he's+more+a+mechanic+than+an+engineer

more

❢ When used to modify an adjective or an adverb to form the comparative more is very often translated by plus: more expensive = plus cher/chère ; more beautiful = plus beau/belle ; more easily = plus facilement ; more regularly = plus régulièrement. For examples and further uses see A 1 below.

When used as a quantifier to indicate a greater amount or quantity of something more is very often translated by plus de: more money/cars/people = plus d'argent/de voitures/de gens. For examples and further uses see B 1 below.

A adv

1 ( comparative) it's more serious than we thought/you think c'est plus grave que nous ne pensions/vous ne pensez ; the more intelligent (child) of the two (l'enfant) le plus intelligent des deux ; he's no more honest than his sister il n'est pas plus honnête que sa sœur ; the more developed countries les pays plus développés ;

2 ( to a greater extent) plus, davantage ; you must work/sleep/rest more il faut que tu travailles/dormes/te reposes davantage ; he sleeps/talks more than I do il dort/parle plus que moi ; you can't paint any more than I can, you can no more paint than I can tu ne sais pas plus peindre que moi ; the more you think of it, the harder it will seem plus tu y penseras, plus ça te paraîtra dur ; he is (all) the more determined/angry because il est d'autant plus déterminé/en colère que ;

3 ( longer) I don't work there any more je n'y travaille plus ; I couldn't continue any more je ne pouvais pas continuer plus longtemps ; she is no more littér elle n'est plus ;

4 ( again) once/twice more une fois/deux fois de plus, encore une fois/deux fois ; he's back once more il est de nouveau de retour ;

5 ( rather) more surprised than angry plus étonné que fâché ; he's more a mechanic than an engineer il est plus mécanicien qu'ingénieur ; it's more a question of organization than of money c'est plus une question d'organisation que d'argent.

B quantif more cars than people plus de voitures que de gens ; more eggs than milk plus d'œufs que de lait ; more cars than expected/before plus de voitures que prévu/qu'avant ; some more books encore quelques livres ; a little/lot more wine un peu/beaucoup plus de vin ; more bread encore un peu de pain ; there's no more bread il n'y a plus de pain ; have some more beer! reprenez de la bière ; have you any more questions/problems? avez-vous d'autres questions/problèmes? ; we've no more time nous n'avons plus le temps ; nothing more rien de plus ; something more autre chose, quelque chose d'autre.

C pron

1 ( larger amount or number) plus ; it costs more than the other one il/elle coûte plus cher que l'autre ; he eats more than you il mange plus que toi ; the children take up more of my time les enfants prennent une plus grande partie de mon temps ; many were disappointed, more were angry beaucoup de gens ont été déçus, un plus grand nombre étaient fâchés ; we'd like to see more of you nous voudrions te voir plus souvent ;

2 ( additional amount) davantage ; ( additional number) plus ; tell me more (about it) dis-m'en davantage ; I need more of them il m'en faut plus ; I need more of it il m'en faut davantage ; we found several/a few more (of them) in the house nous en avons trouvé plusieurs/quelques autres dans la maison ; I can't tell you any more je ne peux pas t'en dire plus ; have you heard any more from your sister? as-tu d'autres nouvelles de ta sœur? ; I have nothing more to say je n'ai rien à ajouter ; in Mexico, of which more later… au Mexique, dont nous reparlerons plus tard… ; let's ou we'll say no more about it n'en parlons plus.

D more and more det phr, adv phr de plus en plus ; more and more work/time de plus en plus de travail/de temps ; to work/sleep more and more travailler/dormir de plus en plus ; more and more regularly de plus en plus régulièrement.

E more or less adv phr plus ou moins.

F more so adv phr encore plus ; in York, and even more so in Oxford à York et encore plus à Oxford ; it is very interesting, made (even) more so because c'est très intéressant, d'autant plus que ; he is just as active as her, if not more so ou or even more so il est aussi actif qu'elle, si ce n'est plus ; (all) the more so because… d'autant plus que… ; they are all disappointed, none more so than Mr Lowe ils sont tous déçus, en particulier M. Lowe ; no more so than usual/the others pas plus que d'habitude/les autres.

