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1 foundry machinery
English-Russian big polytechnic dictionary > foundry machinery
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2 foundry machinery
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3 foundry machinery
1) Металлургия: оборудование литейного цеха2) Полиграфия: оборудование словолитни, оборудование шрифтолитейного завода3) Автоматика: литейное оборудование, оборудование литейных цехов -
4 foundry machinery
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5 foundry machinery
оборудование литейных цехов, литейное оборудованиеEnglish-Russian dictionary of mechanical engineering and automation > foundry machinery
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6 foundry machinery
оборудование словолитни, оборудование шрифтолитейного заводаАнгло-русский словарь по полиграфии и издательскому делу > foundry machinery
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7 foundry machinery
• леярски съоръжениеEnglish-Bulgarian polytechnical dictionary > foundry machinery
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8 machinery
оборудование, машинное оборудование; машины; механизмы- agricultural machinery
- automated machinery
- computing machinery
- construction machinery
- conveying machinery
- custom machinery
- fabrication machinery
- fluid machinery
- forging machinery
- foundry machinery
- gear machinery
- gear production machinery
- general machinery
- handling machinery
- industrial machinery
- job-dedicated machinery
- lifting machinery
- manufacturing machinery
- metal fabrication machinery
- metal-working machinery
- numerically controlled machinery
- plastics machinery
- pneumatic machinery
- production machinery
- rigid production machinery
- sawing machinery
- special-purpose machinery
- supporting machinery
- tool grinding machinery
- toolroom machinery
- transfer machinery
- woodworking machinery
- workpiece-handling machineryEnglish-Russian dictionary of mechanical engineering and automation > machinery
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9 foundry
1. шрифтолитейный завод, шрифтолитейный цехfoundry type — шрифт, изготовленный на литейном заводе
2. стереотипное отделение3. шрифтолитейное дело -
10 machinery
Англо-русский словарь по полиграфии и издательскому делу > machinery
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11 ductile foundry
English-Russian big polytechnic dictionary > ductile foundry
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12 electrotype foundry
English-Russian big polytechnic dictionary > electrotype foundry
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13 iron foundry
1. чугунолитейная2. чугунолитейный цех -
14 jobbing foundry
English-Russian big polytechnic dictionary > jobbing foundry
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15 mechanized foundry
English-Russian big polytechnic dictionary > mechanized foundry
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16 Murray, Matthew
SUBJECT AREA: Land transport, Mechanical, pneumatic and hydraulic engineering, Railways and locomotives, Steam and internal combustion engines[br]b. 1765 near Newcastle upon Tyne, Englandd. 20 February 1826 Holbeck, Leeds, England[br]English mechanical engineer and steam engine, locomotive and machine-tool pioneer.[br]Matthew Murray was apprenticed at the age of 14 to a blacksmith who probably also did millwrighting work. He then worked as a journeyman mechanic at Stockton-on-Tees, where he had experience with machinery for a flax mill at Darlington. Trade in the Stockton area became slack in 1788 and Murray sought work in Leeds, where he was employed by John Marshall, who owned a flax mill at Adel, located about 5 miles (8 km) from Leeds. He soon became Marshall's chief mechanic, and when in 1790 a new mill was built in the Holbeck district of Leeds by Marshall and his partner Benyon, Murray was responsible for the installation of the machinery. At about this time he took out two patents relating to improvements in textile machinery.In 1795 he left Marshall's employment and, in partnership with David Wood (1761– 1820), established a general engineering and millwrighting business at Mill Green, Holbeck. In the following year the firm moved to a larger site at Water Lane, Holbeck, and additional capital was provided by two new partners, James Fenton (1754–1834) and William Lister (1796–1811). Lister was a sleeping partner and the firm was known as Fenton, Murray \& Wood