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  • 21 Scheutz, George

    [br]
    b. 23 September 1785 Jonkoping, Sweden
    d. 27 May 1873 Stockholm, Sweden
    [br]
    Swedish lawyer, journalist and self-taught engineer who, with his son Edvard Raphael Scheutz (b. 13 September 1821 Stockholm, Sweden; d. 28 January 1881 Stockholm, Sweden) constructed a version of the Babbage Difference Engine.
    [br]
    After early education at the Jonkoping elementary school and the Weixo Gymnasium, George Scheutz entered the University of Lund, gaining a degree in law in 1805. Following five years' legal work, he moved to Stockholm in 1811 to work at the Supreme Court and, in 1814, as a military auditor. In 1816, he resigned, bought a printing business and became editor of a succession of industrial and technical journals, during which time he made inventions relating to the press. It was in 1830 that he learned from the Edinburgh Review of Babbage's ideas for a difference engine and started to make one from wood, pasteboard and wire. In 1837 his 15-yearold student son, Edvard Raphael Scheutz, offered to make it in metal, and by 1840 they had a working machine with two five-digit registers, which they increased the following year and then added a printer. Obtaining a government grant in 1851, by 1853 they had a fully working machine, now known as Swedish Difference Engine No. 1, which with an experienced operator could generate 120 lines of tables per hour and was used to calculate the logarithms of the numbers 1 to 10,000 in under eighty hours. This was exhibited in London and then at the Paris Great Exhibition, where it won the Gold Medal. It was subsequently sold to the Dudley Observatory in Albany, New York, for US$5,000 and is now in a Chicago museum.
    In England, the British Registrar-General, wishing to produce new tables for insurance companies, and supported by the Astronomer Royal, arranged for government finance for construction of a second machine (Swedish Difference Engine No. 2). Comprising over 1,000 working parts and weighing 1,000 lb (450 kg), this machine was used to calculate over 600 tables. It is now in the Science Museum.
    [br]
    Principal Honours and Distinctions
    Member of the Swedish Academy of Sciences, Paris Exhibition Medal of Honour (jointly with Edvard) 1856. Annual pension of 1,200 marks per annum awarded by King Carl XV 1860.
    Bibliography
    1825, "Kranpunpar. George Scheutz's patent of 14 Nov 1825", Journal for Manufacturer och Hushallning 8.
    ellemême, Stockholm.
    Further Reading
    R.C.Archibald, 1947, "P.G.Scheutz, publicist, author, scientific mechanic and Edvard Scheutz, engineer. Biography and Bibliography", MTAC 238.
    U.C.Merzbach, 1977, "George Scheutz and the first printing calculator", Smithsonian
    Studies in History and Technology 36:73.
    M.Lindgren, 1990, Glory and Failure (the Difference Engines of Johan Muller, Charles Babbage and George \& Edvard Scheutz), Cambridge, Mass.: MIT Press.
    KF

    Biographical history of technology > Scheutz, George

  • 22 Wöhler, August

    SUBJECT AREA: Metallurgy
    [br]
    b. 22 June 1819 Soltau, Germany
    d. 21 June 1914 Hannover, Germany
    [br]
    German railway engineer who first established the fatigue fracture of metals.
    [br]
    Wöhler, the son of a schoolteacher, was born at Soltau on the Luneburg Heath and received his early education at his father's school, where his mathematical abilities soon became apparent. He completed his studies at the Technical High School, Hannover.
    In 1840 he obtained a position at the Borsig Engineering Works in Berlin and acquired there much valuable experience in railway technology. He trained as an engine driver in Belgium and in 1843 was appointed as an engineer to the first Hannoverian Railway, then being constructed between Hannover and Lehrte. In 1847 he became Chief Superintendent of rolling stock on the Lower Silesian-Brandenhurg Railway, where his technical abilities influenced the Prussian Minister of Commerce to appoint him to a commission set up to investigate the reasons for the unusually high incidence of axle failures then being encountered on the railways. This was in 1852, and by 1854, when the Brandenburg line had been nationalized, Wöhler had already embarked on the long, systematic programme of mechanical testing which eventually provided him with a clear insight into the process of what is now referred to as "fatigue failure". He concentrated initially on the behaviour of machined iron and steel specimens subjected to fluctuating direct, bending and torsional stresses that were imposed by testing machines of his own design.
    Although Wöhler was not the first investigator in this area, he was the first to recognize the state of "fatigue" induced in metals by the repeated application of cycles of stress at levels well below those that would cause immediate failure. His method of plotting the fatigue stress amplitude "S" against the number of stress cycles necessary to cause failure "N" yielded the well-known S-N curve which described very precisely the susceptibility to fatigue failure of the material concerned. Engineers were thus provided with an invaluable testing technique that is still widely used in the 1990s.
    Between 1851 and 1898 Wöhler published forty-two papers in German technical journals, although the importance of his work was not initially fully appreciated in other countries. A display of some of his fracture fatigue specimens at the Paris Exposition in 1867, however, stimulated a short review of his work in Engineering in London. Four years later, in 1871, Engineering published a series of nine articles which described Wöhler's findings in considerable detail and brought them to the attention of engineers. Wöhler became a member of the newly created management board of the Imperial German Railways in 1874, an appointment that he retained until 1889. He is also remembered for his derivation in 1855 of a formula for calculating the deflections under load of lattice girders, plate girders, and other continuous beams resting on more than two supports. This "Three Moments" theorem appeared two years before Clapeyron independently advanced the same expression. Wöhler's other major contribution to bridge design was to use rollers at one end to allow for thermal expansion and contraction.
    [br]
    Bibliography
    1855, "Theorie rechteckiger eiserner Brückenbalken", Zeitschrift für Bauwesen 5:122–66. 1870, "Über die Festigkeitversuche mit Eisen und Stahl", Zeitschrift für Bauwesen 20:73– 106.
    Wöhler's experiments on the fatigue of metals were reported in Engineering (1867) 2:160; (1871) 11:199–200, 222, 243–4, 261, 299–300, 326–7, 349–50, 397, 439–41.
    Further Reading
    R.Blaum, 1918, "August Wöhler", Beiträge zur Geschichte der Technik und Industrie 8:35–55.
    ——1925, "August Wöhler", Deutsches biographisches Jahrbuch, Vol. I, Stuttgart, pp. 103–7.
    K.Pearson, 1890, "On Wöhler's experiments on alternating stress", Messeng. Math.
    20:21–37.
    J.Gilchrist, 1900, "On Wöhler's Laws", Engineer 90:203–4.
    ASD

    Biographical history of technology > Wöhler, August

  • 23 Monier, Joseph

    [br]
    b. 1823 France
    d. 1906 Paris, France
    [br]
    French gardener and one of the principal inventors of reinforced concrete.
    [br]
    Monier was a commercial gardener who in the course of his work was struck with the idea of inserting iron reinforcement in concrete tubs such as were used for growing orange trees. He patented this idea in 1867 and exhibited his invention the same year at the Paris Exposition. It soon occurred to him to apply the same principles to other engineering structures such as railway sleepers, pipes, floors, arches and bridges. In 1878 he took out a French patent for reinforced concrete beams and held numerous other patents for the material. Although he was not the only one to realize the benefits of combining a concrete girder or slab to resist compressive forces with iron or steel wires or rods to resist tensile stresses, "Das System Monier" was known as such by 1887 throughout Europe.
    [br]
    Further Reading
    J.W.De Courcy, 1987, "The emergence of reinforced concrete", Structural Engineer 65A: 316.
    IMcN

    Biographical history of technology > Monier, Joseph

  • 24 jet

    Ⅰ.
    jet1 [dʒet] (pt & pp jetted, cont jetting)
    1 noun
    (a) Aviation (aircraft) avion m à réaction, jet m;
    ∎ to travel by jet voyager en jet ou en avion à réaction;
    ∎ American familiar cool your jets! du calme!
    (b) (stream → of liquid) jet m, giclée f; (→ of gas, steam) jet m
    (c) (nozzle) jet m, ajutage m, buse f; (on printer) buse f; (of stove) brûleur m; Cars gicleur m;
    ∎ (water) jet (in whirlpool, bath etc) gicleur m
    (fighter, bomber) à réaction; (transport, travel) en avion (à réaction)
    (a) familiar (travel by jet) voyager en avion (à réaction)□ ;
    ∎ they jetted (over) to Paris for the weekend ils ont pris l'avion pour passer le week-end à Paris□
    (b) (liquid) gicler, jaillir
    (a) (transport by jet) transporter par avion (à réaction);
    ∎ supplies are being jetted into or to the disaster area des avions apportent des vivres à la zone sinistrée
    (b) (direct → liquid) faire gicler
    ►► Aviation jet-assisted take-off décollage m (avec fusées), JATO;
    jet engine moteur m à réaction;
    jet fuel kérosène m;
    Aviation jet plane avion m à réaction;
    jet propulsion propulsion f par réaction;
    familiar jet set jet-set m ou f;
    ∎ he's part of the jet set now il fait partie du ou de la jet-set;
    jet stream jet-stream m, courant-jet m;
    jet trail traînée f de condensation
    arriver par avion
    s'envoler (to pour)
    Ⅱ.
    jet2
    1 noun
    (a) Mineralogy jais m
    (b) (colour) noir m de jais
    (necklace, earrings) de ou en jais
    (colour) noir comme (du) jais, (noir) de jais
    ►► jet black noir m de jais

    Un panorama unique de l'anglais et du français > jet

  • 25 run

    [rʌn] 1. гл.; прош. вр. ran; прич. прош. вр. run
    1)
    а) бежать, бегать

    I've got to run for my bus. — Мне пришлось побежать, чтобы успеть на автобус.

