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61 Smith, J.
SUBJECT AREA: Textiles[br]fl. 1830s Scotland[br]Scottish inventor of the first endless chain of flats for carding.[br]Carding by hand required a pair of hand cards. The lump of tangled fibres was teased out by pulling one card across the other to even out the fibres and transfer them onto one of the cards from which they could be rolled up into a rollag or slubbing. When Arkwright began to use cylinder cards, the fibres were teased out as they passed from one cylinder to the next. In order to obtain a greater carding area, he soon introduced smaller cylinders and placed strips of flat card above the periphery of the main cylinder. These became clogged with short fibres and dirt, so they had to be lifted off and cleaned or "stripped" at intervals. The first to invent a self-stripping card was Archibald Buchanan, at the Catrine mills in Ayrshire, with his patent in 1823. In his arrangement each flat was turned upside down and stripped by a rotary brush. This was improved by Smith in 1834 and patented in the same year. Smith fixed the flats on an endless chain so that they travelled around the periphery of the top of the main cylinder. Just after the point where they left the cylinder, Smith placed a rotary brush and a comb to clear the brush. In this way each flat in turn was properly and regularly cleaned.Smith was an able mechanic and Managing Partner of the Deanston mills in Scotland. He visited Manchester, where he was warmly received on the introduction of his machine there at about the same time as he patented it in Scotland. The carding engine he designed was complex, for he arranged a double feed to obtain greater production. While this part of his patent was not developed, his chain or endless flats became the basis used in later cotton carding engines. He took out at least half a dozen other patents for textile machinery. These included two in 1834, the first for a self-acting mule and the second with J.C. Dyer for improvements to winding on to spools. There were further spinning patents in 1839 and 1844 and more for preparatory machinery including carding in 1841 and 1842. He was also interested in agriculture and invented a subsoil plough and other useful things.[br]Bibliography1834, British patent no. 6,560 (self-stripping card). 1834, British patent no. 656 (self-acting mule). 1839, British patent no. 8,054.1841, British patent no. 8,796 (carding machine). 1842, British patent no. 9,313 (carding machine).1844, British patent no. 10,080.Further ReadingE.Leigh, 1875, The Science of Modern Cotton Spinning Manchester (provides a good account of Smith's carding engine).W.English, 1969, The Textile Industry, London (covers the development of the carding engine).RLH -
62 Walter, Thomas Ustick
SUBJECT AREA: Architecture and building[br]b. 4 September 1804 Philadelphia, Pennsylvania, USAd. 30 October 1887 Philadelphia, Pennsylvania, USA[br]American architect, best known for his construction of the great iron dome of the United States Capitol in Washington.[br]Much of Walter's work was in neo-classical style, of which the Founders' Hall at Girard College in Philadelphia, built 1833–47, is a fine example. On the exterior this is a large-scale Corinthian temple of peripteral octastyle form. Inside, Walter showed his awareness of modern needs with his brick fireproof vaulting. In 1851 Walter was appointed by President Millard Fillmore as Architect to the Capitol in Washington, DC, to enlarge the building to accommodate the greater needs of the day. Between this time and 1865 Walter extended the side wings considerably to provide more space for the House of Representatives and the Senate and, to balance the composition of this much longer elevation, built a new great dome. In style, the dome and drum resemble those of Wren's St Paul's Cathedral in London, but the scale is much greater and the internal construction largely of cast iron: internally the dome measures 98 ft (29.9 m) in diameter and has a total height of 222 ft (67.7 m).[br]Principal Honours and DistinctionsFounder American Institute of Architects 1857; President from 1876.Further ReadingM.Whiffen and F.Keeper, 1981, American Architecture 1607–1976, Cambridge, Mass.: MIT.DY -
63 Beaumont, Huntingdon
SUBJECT AREA: Mining and extraction technology[br]b. c.1560 Coleorton (?), Leicestershire, Englandd. 1624 Nottingham, England[br]English speculator in coal-mining, constructor of the first surface railway in Britain.[br]Huntingdon Beaumont was a younger son of a landed family whose estates included coal-mines at Coleorton and Bedworth. From these, no doubt, originated his great expertise in coal-mining and mine management. His subsequent story is a complex one of speculation in coal mines: agreements, partnerships, and debts, and, in trying to extricate himself from the last, attempts to improve profitability, and ever-greater enterprises. He leased mines in 1601 at Wollaton, near Nottingham, and in 1603 at Strelley, which adjoins Wollaton but is further from Nottingham, where lay the market for coal. To reduce the transport cost of Strelley coal, Beaumont laid a wooden wagonway for two miles or so to Wollaton Lane End, the point at which the coal was customarily sold. In earlier times wooden railways had probably been used in mines, following practice on the European continent, but Beaumont's was the first on the surface in Britain. The market for coal in Nottingham being limited, Beaumont, with partners, attempted to send coal to London by water, but the difficult navigation of the Trent at this period made the venture uneconomic. With a view still to supplying London, c.1605 they took leases of mines near Blyth, north of Newcastle upon Tyne. Here too Beaumont built wagonways, to convey coal to the coast, but despite considerable expenditure the mines could not be made economic and Beaumont returned to Strelley. Although he worked the mine night and day, he was unable to meet the demands of his creditors, who eventually had him imprisoned for debt. He died in gaol.[br]Further ReadingR.S.Smith, 1957, "Huntingdon Beaumont. Adventurer in coal mines", Renaissance \& Modern Studies 1; Smith, 1960, "England's first rails: a reconsideration", Renaissance\& Modern Studies 4, University of Nottingham (both are well-researched papers discussing Beaumont and his wagonways).PJGR -
