstechnik process engineering;
• Verfahrensvereinbarung procedure agreement;
• formaler Verfahrensverstoß legal irregularity;
• Verfahrensvorschriften rules of practice (US) (procedure), practice rules, procedural provisions;
• Verfahrensvorschriften erfüllen to comply with procedural requirements;
• Verfahrensweise einführen to adopt a policy. -
13 gerichtliche
Verfahrensregeln, gerichtliche
general (standing) rules of court, practice of law, order (Br.);
• übliche Verfahrensregeln einhalten to be according to an established pattern;
• Verfahrensregelung procedure agreement;
• Verfahrensstreitigkeiten procedural wrangling;
• Verfahrenstaktik procedural tactics;
• Verfahrenstechnik process engineering;
• Verfahrensvereinbarung procedure agreement;
• formaler Verfahrensverstoß legal irregularity;
• Verfahrensvorschriften rules of practice (US) (procedure), practice rules, procedural provisions;
• Verfahrensvorschriften erfüllen to comply with procedural requirements;
• Verfahrensweise einführen to adopt a policy. -
14 установленный порядок
1) General subject: appropriate procedure, determinate order, practice, prescribed procedure (AD), prescribed manner, stated order2) Computers: ascending order3) Military: authorized order4) Engineering: procedural discipline5) Law: established order6) Diplomatic term: proper procedure7) Psychology: formality8) Business: set order10) Quality control: established procedure (действия)11) Makarov: routineУниверсальный русско-английский словарь > установленный порядок
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15 Porter, Charles Talbot
SUBJECT AREA: Steam and internal combustion engines[br]b. 18 January 1826 Auburn, New York, USAd. 1910 USA[br]American inventor of a stone dressing machine, an improved centrifugal governor and a high-speed steam engine.[br]Porter graduated from Hamilton College, New York, in 1845, read law in his father's office, and in the autumn of 1847 was admitted to the Bar. He practised for six or seven years in Rochester, New York, and then in New York City. He was drawn into engineering when aged about 30, first through a client who claimed to have invented a revolutionary type of engine and offered Porter the rights to it as payment of a debt. Having lent more money, Porter saw neither the man nor the engine again. Porter followed this with a similar experience over a patent for a stone dressing machine, except this time the machine was built. It proved to be a failure, but Porter set about redesigning it and found that it was vastly improved when it ran faster. His improved machine went into production. It was while trying to get the steam engine that drove the stone dressing machine to run more smoothly that he made a discovery that formed the basis for his subsequent work.Porter took the ordinary Watt centrifugal governor and increased the speed by a factor of about ten; although he had to reduce the size of the weights, he gained a motion that was powerful. To make the device sufficiently responsive at the right speed, he balanced the centrifugal forces by a counterweight. This prevented the weights flying outwards until the optimum speed was reached, so that the steam valves remained fully open until that point and then the weights reacted more quickly to variations in speed. He took out a patent in 1858, and its importance was quickly recognized. At first he manufactured and sold the governors himself in a specially equipped factory, because this was the only way he felt he could get sufficient accuracy to ensure a perfect action. For marine use, the counterweight was replaced by a spring.Higher speed had brought the advantage of smoother running and so he thought that the same principles could be applied to the steam engine itself, but it was to take extensive design modifications over several years before his vision was realized. In the winter of 1860–1, J.F. Allen met Porter and sketched out his idea of a new type of steam inlet valve. Porter saw the potential of this for his high-speed engine and Allen took out patents for it in 1862. The valves were driven by a new valve gear designed by Pius Fink. Porter decided to display his engine at the International Exhibition in London in 1862, but it had to be assembled on site because the parts were finished in America only just in time to be shipped to meet the deadline. Running at 150 rpm, the engine caused a sensation, but as it was non-condensing there were few orders. Porter added condensing apparatus and, after the failure of Ormerod Grierson \& Co., entered into an agreement with Joseph Whitworth to build the engines. Four were exhibited at the 1867 Paris Exposition Universelle, but Whitworth and Porter fell out and in 1868 Porter returned to America.Porter established another factory to build his engine in America, but he ran into all sorts of difficulties, both mechanical and financial. Some engines were built, and serious production was started c. 1874, but again there were further problems and Porter had to leave his firm. High-speed engines based on his designs continued to be made until after 1907 by the Southwark Foundry and Machine Company, Philadelphia, so Porter's ideas were proved viable and led to many other high-speed designs.