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41 muy unido
adj.close-knit, tight-knit.* * *(adj.) = close-knit, tight-knit, closely knit, well-connected, tightly knitEx. In Britain, this meant the dislocation and scattering of what were close-knit communities either to sprawling suburban council estates, often grossly lacking in amenities, or to blocks of high-rise flats.Ex. A well-organised rural parish council can provide a far more tight-knit forum for debate and 'getting things done' than urban residents' associations.Ex. A sample of statistics measuring circulation, reference and in-library use was collected from 76 libraries and tested for redundancy, correlation and variation in a closely knit pattern.Ex. The article is entitled 'Still special: but now a well-connected community'.Ex. He recorded with great vividness the literary life of London at that time, describing the wit, anxieties and insights of a tightly knit and highly gifted group of writers.* * *(adj.) = close-knit, tight-knit, closely knit, well-connected, tightly knitEx: In Britain, this meant the dislocation and scattering of what were close-knit communities either to sprawling suburban council estates, often grossly lacking in amenities, or to blocks of high-rise flats.
Ex: A well-organised rural parish council can provide a far more tight-knit forum for debate and 'getting things done' than urban residents' associations.Ex: A sample of statistics measuring circulation, reference and in-library use was collected from 76 libraries and tested for redundancy, correlation and variation in a closely knit pattern.Ex: The article is entitled 'Still special: but now a well-connected community'.Ex: He recorded with great vividness the literary life of London at that time, describing the wit, anxieties and insights of a tightly knit and highly gifted group of writers. -
42 Fairlie, Robert Francis
[br]b. March 1831 Scotlandd. 31 July 1885 Clapham, London, England[br]British engineer, designer of the double-bogie locomotive, advocate of narrow-gauge railways.[br]Fairlie worked on railways in Ireland and India, and established himself as a consulting engineer in London by the early 1860s. In 1864 he patented his design of locomotive: it was to be carried on two bogies and had a double boiler, the barrels extending in each direction from a central firebox. From smokeboxes at the outer ends, return tubes led to a single central chimney. At that time in British practice, locomotives of ever-increasing size were being carried on longer and longer rigid wheelbases, but often only one or two of their three or four pairs of wheels were powered. Bogies were little used and then only for carrying-wheels rather than driving-wheels: since their pivots were given no sideplay, they were of little value. Fairlie's design offered a powerful locomotive with a wheelbase which though long would be flexible; it would ride well and have all wheels driven and available for adhesion.The first five double Fairlie locomotives were built by James Cross \& Co. of St Helens during 1865–7. None was particularly successful: the single central chimney of the original design had been replaced by two chimneys, one at each end of the locomotive, but the single central firebox was retained, so that exhaust up one chimney tended to draw cold air down the other. In 1870 the next double Fairlie, Little Wonder, was built for the Festiniog Railway, on which C.E. Spooner was pioneering steam trains of very narrow gauge. The order had gone to George England, but the locomotive was completed by his successor in business, the Fairlie Engine \& Steam Carriage Company, in which Fairlie and George England's son were the principal partners. Little Wonder was given two inner fireboxes separated by a water space and proved outstandingly successful. The spectacle of this locomotive hauling immensely long trains up grade, through the Festiniog Railway's sinuous curves, was demonstrated before engineers from many parts of the world and had lasting effect. Fairlie himself became a great protagonist of narrow-gauge railways and influenced their construction in many countries.Towards the end of the 1860s, Fairlie was designing steam carriages or, as they would now be called, railcars, but only one was built before the death of George England Jr precipitated closure of the works in 1870. Fairlie's business became a design agency and his patent locomotives were built in large numbers under licence by many noted locomotive builders, for narrow, standard and broad gauges. Few operated in Britain, but many did in other lands; they were particularly successful in Mexico and Russia.Many Fairlie locomotives were fitted with the radial valve gear invented by Egide Walschaert; Fairlie's role in the universal adoption of this valve gear was instrumental, for he introduced it to Britain in 1877 and fitted it to locomotives for New Zealand, whence it eventually spread worldwide. Earlier, in 1869, the Great Southern \& Western Railway of Ireland had built in its works the first "single Fairlie", a 0–4–4 tank engine carried on two bogies but with only one of them powered. This type, too, became popular during the last part of the nineteenth century. In the USA it was built in quantity by William Mason of Mason Machine Works, Taunton, Massachusetts, in preference to the double-ended type.Double Fairlies may still be seen in operation on the Festiniog Railway; some of Fairlie's ideas were far ahead of their time, and modern diesel and electric locomotives are of the powered-bogie, double-ended type.[br]Bibliography1864, British patent no. 1,210 (Fairlie's master patent).1864, Locomotive Engines, What They Are and What They Ought to Be, London; reprinted 1969, Portmadoc: Festiniog Railway Co. (promoting his ideas for locomotives).1865, British patent no. 3,185 (single Fairlie).1867. British patent no. 3,221 (combined locomotive/carriage).1868. "Railways and their Management", Journal of the Society of Arts: 328. 1871. "On the Gauge for Railways of the Future", abstract in Report of the FortiethMeeting of the British Association in 1870: 215. 1872. British patent no. 2,387 (taper boiler).1872, Railways or No Railways. "Narrow Gauge, Economy with Efficiency; or Broad Gauge, Costliness with Extravagance", London: Effingham Wilson; repr. 1990s Canton, Ohio: Railhead Publications (promoting the cause for narrow-gauge railways).Further ReadingFairlie and his patent locomotives are well described in: P.C.Dewhurst, 1962, "The Fairlie locomotive", Part 1, Transactions of the Newcomen Society 34; 1966, Part 2, Transactions 39.R.A.S.Abbott, 1970, The Fairlie Locomotive, Newton Abbot: David \& Charles.PJGRBiographical history of technology > Fairlie, Robert Francis
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43 Salt, Sir Titus
[br]b. 20 September 1803 Morley, Yorkshire, Englandd. 29 December 1876 Saltaire, Yorkshire, England[br]English industrialist, social reformer and entrepreneur who made his fortune by overcoming the problems of utilizing alpaca wool in the production of worsted, and established the early model town at Saltaire.[br]Titus Salt arrived in Bradford with his father, who was a wool merchant in the town, in 1822. He soon set up his own company and it was there that he experimented with the textile worsted. Alpaca wool comes from an animal of the camel family that resembles the llama, and flocks of domesticated breeds of the animal had been raised in the high Andes since the days of the Incas. The wool was introduced into Europe via Spain and, later, Germany and France. The first attempts to spin and weave the yarn in England were made in 1808, but despite experimentation over the years the material was difficult to work. It was in 1836 that Salt evolved his method of utilizing a cotton warp with part alpaca weft. The method proved a great success and Bradford gained a reputation as a manufacturing centre for alpaca wool, exporting both yarn and cloth in quantity, especially to the USA. By 1850 Salt, who owned six mills, was Bradford's biggest employer and was certainly its richest citizen. He decided to move out of the city and built a new mill works, the architects of which were Lockwood and Mawson, on the banks of the River Aire a few miles from the city. Around the works, between 1851 and 1871, he built houses, a hospital, library, church, institute and almshouses for his workers. The buildings were solid, good-standard structures of local stone and the houses were pleasantly situated, with their amenities making them seem palaces compared to the slums in which other Bradford textile workers lived at the time. The collection of buildings was the first example in Britain of a "model new town", and was, indeed still is, a remarkable prototype of its kind. Apart from being a philanthropist and social reformer, Salt was also concerned with taking advantage of the technical developments of his time. His mill works, which eventually covered ten acres of land, was of fashionably Italianate architectural style (its chimney even a copy of the campanile of the Church of Santa Maria Gloriosa in Venice), although its structure was of iron framing. The weaving shed held 1,200 looms and had capacity for 3,000 workers, who produced 30,000 yards of cloth per day. Water from the river was used to produce steam to power the matchinery used in the manufacturing processes of scouring, dyeing and finishing. For the export of goods, the nearby Leeds-Liverpool Canal linked the works to Britain's chief ports, and the Midland Railway (an extension of the LeedsBradford line which opened in 1846) was of great use for the same purpose.[br]Principal Honours and DistinctionsCreated Baronet 1869.Further ReadingDictionary of National Biography.Visitors Guide to Salt aire, Bradford City Council.DY -
44 Stephenson, Robert