64 Churchward, George Jackson
[br]b. 31 January 1857 Stoke Gabriel, Devon, Englandd. 19 December 1933 Swindon, Wiltshire, England[br]English mechanical engineer who developed for the Great Western Railway a range of steam locomotives of the most advanced design of its time.[br]Churchward was articled to the Locomotive Superintendent of the South Devon Railway in 1873, and when the South Devon was absorbed by the Great Western Railway in 1876 he moved to the latter's Swindon works. There he rose by successive promotions to become Works Manager in 1896, and in 1897 Chief Assistant to William Dean, who was Locomotive Carriage and Wagon Superintendent, in which capacity Churchward was allowed extensive freedom of action. Churchward eventually succeeded Dean in 1902: his title changed to Chief Mechanical Engineer in 1916.In locomotive design, Churchward adopted the flat-topped firebox invented by A.J.Belpaire of the Belgian State Railways and added a tapered barrel to improve circulation of water between the barrel and the firebox legs. He designed valves with a longer stroke and a greater lap than usual, to achieve full opening to exhaust. Passenger-train weights had been increasing rapidly, and Churchward produced his first 4–6– 0 express locomotive in 1902. However, he was still developing the details—he had a flair for selecting good engineering practices—and to aid his development work Churchward installed at Swindon in 1904 a stationary testing plant for locomotives. This was the first of its kind in Britain and was based on the work of Professor W.F.M.Goss, who had installed the first such plant at Purdue University, USA, in 1891. For comparison with his own locomotives Churchward obtained from France three 4–4–2 compound locomotives of the type developed by A. de Glehn and G. du Bousquet. He decided against compounding, but he did perpetuate many of the details of the French locomotives, notably the divided drive between the first and second pairs of driving wheels, when he introduced his four-cylinder 4–6–0 (the Star class) in 1907. He built a lone 4–6–2, the Great Bear, in 1908: the wheel arrangement enabled it to have a wide firebox, but the type was not perpetuated because Welsh coal suited narrow grates and 4–6–0 locomotives were adequate for the traffic. After Churchward retired in 1921 his successor, C.B.Collett, was to enlarge the Star class into the Castle class and then the King class, both 4–6–0s, which lasted almost as long as steam locomotives survived in service. In Church ward's time, however, the Great Western Railway was the first in Britain to adopt six-coupled locomotives on a large scale for passenger trains in place of four-coupled locomotives. The 4–6–0 classes, however, were but the most celebrated of a whole range of standard locomotives of advanced design for all types of traffic and shared between them many standardized components, particularly boilers, cylinders and valve gear.[br]Further ReadingH.C.B.Rogers, 1975, G.J.Churchward. A Locomotive Biography, London: George Allen \& Unwin (a full-length account of Churchward and his locomotives, and their influence on subsequent locomotive development).C.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allan, Ch. 20 (a good brief account).Sir William Stanier, 1955, "George Jackson Churchward", Transactions of the NewcomenSociety 30 (a unique insight into Churchward and his work, from the informed viewpoint of his former subordinate who had risen to become Chief Mechanical Engineer of the London, Midland \& Scottish Railway).PJGRBiographical history of technology > Churchward, George Jackson
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65 Perry, John
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 14 February 1850 Garvagh, Co. Londonderry, Ireland (now Northern Ireland)d. 4 August 1920 London, England[br]Irish engineer, mathematician and technical-education pioneer.[br]Educated at Queens College, Belfast, Perry became Physics Master at Clifton College in 1870 until 1874. This was followed by a brief period of study under Sir William Thomson in Glasgow. He was then appointed Professor of Engineering at the Imperial College of Japan in Tokyo, where he formed a remarkable research partnership with W.E. Ayrton. On his return to England he became Professor of Engineering and Mathematics at City and Guilds College, Finsbury. Perry was the co-inventor with Ayrton of many electrical measuring instruments between 1880 and 1890, including an energy meter incorporating pendulum clocks and the first practicable portable ammeter and voltmeter, the latter being extensively used until superseded by instruments of greater accuracy. An optical indicator for high-speed steam engines was among Perry's many patents. Having made a notable contribution to education, particularly in the teaching of mathematics, he turned his attention in the latter period of his life to the improvement of the gyrostatic compass.[br]Principal Honours and DistinctionsFRS 1885. President, Institution of Electrical Engineers 1900. Whitworth Scholar 1870.Bibliography28 April 1883, jointly with Ayrton, British patent no. 2,156 (portable ammeter and voltmeter).1900, England's Neglect of Science, London (for Perry's collected papers on technical education).Further ReadingObituary, 1920, Journal of the Institution of Electrical Engineers 58:901–2.D.W.Jordan, 1985, "The cry for useless knowledge: education for a new Victorian technology", Proceedings of the Institution of Electrical Engineers 132 (Part A): 587– 601.GW -
66 Phillips, Horatio Frederick