and was organized so that Fenton kept the accounts, Wood was the administrator and took charge of the workshops, while Murray provided the technical expertise. The factory was extended in 1802 by the construction of a fitting shop of circular form, after which the establishment became known as the "Round Foundry".In addition to textile machinery, the firm soon began the manufacture of machine tools and steam-engines. In this field it became a serious rival to Boulton \& Watt, who privately acknowledged Murray's superior craftsmanship, particularly in foundry work, and resorted to some industrial espionage to discover details of his techniques. Murray obtained patents for improvements in steam engines in 1799, 1801 and 1802. These included automatic regulation of draught, a mechanical stoker and his short-D slide valve. The patent of 1801 was successfully opposed by Boulton \& Watt. An important contribution of Murray to the development of the steam engine was the use of a bedplate so that the engine became a compact, self-contained unit instead of separate components built into an en-gine-house.Murray was one of the first, if not the very first, to build machine tools for sale. However, this was not the case with the planing machine, which he is said to have invented to produce flat surfaces for his slide valves. Rather than being patented, this machine was kept secret, although it was apparently in use before 1814.In 1812 Murray was engaged by John Blenkinsop (1783–1831) to build locomotives for his rack railway from Middleton Colliery to Leeds (about 3 1/2 miles or 5.6 km). Murray was responsible for their design and they were fitted with two double-acting cylinders and cranks at right angles, an important step in the development of the steam locomotive. About six of these locomotives were built for the Middleton and other colliery railways and some were in use for over twenty years. Murray also supplied engines for many early steamboats. In addition, he built some hydraulic machinery and in 1814 patented a hydraulic press for baling cloth.Murray's son-in-law, Richard Jackson, later became a partner in the firm, which was then styled Fenton, Murray \& Jackson. The firm went out of business in 1843.[br]Principal Honours and DistinctionsSociety of Arts Gold Medal 1809 (for machine for hackling flax).Further ReadingL.T.C.Rolt, 1962, Great Engineers, London (contains a good short biography).E.Kilburn Scott (ed.), 1928, Matthew Murray, Pioneer Engineer, Leeds (a collection of essays and source material).C.F.Dendy Marshall, 1953, A History of Railway Locomotives Down to the End of theYear 1831, London.L.T.C.Rolt, 1965, Tools for the Job, London; repub. 1986 (provides information on Murray's machine-tool work).Some of Murray's correspondence with Simon Goodrich of the Admiralty has been published in Transactions of the Newcomen Society 3 (1922–3); 6(1925–6); 18(1937– 8); and 32 (1959–60).RTS -
17 Ewart, Peter
SUBJECT AREA: Textiles[br]b. 14 May 1767 Traquair, near Peebles, Scotlandd. September 1842 London, England[br]Scottish pioneer in the mechanization of the textile industry.[br]Peter Ewart, the youngest of six sons, was born at Traquair manse, where his father was a clergyman in the Church of Scotland. He was educated at the Free School, Dumfries, and in 1782 spent a year at Edinburgh University. He followed this with an apprenticeship under John Rennie at Musselburgh before moving south in 1785 to help Rennie erect the Albion corn mill in London. This brought him into contact with Boulton \& Watt, and in 1788 he went to Birmingham to erect a waterwheel and other machinery in the Soho Manufactory. In 1789 he was sent to Manchester to install a steam engine for Peter Drinkwater and thus his long connection with the city began. In 1790 Ewart took up residence in Manchester as Boulton \& Watt's representative. Amongst other engines, he installed one for Samuel Oldknow at Stockport. In 1792 he became a partner with Oldknow in his cotton-spinning business, but because of financial difficulties he moved back to Birmingham in 1795 to help erect the machines in the new Soho Foundry. He was soon back in Manchester in partnership with Samuel Greg at Quarry Bank Mill, Styal, where he was responsible for developing the water power, installing a steam engine, and being concerned with the spinning machinery and, later, gas lighting at Greg's other mills.In 1798, Ewart devised an automatic expansion-gear for steam engines, but