[br]Bibliography1908, Engineering Reminiscences, New York: J. Wiley \& Sons; reprinted 1985, Bradley, Ill.: Lindsay (autobiography; the main source of information about his life).Further ReadingR.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (examines his governor and steam engine).O.Mayr, 1974, "Yankee practice and engineering theory; Charles T.Porter and the dynamics of the high-speed engine", Technology and Culture 16 (4) (examines his governor and steam engine).RLH -
16 Smith, Oberlin
[br]b. 22 March 1840 Cincinnati, Ohio, USAd. 18 July 1926[br]American mechanical engineer, pioneer in experiments with magnetic recording.[br]Of English descent, Smith embarked on an education in mechanical engineering, graduating from West Jersey Academy, Bridgeton, New Jersey, in 1859. In 1863 he established a machine shop in Bridgeton, New Jersey, that became the Ferracute Machine Company in 1877, eventually specializing in the manufacture of presses for metalworking. He seems to have subscribed to design principles considered modern even in the 1990s, "always giving attention to the development of artistic form in combination with simplicity, and with massive strength where required" (bibliographic reference below). He was successful in his business, and developed and patented a large number of mechanical constructions.Inspired by the advent of the phonograph of Edison, in 1878 Smith obtained the tin-foil mechanical phonograph, analysed its shortcomings and performed some experiments in magnetic recording. He filed a caveat in the US Patent Office in order to be protected while he "reduced the invention to practice". However, he did not follow this trail. When there was renewed interest in practical sound recording and reproduction in 1888 (the constructions of Berliner and Bell \& Tainter), Smith published an account of his experiments in the journal Electrical World. In a corrective letter three weeks later it is clear that he was aware of the physical requirements for the interaction between magnetic coil and magnetic medium, but his publications also indicate that he did not as such obtain reproduction of recorded sound.Smith did not try to develop magnetic recording, but he felt it imperative that he be given credit for conceiving the idea of it. When accounts of Valdemar Poulsen's work were published in 1900, Smith attempted to prove some rights in the invention in the US Patent Office, but to no avail.He was a highly respected member of both his community and engineering societies, and in later life became interested in the anti-slavery cause that had also been close to the heart of his parents, as well as in the YMCA movement and in women's suffrage.[br]BibliographyApart from numerous technical papers, he wrote the book Press Working of Metals, 1896. His accounts on the magnetic recording experiments were "Some possible forms of phonograph", Electrical World (8 September 1888): 161 ff, and "Letter to the Editor", Electrical World (29 September 1888): 179.Further ReadingF.K.Engel, 1990, Documents on the Invention of Magnetic Recording in 1878, New York: Audio Engineering Society, Reprint no. 2,914 (G2) (a good overview of the material collected by the Oberlin Smith Society, Bridgeton, New Jersey, in particular as regards the recording experiments; it is here that it is doubted that Valdemar Poulsen developed his ideas independently).GB-N -
17 standard
1. n1) стандарт, норма, норматив2) образец; эталон3) pl технические условия; технические требования5) проба (драгоценного металла)
- ABC standard
- acceptable standard
- accepted standard
- accounting standards
- applicable standard
- approved standard
- automatic standard
- basic standards
- basic reference standard
- branch standard
- commercial standard
- company standard
- consumption standard
- contractual standard
- cost standards
- credit standards
- current standard
- design standard
- direct labour standard
- double standard
- draft standard
- economic standards
- engineering standard
- enterprise standard
- environmental standards
- established standard
- existing standard
- factory standard
- fiat standard
- fiduciary standard
- flexible standard
- general standard
- Generally Accepted Auditing Standards
- gold standard