SUBJECT AREA: Aerospace[br]b. 2 February 1845 London, Englandd. 15 July 1926 Hampshire, England[br]English aerodynamicist whose cambered two-surface wing sections provided the foundations for aerofoil design.[br]At the age of 19, Phillips developed an interest in flight and constructed models with lightweight engines. He spent a large amount of time and money over many years, carrying out practical research into the science of aerodynamics. In the early 1880s he built a wind tunnel with a working section of 15 in. by 10 in. (38 cm by 25 cm). Air was sucked through the working section by an adaptation of the steam injector used in boilers and invented by Henry Giffard, the airship pioneer. Phillips tested aerofoils based on the cross-section of bird's wings, with a greater curvature on the upper surface than the lower. He measured the lift and drag and showed that the major component of lift came from suction on the upper surface, rather than pressure on the lower. He took out patents for his aerofoil sections in 1884 and 1891. In addition to his wind-tunnel test, Phillips tested his wing sections on a whirling arm, as used earlier by Cayley, Wenham and Lilienthal. After a series of tests using an arm of 15 ft (4.57 m) radius, Phillips built a massive whirling arm driven by a steam engine. His test pieces were mounted on the end of the arm, which had a radius of 50 ft (15.24 m), giving them a linear speed of 70 mph (113 km/h). By 1893 Phillips was ready to put his theories to a more practical test, so he built a large model aircraft driven by a steam engine and tethered to run round a circular track. It had a wing span of 19 ft (5.79 m), but it had fifty wings, one above the other. These wings were only 10 in. (25 cm) wide and mounted in a frame, so it looked rather like a Venetian blind. At 40 mph (64 km/h) it lifted off the track. In 1904 Phillips built a full-size multi-wing aeroplane with twenty wings which just lifted off the ground but did not fly. He built another multi-wing machine in 1907, this time with four Venetian blind' frames in tandem, giving it two hundred wings! Phillips made a short flight of almost 500 ft (152 m) which could be claimed to be the first powered aeroplane flight in England by an Englishman. He retired from flying at the age of 62.[br]Bibliography1900, "Mechanical flight and matters relating thereto", Engineering (reprint).1891–3, "On the sustentation of weight by mechanical flight", Aeronautical Society of Great Britain 23rd Report.Further ReadingJ.Laurence Pritchard, 1957, "The dawn of aerodynamics", Journal of the Royal Aeronautical Society (March) (good descriptions of Phillips's early work and his wind tunnel).J.E.Hodgson, 1924, The History of Aeronautics in Great Britain, London.F.W.Brearey, 1891–3, "Remarks on experiments made by Horatio Phillips", Aeronautical Society of Great Britain 23rd Report.JDSBiographical history of technology > Phillips, Horatio Frederick
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67 Seppings, Robert
SUBJECT AREA: Ports and shipping[br]b. 11 December 1767 near Fakenham, Norfolk, Englandd. 25 April 1840 Taunton, Somerset, England[br]English naval architect who as Surveyor to the Royal Navy made fundamental improvements in wooden ship construction.[br]After the death of his father, Seppings at the age of 14 moved to his uncle's home in Plymouth, where shortly after (1782) he was apprenticed to the Master Shipwright. His indentures were honoured fully by 1789 and he commenced his climb up the professional ladder of the ship construction department of the Royal Dockyards. In 1797 he became Assistant Master Shipwright at Plymouth, and in 1804 he was appointed Master Shipwright at Chatham. In 1813 Sir William Rule, Surveyor to the Navy, retired and the number of surveyors was increased to three, with Seppings being appointed the junior. Later he was to become Surveyor to the Royal Navy, a post he held until his retirement in 1832. Seppings introduced many changes to ship construction in the early part of the nineteenth century. It is likely that the introduction of these innovations required positive and confident management, and their acceptance tells us much about Seppings. The best-known changes were the round bow and stern in men-of-war and the alteration to framing systems.The Seppings form of diagonal bracing ensured that wooden ships, which are notorious for hogging (i.e. drooping at the bow and stern), were stronger and therefore able to be built with greater length. This change was complemented by modifications to the floors, frames and futtocks (analogous to the ribs of a ship). These developments were to be taken further once iron composite construction (wooden sheathing on iron frames) was adopted in the United Kingdom mid-century.[br]Principal Honours and DistinctionsFRS. Knighted (by the Prince Regent aboard the warship Royal George) 1819.BibliographyThroughout his life Seppings produced a handful of pamphlets and published letters, as well as two papers that were published in the Philosophical Transactions of the Royal Society (1814 and 1820).Further ReadingA description of the thinking in the Royal Navy at the beginning of the nineteenth century can be found in: J.Fincham, 1851, A History of Naval Architecture, London; B.Lavery, 1989, Nelson's Navy. The Ships, Men and Organisation 1793–1815, London: Conway.T.Wright, 1982, "Thomas Young and Robert Seppings: science and ship construction in the early nineteenth century", Transactions of the Newcomen Society 53:55–72.Seppings's work can be seen aboard the frigate Unicorn, launched in Chatham in 1824 and now on view to the public at Dundee. Similarly, his innovations in ship construction can be readily understood from many of the models at the National Maritime Museum, Greenwich.FMW -
68 Short, Hugh Oswald