[br]b. 16 October 1803 Willington Quay, Northumberland, Englandd. 12 October 1859 London, England[br]English engineer who built the locomotive Rocket and constructed many important early trunk railways.[br]Robert Stephenson's father was George Stephenson, who ensured that his son was educated to obtain the theoretical knowledge he lacked himself. In 1821 Robert Stephenson assisted his father in his survey of the Stockton \& Darlington Railway and in 1822 he assisted William James in the first survey of the Liverpool \& Manchester Railway. He then went to Edinburgh University for six months, and the following year Robert Stephenson \& Co. was named after him as Managing Partner when it was formed by himself, his father and others. The firm was to build stationary engines, locomotives and railway rolling stock; in its early years it also built paper-making machinery and did general engineering.In 1824, however, Robert Stephenson accepted, perhaps in reaction to an excess of parental control, an invitation by a group of London speculators called the Colombian Mining Association to lead an expedition to South America to use steam power to reopen gold and silver mines. He subsequently visited North America before returning to England in 1827 to rejoin his father as an equal and again take charge of Robert Stephenson \& Co. There he set about altering the design of steam locomotives to improve both their riding and their steam-generating capacity. Lancashire Witch, completed in July 1828, was the first locomotive mounted on steel springs and had twin furnace tubes through the boiler to produce a large heating surface. Later that year Robert Stephenson \& Co. supplied the Stockton \& Darlington Railway with a wagon, mounted for the first time on springs and with outside bearings. It was to be the prototype of the standard British railway wagon. Between April and September 1829 Robert Stephenson built, not without difficulty, a multi-tubular boiler, as suggested by Henry Booth to George Stephenson, and incorporated it into the locomotive Rocket which the three men entered in the Liverpool \& Manchester Railway's Rainhill Trials in October. Rocket, was outstandingly successful and demonstrated that the long-distance steam railway was practicable.Robert Stephenson continued to develop the locomotive. Northumbrian, built in 1830, had for the first time, a smokebox at the front of the boiler and also the firebox built integrally with the rear of the boiler. Then in Planet, built later the same year, he adopted a layout for the working parts used earlier by steam road-coach pioneer Goldsworthy Gurney, placing the cylinders, for the first time, in a nearly horizontal position beneath the smokebox, with the connecting rods driving a cranked axle. He had evolved the definitive form for the steam locomotive.Also in 1830, Robert Stephenson surveyed the London \& Birmingham Railway, which was authorized by Act of Parliament in 1833. Stephenson became Engineer for construction of the 112-mile (180 km) railway, probably at that date the greatest task ever undertaken in of civil engineering. In this he was greatly assisted by G.P.Bidder, who as a child prodigy had been known as "The Calculating Boy", and the two men were to be associated in many subsequent projects. On the London \& Birmingham Railway there were long and deep cuttings to be excavated and difficult tunnels to be bored, notoriously at Kilsby. The line was opened in 1838.In 1837 Stephenson provided facilities for W.F. Cooke to make an experimental electrictelegraph installation at London Euston. The directors of the London \& Birmingham Railway company, however, did not accept his recommendation that they should adopt the electric telegraph and it was left to I.K. Brunel to instigate the first permanent installation, alongside the Great Western Railway. After Cooke formed the Electric Telegraph Company, Stephenson became a shareholder and was Chairman during 1857–8.Earlier, in the 1830s, Robert Stephenson assisted his father in advising on railways in Belgium and came to be increasingly in demand as a consultant. In 1840, however, he was almost ruined financially as a result of the collapse of the Stanhope \& Tyne Rail Road; in return for acting as Engineer-in-Chief he had unwisely accepted shares, with unlimited liability, instead of a fee.During the late 1840s Stephenson's greatest achievements were the design and construction of four great bridges, as part of railways for which he was responsible. The High Level Bridge over the Tyne at Newcastle and the Royal Border Bridge over the Tweed at Berwick were the links needed to complete the East Coast Route from London to Scotland. For the Chester \& Holyhead Railway to cross the Menai Strait, a bridge with spans as long-as 460 ft (140 m) was needed: Stephenson designed them as wrought-iron tubes of rectangular cross-section, through which the trains would pass, and eventually joined the spans together into a tube 1,511 ft (460 m) long from shore to shore. Extensive testing was done beforehand by shipbuilder William Fairbairn to prove the method, and as a preliminary it was first used for a 400 ft (122 m) span bridge at Conway.In 1847 Robert Stephenson was elected MP for Whitby, a position he held until his death, and he was one of the exhibition commissioners for the Great Exhibition of 1851. In the early 1850s he was Engineer-in-Chief for the Norwegian Trunk Railway, the first railway in Norway, and he also built the Alexandria \& Cairo Railway, the first railway in Africa. This included two tubular bridges with the railway running on top of the tubes. The railway was extended to Suez in 1858 and for several years provided a link in the route from Britain to India, until superseded by the Suez Canal, which Stephenson had opposed in Parliament. The greatest of all his tubular bridges was the Victoria Bridge across the River St Lawrence at Montreal: after inspecting the site in 1852 he was appointed Engineer-in-Chief for the bridge, which was 1 1/2 miles (2 km) long and was designed in his London offices. Sadly he, like Brunel, died young from self-imposed overwork, before the bridge was completed in 1859.[br]Principal Honours and DistinctionsFRS 1849. President, Institution of Mechanical Engineers 1849. President, Institution of Civil Engineers 1856. Order of St Olaf (Norway). Order of Leopold (Belgium). Like his father, Robert Stephenson refused a knighthood.Further ReadingL.T.C.Rolt, 1960, George and Robert Stephenson, London: Longman (a good modern biography).J.C.Jeaffreson, 1864, The Life of Robert Stephenson, London: Longman (the standard nine-teenth-century biography).M.R.Bailey, 1979, "Robert Stephenson \& Co. 1823–1829", Transactions of the Newcomen Society 50 (provides details of the early products of that company).J.Kieve, 1973, The Electric Telegraph, Newton Abbot: David \& Charles.PJGR -
45 MacGregor, Robert
SUBJECT AREA: Ports and shipping[br]b. 1873 Hebburn-on-Tyne, Englandd. 4 October 1956 Whitley Bay, England[br]English naval architect who, working with others, significantly improved the safety of life at sea.[br]On leaving school in 1894, MacGregor was apprenticed to a famous local shipyard, the Palmers Shipbuilding and Iron Company of Jarrow-on-Tyne. After four years he was entered for the annual examination of the Worshipful Company of Shipwrights, coming out top and being nominated Queen's Prizeman. Shortly thereafter he moved around shipyards to gain experience, working in Glasgow, Hull, Newcastle and then Dunkirk. His mastery of French enabled him to obtain in 1906 the senior position of Chief Draughtsman at an Antwerp shipyard, where he remained until 1914. On his return to Britain, he took charge of the small yard of Dibbles in Southampton and commenced a period of great personal development and productivity. His fertile mind enabled him to register no fewer than ten patents in the years 1919 to 1923.In 1924 he started out on his own as a naval architect, specializing in the coal trade of the North Sea. At that time, colliers had wooden hatch covers, which despite every caution could be smashed by heavy seas, and which in time of war added little to hull integrity after a torpedo strike. The International Loadline Committee of 1932 noted that 13 per cent of ship losses were through hatch failures. In 1927, designs for selftrimming colliers were developed, as well as designs for steel hatch covers. In 1928 the first patents were under way and the business was known for some years as MacGregor and King. During this period, steel hatch covers were fitted to 105 ships.In 1937 MacGregor invited his brother Joseph (c. 1883–1967) to join him. Joseph had wide experience in ship repairs and had worked for many years as General Manager of the Prince of Wales Dry Docks in Swansea, a port noted for its coal exports. By 1939 they were operating from Whitley Bay with the name that was to become world famous: MacGregor and Company (Naval Architects) Ltd. The new company worked in association with the shipyards of Austin's of Sunderland and Burntisland of Fife, which were then developing the "flatiron" colliers for the up-river London coal trade. The MacGregor business gained a great boost when the massive coastal fleet of William Cory \& Son was fitted with steel hatches.In 1945 the brothers appointed Henri Kummerman (b. 1908, Vienna; d. 1984, Geneva) as their sales agent in Europe. Over the years, Kummerman effected greater control on the MacGregor business and, through his astute business dealings and his well-organized sales drives worldwide, welded together an international company in hatch covers, cargo handling and associated work. Before his death, Robert MacGregor was to see mastery of the design of single-pull steel hatch covers and to witness the acceptance of MacGregor hatch covers worldwide. Most important of all, he had contributed to great increases in the safety and the quality of life at sea.[br]Further ReadingL.C.Burrill, 1931, "Seaworthiness of collier types", Transactions of the Institution of Naval Architechts.S.Sivewright, 1989, One Man's Mission-20,000 Ships, London: Lloyd's of London Press.See also: Ayre, Sir Amos LowreyFMW -