    He ran the mile in under four minutes. — Он пробежал милю меньше чем за четыре минуты.

    The dog ran at the visitor and bit him. — Собака бросилась на посетителя и укусила его.

    I opened the door and the cat ran in. — Я открыл дверь, и в дом забежала кошка.

    He ran at me and kicked me. — Он подбежал ко мне и ударил.

    Would you run up and get my glasses? — Поднимись, пожалуйста, принеси мне очки.

    Lots of people ran out to see what had caused the noise. — Масса народу выбежала на улицу поглядеть, из-за чего этот шум.

    Don't run away, I want to talk to you. — Погоди, я хочу с тобой поговорить.

    б) бегать, передвигаться свободно, без ограничений

    Let chickens run loose. — Пусть цыплята побегают на свободе.

    в) быстро уходить, убегать; спасаться бегством, дезертировать

    The robbers took the money and ran. — Грабители забрали деньги и сбежали.

    I should have to run the country. — Мне придётся покинуть страну.

    If they run their board I shall have to pay it. — Если они сбегут, не заплатив за еду, платить придётся мне.

    Syn:
    2)
    а) преследовать; гнать
    б) заставлять (лошадь и т. п.) быстро бежать ( особенно при езде верхом), гнать, погонять

    The horses were run rapidly forward to the skirmish-line. — Лошадей галопом направили к линии огня.

    to run smb. ragged / off his legs — загонять кого-л. до изнеможения

    He had almost run himself to a standstill. — Он набегался так, что не мог сдвинуться с места.

    You'd never believe that woman was nearly eighty, she could run us all off our feet. — Ни за что не скажешь, что этой женщине было почти восемьдесят, она нас всех могла загонять.

    г) ( run out (of)) выгонять (откуда-л.)

    There's enough of us here to run you out. — Нас здесь вполне достаточно для того, чтобы тебя прогнать.

    3)
    а) двигать, передвигать, заставлять скользить быстро и без труда

    I cook a meal for him occasionally and I run a vacuum over the place. — Время от времени я готовлю ему еду и провожу уборку с помощью пылесоса.

    б) иск. двигать, перемещать ( декорации) по сцене
    4)
    а) быстро перемещаться; двигаться, ехать ( о транспорте)
    б) ходить, курсировать, плавать (о поездах, судах и т. п.)

    to run late — опоздать, прийти не по расписанию

    The shuttle runs daily from New York to Boston. — Самолёты каждый день совершают регулярные рейсы Нью-Йорк - Бостон.

    The trains aren't running now. — Поезда сейчас не ходят.

    Syn:
    5)

    Far ran the naked moon. — Высоко плыла беззащитная луна.

    On that day she deviated from the course of the voyage and ran for Mauritius. — В тот день корабль отклонился от намеченного пути и взял курс на остров Маврикий.

    We were winning the boat race until our boat ran aground on a sandbank. — Мы шли впереди всех в лодочной гонке, пока наша лодка не налетела на мель.

    б) быстро плыть, идти на нерест ( о рыбе)
    6)
    а) управлять (транспортным средством, судном и т. п.)

    They no longer run steamers there. — Они больше не водят здесь пароходы.

    She got back after lunch and ran the car into the garage. — Она вернулась после завтрака и поставила машину в гараж.

    в) держать (двигатель, машину и т. п.) работающим, действующим

    I can't collect you. I don't run a car. — Я не могу за тобой заехать. У меня не заводится машина.

    7)
    а) перевозить, транспортировать; доставлять к месту назначения

    The engine runs trucks to and from the piers on the island. — На острове машина привозила и отвозила товары с пирса и на пирс.

    б) = run across, = run along подвозить (кого-л.)

    I ran Johnson back to my house. — Я отвёз Джонсона обратно к себе домой.

    Don't wait for the bus in this cold weather, I'll run you across to your mother's. — Зачем тебе ждать автобуса на холоде, давай я подброшу тебя до дома твоей матери.

    There's no hurry to get there; I can run you along in the car. — Незачем спешить, я подвезу тебя на своей машине.

    в) перевозить, ввозить ( контрабандный товар)
    8) = run over, = run up совершать краткое путешествие

    During the last five years Fry had formed the habit of running over to Paris. — В течение последних пяти лет у Фрая выработалась привычка ненадолго ездить в Париж.

    9)
    а) (run (up)on / against / into) налетать, наталкиваться на (что-л.); сталкиваться с (чем-л.)

    The boat ran (up)on the rocks. — Лодка наскочила на камни.

    Guess whom I ran against in London the other day? — Угадай, с кем я на днях столкнулся в Лондоне?

    б) (run against, run into) ударять, стукать обо (что-л. / кого-л.), сталкивать с (чем-л. / кем-л.)
    10)
    а) двигаться, катиться (о мяче; о костях, когда их кидают)

    The ball ran into the street. — Мяч выкатился на улицу.

    б) ударять (по шару, особенно в бильярде), катить (шар, особенно в боулинге)

    He ran the ball strongly 30ft. past the hole. — Он ударил по мячу так, что тот на 30 футов перелетел через лунку.

    11) проводить, пробегать (рукой, глазами и т. п.)

    She ran her fingers over the smooth material. — Она провела пальцами по гладкой ткани.

    I caught myself running my glance round. — Я поймал себя на том, что мельком оглядываю всё вокруг.

    She ran down the first page of her letter. — Она пробежала первую страницу письма.

    His eye swiftly ran from line to line. — Его глаза быстро перебегали с одной строчки на другую.

    Let's run through the whole play from the beginning. — Давайте посмотрим всю пьесу сначала.

    Syn:
    12)
    а) вращаться, крутиться

    In which case the wheel will have liberty to run. — В этом случае колесо сможет свободно вращаться.

    Syn:
    б) идти, крутиться (о киноплёнке, магнитной плёнке); демонстрироваться ( о фильме)

    I'd been to see a film in the afternoon, and it ran longer than I expected. — Днём я пошёл посмотреть фильм, и он продолжался дольше, чем я думал.

    The film began to run. — Начался фильм.

    13)
    а) литься, струиться, течь

    The stream runs down the valley. — Поток стекает в долину.

    Tears ran from her eyes. — Из глаз у неё текли слёзы.

    б) ( run with) сделаться мокрым от (чего-л.)

    The mud walls ran down with damp. — Грязные стены отсырели от влажности.

    Syn:
    в) протекать, течь; переполняться ( о сосудах); наполняться ( о ванне)
    Syn:
    14) расплываться; линять (о рисунке и т. п.)

    Her red blouse ran on the lighter colored clothes in the wash. — При стирке красная блузка линяла, окрашивая более светлые вещи.

    15)
    а) плавиться, таять, течь ( в результате таяния)

    The ice cream ran in the warm sun. — Мороженое на солнце растаяло.

    Syn:
    б) соединяться (в один кусок, особенно во влажном или расплавленном состоянии), затвердевать ( комком)
    16)
    а) скользить, легко двигаться, идти гладко

    The neck-halter seems to have been tarry, and did not run. — Верёвка с петлей, похоже, не была пропитана и поэтому не скользила.

    б) ( run through) проводить по (чему-л.), пропускать через (что-л.)

    to run a pen through smth. — зачеркнуть, перечеркнуть что-л. ручкой

    Will you run a thread through an eyelet? — Продень нитку в иголку, будь так добр.

    17)
    а) простираться, расстилаться, тянуться прям. и перен.

    A balustrade runs round the building. — Вокруг здания тянется балюстрада.

    He was brilliantly attired in crimson pyjamas. Who would have thought his taste would run to the exotic? (S. Woods) — Он был облачён в малиновую пижаму. Кто бы мог предположить, что он дойдёт до такой экзотики?

    Syn:
    б) тянуться, расти, обвиваться ( о растениях)
    18) спорт.
    а) соревноваться, участвовать (в соревнованиях, скачках)
    Syn:
    б) проводить (бега, гонки, скачки)

    The Derby has been run in a snowstorm. — Дерби проводилось во время бурана.

    в) заявлять ( лошадь) на скачки

    No person can run more than one horse for any plate. — На любые скачки на приз каждый может заявить только одну лошадь.