SUBJECT AREA: Aerospace[br]b. 16 January 1883 Derbyshire, Englandd. 4 December 1969 Haslemere, England[br]English co-founder, with his brothers Horace Short (1872–1917) and Eustace (1875–1932), of the first company to design and build aeroplanes in Britain.[br]Oswald Short trained as an engineer; he was largely self-taught but was assisted by his brothers Eustace and Horace. In 1898 Eustace and the young Oswald set up a balloon business, building their first balloon in 1901. Two years later they sold observation balloons to the Government of India, and further orders followed. Meanwhile, in 1906 Horace designed a high-altitude balloon with a spherical pressurized gondola, an idea later used by Auguste Piccard, in 1931. Horace, a strange genius with a dominating character, joined his younger brothers in 1908 to found Short Brothers. Their first design, based on the Wright Flyer, was a limited success, but No. 2 won a Daily Mail prize of £1,000. In the same year, 1909, the Wright brothers chose Shorts to build six of their new Model A biplanes. Still using the basic Wright layout, Horace designed the world's first twin-engined aeroplane to fly successfully: it had one engine forward of the pilot, and one aft. During the years before the First World War the Shorts turned to tractor biplanes and specialized in floatplanes for the Admiralty.Oswald established a seaplane factory at Rochester, Kent, during 1913–14, and an airship works at Cardington, Bedfordshire, in 1916. Short Brothers went on to build the rigid airship R 32, which was completed in 1919. Unfortunately, Horace died in 1917, which threw a greater responsibility onto Oswald, who became the main innovator. He introduced the use of aluminium alloys combined with a smooth "stressed-skin" construction (unlike Junkers, who used corrugated skins). His sleek biplane the Silver Streak flew in 1920, well ahead of its time, but official support was not forthcoming. Oswald Short struggled on, trying to introduce his all-metal construction, especially for flying boats. He eventually succeeded with the biplane Singapore, of 1926, which had an all-metal hull. The prototype was used by Sir Alan Cobham for his flight round Africa. Several successful all-metal flying boats followed, including the Empire flying boats (1936) and the ubiquitous Sunderland (1937). The Stirling bomber (1939) was derived from the Sunderland. The company was nationalized in 1942 and Oswald Short retired the following year.[br]Principal Honours and DistinctionsHonorary Fellow of the Royal Aeronautical Society. Freeman of the City of London. Oswald Short turned down an MBE in 1919 as he felt it did not reflect the achievements of the Short Brothers.Bibliography1966, "Aircraft with stressed skin metal construction", Journal of the Royal Aeronautical Society (November) (an account of the problems with patents and officialdom).Further ReadingC.H.Barnes, 1967, Shorts Aircraft since 1900, London; reprinted 1989 (a detailed account of the work of the Short brothers).JDS -
69 Wedgwood, Josiah
SUBJECT AREA: Domestic appliances and interiors[br]baptized 12 July 1730 Burslem, Staffordshire, Englandd. 3 January 1795 Etruria Hall, Staffordshire, England[br]English potter and man of science.[br]Wedgwood came from prolific farming stock who, in the seventeenth century, had turned to pot-making. At the age of 9 his education was brought to an end by his father's death and he was set to work in one of the family potteries. Two years later an attack of smallpox left him with a weakness in his right knee which prevented him from working the potter's wheel. This forced his attention to other aspects of the process, such as design and modelling. He was apprenticed to his brother Thomas in 1744, and in 1752 was in partnership with Thomas Whieldon, a leading Staffordshire potter, until probably the first half of 1759, when he became a master potter and set up in business on his own account at Ivy House Works in Burslem.Wedgwood was then able to exercise to the full his determination to improve the quality of his ware. This he achieved by careful attention to all aspects of the work: artistic judgement of form and decoration; chemical study of the materials; and intelligent management of manufacturing processes. For example, to achieve greater control over firing conditions, he invented a pyrometer, a temperature-measuring device by which the shrinkage of prepared clay cylinders in the furnace gave an indication of the temperature. Wedgwood was the first potter to employ steam power, installing a Boulton \& Watt engine for crushing and other operations in 1782. Beyond the confines of his works, Wedgwood concerned himself in local issues such as improvements to the road and canal systems to facilitate transport of raw materials and products.During the first ten years, Wedgwood steadily improved the quality of his cream ware, known as "Queen's ware" after a set of ware was presented to Queen Charlotte in 1762. The business prospered and his reputation grew. In 1766 he was able to purchase an estate on which he built new works, a mansion and a village to which he gave the name Etruria. Four years after the Etruria works were opened in 1769, Wedgwood began experimenting with a barium compound combined in a fine-textured base allied to a true porcelain. The result was Wedgwood's most original and distinctive ware similar to jasper, made in a wide variety of forms.Wedgwood had many followers and imitators but the merit of initiating and carrying through a large-scale technical and artistic development of English pottery belongs to Wedgwood.[br]Principal Honours and DistinctionsFRS 1783.BibliographyWedgwood contributed five papers to the Philosophical Transactions of the Royal Society, two in 1783 and 1790 on chemical subjects and three in 1782, 1784 and 1786 on his pyrometer.Further ReadingMeteyard, 1865, Life of Josiah Wedgwood, London (biography).A.Burton, 1976, Josiah Wedgwood: Biography, London: André Deutsch (a very readable account).LRD -
70 mecánico2