46 Worsdell, Thomas William
[br]b. 14 January 1838 Liverpool, Englandd. 28 June 1916 Arnside, Westmorland, England[br]English locomotive engineer, pioneer of the use of two-cylinder compound locomotives in Britain.[br]T.W.Worsdell was the son of Nathaniel Worsdell. After varied training, which included some time in the drawing office of the London \& North Western Railway's Crewe Works, he moved to the Pennsylvania Railroad, USA, in 1865 and shortly became Master Mechanic in charge of its locomotive workshops in Altoona. In 1871, however, he accepted an invitation from F.W. Webb to return to Crewe as Works Manager: it was while he was there that Webb produced his first compound locomotive by rebuilding an earlier simple.In 1881 T.W.Worsdell was appointed Locomotive Superintendent of the Great Eastern Railway. Working with August von Borries, who was Chief Mechanical Engineer of the Hannover Division of the Prussian State Railways, he developed a two-cylinder compound derived from the work of J.T.A. Mallet. Von Borries produced his compound 2–4–0 in 1880, Worsdell followed with a 4–4–0 in 1884; the restricted British loading gauge necessitated substitution of inside cylinders for the outside cylinders used by von Borries, particularly the large low-pressure one. T.W.Worsdell's compounds were on the whole successful and many were built, particularly on the North Eastern Railway, to which he moved as Locomotive Superintendent in 1885. There, in 1888, he started to build, uniquely, two-cylinder compound "single driver" 4–2–2s: one of them was recorded as reaching 86 mph (138 km/h). He also equipped his locomotives with a large side-window cab, which gave enginemen more protection from the elements than was usual in Britain at that time and was no doubt appreciated in the harsh winter climate of northeast England. The idea for the cab probably originated from his American experience. When T.W.Worsdell retired from the North Eastern Railway in 1890 he was succeeded by his younger brother, Wilson Worsdell, who in 1899 introduced the first 4– 6–0s intended for passenger trains in England.[br]Further ReadingC.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allan, Ch. 15 (biography).E.L.Ahrons, 1927, The British Steam Railway Locomotive 1825–1925, London: The Locomotive Publishing Co., pp. 253–5 (describes his locomotives). C.Fryer, 1990, Experiments with Steam, Patrick Stephens, Ch. 7.PJGRBiographical history of technology > Worsdell, Thomas William
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47 Aspinall, Sir John Audley Frederick
[br]b. 25 August 1851 Liverpool, Englandd. 19 January 1937 Woking, England[br]English mechanical engineer, pioneer of the automatic vacuum brake for railway trains and of railway electrification.[br]Aspinall's father was a QC, Recorder of Liverpool, and Aspinall himself became a pupil at Crewe Works of the London \& North Western Railway, eventually under F.W. Webb. In 1875 he was appointed Manager of the works at Inchicore, Great Southern \& Western Railway, Ireland. While he was there, some of the trains were equipped, on trial, with continuous brakes of the non-automatic vacuum type. Aspinall modified these to make them automatic, i.e. if the train divided, brakes throughout both parts would be applied automatically. Aspinall vacuum brakes were subsequently adopted by the important Great Northern, Lancashire \& Yorkshire, and London \& North Western Railways.In 1883, aged only 32, Aspinall was appointed Locomotive Superintendent of the Great Southern \& Western Railway, but in 1886 he moved in the same capacity to the Lancashire \& Yorkshire Railway, where his first task was to fit out the new works at Horwich. The first locomotive was completed there in 1889, to his design. In 1899 he introduced a 4–4–2, the largest express locomotive in Britain at the time, some of which were fitted with smokebox superheaters to Aspinall's design.Unusually for an engineer, in 1892 Aspinall was appointed General Manager of the Lancashire \& Yorkshire Railway. He electrified the Liverpool-Southport line in 1904 at 600 volts DC with a third rail; this was an early example of main-line electrification, for it extended beyond the Liverpool suburban area. He also experimented with 3,500 volt DC overhead electrification of the Bury-Holcombe Brook branch in 1913, but converted this to 1,200 volts DC third rail to conform with the Manchester-Bury line when this was electrified in 1915. In 1918 he was made a director of the Lancashire \& Yorkshire Railway.[br]Principal Honours and DistinctionsKnighted 1917. President, Institution of Mechanical Engineers 1909. President, Institution of Civil Engineers 1918.Further ReadingH.A.V.Bulleid, 1967, The Aspinall Era, Shepperton: Ian Allan (provides a good account of Aspinall and his life's work).C.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allan, Ch. 19 (a good brief account).PJGRBiographical history of technology > Aspinall, Sir John Audley Frederick
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48 Gaulle , General Charles de
(1890-1970). Prime minister 1944-1946, President 1958-1969.De Gaulle was without doubt the most influential French politician of the twentieth century. Leader of the Free French forces in World War 2, General de Gaulle went on to become the instigator, and the first president, of France's fifth republic. He oversaw French decolonisation of Algeria and other colonies, but was also a strong nationalist, who believed in France's independent nuclear deterrent, and withdrew France from NATO's military command in a move to affirm France's independence with regard notably to the USA. He was one of the leading proponents of the European Economic Community, the EEC, precursor of the European Union, but memorably blocked Britain's application for membership in 1960, considering that Britain was too aligned with the USA.A firm believer in strong central power, he designed the constitution of the Fifth Republic to give very great powers to the President (far greater than in any other major western democracy), leaving the French Parliament as second fiddle. He also sought to model the European Community in the same way, concentrating power in the hands of the Commission, and opposing the extension of the powers of the European Parliament.Notwithstanding, de Gaulle remains an iconic figure in the life of modernFrance, and a point of reference for politicians, notably those on the right. For over thirty years, French conservative political parties have vied with each other to portray themselves as the true bearers of Gaullist values; but with the passing of time, de Gaulle's influence on French politics, and the emblematic value of his name, are declining. The modern UMP party, the party of Presient Sarkozy, may be descended in direct lineage from de Gaulle's RFP and UDR parties, and may define itself as being "gaullist", but the meaning of the word, in that case, has changed.Dictionnaire Français-Anglais. Agriculture Biologique > Gaulle , General Charles de
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49 Gresley, Sir Herbert Nigel
[br]b. 19 June 1876 Edinburgh, Scotlandd. 5 April 1941 Hertford, England[br]English mechanical engineer, designer of the A4-class 4–6–2 locomotive holding the world speed record for steam traction.[br]Gresley was the son of the Rector of Netherseale, Derbyshire; he was educated at Marlborough and by the age of 13 was skilled at making sketches of locomotives. In 1893 he became a pupil of F.W. Webb at Crewe works, London \& North Western Railway, and in 1898 he moved to Horwich works, Lancashire \& Yorkshire Railway, to gain drawing-office experience under J.A.F.Aspinall, subsequently becoming Foreman of the locomotive running sheds at Blackpool. In 1900 he transferred to the carriage and wagon department, and in 1904 he had risen to become its Assistant Superintendent. In 1905 he moved to the Great Northern Railway, becoming Superintendent of its carriage and wagon department at Doncaster under H.A. Ivatt. In 1906 he designed and produced a bogie luggage van with steel underframe, teak body, elliptical roof, bowed ends and buckeye couplings: this became the prototype for East Coast main-line coaches built over the next thirty-five years. In 1911 Gresley succeeded Ivatt as Locomotive, Carriage \& Wagon Superintendent. His first locomotive was a mixed-traffic 2–6–0, his next a 2–8–0 for freight. From 1915 he worked on the design of a 4–6–2 locomotive for express passenger traffic: as with Ivatt's 4 4 2s, the trailing axle would allow the wide firebox needed for Yorkshire coal. He also devised a means by which two sets of valve gear could operate the valves on a three-cylinder locomotive and applied it for the first time on a 2–8–0 built in 1918. The system was complex, but a later simplified form was used on all subsequent Gresley three-cylinder locomotives, including his first 4–6–2 which appeared in 1922. In 1921, Gresley introduced the first British restaurant car with electric cooking facilities.With the grouping of 1923, the Great Northern Railway was absorbed into the London \& North Eastern Railway and Gresley was appointed Chief Mechanical Engineer. More 4–6– 2s were built, the first British class of such wheel arrangement. Modifications to their valve gear, along lines developed by G.J. Churchward, reduced their coal consumption sufficiently to enable them to run non-stop between London and Edinburgh. So that enginemen might change over en route, some of the locomotives were equipped with corridor tenders from 1928. The design was steadily improved in detail, and by comparison an experimental 4–6–4 with a watertube boiler that Gresley produced in 1929 showed no overall benefit. A successful high-powered 2–8–2 was built in 1934, following the introduction