    19) брать назад (слово, обещание и т. п.), расторгать, нарушать ( договор)

    The contracting party may be inclined to run from his word. — Договаривающаяся сторона, возможно, захочет взять назад своё слово.

    20) ( run off) не оказывать влияния на (кого-л.)

    The scoldings run off him like water off a duck's back. — Его ругают, а с него всё как с гуся вода.

    21)
    а) преим. амер. баллотироваться, выставлять (свою) кандидатуру на выборах

    Richard Roe will run for mayor. — Ричард Роу выставит свою кандидатуру на пост мэра.

    22) амер. навязывать, расхваливать, рекламировать

    I went with him to the house he was running for. — Я пошёл с ним к дому, который он так расхваливал.

    A whisper ran through the crowd. — По толпе пробежал шёпот.

    The news ran all over town. — Известие быстро распространилось по всему городу.

    Syn:
    24) муз.; = run down исполнять, выводить рулады; быстро пропевать
    25)
    а) быстро вырастать, давая семена
    26)

    Her stocking ran. — У неё на чулке спустилась петля.

    27) работать, функционировать

    One of these little engines recently ran forty-seven days and nights without stoppage. — Один из этих маленьких моторчиков недавно проработал сорок семь суток без остановки.

    The American university: how it runs, where it is going. — Американский университет: как он живёт, куда он движется.

    28) крутиться, вертеться, постоянно возвращаться ( о мыслях)

    phrase running in the head — фраза, которая крутится в голове

    It runs in my head that I've heard something about it. — У меня вертелось в голове, что я где-то уже об этом слышал.

    My thoughts have been running upon the future. — Я всё думаю о будущем.

    29)
    а) проходить, бежать, лететь

    Life ran smoothly in its ordinary grooves. — Жизнь текла гладко в своём привычном русле.

    Their talks ran on for hours. — Они говорили часами.

    Syn:

    The night was almost run. — Ночь почти прошла.

    Syn:
    come to an end, expire
    30) идти, продолжаться, длиться; быть действительным ( на определённый срок)

    The lease runs for five years. — Аренда действительна на пять лет.

    Syn:
    31)
    а) идти (о пьесе, фильме)

    This film is now running at all cinemas. — Этот фильм идёт сейчас во всех кинотеатрах.

    б) показывать (пьесу, фильм)
    32)
    а) иметь хождение, быть в обращении ( о деньгах)
    б) действовать на определённой территории, распространяться на определённой территории (о законах, воззваниях)

    Musical ability runs in my family. — В нашей семье ярко выражены музыкальные способности.

    34)
    а) быть напечатанным, быть опубликованным, появиться

    The story ran in all the papers. — История появилась во всех газетах.

    Syn:
    б) печатать, публиковать

    The ad was run in the paper for two days. — Объявление публиковалось в газете два дня.

    35) гласить (о документе, тексте и т. п.); быть выраженным ( определённым способом)

    I know not how his proper official title ran. — Я не знаю, каков был его официальный титул.

    36) = run out, = run up достигать ( определённого) количества, стоимости, доходить, равняться

    Last autumn arrests of illegal immigrants were running 80 a week. — Прошлой осенью число арестов нелегальных иммигрантов доходило до 80 в неделю.

    The bill runs to $100. — Счёт составляет 100 долларов.

    The prices run from $5 to $200. — Цены варьируются от 5 до 200 долларов.

    The book ran into five editions. — Книга выдержала пять изданий.

    The total area runs out at 25,000 square miles. — Вся область составляет 25000 квадратных миль.

    The bill for the repairs might run up to $300. — Счёт за ремонт может составить около 300 долларов.

    Syn:

    The members encouraged one another in running the Christian course. — Все члены поддерживали друг друга в следовании христианской религии.

    38) подвергаться (опасности, риску и т. п.)

    We run a danger of wasting time. — Мы рискуем потерять время.

    She's not afraid to run a risk. — Она не боится риска.

    Syn:
    39)
    а) прорывать, преодолевать (какое-л. препятствие); пробиваться сквозь (что-л.)

    The escaped prisoners ran the roadblock. — Сбежавшие заключённые проскочили сквозь дорожно-пропускной пункт.

    б) разг. проскочить ( на красный свет)

    Wilson told officers the brakes of his truck failed, causing him to run a red light at the intersection. — Уилсон сказал полицейским, что у его грузовика отказали тормоза, поэтому ему пришлось на перекрёстке проскочить на красный свет.

    40)
    а) сшивать на скорую руку, смётывать
    в) прикреплять (ленту, тесьму и т. п.), пропуская через прорези в одежде
    41) ( be run) быть стеснённым (в чём-л.)

    I shall be hard run unless I can get a certain sum of money. — У меня будут большие денежные затруднения, если я не достану определённую сумму денег.

    Both author and artist were notoriously always run for time. — И писатель, и художник были известны тем, что у них всегда не хватало времени.

    42) наседать, поджимать (в состязаниях, соперничестве)

    Gloriana would run her very close on the score of beauty. — Глориана не отставала от неё по красоте.

    43) преим. амер. руководить, управлять; вести (дело, предприятие и т. п.); следить (за кем-л.), контролировать

    Teach me how to run the business. — Научи меня вести дела.

    Our staff are highly efficient; the place runs itself almost without our interference. — У нас высококвалифицированные служащие; предприятие работает практически без нашего вмешательства.

    You're my father and all that, but I'll be damned if you run me any more. — Ты мой отец и всё такое, но будь я проклят, если я ещё хоть раз позволю тебе собой командовать.

    Syn:
    44) ввести (кого-л.) в общество
    45) амер. помогать, обеспечивать средствами к существованию

    I was running a small fever. — У меня была небольшая температура.

    I don't like her running this temperature. — Мне не нравится, что у неё такая высокая температура.

    47) = run through приводить в действие, включать ( кинокамеру)
    48) проводить (эксперимент, тест), проводить измерения
    49) амер.; австрал.; разг. дразнить, досаждать, изводить,
    Syn:
    50) разг. заявлять (о ком-л.) в полицию, передавать (кого-л.) в руки полиции
    51) воен. выдвигать обвинение против (кого-л.)
    52) подтасовывать, фальсифицировать
    Syn:
    53)
    а) вырезать ( знак), рисовать, чертить ( линию) на поверхности
    б) вести, тянуть, проводить (что-л. в определённом направлении или до определённой длины)
    Syn:
    54) прослеживать, устанавливать (параллели, сходство); проводить ( различия)
    55) объединять, соединять

    The events of two days have been run into one. — События двух дней были объединены в одно.

    Syn:
    56) ( run to) тяготеть к (чему-л.), иметь склонность к (чему-л.)

    The writer runs to descriptive details. — Этот писатель очень любит подробно описывать детали.

    57) ( run to) обращаться к (кому-л., за помощью или советом)
    58) ( run to) хватать, быть достаточным для (чего-л.)

    The money won't run to a car. — Этих денег не хватит на машину.

    Syn:
    59) ( run with) общаться с (кем-л.); водить компанию с (кем-л.)

    In his younger days he ran with some very undesirable types. — В юности он общался с некоторыми очень подозрительными типами.

    60) ( run across) (случайно) встретиться с (кем-л.); натолкнуться на (кого-л. / что-л.)

    I ran across my former teacher this afternoon. — Сегодня я встретил своего старого учителя.

    I ran across an excellent book on history. — Я тут обнаружил замечательную книгу по истории.

    61) ( run after) "бегать", ухаживать за (кем-л.)

    All the girls are running after the attractive new student. — Девушки прохода не дают этому симпатичному студенту-новичку.

    62) ( run into) наезжать на (что-л.), врезаться во (что-л.)

    I ran into the gatepost and hurt my knee. — Я налетел на столб и повредил колено.

    This lamppost looks as if it's been run into by a bus. — Этот столб выглядит так, как будто в него врезался автобус.

    63) ( run into) случайно встретить (кого-л.), столкнуться с (кем-л.)

    Guess who I run into in the High Street this afternoon? — Знаешь, кого я сегодня встретил на Хай-Стрит?

    Syn:
    bang I 2. 8), bump, barge, knock
    64) ( run into) столкнуться с (чем-л. неприятным)
    65) ( run (up)on) касаться (какой-л. темы), вращаться вокруг (какой-л. темы)

    His thoughts ran upon the happy times that he had spent there. — Он вспомнил о том счастливом времени, которое провёл здесь когда-то.

    66) ( run over) просматривать; повторять (что-л.)

    Just run over your notes before the examination. — Просто прогляди свои конспекты перед экзаменом.

    67) ( run through) промотать ( деньги)
    68) (run + прил.) становиться, делаться

    The little pond ran dry. — Маленький пруд высох.

    The roads ran wild. — Дороги заросли.

    Some say whiskey will run a man crazy. — Некоторые говорят, что от виски человек становится психом.

    - run low
    - run cold
    - run mad
    - run hot
    Syn:
    69) держать, мыть ( под краном)
    накапливаться, образовываться ( о долге)

    It is found a great safeguard against debt not to run long accounts. — Хорошая гарантия не делать долгов - не накапливать счёта.