2 = mechanical, mechanistic, rote, mindless, unthinking, power.Ex. With a fully faceted classification scheme (see 13.2.4) chain indexing is purely mechanical, and straightforward.Ex. Content analysts, doing their kind of mechanistic time-and-motion studies on 'Till death do us part', might well come up with the conclusion that the greater part of it is straight and explicit racialism.Ex. This article examines creative and rote modes of thinking as they relate to 'theory' and 'practice' in library education.Ex. This article argues that mindless adulation is no substitute for honest discussions of the bad as well as the good in young adult literature.Ex. The author outlines arguments against the unthinking application of new technologies.Ex. In 1895 a good London bindery would have the following machines: hand-fed folding machines, sewing machines, nipping machines (for pressing the sewn books before casing-in), cutting machines, rounding machines, backing machines, straight-knife trimming machines (guillotines), rotary board-cutting machines, power blocking presses, and hydraulic standing presses.----* barredera mecánica = sweeper, mechanical sweeper, mechanised sweeper, road sweeper, street sweeper.* barredora mecánica = sweeper, mechanical sweeper, mechanised sweeper, road sweeper.* barredora mecánica = street sweeper.* componente mecánico = mechanical part.* de forma mecánica = mechanically.* desastre mecánico = mechanical disaster.* de un modo mecánico = mechanically.* escalera mecánica = escalator.* estropajo mecánico = mechanised scrubber.* excavadora mecánica = excavator.* herramienta mecánica = machine tool.* período de la prensa mecánica, el = machine-press period, the.* pieza mecánica = mechanical part.* propiedad mecánica = mechanical property.* rampa mecánica = moving ramp.* recambio mecánico = mechanical part.* rotura mecánica = mechanical breakdown. -
71 mecánico
adj.mechanical, power-driven, robotic.m.1 mechanic, greaser.2 grease monkey.* * *► adjetivo1 mechanical► nombre masculino,nombre femenino1 mechanic\mecánico dentista dental technician* * *1. (f. - mecánica)noun2. (f. - mecánica)adj.* * *mecánico, -a1. ADJ2) [gesto, trabajo] mechanical2.SM / F [de coches] mechanic, grease monkey (EEUU) *; (=operario) machinist; (=ajustador) fitter, repair man/woman; (Aer) rigger, fitter; (=conductor) driver, chauffeurmecánico/a de vuelo — flight engineer
* * *I- ca adjetivoa) (Mec) mechanicalb) <gesto/acto> mechanicalII- ca masculino, femenino ( de vehículos) mechanic; ( de maquinaria industrial) fitter; (de fotocopiadoras, lavadoras) (m) engineer, repairman; (f) engineer, repairwoman* * *I- ca adjetivoa) (Mec) mechanicalb) <gesto/acto> mechanicalII- ca masculino, femenino ( de vehículos) mechanic; ( de maquinaria industrial) fitter; (de fotocopiadoras, lavadoras) (m) engineer, repairman; (f) engineer, repairwoman* * *mecánico11 = mechanic.Ex: Some knowledge of mechanics will also make it easier to detect faults and to discuss them sensibly when a mechanic has to be called in = Además, cierto conocimiento de mecánica hará que sea más fácil detectar los fallos y discutirlos con sensatez cuando haya que llamar a un mecánico.
* banco de mecánico = metal-shop bench.* garaje mecánico = mechanic garage, mechanic workshop, garage.* mecánico de coches = auto mechanic.* taller mecánico = mechanic workshop, mechanic garage, garage.mecánico22 = mechanical, mechanistic, rote, mindless, unthinking, power.Ex: With a fully faceted classification scheme (see 13.2.4) chain indexing is purely mechanical, and straightforward.
Ex: Content analysts, doing their kind of mechanistic time-and-motion studies on 'Till death do us part', might well come up with the conclusion that the greater part of it is straight and explicit racialism.Ex: This article examines creative and rote modes of thinking as they relate to 'theory' and 'practice' in library education.Ex: This article argues that mindless adulation is no substitute for honest discussions of the bad as well as the good in young adult literature.Ex: The author outlines arguments against the unthinking application of new technologies.Ex: In 1895 a good London bindery would have the following machines: hand-fed folding machines, sewing machines, nipping machines (for pressing the sewn books before casing-in), cutting machines, rounding machines, backing machines, straight-knife trimming machines (guillotines), rotary board-cutting machines, power blocking presses, and hydraulic standing presses.* barredera mecánica = sweeper, mechanical sweeper, mechanised sweeper, road sweeper, street sweeper.* barredora mecánica = sweeper, mechanical sweeper, mechanised sweeper, road sweeper.* barredora mecánica = street sweeper.* componente mecánico = mechanical part.* de forma mecánica = mechanically.* desastre mecánico = mechanical disaster.* de un modo mecánico = mechanically.* escalera mecánica = escalator.* estropajo mecánico = mechanised scrubber.* excavadora mecánica = excavator.* herramienta mecánica = machine tool.* período de la prensa mecánica, el = machine-press period, the.* pieza mecánica = mechanical part.* propiedad mecánica = mechanical property.* rampa mecánica = moving ramp.* recambio mecánico = mechanical part.* rotura mecánica = mechanical breakdown.* * *1 ( Mec) mechanical2 ‹gesto/acto› mechanicallo hacen de manera mecánica they do it mechanicallymasculine, feminine1 (de vehículos) mechanic2 (de maquinaria industrial) fitter3 (de fotocopiadoras, lavadoras) ( masculine) technician, repairman, engineer ( BrE); ( feminine) technician, repairwoman, engineer ( BrE)Compuestos:● mecánico dental, mecánica dentalmasculine, feminine dental technician● mecánico dentista, mecánica dentistamasculine, feminine dental technician● mecánico de vuelo, mecánica de vuelomasculine, feminine flight engineer* * *
mecánico◊ -ca adjetivo
mechanical
■ sustantivo masculino, femenino ( de vehículos) mechanic;
( de maquinaria industrial) fitter;
(de fotocopiadoras, lavadoras) engineer
mecánico,-a
I adjetivo mechanical
II sustantivo masculino y femenino mechanic
' mecánico' also found in these entries:
Spanish:
foso
- mecánica
- taller
- aprendiz
- empezar
- mono
- montallantas
- taladro
English:
failure
- fault
- garage
- grease
- mechanic
- mechanical
- mindless
- regurgitate
- fitter
- perfunctory
- sweeper
* * *mecánico, -a♦ adj1. [de la mecánica] mechanical2. [automático] mechanical;un gesto mecánico a mechanical gesture;lo hace de forma mecánica he does it mechanically♦ nm,f[persona] mechanic mecánico dentista dental technician;mecánico de vuelo flight engineer* * *I adj mechanicalII m, mecánica f mechanic* * *mecánico, -ca adj: mechanical♦ mecánicamente advmecánico, -ca n1) : mechanic2) : technicianmecánico dental: dental technician* * *mecánico1 adj mechanicalmecánico2 n mechanic -
72 कन्यकुब्ज
kanya-kubjan. (ā f. L.)