- gold-bullion standard
- gold-coin standard
- gold-exchange standard
- guaranteed standard
- health protection standards
- high standard
- home standards
- industrial standard
- industry standard
- international standard
- International Accounting Standards
- International Auditing Standards
- labour efficiency standard
- labour performance standard
- lax standards
- legal standard
- lending standards
- limping standard
- living standard
- loading standards
- local standard
- loose standards
- lot quality standard
- maintainability standard
- managerial performance standard
- mandatory standard
- manufacturing standard
- marketing standard
- metallic standard
- metric standard
- minimum standards
- monetary standard
- national standard
- normal standard
- occupational standards
- operating standards
- outdated standard
- output standard
- packing standards
- paper standard
- parallel standard
- performance standard
- permissive standard
- precise standard
- price standard
- product standard
- production standard
- productivity standard
- professional standard
- prohibitory standard
- qualitative standard
- quality standard
- recognized standard
- recommended standard
- replacement-cost standard
- safety standards
- silver standard
- single standard
- state standard
- statutory standard
- stringent standards
- summary standards
- synthetic time standard
- target standard
- tariff standard
- technical standards
- temporary standard
- tentative standard
- tight standards
- time standard
- trading standard
- universal standard
- unloading standards
- up-to-date standard
- voluntary standard
- weight standard
- working standard
- workmanship standard
- world standard
- standard of accumulation
- standard of alloy
- standard of auditing
- standard of behaviour
- standard of conduct
- standard of consumption
- standard of emergency funds
- standards of fairness
- standard of good practice
- standard of life
- standard of living
- standards of manufacturing
- standard of money
- standard of prices
- standard of quality
- standard of safety
- standard of usage
- standard of value
- standard of workmanship
- above the standard
- according to standard
- at the established standard
- below the standard
- by European standards
- up to standard
- abandon the gold standard
- be above the world standards
- be below the world standards
- be up to standard
- bypass international standards
- come under a standard
- comply with a standard
- conform to a standard
- depart from the gold standard
- devise international standards
- fall below the standard
- introduce standards
- lay down standards
- make to standard
- promulgate new standards
- raise standards
- reach market standards
- revise standards
- serve as a standard
- set standards
- violate a standard2. adjEnglish-russian dctionary of contemporary Economics > standard
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18 Bollée, Ernest-Sylvain
[br]b. 19 July 1814 Clefmont (Haute-Marne), Franced. 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 ReadingAndré Gaucheron and J.Kenneth Major, 1985, The Eolienne Bollée, The International Molinological Society.Cénomane (Le Mans), 11, 12 and 13 (1983 and 1984).KM -
19 Brindley, James
SUBJECT AREA: Canals[br]b. 1716 Tunstead, Derbyshire, Englandd. 27 September 1772 Turnhurst, Staffordshire, England[br]English canal engineer.[br]Born in a remote area and with no material advantages, Brindley followed casual rural labouring occupations until 1733, when he became apprenticed to Abraham Bennett of Macclesfield, a wheelwright and millwright. Though lacking basic education in reading and writing, he demonstrated his ability, partly through his photographic memory, to solve practical problems. This established his reputation, and after Bennett's death in 1742 he set up his own business at Leek as a millwright. His skill led to an invitation to solve the problem of mine drainage at Wet Earth Colliery, Clifton, near Manchester. He tunnelled 600 ft (183 m) through rock to provide a leat for driving a water-powered pump.Following work done on a pump on Earl Gower's estate at Trentham, Brindley's name was suggested as the engineer for the proposed canal for which the Duke of Bridge water (Francis Egerton) had obtained an Act in 1759. The Earl and the Duke were brothers-in-law, and the agents for the two estates were, in turn, the Gilbert brothers. The canal, later known as the Bridgewater Canal, was to be constructed to carry coal from the Duke's mines at Worsley into Manchester. Brindley advised on the details of its construction and recommended that it be carried across the river Irwell at Barton by means of an aqueduct. His proposals were accepted, and under his supervision the canal was constructed on a single