steam pressures at the time were too low for such a device to be effective. His grasp of the theory of steam power is shown by his paper to the Manchester Literary and Philosophical Society in 1808, On the Measure of Moving Force. In 1813 he patented a power loom to be worked by the pressure of steam or compressed air. In 1824 Charles Babbage consulted him about automatic looms. His interest in textiles continued until at least 1833, when he obtained a patent for a self-acting spinning mule, which was, however, outclassed by the more successful one invented by Richard Roberts. Ewart gave much help and advice to others. The development of the machine tools at Boulton \& Watt's Soho Foundry has been mentioned already. He also helped James Watt with his machine for copying sculptures. While he continued to run his own textile mill, Ewart was also in partnership with Charles Macintosh, the pioneer of rubber-coated cloth. He was involved with William Fairbairn concerning steam engines for the boats that Fairbairn was building in Manchester, and it was through Ewart that Eaton Hodgkinson was introduced to Fairbairn and so made the tests and calculations for the tubes for the Britannia Railway Bridge across the Menai Straits. Ewart was involved with the launching of the Liverpool \& Manchester Railway as he was a director of the Manchester Chamber of Commerce at the time.In 1835 he uprooted himself from Manchester and became the first Chief Engineer for the Royal Navy, assuming responsibility for the steamboats, which by 1837 numbered 227 in service. He set up repair facilities and planned workshops for overhauling engines at Woolwich Dockyard, the first establishment of its type. It was here that he was killed in an accident when a chain broke while he was supervising the lifting of a large boiler. Engineering was Ewart's life, and it is possible to give only a brief account of his varied interests and connections here.[br]Further ReadingObituary, 1843, "Institution of Civil Engineers", Annual General Meeting, January. Obituary, 1843, Manchester Literary and Philosophical Society Memoirs (NS) 7. R.L.Hills, 1987–8, "Peter Ewart, 1767–1843", Manchester Literary and PhilosophicalSociety Memoirs 127.M.B.Rose, 1986, The Gregs of Quarry Bank Mill The Rise and Decline of a Family Firm, 1750–1914, Cambridge (covers E wart's involvement with Samuel Greg).R.L.Hills, 1970, Power in the Industrial Revolution, Manchester; R.L.Hills, 1989, Powerfrom Steam, Cambridge (both look at Ewart's involvement with textiles and steam engines).RLH -
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 Cockerill, William
SUBJECT AREA: Textiles[br]b. 1759 Lancashire, Englandd. 1832 near Aix-la-Chapelle, France (now Aachen, Germany)[br]English (naturalized Belgian c. 1810) engineer, inventor and an important figure in the European textile machinery industry.[br]William Cockerill began his career in Lancashire by making "roving billies" and flying shuttles. He was reputed to have an extraordinary mechanical genius and it is said that he could make models of almost any machine. He followed in the footsteps of many other enterprising British engineers when in 1794 he went to St Petersburg in Russia, having been recommended as a skilful artisan to the Empress Catherine II. After her death two years later, her successor Paul sent Cockerill to prison because he failed to finish a model within a certain time. Cockerill, however, escaped to Sweden where he was commissioned to construct the locks on a public canal. He attempted to introduce textile machinery of his own invention but was unsuccessful and so in 1799 he removed to Verviers, Belgium, where he established himself as a manufacturer of textile machinery. In 1802 he was joined by James Holden, who before long set up his own machine-building business. In 1807 Cockerill moved to Liège where, with his three sons (William Jnr, Charles James and John), he set up factories for the construction of carding machines, spinning frames and looms for the woollen industry. He secured for Verviers supremacy in the woollen trade and introduced at Liège an industry of which England had so far possessed the monopoly. His products were noted for their fine craftsmanship, and in the heyday of the Napoleonic regime about half of his output was sold in France. In 1813 he imported a model of a Watt steam-engine from England and so added another range of products to his firm. Cockerill became a naturalized Belgian subject c. 