N. of an ancient city of great note (in the north-western provinces of India, situated on the kālīnadī, a branch of the Gaṇgā, in the modern district of Farrukhabad;
the popular spelling of the name presents, perhaps, greater variations than that of any place in India <e.g.. Kanauj, Kunnoj, Kunnouj, Kinoge, Kinnoge, Kinnauj, Kanoj, Kannauj, Kunowj, Canowj Canoje, Canauj, etc.>;
in antiquity this city ranks next to Ayodhyā in Oude;
it is known in classical geography as Canogyza;
but the name applies alsoﾠ to its dependencies andﾠ the surrounding district;
the current etymology < kanyā, « a girl», shortened to kanya, andﾠ kubja, « round-shouldered orﾠ crooked» > refers to a legend in R. I, 32, 11 ff.,
relating to the hundred daughters of Kuṡanābha, the king of this city, who were all rendered crooked by Vāyu for non-compliance with his licentious desires;
the ruins of the ancient city are said to occupy a site larger than that of London) MBh. Kathās. etc.;
- deṡa m. the country round Kanyakubja
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73 Peat Fibre
Fibres have been obtained from peat since 1890 when G. H. Berand, London, patented a process for the manufacture of " Berandine," a fluffy, fibrous mass of peat. Later several other methods were patented in Austria and Germany for producing fibre by decortication. Jegeaus of Goteborg, Sweden, made a study of such processes and the fibres produced were used to a limited extent for hygienic clothes, floor covers, stuffing, etc. The strength of the fibre is claimed to be much greater than that of wool, and as it is a bad conductor of heat some experts believe it to be well suited for clothes (see Petanella) -
74 Viscose
Viscose was discovered by two English chemists, Charles F. Cross and E. J. Be van, working in collaboration at Kew, near London, who found that when cellulose was treated with disulphide of carbon in the presence of caustic soda, it was converted into a golden yellow plastic compound which dissolved readily in water. A solution of the plastic was of such viscosity that it was named " viscose," a name that was destined to become world famous, seeing that round about 88 per cent of the world production of rayon is now made by the viscose process. In 1892 Cross and Bevan were granted a patent on the viscose process and it was applied to many purposes before the production of a textile thread was successfully accomplished. Fundamentally, the manufacture of viscose rayon is fairly simple. The raw material may be wood pulp, pulp from cotton linters, or a mixture of the two. The greater part of the world's viscose is made from wood pulp. Viscose rayon manufacture comprises seven distinct treatments as follows: - 1. Making and purifying the cotton or wood pulp which forms the cellulose base. 2. Caustic soda treatment of the cellulose base thereby forming alkali cellulose. 3. Treatment of alkali cellulose with carbon disulphide, forming cellulose xanthate. 4. Dissolving the cellulose xanthate in weak caustic soda to form cellulose solution or viscose. 5. Spinning viscose into yarn. 6. Bleaching, purification and finishing of the yarn. 7. Preparing the yarn for weaving and knitting. -
75 Pombal, the Marquis of
(Sebastião José de Carvalho e Melo)(1699-1782)Eighteenth-century dictatorial prime minister of King José I (r. 1750-77). Born of rural nobility, Pombal—who became known as the Marquis of Pombal after the title he received only in 1770—represented Portugal abroad as a diplomat in London (1740-44) and Vienna (1745-50). When José I became king in 1750, he assumed the top cabinet post, and soon acquired great authority and power. For 27 years, Pombal managed the affairs of Portugal through various crises (the Lisbon earthquake of 1755) and several wars. Major goals in his political agenda included strengthening Portugal's home economy and empire, which featured resource-rich Brazil; economic independence from the oldest ally, Great Britain, which tended to treat Portugal as an economic and political colony; and greater power status in a Europe that considered Portugal a third- or fourth-rate power.Pombal's domestic agenda was imposed by repressing the power of the nobility, strengthening royal power in all spheres, and suppressing the influence and position of the Jesuits (Pombal expelled the Jesuit Order from Portugal in 1759). The extent to which Pombal was successful in these endeavors remains controversial among biographers and historians, but his pivotal role in 18th-century public affairs remains secure. An impressive statue of Pombal with a lion at his side today dominates the Rotunda, a massive traffic circle at the top of the Avenida de Liberdade, Lisbon; it was completed in 1934. -
76 Ader, Clément