    71)
    а) ( run into) втыкать, вонзать во (что-л.)
    б) ( run through) прокалывать, пронзать, протыкать (кого-л.)

    Ormonde ran two of the cowards through the body. — Ормонд пронзил тела двух трусов.

    72) иметь ( определённый) склад, характер, свойство, форму

    His hair was brown, with a tendency to run in ringlets. — У него были каштановые волосы, имеющие тенденцию завиваться колечками.

    73)
    а) преим. австрал. выпускать на подножный корм (коров, овец)
    Syn:
    б) запустить (хорька, которого держат для отлова кроликов, уничтожения крыс) в нору
    74) диал. скисать, сквашиваться ( о молоке)
    Syn:
    75)
    а) истекать (чем-л.)

    His lips, his fangs, ran blood. — С его губ, с его клыков стекала кровь.

    The drains will run the water out of the land. — Дренажные канавы осушат земли.

    Syn:
    •
    - run ashore
    - run aground
    - run foul of
    - run short
    - run counter
    - run about
    - run along
    - run around
    - run away
    - run back
    - run down
    - run in
    - run off
    - run on
    - run out
    - run over
    - run round
    - run through
    - run up
    ••

    to run one's mouth / off at the mouth — амер.; разг. неумеренно болтать, пустозвонить

    - run to form
    - run off the rails
    - run for luck
    - run messages
    - run it close
    - run it fine
    - run smth. close
    - run smb. close
    - run too far
    - run the gantlope
    - run oneself into the ground
    - run away with the idea     2. сущ.
    1)
    а) бег, пробег, пробежка

    to keep smb. on the run — не давать кому-л. остановиться

    We took a run around the track. — Мы побежали по беговой дорожке.

    Syn:
    б) перебежка, за которую засчитывается очко ( в крикете или бейсболе)
    в) гон; забег ( на скачках)
    2) короткая поездка, небольшое путешествие

    Let's take a run upstate for the day. — Давай съездим на денёк за город.

    Syn:
    3)
    а) плавание, переход ( особенно между двумя портами)
    б) ж.-д. пробег (паровоза, вагона)
    в) ж.-д. отрезок пути; прогон
    Syn:
    5)
    а) воен. наступательная операция, атака с моря или воздуха
    б) авиа заход на цель

    The aircraft is seen making its second run over the target. — Видно, как самолёт делает второй заход на цель.

    а) полёт, перелёт; рейс

    I was on the Sydney-Melbourne run. — Я совершал перелёт из Сиднея в Мельбурн.

    б) расстояние, пролетаемое самолётом
    7) выгрузка контрабандного товара ( доставляемого по морю), прибытие контрабандного товара

    Keep careful watch tonight; run expected. — Будьте на страже сегодня ночью; ожидается прибытие контрабандного товара.

    8) регулярный обход, объезд

    At night when they had done the evening run on their traps they would return home. — Вечером после того, как они объезжали все свои ловушки, они возвращались домой.

    9) амер.
    а) ручей, речушка
    Syn:
    б) сток, водослив
    Syn:
    в) поток, сильный прилив
    10) струя песка, обвал, оползень
    Syn:
    12) муз. рулада
    13) период времени, полоса (удач, неудач и т. п.)

    Gamblers always hope for a run of good luck. — Игроки всегда надеются, что наступит полоса удач.

    We have had a long-continued run of the loveliest weather. — На длительный период установилась чудеснейшая погода.

    Syn:
    14) геол. простирание пласта; направление рудной жилы
    16) амер. спустившаяся петля ( обычно на чулке)

    I'm darning up a run in my old ski sweater. — Я зашиваю спустившуюся петлю на старом свитере.

    Syn:
    17) непрерывная серия, последовательность
    18) рыба, идущая на нерест

    run of the Field Newspaper from 1985 — подшивка газеты "Филд" с 1985 года

    20) горн. поезд или ряд вагонеток ( в шахте)
    21) ( the run) разг. приступ поноса
    22)
    а) фин. наплыв требований к банкам о немедленных выплатах

    In July the failure of some commercial firms resulted in a run on several German banks. — В июле банкротство нескольких коммерческих фирм привело к массовому изъятию вкладов из нескольких немецких банков.

    б) спрос (на какой-л. товар)

    The book has a considerable run. — Книга хорошо распродаётся.

    в) наплыв, скопление (покупателей и т. п.)
    23) период, в который спектакль, фильм остаётся на сцене, идёт в прокате; период, в который выставка открыта для посетителей

    This comedy has a lengthened run. — Эта комедия уже долго идёт на сцене.

    The International Textile Exhibition closed yesterday after a run of something like six weeks. — Вчера закрылась международная текстильная выставка, которая работала около шести недель.

    24)
    а) ток ( жидкости); количество жидкости, протекающее в единицу времени

    It was no hard run - but my 104 buckets would probably yield 40 or 50 gallons of maple sap today. — Ток был не очень обильным - однако сегодня 104 моих ведра, возможно, дали 40 или 50 галлонов кленового сока.

    б) нефт. погон, фракция
    25)
    а) ход, работа, действие (машины, двигателя)

    Only one experimental run to test the machinery has been made. — Для проверки оборудования было проведено только одно экспериментальное испытание.

    в) информ. (однократный) проход, прогон ( программы)
    26) нечто среднее, стандарт; большинство

    common / general / normal / ordinary run — обычный, средний тип, класс

    We've had nothing exciting - just the usual run of applicants. — У нас не происходило ничего особенного - обычные просители.

    a man of mind, above the run of men — умный человек, превосходящий большинство людей

    27) выводок (о детёнышах животных, птиц)
    Syn:
    28) партия товара, класс товара

    The best runs of English and foreign wheat sell at full prices. — Лучшие сорта английской и иностранной пшеницы продаются по полной цене.

    run of 3,000 copies — тираж в 3000 экземпляров

    30) тропа, проложенная животными
    31) нора, убежище

    The kids are building a rabbit run. — Дети строят норку для кролика.

    Syn:
    32)

    Fowls are restricted to a narrow yard or run. — Домашние птицы содержатся в узком загоне или вольере.

    б) австрал. (овечье) пастбище
    в) австрал. скотоводческая ферма
    33) уклон; трасса
    34) ( runs) амер. место разгрузки, погрузки или сортировки вагонов, горка
    35)
    а) жёлоб, лоток, труба и т. п. (для воды)
    б) горн. бремсберг, уклон
    36) мор. кормовое заострение ( корпуса)
    37) направление; тенденция развития

    We shall find, I think, the general run of things to be such as I have represented it. — Я думаю, что мы обнаружим общую тенденцию развития такой, как я здесь представил.

    Syn:
    38) разг. свобода, возможность пользования (чем-л.)

    You have the run of my office. — Вы можете свободно пользоваться моим офисом.

    Then I have the run of the place entirely to myself. — Итак, это место в полном моём распоряжении.

    Syn:
    39) амер. переселение колонистов на новые земли
    40) австрал.; новозел. стрижка овцы
    ••

    the run of one's teeth / knife — бесплатное питание ( обычно за выполненную работу)

    in the long run — в конце концов; в общем

    to get the run — преим. австрал.; разг. быть уволенным с работы

    - be on the run
    - do smth. on the run
    - have smb. on the run
    - get smb. on the run
    - keep smb. on the run     3. прил.
    2) мор. сбежавший, дезертировавший
    3) идущий на нерест, нерестящийся ( о рыбе)
    4) шотл. туго затянутый ( об узле)
    5) горн. мягкий
    6) диал. скисший, свернувшийся ( о молоке)
    Syn:
    coagulated, clotted
    7) разг. контрабандный ( о товаре)
    Syn:
    8)
    9) гонимый, преследуемый; измученный погоней, выдохшийся
    Syn:
    hunted, chased
    10) продолжающийся, непрерывный
    Syn:
    11) (- run) происходящий ( определённым образом)

    Nothing differs more from a true-run race than the ordinary careful gallop used in training. — Настоящие скачки кардинально отличаются от обычного аккуратного галопа при тренировке.