of third-class sleeping cars, to haul 500-ton passenger trains between Edinburgh and Aberdeen.In 1932 the need to meet increasing road competition had resulted in the end of a long-standing agreement between East Coast and West Coast railways, that train journeys between London and Edinburgh by either route should be scheduled to take 8 1/4 hours. Seeking to accelerate train services, Gresley studied high-speed, diesel-electric railcars in Germany and petrol-electric railcars in France. He considered them for the London \& North Eastern Railway, but a test run by a train hauled by one of his 4–6–2s in 1934, which reached 108 mph (174 km/h), suggested that a steam train could better the railcar proposals while its accommodation would be more comfortable. To celebrate the Silver Jubilee of King George V, a high-speed, streamlined train between London and Newcastle upon Tyne was proposed, the first such train in Britain. An improved 4–6–2, the A4 class, was designed with modifications to ensure free running and an ample reserve of power up hill. Its streamlined outline included a wedge-shaped front which reduced wind resistance and helped to lift the exhaust dear of the cab windows at speed. The first locomotive of the class, named Silver Link, ran at an average speed of 100 mph (161 km/h) for 43 miles (69 km), with a maximum speed of 112 1/2 mph (181 km/h), on a seven-coach test train on 27 September 1935: the locomotive went into service hauling the Silver Jubilee express single-handed (since others of the class had still to be completed) for the first three weeks, a round trip of 536 miles (863 km) daily, much of it at 90 mph (145 km/h), without any mechanical troubles at all. Coaches for the Silver Jubilee had teak-framed, steel-panelled bodies on all-steel, welded underframes; windows were double glazed; and there was a pressure ventilation/heating system. Comparable trains were introduced between London Kings Cross and Edinburgh in 1937 and to Leeds in 1938.Gresley did not hesitate to incorporate outstanding features from elsewhere into his locomotive designs and was well aware of the work of André Chapelon in France. Four A4s built in 1938 were equipped with Kylchap twin blast-pipes and double chimneys to improve performance still further. The first of these to be completed, no. 4468, Mallard, on 3 July 1938 ran a test train at over 120 mph (193 km/h) for 2 miles (3.2 km) and momentarily achieved 126 mph (203 km/h), the world speed record for steam traction. J.Duddington was the driver and T.Bray the fireman. The use of high-speed trains came to an end with the Second World War. The A4s were then demonstrated to be powerful as well as fast: one was noted hauling a 730-ton, 22-coach train at an average speed exceeding 75 mph (120 km/h) over 30 miles (48 km). The war also halted electrification of the Manchester-Sheffield line, on the 1,500 volt DC overhead system; however, anticipating eventual resumption, Gresley had a prototype main-line Bo-Bo electric locomotive built in 1941. Sadly, Gresley died from a heart attack while still in office.[br]Principal Honours and DistinctionsKnighted 1936. President, Institution of Locomotive Engineers 1927 and 1934. President, Institution of Mechanical Engineers 1936.Further ReadingF.A.S.Brown, 1961, Nigel Gresley, Locomotive Engineer, Ian Allan (full-length biography).John Bellwood and David Jenkinson, Gresley and Stanier. A Centenary Tribute (a good comparative account).See also: Bulleid, Oliver Vaughan SnellPJGRBiographical history of technology > Gresley, Sir Herbert Nigel
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50 Mylne, Robert
[br]b. 1733 Edinburgh, Scotland d. 1811[br]Scottish engineer, architect and bridge-builder.[br]Mylne was the eldest son of Thomas Mylne, Surveyor to the City of Edinburgh. Little is known of his early education. In 1754, at the age of 21, he left Edinburgh by sea and journeyed to Rome, where he attended the Academy of St Luke. There he received the first prize for architecture. In 1759 he left Rome to travel back to England, where he arrived in time for the competition then going ahead for the design and building of a new bridge across the Thames at Blackfriars. Against 68 other competitors, Mylne won the competition; the work took some ten years to complete.In 1760 he was appointed Engineer and Architect to the City of London, and in 1767 Joint Engineer to the New River Company together with Henry Mill, who died within a few years to leave Mylne to become Chief Engineer in 1770. Thus for the next forty years he was in charge of all the works for the New River Company between Clerkenwell and Ware, the opposite ends of London's main water supply. By 1767 he had also been appointed to a number of other important posts, which included Surveyor to Canterbury Cathedral and St Paul's Cathedral. In addition to undertaking his responsibilities for these great public buildings, he designed many private houses and villas all over the country, including several buildings for the Duke of Argyll on the Inverary Castle estate.Mylne was also responsible for the design of a great number of bridges, waterworks and other civil engineering works throughout Britain. Called in to advise on the Norwich city waterworks, he fell out with Joseph Bramah in a somewhat spectacular dispute.For much of his life Mylne lived at the Water House at the New River Head at Islington, from which he could direct much of the work on that waterway that came under his supervision. He also had residences in New Bridge Street and, as Clerk of Works, at Greenwich Hospital. Towards the end of his life he built himself a small house at Amwell, a country retreat at the outer end of the New River. He kept a diary from 1762 to 1810 which includes only brief memoranda but which shows a remarkable diligence in travelling all over the country by stagecoach and by postchaise. He was a freemason, as were many of his family; he married Mary Home on 10 September 1770, with whom he had ten children, four of whom survived into adulthood.[br]Principal Honours and DistinctionsFellow of the Royal Society 1767.Further ReadingDictionary of National Biography, London.A.E.Richardson, 1955, Robert Mylne, 1733–1811, Engineer and Architect, London: Batsford. -
51 Shaw, Percy
[br]b. 1889 Yorkshire, England d. 1975[br]English inventor of the "catseye" reflecting roadstud.[br]Little is known of Shaw's youth, but in the 1930s he was running a comparatively successful business repairing roads. One evening in 1933, he was driving to his home in Halifax, West Yorkshire; it was late, dark and foggy and only the reflection of his headlights from the tram-tracks guided him and kept him on the road. He decided to find or make an alternative to tramlines, which were not universal and by that time were being taken up as trams were being replaced with diesel buses.Shaw needed a place to work and bought the old Boothtown Mansion, a cloth-merchant's house built in the mid-eighteenth century. There he devoted himself to the production of a prototype of the reflecting roadstud, inspired by the reflective nature of a cat's eyes. Shaw's design consisted of a prism backed by an aluminium mirror, set in pairs in a rubber casing; when traffic passed over the stud, the prisms would be wiped clean as the casing was depressed. In 1934, Shaw obtained permission from the county surveyor to lay, at his own expense, a short stretch of catseyes on a main highway near his home: fifty were laid at Brightlington cross-roads, an accident blackspot near Bradford. This was inspected by a number of surveyors in 1936. The first order for catseyes had already been placed in 1935, for a pedestrian crossing in Baldon, Yorkshire. There were alternative designs in existence, particularly in France, and in 1937 the Ministry of Transport laid an 8 km (5 mile) stretch in Oxfordshire with sample lengths of different types of studs. After two years, most of them had fractured, become displaced or ceased to reflect; only the product of Shaw's company, Reflecting Roadstuds Ltd, was still in perfect condition. The outbreak of the Second World War brought blackout regulations, which caused a great boost to sales of reflecting roadstuds; orders reached some 40,000 per week. Production was limited, however, due to the shortage of rubber supplies after the Japanese overran South-East Asia; until the end of the war, only about 12,000 catseyes were produced a year.Over fifty million catseyes have been installed in Britain, where on average there are about two hundred and fifty catseyes in each kilometre of road, if laid in a single line. The success of Shaw's invention brought him great wealth, although he continued to live in the same house, without curtains—which obstructed his view—or carpets—which harboured odours and germs. He had three Rolls-Royce cars, and four television sets which were permanently switched on while he was at home, each tuned to a different channel.[br]Principal Honours and DistinctionsOBE 1965.Further ReadingE.de Bono (ed.), 1979, Eureka, London: Thames \& Hudson."Percy's bright idea", En Route (the magazine of the Caravan Club), reprinted in The Police Review, 23 March 1983.IMcN -
52 Stanier, Sir William Arthur