SUBJECT AREA: Aerospace[br]b. 2 April 1841 Muret, Franced. 3 May 1925 Toulouse, France[br]French engineer who made a short "hop" in a powered aeroplane in 1890.[br]Ader was a distinguished engineer and versatile inventor who was involved with electrical developments, including the telephone and air-cushion vehicles. In the field of aeronautics he became the centre of a long-lasting controversy: did he, or did he not, fly before the Wright brothers' flight of 1903? In 1882 Ader started work on his first aeroplane, the Eole (god of the winds), which was bat-like in appearance and powered by a very well-designed lightweight steam engine developing about 15 kW (20 hp). On 9 October 1890 the Eole was ready, and with Ader as pilot it increased speed over a level surface and lifted off the ground. It was airborne for about 5 seconds and covered some 50 m (164 ft), reaching a height of 20 cm (8 in.). Whether such a short hop constituted a flight has caused much discussion and argument over the years. An even greater controversy followed Ader's claim in 1906 that his third aeroplane (Avion III) had made a flight of 300 m (328 yd) in 1897. He repeated this claim in his book written in 1907, and many historians accepted his account of the "flight". C.H.Gibbs-Smith, an eminent aviation historian, investigated the Ader controversy and in his book published in 1966 came to the conclusion that the Avion III did not fly at all. Avion III was donated to the Museum of the Conservatoire des Arts et Métiers in Paris, and still survives. From 1906 onwards Ader concentrated his inventive efforts elsewhere, but he did mount a successful campaign to persuade the French War Ministry to create an air force.[br]Principal Honours and DistinctionsIn 1990 the French Government accepted him as the "Father of Aviation who gave wings to the world".Bibliography1890, patent no. 205, 155 (included a description of the Eole).1907, La Première étape de l'aviation militaire en France, Paris (the most significant of his published books and articles).Further ReadingC.H.Gibbs-Smith, 1968, Clément Ader: His Flight Claims and His Place in History, London.The centenary of Ader's 1890 flight resulted in several French publications, including: C.Carlier, 1990, L'Affaire Clément Ader: la vérité rétablie, Paris; Pierre Lissarrague, 1990, Clément Ader: inventeur d'avions, Toulouse.JDS -
77 Aspdin, Joseph
SUBJECT AREA: Architecture and building[br]b. 1778 Leeds, Englandd. 20 March 1855 Wakefield (?), England[br]English pioneer in the development of the cement industry.[br]Joseph Aspdin was the eldest of the six children of Thomas Aspdin, a bricklayer. He became interested in making advanced cements for rendering brickwork and, on 21 October 1824, patented a calcined mixture of limestone, clay and water that he called Portland Cement because he thought it resembled Portland Stone in colour.Aspdin established his first cement works at Kirkgate in Wakefield in 1825: this was demolished in 1838 due to railway development, and a new works was established in the town in 1843. A year later Joseph Aspdin retired and handed the business over to his elder son James. Meanwhile, William, a younger son of Joseph, had also entered the business of manufacturing cement. Born in Leeds on 23 September 1815, he joined his father's firm at the age of 14, but left in 1841 to set up his own firm at Rotherhithe, London. There he manufactured an improved cement that was better and stronger than Parker's Roman Cement, probably because it contained a higher proportion of clinkered material. Further improvements were made during the following years and new factories were established, first at Northfleet in Kent and later at Gateshead on the south bank of the River Tyne (1853). It is interesting that Sir Marc Brunel later preferred to use William Aspdin's cement in the Thames railway tunnel construction because of its greater strength (see Frost). William Aspdin died at Itzehoe in Germany in 1864.[br]Further ReadingA.J.Francis, 1977, The Cement Industry 1796–1914: A History, David \& Charles.DY -
78 Bedson, George
SUBJECT AREA: Metallurgy[br]b. 3 November 1820 Sutton Coldfield, Warwickshire, Englandd. 12 December 1884 Manchester (?), England[br]English metallurgist, inventor of the continuous rolling mill.[br]He acquired a considerable knowledge of wire-making in his father's works before he took a position in 1839 at the works of James Edleston at Warrington. From there, in 1851, he went to Manchester as Manager of Richard Johnson \& Sons' wire mill, where he remained for the rest of his life. It was there that he initiated several important improvements in the manufacture of wire. These included a system of circulating puddling furnace water bottoms and sides, and a galvanizing process. His most important innovation, however, was the continuous mill for producing iron rod for wiredrawing. Previously the red-hot iron billets had to be handled repeatedly through a stand or set of rolls to reduce the billet to the required shape, with time and heat being lost at each handling. In Bedson's continuous mill, the billet entered the first of a succession of stands placed as closely to each other as possible and emerged from the final one as rod suitable for wiredrawing, without any intermediate handling. A second novel feature was that alternate rolls were arranged vertically to save turning the piece manually through a right angle. That improved the quality as well as the speed of production. Bedson's first continuous mill was erected in Manchester in 1862 and had sixteen stands in tandem. A mill on this principle had been patented the previous year by Charles While of Pontypridd, South Wales, but it was Bedson who made it work and brought it into use commercially. A difficult problem to overcome was that as the piece being rolled lengthened, its speed increased, so that each pair of rolls had to increase correspondingly. The only source of power was a steam engine working a single drive shaft, but Bedson achieved the greater speeds by using successively larger gear-wheels at each stand.Bedson's first mill was highly successful, and a second one was erected at the Manchester works; however, its application was limited to the production of small bars, rods and sections. Nevertheless, Bedson's mill established an important principle of rolling-mill design that was to have wider applications in later years.[br]Further ReadingObituary, 1884, Journal of the Iron and Steel Institute 27:539–40. W.K.V.Gale, 1969, Iron and Steel, London: Longmans, pp. 81–2.LRD -