    Англо-русский современный словарь > run

  • 26 Bollée, Ernest-Sylvain

    [br]
    b. 19 July 1814 Clefmont (Haute-Marne), France
    d. 11 September 1891 Le Mans, France
    [br]
    French inventor of the rotor-stator wind engine and founder of the Bollée manufacturing industry.
    [br]
    Ernest-Sylvain Bollée was the founder of an extensive dynasty of bellfounders based in Le Mans and in Orléans. He and his three sons, Amédée (1844–1917), Ernest-Sylvain fils (1846–1917) and Auguste (1847-?), were involved in work and patents on steam-and petrol-driven cars, on wind engines and on hydraulic rams. The presence of the Bollées' car industry in Le Mans was a factor in the establishment of the car races that are held there.
    In 1868 Ernest-Sylvain Bollée père took out a patent for a wind engine, which at that time was well established in America and in England. In both these countries, variable-shuttered as well as fixed-blade wind engines were in production and patented, but the Ernest-Sylvain Bollée patent was for a type of wind engine that had not been seen before and is more akin to the water-driven turbine of the Jonval type, with its basic principle being parallel to the "rotor" and "stator". The wind drives through a fixed ring of blades on to a rotating ring that has a slightly greater number of blades. The blades of the fixed ring are curved in the opposite direction to those on the rotating blades and thus the air is directed onto the latter, causing it to rotate at a considerable speed: this is the "rotor". For greater efficiency a cuff of sheet iron can be attached to the "stator", giving a tunnel effect and driving more air at the "rotor". The head of this wind engine is turned to the wind by means of a wind-driven vane mounted in front of the blades. The wind vane adjusts the wind angle to enable the wind engine to run at a constant speed.
    The fact that this wind engine was invented by the owner of a brass foundry, with all the gear trains between the wind vane and the head of the tower being of the highest-quality brass and, therefore, small in scale, lay behind its success. Also, it was of prefabricated construction, so that fixed lengths of cast-iron pillar were delivered, complete with twelve treads of cast-iron staircase fixed to the outside and wrought-iron stays. The drive from the wind engine was taken down the inside of the pillar to pumps at ground level.
    Whilst the wind engines were being built for wealthy owners or communes, the work of the foundry continued. The three sons joined the family firm as partners and produced several steam-driven vehicles. These vehicles were the work of Amédée père and were l'Obéissante (1873); the Autobus (1880–3), of which some were built in Berlin under licence; the tram Bollée-Dalifol (1876); and the private car La Mancelle (1878). Another important line, in parallel with the pumping mechanism required for the wind engines, was the development of hydraulic rams, following the Montgolfier patent. In accordance with French practice, the firm was split three ways when Ernest-Sylvain Bollée père died. Amédée père inherited the car side of the business, but it is due to Amédée fils (1867– 1926) that the principal developments in car manufacture came into being. He developed the petrol-driven car after the impetus given by his grandfather, his father and his uncle Ernest-Sylvain fils. In 1887 he designed a four-stroke single-cylinder engine, although he also used engines designed by others such as Peugeot. He produced two luxurious saloon cars before putting Torpilleur on the road in 1898; this car competed in the Tour de France in 1899. Whilst designing other cars, Amédée's son Léon (1870–1913) developed the Voiturette, in 1896, and then began general manufacture of small cars on factory lines. The firm ceased work after a merger with the English firm of Morris in 1926. Auguste inherited the Eolienne or wind-engine side of the business; however, attracted to the artistic life, he sold out to Ernest Lebert in 1898 and settled in the Paris of the Impressionists. Lebert developed the wind-engine business and retained the basic "stator-rotor" form with a conventional lattice tower. He remained in Le Mans, carrying on the business of the manufacture of wind engines, pumps and hydraulic machinery, describing himself as a "Civil Engineer".
    The hydraulic-ram business fell to Ernest-Sylvain fils and continued to thrive from a solid base of design and production. The foundry in Le Mans is still there but, more importantly, the bell foundry of Dominique Bollée in Saint-Jean-de-Braye in Orléans is still at work casting bells in the old way.
    [br]
    Further Reading
    André Gaucheron and J.Kenneth Major, 1985, The Eolienne Bollée, The International Molinological Society.
    Cénomane (Le Mans), 11, 12 and 13 (1983 and 1984).
    KM

    Biographical history of technology > Bollée, Ernest-Sylvain

  • 27 Edison, Thomas Alva

    [br]
    b. 11 February 1847 Milan, Ohio, USA
    d. 18 October 1931 Glenmont
    [br]
    American inventor and pioneer electrical developer.
    [br]
    He was the son of Samuel Edison, who was in the timber business. His schooling was delayed due to scarlet fever until 1855, when he was 8½ years old, but he was an avid reader. By the age of 14 he had a job as a newsboy on the railway from Port Huron to Detroit, a distance of sixty-three miles (101 km). He worked a fourteen-hour day with a stopover of five hours, which he spent in the Detroit Free Library. He also sold sweets on the train and, later, fruit and vegetables, and was soon making a profit of $20 a week. He then started two stores in Port Huron and used a spare freight car as a laboratory. He added a hand-printing press to produce 400 copies weekly of The Grand Trunk Herald, most of which he compiled and edited himself. He set himself to learn telegraphy from the station agent at Mount Clements, whose son he had saved from being run over by a freight car.
    At the age of 16 he became a telegraphist at Port Huron. In 1863 he became railway telegraphist at the busy Stratford Junction of the Grand Trunk Railroad, arranging a clock with a notched wheel to give the hourly signal which was to prove that he was awake and at his post! He left hurriedly after failing to hold a train which was nearly involved in a head-on collision. He usually worked the night shift, allowing himself time for experiments during the day. His first invention was an arrangement of two Morse registers so that a high-speed input could be decoded at a slower speed. Moving from place to place he held many positions as a telegraphist. In Boston he invented an automatic vote recorder for Congress and patented it, but the idea was rejected. This was the first of a total of 1180 patents that he was to take out during his lifetime. After six years he resigned from the Western Union Company to devote all his time to invention, his next idea being an improved ticker-tape machine for stockbrokers. He developed a duplex telegraphy system, but this was turned down by the Western Union Company. He then moved to New York.
    Edison found accommodation in the battery room of Law's Gold Reporting Company, sleeping in the cellar, and there his repair of a broken transmitter marked him as someone of special talents. His superior soon resigned, and he was promoted with a salary of $300 a month. Western Union paid him $40,000 for the sole rights on future improvements on the duplex telegraph, and he moved to Ward Street, Newark, New Jersey, where he employed a gathering of specialist engineers. Within a year, he married one of his employees, Mary Stilwell, when she was only 16: a daughter, Marion, was born in 1872, and two sons, Thomas and William, in 1876 and 1879, respectively.
    He continued to work on the automatic telegraph, a device to send out messages faster than they could be tapped out by hand: that is, over fifty words per minute or so. An earlier machine by Alexander Bain worked at up to 400 words per minute, but was not good over long distances. Edison agreed to work on improving this feature of Bain's machine for the Automatic Telegraph Company (ATC) for $40,000. He improved it to a working speed of 500 words per minute and ran a test between Washington and New York. Hoping to sell their equipment to the Post Office in Britain, ATC sent Edison to England in 1873 to negotiate. A 500-word message was to be sent from Liverpool to London every half-hour for six hours, followed by tests on 2,200 miles (3,540 km) of cable at Greenwich. Only confused results were obtained due to induction in the cable, which lay coiled in a water tank. Edison returned to New York, where he worked on his quadruplex telegraph system, tests of which proved a success between New York and Albany in December 1874. Unfortunately, simultaneous negotiation with Western Union and ATC resulted in a lawsuit.
    Alexander Graham Bell was granted a patent for a telephone in March 1876 while Edison was still working on the same idea. His improvements allowed the device to operate over a distance of hundreds of miles instead of only a few miles. Tests were carried out over the 106 miles (170 km) between New York and Philadelphia. Edison applied for a patent on the carbon-button transmitter in April 1877, Western Union agreeing to pay him $6,000 a year for the seventeen-year duration of the patent. In these years he was also working on the development of the electric lamp and on a duplicating machine which would make up to 3,000 copies from a stencil. In 1876–7 he moved from Newark to Menlo Park, twenty-four miles (39 km) from New York on the Pennsylvania Railway, near Elizabeth. He had bought a house there around which he built the premises that would become his "inventions factory". It was there that he began the use of his 200- page pocket notebooks, each of which lasted him about two weeks, so prolific were his ideas. When he died he left 3,400 of them filled with notes and sketches.
    Late in 1877 he applied for a patent for a phonograph which was granted on 19 February 1878, and by the end of the year he had formed a company to manufacture this totally new product. At the time, Edison saw the device primarily as a business aid rather than for entertainment, rather as a dictating machine. In August 1878 he was granted a British patent. In July 1878 he tried to measure the heat from the solar corona at a solar eclipse viewed from Rawlins, Wyoming, but his "tasimeter" was too sensitive.
    Probably his greatest achievement was "The Subdivision of the Electric Light" or the "glow bulb". He tried many materials for the filament before settling on carbon. He gave a demonstration of electric light by lighting up Menlo Park and inviting the public. Edison was, of course, faced with the problem of inventing and producing all the ancillaries which go to make up the electrical system of generation and distribution-meters, fuses, insulation, switches, cabling—even generators had to be designed and built; everything was new. He started a number of manufacturing companies to produce the various components needed.
    In 1881 he built the world's largest generator, which weighed 27 tons, to light 1,200 lamps at the Paris Exhibition. It was later moved to England to be used in the world's first central power station with steam engine drive at Holborn Viaduct, London. In September 1882 he started up his Pearl Street Generating Station in New York, which led to a worldwide increase in the application of electric power, particularly for lighting. At the same time as these developments, he built a 1,300yd (1,190m) electric railway at Menlo Park.
    On 9 August 1884 his wife died of typhoid. Using his telegraphic skills, he proposed to 19-year-old Mina Miller in Morse code while in the company of others on a train. He married her in February 1885 before buying a new house and estate at West Orange, New Jersey, building a new laboratory not far away in the Orange Valley.
    Edison used direct current which was limited to around 250 volts. Alternating current was largely developed by George Westinghouse and Nicola Tesla, using transformers to step up the current to a higher voltage for long-distance transmission. The use of AC gradually overtook the Edison DC system.
    In autumn 1888 he patented a form of cinephotography, the kinetoscope, obtaining film-stock from George Eastman. In 1893 he set up the first film studio, which was pivoted so as to catch the sun, with a hinged roof which could be raised. In 1894 kinetoscope parlours with "peep shows" were starting up in cities all over America. Competition came from the Latham Brothers with a screen-projection machine, which Edison answered with his "Vitascope", shown in New York in 1896. This showed pictures with accompanying sound, but there was some difficulty with synchronization. Edison also experimented with captions at this early date.
    In 1880 he filed a patent for a magnetic ore separator, the first of nearly sixty. He bought up deposits of low-grade iron ore which had been developed in the north of New Jersey. The process was a commercial success until the discovery of iron-rich ore in Minnesota rendered it uneconomic and uncompetitive. In 1898 cement rock was discovered in New Village, west of West Orange. Edison bought the land and started cement manufacture, using kilns twice the normal length and using half as much fuel to heat them as the normal type of kiln. In 1893 he met Henry Ford, who was building his second car, at an Edison convention. This started him on the development of a battery for an electric car on which he made over 9,000 experiments. In 1903 he sold his patent for wireless telegraphy "for a song" to Guglielmo Marconi.
    In 1910 Edison designed a prefabricated concrete house. In December 1914 fire destroyed three-quarters of the West Orange plant, but it was at once rebuilt, and with the threat of war Edison started to set up his own plants for making all the chemicals that he had previously been buying from Europe, such as carbolic acid, phenol, benzol, aniline dyes, etc. He was appointed President of the Navy Consulting Board, for whom, he said, he made some forty-five inventions, "but they were pigeonholed, every one of them". Thus did Edison find that the Navy did not take kindly to civilian interference.
    In 1927 he started the Edison Botanic Research Company, founded with similar investment from Ford and Firestone with the object of finding a substitute for overseas-produced rubber. In the first year he tested no fewer than 3,327 possible plants, in the second year, over 1,400, eventually developing a variety of Golden Rod which grew to 14 ft (4.3 m) in height. However, all this effort and money was wasted, due to the discovery of synthetic rubber.
    In October 1929 he was present at Henry Ford's opening of his Dearborn Museum to celebrate the fiftieth anniversary of the incandescent lamp, including a replica of the Menlo Park laboratory. He was awarded the Congressional Gold Medal and was elected to the American Academy of Sciences. He died in 1931 at his home, Glenmont; throughout the USA, lights were dimmed temporarily on the day of his funeral.
    [br]
    Principal Honours and Distinctions
    Member of the American Academy of Sciences. Congressional Gold Medal.
    Further Reading
    M.Josephson, 1951, Edison, Eyre \& Spottiswode.
    R.W.Clark, 1977, Edison, the Man who Made the Future, Macdonald \& Jane.
    IMcN