G more than adv phr, prep phr

1 ( greater amount or number) plus de ; more than 20 people/£50 plus de 20 personnes/50 livres sterling ; more than half plus de la moitié ; more than enough plus qu'assez ;

2 ( extremely) more than generous/happy plus que généreux/ravi ; the cheque more than covered the cost le chèque a amplement couvert les frais ; you more than fulfilled your obligations tu as fait plus que remplir tes obligations.

she's nothing more (nor less) than a thief, she's a thief, neither more nor less c'est une voleuse, ni plus ni moins ; he's nothing ou no ou not much more than a servant ce n'est qu'un serviteur ; and what is more… et qui plus est… ; there's more where that came from ce n'est qu'un début.

- drzewo, a raczej krzak a tree, or rather a bush

- był raczej młody he was a youngish man

- była raczej nieduża she was a bit on the small side pot.

- dzieci są raczej grzeczne the children are rather well-behaved

- raczej zdziwiony niż zły more surprised than angry

- jest raczej mechanikiem niż inżynierem he’s more (of) a mechanic than an engineer

- to był raczej wypadek, niż działanie umyślne it was an accident rather than intentional wrongdoing

- wolę raczej kawę niż herbatę I really prefer coffee to tea

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1. (= właściwie) rather; jest raczej szczupły he's rather thin.

2. (= lepiej, prędzej) rather, sooner; raczej nie rather not; raczej umrę, niż się poddam I'd rather l. sooner die than give up; raczej już tego nie zmieniaj you'd rather keep it unchanged.

SUBJECT AREA: Broadcasting, Electronics and information technology, Recording, Telecommunications

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From an early age he was absorbed by phenomena of physics to the exclusion of all other subjects, including mathematics. When choosing his subjects for the final three years in Borgedydskolen in Christianshavn (Copenhagen) before university, he opted for languages and history. At the University of Copenhagen he embarked on the study of medicine in 1889, but broke it off and was apprenticed to the machine firm of A/S Frichs Eftf. in Aarhus. He was employed between 1893 and 1899 as a mechanic and assistant in the laboratory of the Copenhagen Telephone Company KTAS. Eventually he advanced to be Head of the line fault department. This suited his desire for experiment and measurement perfectly. After the invention of the telegraphone in 1898, he left the laboratory and with responsible business people he created Aktieselskabet Telegrafonen, Patent Poulsen in order to develop it further, together with Peder Oluf Pedersen (1874– 1941). Pedersen brought with him the mathematical background which eventually led to his professorship in electronic engineering in 1922.

The telegraphone was the basis for multinational industrial endeavours after it was demonstrated at the 1900 World's Exhibition in Paris. It must be said that its strength was also its weakness, because the telegraphone was unique in bringing sound recording and reproduction to the telephone field, but the lack of electronic amplifiers delayed its use outside this and the dictation fields (where headphones could be used) until the 1920s. However, commercial interest was great enough to provoke a number of court cases concerning patent infringement, in which Poulsen frequently figured as a witness.

In 1903–4 Poulsen and Pedersen developed the arc generator for continuous radio waves which was used worldwide for radio transmitters in competition with Marconi's spark-generating system. The inspiration for this work came from the research by William Duddell on the musical arc. Whereas Duddell had proposed the use of the oscillations generated in his electric arc for telegraphy in his 1901 UK patent, Poulsen contributed a chamber of hydrogen and a transverse magnetic field which increased the efficiency remarkably. He filed patent applications on these constructions from 1902 and the first publication in a scientific forum took place at the International Electrical Congress in St Louis, Missouri, in 1904.

In order to use continuous waves efficiently (the high frequency constituted a carrier), Poulsen developed both a modulator for telegraphy and a detector for the carrier wave. The modulator was such that even the more primitive spark-communication receivers could be used. Later Poulsen and Pedersen developed frequency-shift keying.

The Amalgamated Radio-Telegraph Company Ltd was launched in London in 1906, combining the developments of Poulsen and those of De Forest Wireless Telegraph Syndicate. Poulsen contributed his English and American patents. When this company was liquidated in 1908, its assets were taken over by Det Kontinentale Syndikat for Poulsen Radio Telegrafi, A/S in Copenhagen (liquidated 1930–1). Some of the patents had been sold to C.Lorenz AG in Berlin, which was very active.