79 Champion, Nehemiah
SUBJECT AREA: Metallurgy[br]b. 1678 probably Bristol, Englandd. 9 September 1747 probably Bristol, England[br]English merchant and brass manufacturer of Bristol.[br]Several members of Champion's Quaker family were actively engaged as merchants in Bristol during the late seventeenth and the eighteenth centuries. Port records show Nehemiah in receipt of Cornish copper ore at Bristol's Crews Hole smelting works by 1706, in association with the newly formed brassworks of the city. He later became a leading partner, managing the company some time after Abraham Darby left the Bristol works to pursue his interest at Coalbrookdale. Champion, probably in company with his father, became the largest customer for Darby's Coalbrookdale products and also acted as Agent, at least briefly, for Thomas Newcomen.A patent in 1723 related to two separate innovations introduced by the brass company.The first improved the output of brass by granulating the copper constituent and increasing its surface area. A greater proportion of zinc vapour could permeate the granules compared with the previous practice, resulting in the technique being adopted generally in the cementation process used at the time. The latter part of the same patent introduced a new type of coal-fired furnace which facilitated annealing in bulk so replacing the individual processing of pieces. The principle of batch annealing was generally adopted, although the type of furnace was later improved. A further patent, in 1739, in the name of Nehemiah, concerned overshot water-wheels possibly intended for use in conjunction with the Newcomen atmospheric pumping engine employed for recycling water by his son William.Champion's two sons, John and William, and their two sons, both named John, were all concerned with production of non-ferrous metals and responsible for patented innovations. Nehemiah, shortly before his death, is believed to have partnered William at the Warmley works to exploit his son's new patent for producing metallic zinc.[br]Bibliography1723, British patent no. 454 (granulated copper technique and coal-fired furnace). 1739, British patent no. 567 (overshot water-wheels).Further ReadingA.Raistrick, 1950, Quakers in Science and Industry, London: Bannisdale Press (for the Champion family generally).J.Day, 1973, Bristol Brass, a History of the Industry, Newton Abbot: David \& Charles (for the industrial activities of Nehemiah).JD -
80 Cookworthy, William
SUBJECT AREA: Domestic appliances and interiors[br]b. 1705 Kings bridge, Devon, Englandd. 16 October 1780 Plymouth, England[br]English pioneer of porcelain manufacture in England.[br]The family fortunes having been extinguished by the South Sea Bubble of 1720, Cookworthy and his brother had to fend for themselves. They set up, and succeeded, in the pharmacy trade. At the age of 31, however, William left the business, and after a period of probation he became a minister in the Society of Friends. In a letter of 5 May 1745, Cookworthy mentions some samples of kaolin and china or growan stone that had been brought to him from Virginia. He found similar materials at Treginning Hill in Cornwall, and between 1755 and 1758 he found sufficiently pure china clay and china stone to make a pure white porcelain. Cookworthy took out a patent for his discovery in 1768 which covered the manufacture of porcelain from moonstone or growan and growan clay, with a glaze made from china stone to which lime and fern ash or magnesia alba (basic carbonate of magnesium) were added. Cookworthy's experiments had been carried out on the property of Lord Camelford, who later assisted him, in the company of other Quakers, in setting up a works at Coxside, Plymouth, to manufacture the ware; the works employed between fifty and sixty people. In the absence of coal, Cookworthy resorted to wood as fuel, but this was scarce, so in 1770 he transferred his operation to Castle Green, Bristol. However, he had no greater success there, and in 1773 he sold the entire interest in porcelain manufacture to Richard Champion (1743–91), although Cookworthy and his heirs were to receive royalties for ninety-nine years. Champion, who had been working with Cookworthy since 1764 and was active in Bristol city affairs, continued the firm as Richard Champion \& Co., but when in 1775 Champion tried to renew Cookworthy's patent, Wedgwood and other Staffordshire potters challenged him. After litigation, the use of kaolin and china stone was thrown open to general use. The Staffordshire potters made good use of this new-found freedom and Champion was forced to sell the patent to them and dispose of his factory the following year. The potters of Staffordshire said of Cookworthy, "the greatest service ever conferred by one person on the pottery manufacturers is that of making them acquainted with china clay".[br]Further ReadingW.Harrison, 1854, Memoir of William Cookworthy by His Grandson, London. F.S.Mackenna, 1946, Cookworthy's Plymouth and Bristol Porcelain, Leigh on Sea: Lewis.A.D.Selleck, 1978, Cookworthy 1705–80 and his Circle, privately published.LRD
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