    Biographical history of technology > Edison, Thomas Alva

  • 28 Benz, Karl

    [br]
    b. 25 November 1844 Pfaffenrot, Black Forest, Germany
    d. 4 April 1929 Ladenburg, near Mannheim, Germany
    [br]
    German inventor of one of the first motor cars.
    [br]
    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.
    [br]
    Further Reading
    St J.Nixon, 1936, The Invention of the Automobile. E.Diesel et al., 1960, From Engines to Autos. E.Johnson, 1986, The Dawn of Motoring.
    IMcN

    Biographical history of technology > Benz, Karl

  • 29 Brown, Joseph Rogers

    [br]
    b. 26 January 1810 Warren, Rhode Island, USA
    d. 23 July 1876 Isles of Shoals, New Hampshire, USA
    [br]
    American machine-tool builder and co-founder of Brown \& Sharpe.
    [br]
    Joseph Rogers Brown was the eldest son of David Brown, who was modestly established as a maker of and dealer in clocks and watches. Joseph assisted his father during school vacations and at the age of 17 left to obtain training as a machinist. In 1829 he joined his father in the manufacture of tower clocks at Pawtucket, Rhode Island, and two years later went into business for himself in Pawtucket making lathes and small tools. In 1833 he rejoined his father in Providence, Rhode Island, as a partner in the manufacture of docks, watches and surveying and mathematical instruments. David Brown retired in 1841.
    J.R.Brown invented and built in 1850 a linear dividing engine which was the first automatic machine for graduating rules in the United States. In 1851 he brought out the vernier calliper, the first application of a vernier scale in a workshop measuring tool. Lucian Sharpe was taken into partnership in 1853 and the firm became J.R.Brown \& Sharpe; in 1868 the firm was incorporated as the Brown \& Sharpe Manufacturing Company.
    In 1855 Brown invented a precision gear-cutting machine to make clock gears. The firm obtained in 1861 a contract to make Wilcox \& Gibbs sewing machines and gave up the manufacture of clocks. At about this time F.W. Howe of the Providence Tool Company arranged for Brown \& Sharpe to make a turret lathe required for the manufacture of muskets. This was basically Howe's design, but Brown added a few features, and it was the first machine tool built for sale by the Brown \& Sharpe Company. It was followed in 1862 by the universal milling machine invented by Brown initially for making twist drills. Particularly for cutting gear teeth, Brown invented in 1864 a formed milling cutter which could be sharpened without changing its profile. In 1867 the need for an instrument for checking the thickness of sheet material became apparent, and in August of that year J.R.Brown and L.Sharpe visited the Paris Exhibition and saw a micrometer calliper invented by Jean Laurent Palmer in 1848. They recognized its possibilities and with a few developments marketed it as a convenient, hand-held measuring instrument. Grinding lathes were made by Brown \& Sharpe in the early 1860s, and from 1868 a universal grinding machine was developed, with the first one being completed in 1876. The patent for this machine was granted after Brown's sudden death while on holiday.
    [br]
    Further Reading
    J.W.Roe, 1916, English and American Tool Builders, New Haven: Yale University Press; repub. 1926, New York and 1987, Bradley, Ill.: Lindsay Publications Inc. (further details of Brown \& Sharpe Company and their products).
    R.S.Woodbury, 1958, History of the Gear-Cutting Machine, Cambridge, Mass.: MIT Press ——, 1959, History of the Grinding Machine, Cambridge, Mass.: MIT Press.
    ——, 1960, History of the Milling Machine, Cambridge, Mass.: MIT Press.
    RTS

    Biographical history of technology > Brown, Joseph Rogers

  • 30 Hodgkinson, Eaton

    [br]
    b. 26 February 1789 Anderton, Cheshire, England
    d. 18 June 1861 near Manchester, England
    [br]
    English engineer who devised d new form of cast-iron girder.
    [br]
    Eaton Hodgkinson's father, a farmer, died when he was 6 years old, but his mother was a resourceful woman who set up a business in Salford and ensured that her son received a sound schooling. Most important for his education, however, was his friendship with the Manchester scientific luminary Dr. Dalton, who instructed him in practical mathematics. These studies led Hodgkinson to devise a new form of cast-iron girder, carefully tested by experiments and which was widely adopted for fire-proof structures in the nineteenth century. Following Dalton, Hodgkinson became an active member of the Manchester Philosophical Society, of which he was elected President in 1848. He also became an active member of the British Association for the Advancement of Science. Hodgkinson's work on cast-iron girders secured him a Fellowship of the Royal Society, and the Royal Medal of the Society, in 1841. It was Hodgkinson also who verified the mathematical value of the pioneering experiments carried out by William Fairbairn for Robert Stephenson's proposed wrought-iron tube structure which, in 1849, became the Britannia Bridge over the Menai Straits. He received a Silver Medal for this work at the Paris Exhibition of 1858. Hodgkinson served as a member of the Royal Commission appointed to enquire into the application of iron to railway structures. In 1847 he was appointed Professor of the Mechanical Principles of Engineering at University College, London, but his health began to fail shortly after. He was elected an Honorary Member of the Institution of Civil Engineers in 1851. Described as "singularly simple and guileless", he was widely admired and respected.
    [br]
    Principal Honours and Distinctions
    President, Manchester Philosophical Society 1848. FRS 1841. Royal Society Medal 1841.
    Further Reading
    Dictionary of National Biography, London.
    Proceedings of the Institution of Civil Engineers 21:542–5.
    AB