The arc transmitting system was in use worldwide from about 1910 to 1925, and the power increased from 12 kW to 1,000 kW. In 1921 an exceptional transmitter rated at 1,800 kW was erected on Java for communications with the Netherlands. More than one thousand installations had been in use worldwide. The competing systems were initially spark transmitters (Marconi) and later rotary converters ( Westinghouse). Similar power was available from valve transmitters only much later.

From c. 1912 Poulsen did not contribute actively to further development. He led a life as a well-respected engineer and scientist and served on several committees. He had his private laboratory and made experiments in the composition of matter and certain resonance phenomena; however, nothing was published. It has recently been suggested that Poulsen could not have been unaware of Oberlin Smith's work and publication in 1888, but his extreme honesty in technical matters indicates that his development was indeed independent. In the case of the arc generator, Poulsen was always extremely frank about the inspiration he gained from earlier developers' work.

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SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering, Textiles

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Richard Roberts was the son of a shoemaker and tollkeeper and received only an elementary education at the village school. At the age of 10 his interest in mechanics was stimulated when he was allowed by the Curate, the Revd Griffith Howell, to use his lathe and other tools. As a young man Roberts acquired a considerable local reputation for his mechanical skills, but these were exercised only in his spare time. For many years he worked in the local limestone quarries, until at the age of 20 he obtained employment as a pattern-maker in Staffordshire. In the next few years he worked as a mechanic in Liverpool, Manchester and Salford before moving in 1814 to London, where he obtained employment with Henry Maudslay. In 1816 he set up on his own account in Manchester. He soon established a reputation there for gear-cutting and other general engineering work, especially for the textile industry, and by 1821 he was employing about twelve men. He built machine tools mainly for his own use, including, in 1817, one of the first planing machines.

One of his first inventions was a gas meter, but his first patent was obtained in 1822 for improvements in looms. His most important contribution to textile technology was his invention of the self-acting spinning mule, patented in 1825. The normal fourteen-year term of this patent was extended in 1839 by a further seven years. Between 1826 and 1828 Roberts paid several visits to Alsace, France, arranging cottonspinning machinery for a new factory at Mulhouse. By 1826 he had become a partner in the firm of Sharp Brothers, the company then becoming Sharp, Roberts \& Co. The firm continued to build textile machinery, and in the 1830s it built locomotive engines for the newly created railways and made one experimental steam-carriage for use on roads. The partnership was dissolved in 1843, the Sharps establishing a new works to continue locomotive building while Roberts retained the existing factory, known as the Globe Works, where he soon after took as partners R.G.Dobinson and Benjamin Fothergill (1802–79). This partnership was dissolved c. 1851, and Roberts continued in business on his own for a few years before moving to London as a consulting engineer.

During the 1840s and 1850s Roberts produced many new inventions in a variety of fields, including machine tools, clocks and watches, textile machinery, pumps and ships. One of these was a machine controlled by a punched-card system similar to the Jacquard loom for punching rivet holes in plates. This was used in the construction of the Conway and Menai Straits tubular bridges. Roberts was granted twenty-six patents, many of which, before the Patent Law Amendment Act of 1852, covered more than one invention; there were still other inventions he did not patent. He made his contribution to the discussion which led up to the 1852 Act by publishing, in 1830 and 1833, pamphlets suggesting reform of the Patent Law.

In the early 1820s Roberts helped to establish the Manchester Mechanics' Institute, and in 1823 he was elected a member of the Literary and Philosophical Society of Manchester. He frequently contributed to their proceedings and in 1861 he was made an Honorary Member. He was elected a Member of the Institution of Civil Engineers in 1838. From 1838 to 1843 he served as a councillor of the then-new Municipal Borough of Manchester. In his final years, without the assistance of business partners, Roberts suffered financial difficulties, and at the time of his death a fund for his aid was being raised.

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SUBJECT AREA: Land transport, Railways and locomotives

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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.