[br]b. 27 May 1876 Swindon, Englandd. 27 September 1965 London, England[br]English Chief Mechanical Engineer of the London Midland \& Scottish Railway, the locomotive stock of which he modernized most effectively.[br]Stanier's career started when he was Office Boy at the Great Western Railway's Swindon works. He was taken on as a pupil in 1892 and steady promotion elevated him to Works Manager in 1920, under Chief Mechanical Engineer George Churchward. In 1923 he became Principal Assistant to Churchward's successor, C.B.Collett. In 1932, at the age of 56 and after some forty years' service with the Great Western Railway (GWR), W.A.Stanier was appointed Chief Mechanical Engineer of the London Midland \& Scottish Railway (LMS). This, the largest British railway, had been formed by the amalgamation in 1923 of several long-established railways, including the London \& North Western and the Midland, that had strong and disparate traditions in locomotive design. A coherent and comprehensive policy had still to emerge; Stanier did, however, inherit a policy of reducing the number of types of locomotives, in the interest of economy, by the withdrawal and replacement of small classes, which had originated with constituent companies.Initially as replacements, Stanier brought in to the LMS a series of highly successful standard locomotives; this practice may be considered a development of that of G.J.Churchward on the GWR. Notably, these new locomotives included: the class 5, mixed-traffic 4–6–0; the 8F heavy-freight 2–8–0; and the "Duchess" 4–6–2 for express passenger trains. Stanier also built, in 1935, a steam-turbine-driven 4–6–2, which became the only steam-turbine locomotive in Britain to have an extended career in regular service, although the economies it provided were insufficient for more of the type to be built. From 1932–3 onwards, and initially as part of a programme to economize on shunting costs by producing a single-manned locomotive, the LMS started to develop diesel shunting locomotives. Stanier delegated much of the responsibility for these to C.E.Fairburn. From 1939 diesel-electric shunting locomotives were being built in quantity for the LMS: this was the first instance of adoption of diesel power on a large scale by a British main-line railway. In a remarkably short time, Stanier transformed LMS locomotive stock, formerly the most backward of the principal British railways, to the point at which it was second to none. He was seconded to the Government as Scientific Advisor to the Ministry of Production in 1942, and retired two years later.[br]Principal Honours and DistinctionsKnighted 1943. FRS 1944. President, Institution of Mechanical Engineers 1941.Bibliography1955, "George Jackson Churchward", Transactions of the Newcomen Society 30 (Stanier provides a unique view of the life and work of his former chief).Further ReadingO.S.Nock, 1964, Sir William Stanier, An Engineering Biography, Shepperton: Ian Allan (a full-length biography).John Bellwood and David Jenkinson, 1976, Oresley and Stanier. A Centenary Tribute, London: HMSO (a comparative account).C.Hamilton Ellis, 1970, London Midland \& Scottish, Shepperton: Ian Allan.PJGRBiographical history of technology > Stanier, Sir William Arthur
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53 portare
( trasportare) carry( accompagnare) take( avere adosso) wear( condurre) leadportare via take awaymi ha portato un regalo he brought me a presentportale un regalo take her a presentportare in tavola serveessere portato per qualcosa/per fare qualcosa have a gift for something/for doing somethingportare fortuna be luckyporta bene i propri anni he doesn't look his age* * *portare v.tr.1 (verso chi parla, ascolta) to bring*; ( andare a prendere) to fetch: portami un bicchier d'acqua, bring me a glass of water; portami i libri che ho lasciato sul tavolo, fetch me the books I left on the table; questo vento porterà pioggia, this wind will bring rain; spero mi porterai buone notizie, I hope you'll bring me good news; ti porto una tazza di tè?, shall I bring you a cup of tea?; portare dentro, fuori, su, giù, to bring in, out, up, down // devo portare in tavola?, shall I serve the dinner?2 ( lontano da chi parla; accompagnare) to take*: mi porti al cinema questa sera?, will you take me to the pictures tonight?; porta questa lettera a mio fratello, alla posta, take this letter to my brother, to the post; porta questo vassoio in camera sua, take this tray to his room; il suo cappello fu portato via dal vento, his hat blew off; ti porterò a casa in automobile, I'll drive you home; ti porterò a passeggio, I'll take you for a walk; portare dentro, fuori, su, giù, to take in, out, up, down // portare via, ( togliere) to take away; ( rubare) to steal; ( far morire) to carry off: mi fai il piacere di portare via la tua roba?, will you please take your stuff away?; in autobus mi hanno portato via il portafoglio, they stole my wallet on the bus; una polmonite l'ha portato via in pochi giorni, he was carried off by pneumonia within a few days; è un lavoro che porta via molto tempo, it's a job that takes a long time // che il diavolo ti porti!, go to the devil!3 ( portare con fatica, sostenere; portare d'abitudine) to carry: porta di sopra questo baule, carry this trunk upstairs; non porto mai l'ombrello, I never carry an umbrella; i poliziotti in Inghilterra non portano armi, the police in Britain don't carry guns; porta sempre molto denaro contante con sé, he always carries a lot of cash on him; portare qlcu. in trionfo, to carry s.o. in triumph; portare una valigia sulle spalle, to carry a suitcase on one's shoulders // ognuno ha la propria croce da portare, everyone has his own cross to bear; portare qlcu. in palmo di mano, to hold s.o. in great esteem (o to have a high opinion of s.o.) // quell'uomo porta bene i suoi anni, that man doesn't look his age // portare vasi a Samo, acqua al mare, to carry coals to Newcastle4 portare avanti, to maintain, to carry out: ha sempre portato avanti una linea politica coraggiosa, he always carried out (o maintained) a courageous policy; portò avanti per tutta la vita un discorso di culturizzazione delle masse, throughout his life he carried out the task of promoting mass education; ha sempre portato avanti le sue battaglie in prima persona, he has always fought his own battles; (dir.) portare avanti un'azione legale, to maintain a legal action; portare fra le braccia qlcu., to carry s.o. in one's arms5 ( portare con sé) to bring*, to take*: hai portato il costume da bagno?, did you bring your bathing costume?; porta con te un po' di dollari, take some dollars with you; porta con te tuo fratello, take your brother with you6 ( condurre) to lead*: questa strada porta all'albergo, this road leads to the hotel; il benessere sociale portò a questa situazione, social affluence led to this situation // portare un piano a compimento, to carry out a plan // portare qlcu. a conoscenza di qlco., to bring sthg. to s.o.'s knowledge // tutte le strade portano a Roma, (prov.) all roads lead to Rome7 ( indurre) to induce: tutto porta a credere alla sua innocenza, everything induces (o leads) one to believe in his innocence // portare qlcu. alla disperazione, to drive s.o. to despair8 ( guidare, condurre) to drive*; to pilot: non sa portare l'auto, he can't drive (a car); portare la nave in porto, to pilot the ship into port9 ( indossare, avere) to wear*, to have on, to be dressed in (sthg.): portava un paio di scarpe bianche, she was wearing a pair of white shoes; portare i capelli lunghi, corti, to wear one's hair long, short (o to have long, short hair); portare un fiore all'occhiello, to wear a flower in one's button hole; portare occhiali, gioielli, to wear glasses, jewels; portare un soprabito, un cappello, to wear an overcoat, a hat; portare il lutto, to wear mourning10 ( nutrire) to nourish, to bear*: portare odio, to nourish feelings of hatred; portare rancore verso qlcu., to bear s.o. a grudge; portare speranze, to nourish hopes // portare rispetto a qlcu., to have respect for s.o.11 ( causare) to cause, to bring forth: questo cattivo tempo porterà molte malattie, this bad weather will cause a lot of illness; la sua assenza mi ha portato molto danno, his absence has done me a lot of harm; portare fortuna, to bring luck12 ( produrre) to bear*, to bring* forth, to yield, to produce: il melo non porterà nessun frutto quest'anno, the apple tree will not bear any fruit this year13 ( avere) to bear*, to have*: questa lettera porta una data sbagliata, this letter is wrongly dated; questo documento porta una firma falsa, this document bears a false signature; il suo libro porta uno strano titolo, his book has a strange title14 ( sopportare) to bear*, to endure: porta la sua pena con molto coraggio, he bears his pain very bravely15 ( addurre) to bring forward, to put forward: portare prove, buone ragioni, un esempio, to bring (o to put) forward proofs, good reasons, an example; portò delle scuse ridicole, he made some absurd excuses17 (di cannone ecc.) ( aver una portata di) to have a range of (sthg.)◘ portarsi v.rifl. o intr.pron.2 ( andare) to go*; ( venire) to come*: cercherò di portarmi a Roma al più presto, I'll try to come, to go to Rome as soon as possible; dovresti portarti in città verso mezzogiorno, you should be in town around noon* * *[por'tare]1. vt1) (sostenere, sorreggere: peso, bambino, pacco) to carryportare via — to take away, (rubare) to take
porta bene i suoi anni — he's wearing well, he doesn't look his age
2)(consegnare, recare)
portare qc (a qn) — to take (o bring) sth (to sb)porta il libro in cucina! — (vicino a chi parla) bring the book into the kitchen!, (lontano da chi parla) take the book into the kitchen!
posso portarli a casa? — can I bring (o take) them home?
portare qc alla bocca — to lift o put sth to one's lips
portare fortuna/sfortuna a qn — to bring (good) luck/bad luck to sb
3) (condurre) to take, (sogg : strada) to take, lead(
fig : indurre) portare qn a (fare) qc — to lead sb to (do) sthdove porta questa strada? — where does this road lead?, where does this road take you?
4) (indossare: scarpe, vestito, occhiali) to wear, have onporta i capelli lunghi — he wears his hair long, he has long hair
5) (avere: nome, titolo, firma) to have, bear, (fig : sentimenti) to bearil documento porta la tua firma — the document has o bears your signature
2. vip (portarsi)(recarsi) to goportarsi al tiro Calcio, Basket — to move into a scoring position
* * *[por'tare] 1.verbo transitivo1) (verso chi parla) to bring*; (andare a prendere) to fetch2) (lontano da chi parla) to take*portare qcs. a qcn. — to take sb. sth., to take sth. to sb.