level and opened in 1761. Brindley had also surveyed for Earl Gower a canal from the Potteries to Liverpool to carry pottery for export, and the signal success of the Bridgewater Canal ensured that the Trent and Mersey Canal would also be built. These undertakings were the start of Brindley's career as a canal engineer, and it was largely from his concepts that the canal system of the Midlands developed, following the natural contours rather than making cuttings and constructing large embankments. His canals are thus winding navigations unlike the later straight waterways, which were much easier to traverse. He also adopted the 7 ft (2.13 m) wide lock as a ruling dimension for all engineering features. For cheapness, he formed his canal tunnels without a towpath, which led to the notorious practice of legging the boats through the tunnels.Brindley surveyed a large number of projects and such was his reputation that virtually every proposal was submitted to him for his opinion. Included among these projects were the Staffordshire and Worcestershire, the Rochdale, the Birmingham network, the Droitwich, the Coventry and the Oxford canals. Although he was nominally in charge of each contract, much of the work was carried out by his assistants while he rushed from one undertaking to another to ensure that his orders were being carried out. He was nearly 50 when he married Anne Henshall, whose brother was also a canal engineer. His fees and salaries had made him very wealthy. He died in 1772 from a chill sustained when carrying out a survey of the Caldon Canal.[br]Further ReadingA.G.Banks and R.B.Schofield, 1968, Brindley at Wet Earth Colliery: An Engineering Study, Newton Abbot: David \& Charles.S.E.Buckley, 1948, James Brindley, London: Harrap.JHB -
20 Behr, Fritz Bernhard
[br]b. 9 October 1842 Berlin, Germanyd. 25 February 1927[br]German (naturalized British in 1876) engineer, promoter of the Lartigue monorail system.[br]Behr trained as an engineer in Britain and had several railway engineering appointments before becoming associated with C.F.M.-T. Lartigue in promoting the Lartigue monorail system in the British Isles. In Lartigue's system, a single rail was supported on trestles; vehicles ran on the rail, their bodies suspended pannier-fashion, stabilized by horizontal rollers running against light guide rails fixed to the sides of the trestles. Behr became Managing Director of the Listowel \& Ballybunion Railway Company, which in 1888 opened its Lartigue system line between those two places in the south-west of Ireland. Three locomotives designed by J.T.A. Mallet were built for the line by Hunslet Engine Company, each with two horizontal boilers, one either side of the track. Coaches and wagons likewise were in two parts. Technically the railway was successful, but lack of traffic caused the company to go bankrupt in 1897: the railway continued to operate until 1924.Meanwhile Behr had been thinking in terms far more ambitious than a country branch line. Railway speeds of 150mph (240km/h) or more then lay far in the future: engineers were uncertain whether normal railway vehicles would even be stable at such speeds. Behr was convinced that a high-speed electric vehicle on a substantial Lartigue monorail track would be stable. In 1897 he demonstrated such a vehicle on a 3mile (4.8km) test track at the Brussels International Exhibition. By keeping the weight of the motors low, he was able to place the seats above rail level. Although the generating station provided by the Exhibition authorities never operated at full power, speeds over 75mph (120 km/h) were achieved.Behr then promoted the Manchester-Liverpool Express Railway, on which monorail trains of this type running at speeds up to 110mph (177km/h) were to link the two cities in twenty minutes. Despite strong opposition from established railway companies, an Act of Parliament authorizing it was made in 1901. The Act also contained provision for the Board of Trade to require experiments to prove the system's safety. In practice this meant that seven miles of line, and a complete generating station to enable trains to travel at full speed, must be built before it was known whether the Board would give its approval for the railway or not. Such a condition was too severe for the scheme to attract investors and it remained stillborn.[br]Further ReadingH.Fayle, 1946, The Narrow Gauge Railways of Ireland, Greenlake Publications, Part 2, ch. 2 (describes the Listowel \& Ballybunion Railway and Behr's work there).D.G.Tucker, 1984, "F.B.Behr's development of the Lartigue monorail", Transactions ofthe Newcomen Society 55 (covers mainly the high speed lines).See also: Brennan, LouisPJGR
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