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SUBJECT AREA: Automotive engineering, Land transport

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The son of a railway mechanic, it is said that as a child one of his hobbies was the repair of Black Forest clocks. He trained as a mechanical engineer at the Karlsruhe Lyzeum and Polytechnikum under Ferdinand Redtenbacher (d. 1863), who pointed out to him the need for a more portable power source than the steam engine. He went to Maschinenbau Gesellschaft Karlsruhe for workshop experience and then joined Schweizer \& Cie, Mannheim, for two years. In 1868 he went to the Benkiser Brothers at Pforzheim. In 1871 he set up a small machine-tool works at Mannheim, but in 1877, in financial difficulties, he turned to the idea of an entirely new product based on the internal-combustion engine. At this time, N.A. Otto held the patent for the four-stroke internal-combustion engine, so Benz had to put his hopes on a two-stroke design. He avoided the trouble with Dugald Clerk's engine and designed one in which the fuel would not ignite in the pump and in which the cylinder was swept with fresh air between each two firing strokes. His first car had a sparking plug and coil ignition. By 1879 he had developed the engine to a stage where it would run satisfactorily with little attention. On 31 December 1879, with his wife Bertha working the treadle of her sewing machine to charge the batteries, he demonstrated his engine in street trials in Mannheim. In the summer of 1888, unknown to her husband, Bertha drove one of his cars the 80 km (50 miles) to Pforzheim and back with her two sons, aged 13 and 15. She and the elder boy pushed the car up hills while the younger one steered. They bought petrol from an apothecary in Wiesloch and had a brake block repaired in Bauschlott by the village cobbler. Karl Benz's comments on her return from this venture are not recorded! Financial problems prevented immediate commercial production of the automobile, but in 1882 Benz set up the Gasmotorenfabrik Mannheim. After trouble with some of his partners, he left in 1883 and formed a new company, Benz \& Cie, Rheinische Gasmotorenfabrik. Otto's patent was revoked in 1886 and in that year Benz patented a motor car with a gas engine drive. He manufactured a 0.8hp car, the engine running at 250 rpm with a horizontal flywheel, exhibited at the Paris Fair in 1889. He was not successful in finding anyone in France who would undertake manufacture. This first car was a three-wheeler, and soon after he produced a four-wheeled car, but he quarrelled with his co-directors, and although he left the board in 1902 he rejoined it soon after.

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SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering, Metallurgy, Weapons and armour

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Joseph Whitworth received his early education in a school kept by his father, but from the age of 12 he attended a school near Leeds. At 14 he joined his uncle's mill near Ambergate, Derbyshire, to learn the business of cotton spinning. In the four years he spent there he realized that he was more interested in the machinery than in managing a cotton mill. In 1821 he obtained employment as a mechanic with Crighton \& Co., Manchester. In 1825 he moved to London and worked for Henry Maudslay and later for the Holtzapffels and Joseph Clement. After these years spent gaining experience, he returned to Manchester in 1833 and set up in a small workshop under a sign "Joseph Whitworth, Tool Maker, from London".

The business expanded steadily and the firm made machine tools of all types and other engineering products including steam engines. From 1834 Whitworth obtained many patents in the fields of machine tools, textile and knitting machinery and road-sweeping machines. By 1851 the company was generally regarded as the leading manufacturer of machine tools in the country. Whitworth was a pioneer of precise measurement and demonstrated the fundamental mode of producing a true plane by making surface plates in sets of three. He advocated the use of the decimal system and made use of limit gauges, and he established a standard screw thread which was adopted as the national standard. In 1853 Whitworth visited America as a member of a Royal Commission and reported on American industry. At the time of the Crimean War in 1854 he was asked to provide machinery for manufacturing rifles and this led him to design an improved rifle of his own. Although tests in 1857 showed this to be much superior to all others, it was not adopted by the War Office. Whitworth's experiments with small arms led on to the construction of big guns and projectiles. To improve the quality of the steel used for these guns, he subjected the molten metal to pressure during its solidification, this fluid-compressed steel being then known as "Whitworth steel".

In 1868 Whitworth established thirty annual scholarships for engineering students. After his death his executors permanently endowed the Whitworth Scholarships and distributed his estate of nearly half a million pounds to various educational and charitable institutions. Whitworth was elected an Associate of the Institution of Civil Engineers in 1841 and a Member in 1848 and served on its Council for many years. He was elected a Member of the Institution of Mechanical Engineers in 1847, the year of its foundation.

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