    Biographical history of technology > Hodgkinson, Eaton

  • 31 Ilgner, Karl

    SUBJECT AREA: Electricity
    [br]
    b. 27 July 1862 Neisse, Upper Silesia (now Nysa, Poland)
    d. 18 January 1921 Berthelsdorf, Silesia
    [br]
    German electrical engineer, inventor of a transformer for electromotors.
    [br]
    Ilgner graduated from the Gewerbeakademie (the forerunner of the Technical University) in Berlin. As the representative of an electric manufacturing company in Breslau (now Wroclaw, Poland) from 1897, he was confronted with the fact that there were no appropriate drives for hoisting-engines or rolling-plants in steelworks. Two problems prevented the use of high-capacity electric motors in the mining as well as in the iron and steel industry: the reactions of the motors on the circuit at the peak point of stress concentration; and the complicated handling of the control system which raised the risks regarding safety. Having previously been head of the department of electrical power transmission in Hannover, he was concerned with the development of low-speed direct-current motors powered by gas engines.
    It was Harry Ward Leonard's switchgear for direct-current motors (USA, 1891) that permitted sudden and exact changes in the speed and direction of rotation without causing power loss, as demonstrated in the driving of a rolling sidewalk at the Paris World Fair of 1900. Ilgner connected this switchgear to a large and heavy flywheel which accumulated the kinetic energy from the circuit in order to compensate shock loads. With this combination, electric motors did not need special circuits, which were still weak, because they were working continuously and were regulated individually, so that they could be used for driving hoisting-engines in mines, rolling-plants in steelworks or machinery for producing tools and paper. Ilgner thus made a notable advance in the general progress of electrification.
    His transformer for hoisting-engines was patented in 1901 and was commercially used inter alia by Siemens \& Halske of Berlin. Their first electrical hoisting-engine for the Zollern II/IV mine in Dortmund gained international reputation at the Düsseldorf exhibition of 1902, and is still preserved in situ in the original machine hall of the mine, which is now a national monument in Germany. Ilgner thereafter worked with several companies to pursue his conception, became a consulting engineer in Vienna and Breslau and had a government post after the First World War in Brussels and Berlin until he retired for health reasons in 1919.
    [br]
    Bibliography
    1901, DRP no. 138, 387 1903, "Der elektrische Antrieb von Reversier-Walzenstraßen", Stahl und Eisen 23:769– 71.
    Further Reading
    W.Kroker, "Karl Ilgner", Neue Deutsche Biographie, Vol. X, pp. 134–5. W.Philippi, 1924, Elektrizität im Bergbau, Leipzig (a general account).
    K.Warmbold, 1925, "Der Ilgner-Umformer in Förderanlagen", Kohle und Erz 22:1031–36 (a detailed description).
    WK

    Biographical history of technology > Ilgner, Karl

  • 32 Kapp, Gisbert Johann Eduard Karl

    SUBJECT AREA: Electricity
    [br]
    b. 2 September 1852 Mauer, Vienna, Austria
    d. 10 August 1922 Birmingham, England
    [br]
    Austrian (naturalized British in 1881) engineer and a pioneer of dynamo design, being particularly associated with the concept of the magnetic circuit.
    [br]
    Kapp entered the Polytechnic School in Zurich in 1869 and gained a mechanical engineering diploma. He became a member of the engineering staff at the Vienna International Exhibition of 1873, and then spent some time in the Austrian navy before entering the service of Gwynne \& Co. of London, where he designed centrifugal pumps and gas exhausters. Kapp resolved to become an electrical engineer after a visit to the Paris Electrical Exhibition of 1881 and in the following year was appointed Manager of the Crompton Co. works at Chelmsford. There he developed and patented the dynamo with compound field winding. Also at that time, with Crompton, he patented electrical measuring instruments with over-saturated electromagnets. He became a naturalized British subject in 1881.
    In 1886 Kapp's most influential paper was published. This described his concept of the magnetic circuit, providing for the first time a sound theoretical basis for dynamo design. The theory was also developed independently by J. Hopkinson. After commencing practice as a consulting engineer in 1884 he carried out design work on dynamos and also electricity-supply and -traction schemes in Germany, Italy, Norway, Russia and Switzerland. From 1891 to 1894 much of his time was spent designing a new generating station in Bristol, officially as Assistant to W.H. Preece. There followed an appointment in Germany as General Secretary of the Verband Deutscher Electrotechniker. For some years he edited the Electrotechnische Zeitschrift and was also a part-time lecturer at the Charlottenberg Technical High School in Berlin. In 1904 Kapp was invited to accept the new Chair of Electrical Engineering at the University of Birmingham, which he occupied until 1919. He was the author of several books on electrical machine and transformer design.
    [br]
    Principal Honours and Distinctions
    Institution of Civil Engineers Telford Medal 1886 and 1888. President, Institution of Electrical Engineers 1909.
    Bibliography
    10 October 1882, with R.E.B.Crompton, British patent no. 4,810; (the compound wound dynamo).
    1886, "Modern continuous current dynamo electric machines and their engines", Proceedings of the Institution of Civil Engineers 83: 123–54.
    Further Reading
    D.G.Tucker, 1989, "A new archive of Gisbert Kapp papers", Proceedings of the Meeting on History of Electrical Engineering, IEE 4/1–4/11 (a transcript of an autobiography for his family).
    D.G.Tucker, 1973, Gisbert Kapp 1852–1922, Birmingham: Birmingham University (includes a bibliography of his most important publications).
    GW

    Biographical history of technology > Kapp, Gisbert Johann Eduard Karl

  • 33 Kirkaldy, David

    [br]
    b. 4 April 1820 Mayfield, Dundee, Scotland
    d. 25 January 1897 London, England
    [br]
    Scottish engineer and pioneer in materials testing.
    [br]
    The son of a merchant of Dundee, Kirkaldy was educated there, then at Merchiston Castle School, Edinburgh, and at Edinburgh University. For a while he worked in his father's office, but with a preference for engineering, in 1843 he commenced an apprenticeship at the Glasgow works of Robert Napier. After four years in the shops he was transferred to the drawing office and in a very few years rose to become Chief. Here Kirkaldy demonstrated a remarkable talent both for the meticulous recording of observations and data and for technical drawing. His work also had an aesthetic appeal and four of his drawings of Napier steamships were shown at the Paris Exhibition of 1855, earning both Napier and Kirkaldy a medal. His "as fitted" set of drawings of the Cunard Liner Persia, which had been built in 1855, is now in the possession of the National Maritime Museum at Greenwich, London; it is regarded as one of the finest examples of its kind in the world, and has even been exhibited at the Royal Academy in London.
    With the impending order for the Royal Naval Ironclad Black Prince (sister ship to HMS Warrior, now preserved at Portsmouth) and for some high-pressure marine boilers and engines, there was need for a close scientific analysis of the physical properties of iron and steel. Kirkaldy, now designated Chief Draughtsman and Calculator, was placed in charge of this work, which included comparisons of puddled steel and wrought iron, using a simple lever-arm testing machine. The tests lasted some three years and resulted in Kirkaldy's most important publication, Experiments on Wrought Iron and Steel (1862, London), which gained him wide recognition for his careful and thorough work. Napier's did not encourage him to continue testing; but realizing the growing importance of materials testing, Kirkaldy resigned from the shipyard in 1861. For the next two and a half years Kirkaldy worked on the design of a massive testing machine that was manufactured in Leeds and installed in premises in London, at The Grove, Southwark.
    The works was open for trade in January 1866 and engineers soon began to bring him specimens for testing on the great machine: Joseph Cubitt (son of William Cubitt) brought him samples of the materials for the new Blackfriars Bridge, which was then under construction. Soon The Grove became too cramped and Kirkaldy moved to 99 Southwark Street, reopening in January 1874. In the years that followed, Kirkaldy gained a worldwide reputation for rigorous and meticulous testing and recording of results, coupled with the highest integrity. He numbered the most distinguished engineers of the time among his clients.
    After Kirkaldy's death, his son William George, whom he had taken into partnership, carried on the business. When the son died in 1914, his widow took charge until her death in 1938, when the grandson David became proprietor. He sold out to Treharne \& Davies, chemical consultants, in 1965, but the works finally closed in 1974. The future of the premises and the testing machine at first seemed threatened, but that has now been secured and the machine is once more in working order. Over almost one hundred years of trading in South London, the company was involved in many famous enquiries, including the analysis of the iron from the ill-fated Tay Bridge (see Bouch, Sir Thomas).
    [br]
    Principal Honours and Distinctions
    Institution of Engineers and Shipbuilders in Scotland Gold Medal 1864.
    Bibliography
    1862, Results of an Experimental Inquiry into the Tensile Strength and Other Properties of Wrought Iron and Steel (originally presented as a paper to the 1860–1 session of the Scottish Shipbuilders' Association).
    Further Reading
    D.P.Smith, 1981, "David Kirkaldy (1820–97) and engineering materials testing", Transactions of the Newcomen Society 52:49–65 (a clear and well-documented account).
    LRD / FMW