3) (trasportare) to carryportare qcs. sulle spalle — to carry sth. on one's back
essere portato dal vento — to be blown along by the wind, to be borne on the wind
4) (prendere con sé) to take*, to bring* [ oggetto]5) (accompagnare) to take*; (condurre con sé) to bring* [amico, cane]portare qcn. a scuola, all'ospedale — to take sb. to school, to the hospital
portare qcn. a ballare — to take sb. dancing
6) (condurre) to bring*, to lead* (anche fig.)questa discussione non ci sta portando da nessuna parte — fig. this discussion is leading o getting us nowhere
portare qcn. alla follia, alla disperazione — fig. to drive sb. to madness, despair
7) (causare)portare danno — to cause o do harm
portare fortuna, sfortuna a qcn. — to bring sb. good, bad luck
porta bene, male fare — it's good, bad luck to do
8) (indurre)tutto porta a credere che — there is every indication that, all the indications are that
9) (avere) to wear* [barba, capelli]10) (indossare) to wear*, to have* on [ vestito]; to wear* [gioiello, occhiali, lenti a contatto]; to take* [ taglia]11) (avere) to bear*, to have* [nome, titolo]portare i segni di — to bear the marks o signs of
ne porta ancora i segni — fig. he still bears the scars
12) (reggere, sostenere) [colonna, struttura] to bear*, to hold*, to support [tetto, peso]; [persona, animale] to bear* [ peso]13) (nutrire un sentimento) to bear*, to nourish [amore, rancore]portare rispetto a qcn. — to have respect for sb.
14) (addurre) to adduce, to put* forward [ragione, motivazioni]; to bring* forward, to produce [ prove]15) (comunicare, riferire)16) mat. colloq.scrivo 3, porto 2 — I put down 3 and carry 2
17) portare via (prendere con sé) to take* away, to carry away"due hamburger da portare via" — "two hamburgers to take away BE o to go AE "; (rubare) to steal*, to take*; (trasportare) [ acqua] to bear* away, to carry away [persona, barca]; [ vento] to blow* off, to blow* away [ cappello]; (richiedere) to take* (up) [ tempo]
18) portare avanti (proseguire) to follow through, to pursue [idea, teoria]; to carry out [campagna, indagine]; (mettere avanti) to put* forward, to put* on [ orologio]19) portare indietro to take* back, to return [ merce]; (mettere indietro) to put* back, to turn back [ orologio]20) portare su to carry up; (al piano di sopra) to take* upstairs; (far aumentare) to force up [ prezzi]21) portare giù, sotto to bring* down; (al piano di sotto) to take* downstairs22) portare dentro to bring* inside, to fetch in23) portare fuori to carry out, to fetch out2.portare fuori il cane — to take the dog for a walk, to walk the dog
1) (condurre) to lead*2) arm.3.verbo pronominale portarsi1) (andare) to go*; (venire) to come*; (spostarsi) to move2) (con sé) to bring* along3) portarsi dietro to bring* along* * *portare/por'tare/ [1]Tra i verbi inglesi che traducono l'italiano portare, to bring e to take sottolineano il movimento e la direzione verso cui si porta qualcosa: to bring implica l'idea di venire verso chi parla o ascolta, to take l'idea di allontanarsi da chi parla o ascolta (cameriere, mi porti il conto per favore! = waiter, bring me the bill, please!; prenditi l'ombrello! = take your umbrella with you!). Il verbo to carry, invece, non implica alcuna direzione ma piuttosto l'idea di trasportare qualcosa, o portare qualcosa con sé: mi porti tu questi libri, per favore? = will you carry these books for me, please? non porto mai molti soldi con me = I never carry much money with me. Tra gli equivalenti più specifici di portare, tutti elencati nella voce qui sotto, si noti in particolare to wear, cioè indossare.1 (verso chi parla) to bring*; (andare a prendere) to fetch; portami quella sedia bring me that chair; ci ha portato dei regali dal suo viaggio he brought us back presents from his trip; portami qualcosa da bere get me something to drink; te ne porto un altro I'll fetch you another one2 (lontano da chi parla) to take*; portare qcs. a qcn. to take sb. sth., to take sth. to sb.; portare delle sedie in giardino to take chairs into the garden; portare la macchina dal meccanico to take the car to the garage3 (trasportare) to carry; portare una valigia to carry a suitcase; portare qcs. sulle spalle to carry sth. on one's back; portare in braccio un bambino to hold a baby in one's arms; essere portato dal vento to be blown along by the wind, to be borne on the wind4 (prendere con sé) to take*, to bring* [ oggetto]; non dimenticare di portare un ombrello don't forget to take an umbrella5 (accompagnare) to take*; (condurre con sé) to bring* [amico, cane]; portare qcn. a scuola, all'ospedale to take sb. to school, to the hospital; ti porto a casa I'll take you home; portare qcn. a ballare to take sb. dancing6 (condurre) to bring*, to lead* (anche fig.); un autobus ti porterà in albergo a bus will take you to the hotel; cosa ti ha portato qui? what brought you here? questa discussione non ci sta portando da nessuna parte fig. this discussion is leading o getting us nowhere; portare qcn. alla follia, alla disperazione fig. to drive sb. to madness, despair7 (causare) portare danno to cause o do harm; portare fortuna, sfortuna a qcn. to bring sb. good, bad luck; porta bene, male fare it's good, bad luck to do; portare frutti to bear fruit8 (indurre) tutto porta a credere che there is every indication that, all the indications are that; questo ci porta alla conclusione che this leads us to the conclusion that9 (avere) to wear* [barba, capelli]; porta i capelli lunghi she wears her hair long10 ⇒ 35 (indossare) to wear*, to have* on [ vestito]; to wear* [gioiello, occhiali, lenti a contatto]; to take* [ taglia]; che numero porti di scarpe? what size shoes do you take? porto il 40 di scarpe I take size 40 shoes11 (avere) to bear*, to have* [nome, titolo]; porto il nome di mia nonna I'm named after my grandmother; portare i segni di to bear the marks o signs of; ne porta ancora i segni fig. he still bears the scars12 (reggere, sostenere) [colonna, struttura] to bear*, to hold*, to support [tetto, peso]; [persona, animale] to bear* [ peso]13 (nutrire un sentimento) to bear*, to nourish [amore, rancore]; portare rispetto a qcn. to have respect for sb.; porta pazienza! be patient! have some patience!14 (addurre) to adduce, to put* forward [ragione, motivazioni]; to bring* forward, to produce [ prove]15 (comunicare, riferire) porta loro i miei saluti send them my regards16 mat. colloq. scrivo 3, porto 2 I put down 3 and carry 217 portare via (prendere con sé) to take* away, to carry away; portare via la spazzatura to clear away the rubbish; "due hamburger da portare via" "two hamburgers to take away BE o to go AE "; (rubare) to steal*, to take*; (trasportare) [ acqua] to bear* away, to carry away [persona, barca]; [ vento] to blow* off, to blow* away [ cappello]; (richiedere) to take* (up) [ tempo]18 portare avanti (proseguire) to follow through, to pursue [idea, teoria]; to carry out [campagna, indagine]; (mettere avanti) to put* forward, to put* on [ orologio]19 portare indietro to take* back, to return [ merce]; (mettere indietro) to put* back, to turn back [ orologio]20 portare su to carry up; (al piano di sopra) to take* upstairs; (far aumentare) to force up [ prezzi]22 portare dentro to bring* inside, to fetch in23 portare fuori to carry out, to fetch out; portare fuori il cane to take the dog for a walk, to walk the dog; portare fuori l'immondizia to put the garbage out(aus. avere)1 (condurre) to lead*; questa strada porta alla chiesa this road leads to the church2 arm. un cannone che porta a 2500 metri a cannon with a range of 2500 metresIII portarsi verbo pronominale1 (andare) to go*; (venire) to come*; (spostarsi) to move; - rsi in testa alla classifica to get to first place2 (con sé) to bring* along; - rsi il lavoro a casa to take one's work home3 portarsi dietro to bring* along; un'abitudine che ci si porta dietro dall'infanzia a habit that is carried over from childhood -
54 Arnold, John
SUBJECT AREA: Horology[br]b. 1735/6 Bodmin (?), Cornwall, Englandd. 25 August 1799 Eltham, London, England[br]English clock, watch, and chronometer maker who invented the isochronous helical balance spring and an improved form of detached detent escapement.[br]John Arnold was apprenticed to his father, a watchmaker, and then worked as an itinerant journeyman in the Low Countries and, later, in England. He settled in London in 1762 and rapidly established his reputation at Court by presenting George III with a miniature repeating watch mounted in a ring. He later abandoned the security of the Court for a more precarious living developing his chronometers, with some financial assistance from the Board of Longitude. Symbolically, in 1771 he moved from the vicinity of the Court at St James's to John Adam Street, which was close to the premises of the Royal Society for the Encouragement of Arts, Manufactures \& Commerce.By the time Arnold became interested in chronometry, Harrison had already demonstrated that longitude could be determined by means of a timekeeper, and the need was for a simpler instrument that could be sold at an affordable price for universal use at sea. Le Roy had shown that it was possible to dispense with a remontoire by using a detached escapement with an isochronous balance; Arnold was obviously thinking along the same lines, although he may not have been aware of Le Roy's work. By 1772 Arnold had developed his detached escapement, a pivoted detent which was quite different from that used on the European continent, and three years later he took out a patent for a compensation balance and a helical balance spring (Arnold used the spring in torsion and not in tension as Harrison had done). His compensation balance was similar in principle to that described by Le Roy and used riveted bimetallic strips to alter the radius of gyration of the balance by moving small weights radially. Although the helical balance spring was not completely isochronous it was a great improvement on the spiral spring, and in a later patent (1782) he showed how it could be made more truly isochronous by shaping the ends. In this form it was used universally in marine chronometers.Although Arnold's chronometers performed well, their long-term stability was less satisfactory because of the deterioration of the oil on the pivot of the detent. In his patent of 1782 he eliminated this defect by replacing the pivot with a spring, producing the spring detent escapement. This was also done independendy at about the same time by Berthoud and Earnshaw, although Earnshaw claimed vehemently that Arnold had plagiarized his work. Ironically it was Earnshaw's design that was finally adopted, although he had merely replaced Arnold's pivoted detent with a spring, while Arnold had completely redesigned the escapement. Earnshaw also improved the compensation balance by fusing the steel to the brass to form the bimetallic element, and it was in this form that it began to be used universally for chronometers and high-grade watches.As a result of the efforts of Arnold and Earnshaw, the marine chronometer emerged in what was essentially its final form by the end of the eighteenth century. The standardization of the design in England enabled it to be produced economically; whereas Larcum Kendall was paid £500 to copy Harrison's fourth timekeeper, Arnold was able to sell his chronometers for less than one-fifth of that amount. This combination of price and quality led to Britain's domination of the chronometer market during the nineteenth century.