1810, and a few years later he retired from the business in favour of his two younger sons, Charles James and John (b. 30 April 1790 Haslingden, Lancashire, England; d. 19 June 1840 Warsaw, Poland), but in 1830 at Andenne he converted a vast factory formerly used for calico printing into a paper mill. Little is known of his eldest son William, but the other two sons expanded the enterprise, setting up a woollen factory at Berlin after 1815 and establishing at Seraing-on-the-Meuse in 1817 blast furnaces, an iron foundry and a machine workshop which became the largest on the European continent. William Cockerill senior died in 1832 at the Château du Behrensberg, the residence of his son Charles James, near Aix-la-Chapelle.[br]Further ReadingW.O.Henderson, 1961, The Industrial Revolution on the Continent, Manchester (a good account of the spread of the Industrial Revolution in Germany, France and Russia).RTS / RLH -
20 Fairbairn, Sir Peter
SUBJECT AREA: Textiles[br]b. September 1799 Kelso, Roxburghshire, Scotlandd. 4 January 1861 Leeds, Yorkshire, England[br]British inventor of the revolving tube between drafting rollers to give false twist.[br]Born of Scottish parents, Fairbairn was apprenticed at the age of 14 to John Casson, a mill-wright and engineer at the Percy Main Colliery, Newcastle upon Tyne, and remained there until 1821 when he went to work for his brother William in Manchester. After going to various other places, including Messrs Rennie in London and on the European continent, he eventually moved in 1829 to Leeds where Marshall helped him set up the Wellington Foundry and so laid the foundations for the colossal establishment which was to employ over one thousand workers. To begin with he devoted his attention to improving wool-weaving machinery, substituting iron for wood in the construction of the textile machines. He also worked on machinery for flax, incorporating many of Philippe de Girard's ideas. He assisted Henry Houldsworth in the application of the differential to roving frames, and it was to these machines that he added his own inventions. The longer fibres of wool and flax need to have some form of support and control between the rollers when they are being drawn out, and inserting a little twist helps. However, if the roving is too tightly twisted before passing through the first pair of rollers, it cannot be drawn out, while if there is insufficient twist, the fibres do not receive enough support in the drafting zone. One solution is to twist the fibres together while they are actually in the drafting zone between the rollers. In 1834, Fairbairn patented an arrangement consisting of a revolving tube placed between the drawing rollers. The tube inserted a "middle" or "false" twist in the material. As stated in the specification, it was "a well-known contrivance… for twisting and untwisting any roving passing through it". It had been used earlier in 1822 by J. Goulding of the USA and a similar idea had been developed by C.Danforth in America and patented in Britain in 1825 by J.C. Dyer. Fairbairn's machine, however, was said to make a very superior article. He was also involved with waste-silk spinning and rope-yarn machinery.Fairbairn later began constructing machine tools, and at the beginning of the Crimean War was asked by the Government to make special tools for the manufacture of armaments. He supplied some of these, such as cannon rifling machines, to the arsenals at Woolwich and Enfield. He then made a considerable number of tools for the manufacture of the Armstrong gun. He was involved in the life of his adopted city and was elected to Leeds town council in 1832 for ten years. He was elected an alderman in 1854 and was Mayor of Leeds from 1857 to 1859, when he was knighted by Queen Victoria at the opening of the new town hall. He was twice married, first to Margaret Kennedy and then to Rachel Anne Brindling.[br]Principal Honours and DistinctionsKnighted 1858.Bibliography1834, British patent no. 6,741 (revolving tube between drafting rollers to give false twist).Further ReadingDictionary of National Biography.Obituary, 1861, Engineer 11.W.English, 1969, The Textile Industry, London (provides a brief account of Fairbairn's revolving tube).C.Singer (ed.), 1958, A History of Technology, Vols IV and V, Oxford: Clarendon Press (provides details of Fairbairn's silk-dressing machine and a picture of a large planing machine built by him).RLH
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