[br]Bibliography30 December 1775, "Timekeepers", British patent no. 1,113.2 May 1782, "A new escapement, and also a balance to compensate the effects arising from heat and cold in pocket chronometers, and for incurving the ends of the helical spring…", British patent no. 1,382.Further ReadingR.T.Gould, 1923, The Marine Chronometer: Its History and Development, London; reprinted 1960, Holland Press (provides an overview).V.Mercer, 1972, John Arnold \& Son Chronometer Makers 1726–1843, London.See also: Phillips, EdouardDV -
55 Emigration
Traditionally, Portugal has been a country with a history of emigration to foreign lands, as well as to the overseas empire. During the early centuries of empire, only relatively small numbers of Portuguese emigrated to reside permanently in its colonies. After the establishment of the second, largely Brazilian empire in the 17th century, however, greater numbers of Portuguese left to seek their fortunes outside Europe. It was only toward the end of the 19th century, however, that Portuguese emigration became a mass movement, at first, largely to Brazil. While Portuguese-speaking Brazil was by far the most popular destination for the majority of Portuguese emigrants in early modern and modern times, after 1830, the United States and later Venezuela also became common destinations.Portuguese emigration patterns have changed in the 20th century and, as the Portuguese historian and economist Oliveira Martins wrote before the turn of the century, Portuguese emigration rates are a kind of national barometer. Crises and related social, political, and economic conditions within Portugal, as well as the presence of established emigrant communities in various countries, emigration laws, and the world economy have combined to shape emigration rates and destinations.After World War II, Brazil no longer remained the favorite destination of the majority of Portuguese emigrants who left Portugal to improve their lives and standards of living. Beginning in the 1950s, and swelling into a massive stream in the 1960s and into the 1970s, most Portuguese emigrated to find work in France and, after the change in U.S. immigration laws in the mid-1960s, a steady stream went to North America, including Canada. The emigration figures here indicate that the most intensive emigration years coincided with excessive political turmoil and severe draft (army conscription) laws during the First Republic (1912 was the high point), that emigration dropped during World Wars I and II and during economic downturns such as the Depression, and that the largest flow of Portuguese emigration in history occurred after the onset of the African colonial wars (1961) and into the 1970s, as Portuguese sought emigration as a way to avoid conscription or assignment to Africa.1887 17,0001900ca. 17,000 (mainly to Brazil)1910 39,0001912 88,000 (75,000 of these to Brazil)1930ca. 30,000 (Great Depression)1940ca. 8,8001950 41,0001955 57,0001960 67,0001965 131,0001970 209,000Despite considerable efforts by Lisbon to divert the stream of emigrants from Brazil or France to the African territories of Angola and Mozambique, this colonization effort failed, and most Portuguese who left Portugal preferred the better pay and security of jobs in France and West Germany or in the United States, Venezuela, and Brazil, where there were more deeply rooted Portuguese emigrant communities. At the time of the Revolution of 25 April 1974, when the military coup in Lisbon signaled the beginning of pressures for the Portuguese settlers to leave Africa, the total number of Portuguese resident in the two larger African territories amounted to about 600,000. In modern times, nonimperial Portuguese emigration has prevailed over imperial emigration and has had a significant impact on Portugal's annual budget (due to emigrants' remittances), the political system (since emigrants have a degree of absentee voting rights), investment and economy, and culture.A total of 4 million Portuguese reside and work outside Portugal as of 2009, over one-third of the country's continental and island population. It has also been said that more Portuguese of Azorean descent reside outside the Azores than in the Azores. The following statistics reflect the pattern of Portuguese emigrant communities in the world outside the mother country.Overseas Portuguese Communities Population Figures by Country of Residence ( estimates for 2002)Brazil 1,000,000France 650,000S. Africa 600,000USA 500,000Canada 400,000Venezuela 400,000W. Europe 175,000 (besides France and Germany)Germany 125,000Britain (UK) 60,000 (including Channel Islands)Lusophone Africa 50,000Australia 50,000Total: 4,010,000 (estimate) -
56 Albone, Daniel
[br]b. c.1860 Biggleswade, Bedfordshire, Englandd. 1906 England[br]English engineer who developed and manufactured the first commercially successful lightweight tractor.[br]The son of a market gardener, Albone's interest lay in mechanics, and by 1880 he had established his own business as a cycle maker and repairer. His inventive mind led to a number of patents relating to bicycle design, but his commercial success was particularly assisted by his achievements in cycle racing. From this early start he diversified his business, designing and supplying, amongst other things, axle bearings for the Great Northern Railway, and also building motor cycles and several cars. It is possible that he began working on tractors as early as 1896. Certainly by 1902 he had built his first prototype, to the three-wheeled design that was to remain in later production models. Weighing only 30 cwt, yet capable of pulling two binders or a two-furrow plough, Albone's Ivel tractor was ahead of anything in its time, and its power-to-weight ratio was to be unrivalled for almost a decade. Albone's commercial success was not entirely due to the mechanical tractor's superiority, but owed a considerable amount to his ability as a showman and demonstrator. He held two working demonstrations a month in the village of Biggleswade in Bedfordshire, where the tractors were made. The tractor was named after the river Ivel, which flowed through the village. The Ivel tractor gained twenty-six gold and silver medals at agricultural shows between 1902 and 1906, and was a significant contributor to Britain's position as the world's largest exporter of tractors between 1904 and 1914. Albone tried other forms of his tractor to increase its sales. He built a fire engine, and also an armoured vehicle, but failed to impress the War Office with its potential.Albone died at the age of 46. His tractor continued in production but remained essentially unimproved, and the company finally lost its sales to other designs, particularly those of American origin.[br]Further ReadingDetailed contemporary accounts of tractor development occur in the British periodical Implement and Machinery Review. Accounts of the Ivel appear in "The Trials of Agricultural Motors", Journal of the Royal Agricultural Society of England (1910), pp. 179–99. A series of general histories by Michael Williams have been published by Blandfords, of which Classic Farm Tractors (1984) includes an entry on the Ivel.AP -
57 Barlow, Peter
SUBJECT AREA: Ports and shipping[br]b. 13 October 1776 Norwich, Englandd. 1 March 1862 Kent, England[br]English mathematician, physicist and optician.[br]Barlow had little formal academic education, but by his own efforts rectified this deficiency. His contributions to various periodicals ensured that he became recognized as a man of considerable scientific understanding. In 1801, through competitive examination, he became Assistant Mathematics Master at the Royal Military Academy, Woolwich, and some years later was promoted to Professor. He resigned from this post in 1847, but retained full salary in recognition of his many public services.He is remembered for several notable achievements, and for some experiments designed to overcome problems such as the deviation of compasses in iron ships. Here, he proposed the use of small iron plates designed to overcome other attractions: these were used by both the British and Russian navies. Optical experiments commenced around 1827 and in later years he carried out tests to optimize the size and shape of many parts used in the railways that were spreading throughout Britain and elsewhere at that time.In 1814 he published mathematical tables of squares, cubes, square roots, cube roots and reciprocals of all integers from 1 to 10,000. This volume was of great value in ship design and other engineering processes where heavy numerical effort is required; it was reprinted many times, the last being in 1965 when it had been all but superseded by the calculator and the computer. In the preface to the original edition, Barlow wrote, "the only motive which prompted me to engage in this unprofitable task was the utility that I conceived might result from my labour… if I have succeeded in facilitating abstruse arithmetical calculations, then I have obtained the object in view."[br]Principal Honours and DistinctionsFRS 1823; Copley Medal (for discoveries in magnetism) 1825. Honorary Member, Institution of Civil Engineers 1820.Bibliography1811, An Elementary Investigation of the Theory of Numbers.1814, Barlow's Tables (these have continued to be published until recently, one edition being in 1965 (London: Spon); later editions have taken the integers up to 12,500).1817, Essay on the Strength of Timber and Other Materials.Further ReadingDictionary of National Biography.FMW -
58 Bell, Imrie
[br]b. 1836 Edinburgh, Scotlandd. 21 November 1906 Croydon, Surrey, England[br]Scottish civil engineer who built singular and pioneering structures.[br]Following education at the Royal High School of Edinburgh, Bell served an apprenticeship with a Mr Bertram, engineer and shipwright of Leith, before continuing as a regular pupil with Bell and Miller, the well-known civil engineers of Glasgow. A short period at Pelton Colliery in County Durham followed, and then at the early age of 20 Bell was appointed Resident Engineer on the construction of the Meadowside Graving Dock in Glasgow.The Meadowside Dry Dock was opened on 28 January 1858 and was a remarkable act of faith by the proprietors Messrs Tod and McGregor, one of the earliest companies in iron shipbuilding in the British Isles. It was the first dry dock in the City of Glasgow and used the mouth of the river Kelvin for canting ships; at the time the dimensions of 144×19×5.5m depth were regarded as quite daring. This dock was to remain in regular operation for nearly 105 years and is testimony to the skills of Imrie Bell and his colleagues.In the following years he worked for the East India Railway Company, where he was in charge of the southern half of the Jumna Railway Bridge at Allahabad, before going on to other exciting civil engineering contracts in India. On his return home, Bell became Engineer to Leith Docks, and three years later he became Executive Engineer to the States of Jersey, where he constructed St Helier's Harbour and the lighthouse at La Corbiere—the first in Britain to be built with Portland cement. In 1878 he rejoined his old firm of Bell and Miller, and ultimately worked from their Westminster office. One of his last jobs in Scotland was supervising the building of the Great Western Road Bridge in Glasgow, one of the beautiful bridges in the West End of the city.Bell retired from business in 1898 and lived in Surrey for the rest of his life.[br]Bibliography1879–80, "On the St Helier's Harbour works", Transactions of the Institution of Engineers and Shipbuilders in Scotland 23.Further ReadingFred M.Walker, 1984, Song of the Clyde, Cambridge: PSL.FMW -
59 Chevenard, Pierre Antoine Jean Sylvestre
SUBJECT AREA: Metallurgy[br]b. 31 December 1888 Thizy, Rhône, Franced. 15 August 1960 Fontenoy-aux-Roses, France[br]French metallurgist, inventor of the alloys Elinvar and Platinite and of the method of strengthening nickel-chromium alloys by a precipitate ofNi3Al which provided the basis of all later super-alloy development.[br]Soon after graduating from the Ecole des Mines at St-Etienne in 1910, Chevenard joined the Société de Commentry Fourchambault et Decazeville at their steelworks at Imphy, where he remained for the whole of his career. Imphy had for some years specialized in the production of nickel steels. From this venture emerged the first austenitic nickel-chromium steel, containing 6 per cent chromium and 22–4 per cent nickel and produced commercially in 1895. Most of the alloys required by Guillaume in his search for the low-expansion alloy Invar were made at Imphy. At the Imphy Research Laboratory, established in 1911, Chevenard conducted research into the development of specialized nickel-based alloys. His first success followed from an observation that some of the ferro-nickels were free from the low-temperature brittleness exhibited by conventional steels. To satisfy the technical requirements of Georges Claude, the French cryogenic pioneer, Chevenard was then able in 1912 to develop an alloy containing 55–60 per cent nickel, 1–3 per cent manganese and 0.2–0.4 per cent carbon. This was ductile down to −190°C, at which temperature carbon steel was very brittle.By 1916 Elinvar, a nickel-iron-chromium alloy with an elastic modulus that did not vary appreciably with changes in ambient temperature, had been identified. This found extensive use in horology and instrument manufacture, and even for the production of high-quality tuning forks. Another very popular alloy was Platinite, which had the same coefficient of thermal expansion as platinum and soda glass. It was used in considerable quantities by incandescent-lamp manufacturers for lead-in wires. Other materials developed by Chevenard at this stage to satisfy the requirements of the electrical industry included resistance alloys, base-metal thermocouple combinations, magnetically soft high-permeability alloys, and nickel-aluminium permanent magnet steels of very high coercivity which greatly improved the power and reliability of car magnetos. Thermostatic bimetals of all varieties soon became an important branch of manufacture at Imphy.During the remainder of his career at Imphy, Chevenard brilliantly elaborated the work on nickel-chromium-tungsten alloys to make stronger pressure vessels for the Haber and other chemical processes. Another famous alloy that he developed, ATV, contained 35 per cent nickel and 11 per cent chromium and was free from the problem of stress-induced cracking in steam that had hitherto inhibited the development of high-power steam turbines. Between 1912 and 1917, Chevenard recognized the harmful effects of traces of carbon on this type of alloy, and in the immediate postwar years he found efficient methods of scavenging the residual carbon by controlled additions of reactive metals. This led to the development of a range of stabilized austenitic stainless steels which were free from the problems of intercrystalline corrosion and weld decay that then caused so much difficulty to the manufacturers of chemical plant.Chevenard soon concluded that only the nickel-chromium system could provide a satisfactory basis for the subsequent development of high-temperature alloys. The first published reference to the strengthening of such materials by additions of aluminium and/or titanium occurs in his UK patent of 1929. This strengthening approach was adopted in the later wartime development in Britain of the Nimonic series of alloys, all of which depended for their high-temperature strength upon the precipitated compound Ni3Al.In 1936 he was studying the effect of what is now known as "thermal fatigue", which contributes to the eventual failure of both gas and steam turbines. He then published details of equipment for assessing the susceptibility of nickel-chromium alloys to this type of breakdown by a process of repeated quenching. Around this time he began to make systematic use of the thermo-gravimetrie balance for high-temperature oxidation studies.[br]Principal Honours and DistinctionsPresident, Société de Physique. Commandeur de la Légion d'honneur.Bibliography1929, Analyse dilatométrique des matériaux, with a preface be C.E.Guillaume, Paris: Dunod (still regarded as the definitive work on this subject).The Dictionary of Scientific Biography lists around thirty of his more important publications between 1914 and 1943.Further Reading"Chevenard, a great French metallurgist", 1960, Acier Fins (Spec.) 36:92–100.L.Valluz, 1961, "Notice sur les travaux de Pierre Chevenard, 1888–1960", Paris: Institut de France, Académie des Sciences.ASDBiographical history of technology > Chevenard, Pierre Antoine Jean Sylvestre
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60 Dunne, John William
SUBJECT AREA: Aerospace[br]b. 2 December 1875 Co. Kildare, Irelandd. 24 August 1949 Oxfordshire, England[br]Irish inventor who pioneered tailless aircraft designed to be inherently stable.[br]After serving in the British Army during the Boer War. Dunne returned home convinced that aeroplanes would be more suitable than balloons for reconnaissance work. He built models to test his ideas for a tailless design based on the winged seed of a Javanese climbing plant. In 1906 Dunne joined the staff of the Balloon Factory at Farnborough, where the Superintendent, Colonel J.E.Capper, was also interested in manned kites and aeroplanes. Since 1904 the colourful American "Colonel" S.F. Cody had been experimenting at Farnborough with manned kites, and in 1908 his "British Army Dirigible No. 1" made the first powered flight in Britain. Dunne's first swept-wing tailless glider was ready to fly in the spring of 1907, but it was deemed to be a military secret and flying it at Farnborough would be too public. Dunne, Colonel Capper and a team of army engineers took the glider to a remote site at Blair Atholl in Scotland for its test flights. It was not a great success, although it attracted snoopers, with the result that it was camouflaged. Powered versions made short hops in 1908, but then the War Office withdrew its support. Dunne and his associates set up a syndicate to continue the development of a new tailless aeroplane, the D 5; this was built by Short Brothers (see Short, Hugh Oswald) and flew successfully in 1910. It had combined elevators and ailerons on the wing tips (or elevons as they are now called when fitted to modern delta-winged aircraft). In 1913 an improved version of the D 5 was demonstrated in France, where the pilot left his cockpit and walked along the wing in flight. Dunne had proved his point and designed a stable aircraft, but his health was suffering and he retired. During the First World War, however, it was soon learned that military aircraft needed to be manoeuvrable rather than stable.[br]Bibliography1913, "The theory of the Dunne aeroplane", Journal of the Royal Aeronautical Society (April).After he left aviation, Dunne became well known for his writings on the nature of the universe and the interpretation of dreams. His best known-work was An ExperimentWith Time (1927; and reprints).Further ReadingP.B.Walker, 1971, Early Aviation at Farnborough, Vol. I, London; 1974, Vol. II (provides a detailed account of Dunne's early work; Vol. II is the more relevant).P.Lewis, 1962, British Air craft 1809–1914, London (for details of Dunne's aircraft).JDS
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