    Biographical history of technology > Kirkaldy, David

  • 34 Lartigue, Charles François Marie-Thérèse

    [br]
    b. 1834 Toulouse, France d. 1907
    [br]
    French engineer and businessman, inventor of the Lartigue monorail.
    [br]
    Lartigue worked as a civil engineer in Algeria and while there invented a simple monorail for industrial or agricultural use. It comprised a single rail carried on trestles; vehicles comprised a single wheel with two tubs suspended either side, like panniers. These were pushed or pulled by hand or, occasionally, hauled by mule. Such lines were used in Algerian esparto-grass plantations.
    In 1882 he patented a monorail system based on this arrangement, with important improvements: traction was to be mechanical; vehicles were to have two or four wheels and to be able to be coupled together; and the trestles were to have, on each side, a light guide rail upon which horizontal rollers beneath the vehicles would bear. Early in 1883 the Lartigue Railway Construction Company was formed in London and two experimental prototype monorails were subsequently demonstrated in public. One, at the Paris Agricultural Exhibition, had an electric locomotive that was built in two parts, one either side of the rail to maintain balance, hauling small wagons. The other prototype, in London, had a small, steam locomotive with two vertical boilers and was designed by Anatole Mallet. By now Lartigue had become associated with F.B. Behr. Behr was Managing Director of the construction company and of the Listowel \& Ballybunion Railway Company, which obtained an Act of Parliament in 1886 to built a Lartigue monorail railway in the South West of Ireland between those two places. Its further development and successful operation are described in the article on Behr in this volume.
    A much less successful attempt to establish a Lartigue monorail railway took place in France, in the départment of Loire. In 1888 the council of the département agreed to a proposal put forward by Lartigue for a 10 1/2 mile (17 km) long monorail between the towns of Feurs and Panissières: the agreement was reached on the casting vote of the Chairman, a contact of Lartigue. A concession was granted to successive companies with which Lartigue was closely involved, but construction of the line was attended by muddle, delay and perhaps fraud, although it was completed sufficiently for trial trains to operate. The locomotive had two horizontal boilers, one either side of the track. But the inspectors of the department found deficiencies in the completeness and probable safety of the railway; when they did eventually agree to opening on a limited scale, the company claimed to have insufficient funds to do so unless monies owed by the department were paid. In the end the concession was forfeited and the line dismantled. More successful was an electrically operated Lartigue mineral line built at mines in the eastern Pyrenees.
    It appears to have reused equipment from the electric demonstration line, with modifications, and included gradients as steep as 1 in 12. There was no generating station: descending trains generated the electricity to power ascending ones. This line is said to have operated for at least two years.
    [br]
    Bibliography
    1882, French patent no. 149,301 (monorail system). 1882, British patent no. 2,764 (monorail system).
    Further Reading
    D.G.Tucker, 1984, "F.B.Behr's development of the Lartigue monorail", Transactions of the Newcomen Society 55 (describes Lartigue and his work).
    P.H.Chauffort and J.-L.Largier, 1981, "Le monorail de Feurs à Panissières", Chemin defer régionaux et urbains (magazine of the Fédération des Amis des Chemins de Fer
    Secondaires) 164 (in French; describes Lartigue and his work).
    PJGR

    Biographical history of technology > Lartigue, Charles François Marie-Thérèse

  • 35 Marconi, Marchese Guglielmo

    [br]
    b. 25 April 1874 Bologna, Italy
    d. 20 July 1937 Rome, Italy
    [br]
    Italian radio pioneer whose inventiveness and business skills made radio communication a practical proposition.
    [br]
    Marconi was educated in physics at Leghorn and at Bologna University. An avid experimenter, he worked in his parents' attic and, almost certainly aware of the recent work of Hertz and others, soon improved the performance of coherers and spark-gap transmitters. He also discovered for himself the use of earthing and of elevated metal plates as aerials. In 1895 he succeeded in transmitting telegraphy over a distance of 2 km (1¼ miles), but the Italian Telegraph authority rejected his invention, so in 1896 he moved to England, where he filed the first of many patents. There he gained the support of the Chief Engineer of the Post Office, and by the following year he had achieved communication across the Bristol Channel.
    The British Post Office was also slow to take up his work, so in 1897 he formed the Wireless Telegraph \& Signal Company to work independently. In 1898 he sold some equipment to the British Army for use in the Boer War and established the first permanent radio link from the Isle of Wight to the mainland. In 1899 he achieved communication across the English Channel (a distance of more than 31 miles or 50 km), the construction of a wireless station at Spezia, Italy, and the equipping of two US ships to report progress in the America's Cup yacht race, a venture that led to the formation of the American Marconi Company. In 1900 he won a contract from the British Admiralty to sell equipment and to train operators. Realizing that his business would be much more successful if he could offer his customers a complete radio-communication service (known today as a "turnkey" deal), he floated a new company, the Marconi International Marine Communications Company, while the old company became the Marconi Wireless Telegraph Company.
    His greatest achievement occurred on 12 December 1901, when Morse telegraph signals from a transmitter at Poldhu in Cornwall were received at St John's, Newfoundland, a distance of some 2,100 miles (3,400 km), with the use of an aerial flown by a kite. As a result of this, Marconi's business prospered and he became internationally famous, receiving many honours for his endeavours, including the Nobel Prize for Physics in 1909. In 1904, radio was first used to provide a daily bulletin at sea, and in 1907 a transatlantic wireless telegraphy service was inaugurated. The rescue of 1,650 passengers from the shipwreck of SS Republic in 1909 was the first of many occasions when wireless was instrumental in saving lives at sea, most notable being those from the Titanic on its maiden voyage in April 1912; more lives would have been saved had there been sufficient lifeboats. Marconi was one of those who subsequently pressed for greater safety at sea. In 1910 he demonstrated the reception of long (8 km or 5 miles) waves from Ireland in Buenos Aires, but after the First World War he began to develop the use of short waves, which were more effectively reflected by the ionosphere. By 1918 the first link between England and Australia had been established, and in 1924 he was awarded a Post Office contract for short-wave communication between England and the various parts of the British Empire.
    With his achievements by then recognized by the Italian Government, in 1915 he was appointed Radio-Communications Adviser to the Italian armed forces, and in 1919 he was an Italian delegate to the Paris Peace Conference. From 1921 he lived on his yacht, the Elettra, and although he joined the Fascist Party in 1923, he later had reservations about Mussolini.
    [br]
    Principal Honours and Distinctions
    Nobel Prize for Physics (jointly with K.F. Braun) 1909. Russian Order of S t Anne. Commander of St Maurice and St Lazarus. Grand Cross of the Order of the Crown (i.e. Knight) of Italy 1902. Freedom of Rome 1903. Honorary DSc Oxford. Honorary LLD Glasgow. Chevalier of the Civil Order of Savoy 1905. Royal Society of Arts Albert Medal. Honorary knighthood (GCVO) 1914. Institute of Electrical and Electronics Engineers Medal of Honour 1920. Chairman, Royal Society of Arts 1924. Created Marquis (Marchese) 1929. Nominated to the Italian Senate 1929. President, Italian Academy 1930. Rector, University of St Andrews, Scotland, 1934.
    Bibliography
    1896, "Improvements in transmitting electrical impulses and in apparatus thereof", British patent no. 12,039.
    1 June 1898, British patent no. 12,326 (transformer or "jigger" resonant circuit).
    1901, British patent no. 7,777 (selective tuning).
    1904, British patent no. 763,772 ("four circuit" tuning arrangement).
    Further Reading
    D.Marconi, 1962, My Father, Marconi.
    W.J.Baker, 1970, A History of the Marconi Company, London: Methuen.
    KF

    Biographical history of technology > Marconi, Marchese Guglielmo

  • 36 Martin, Pierre Emile

    SUBJECT AREA: Metallurgy
    [br]
    b. 18 August 1824 Bourges, France
    d. 23 May 1915 Fourchambault, France
    [br]
    French metallurgist, pioneer of open-hearth steelmaking.
    [br]
    His father Emile owned an iron-and steelworks at Sireuil, near Angoulême, and, through this, Pierre became interested in improving the steelmaking process. In England, C.W. Siemens had developed the regenerative principle of waste-heat recovery that produced a much higher furnace temperature. In 1863, the Martins applied this process in an open-hearth furnace built under licence from Siemens, with the aid of his engineers. They melted a mixture of pig-and wrought iron to produce steel with the required carbon content. Martin exhibited the product at the Paris Exhibition of 1867 and was awarded a gold medal. The open-hearth process was for a long time known as the Siemens-Martin process, but Martin did not share in the profits which others gained from its successful adoption. He had difficulty in obtaining patent rights as it was claimed that the principles of the process were already known and in use. The costs of litigation brought Martin to the brink of poverty, from which relief came only late in life, when in 1907 the Comité des Forges de France opened a subscription for him that was generously supported. A week before his death, the Iron and Steel Institute of London bestowed on him their Bessemer gold medal.
    [br]
    Principal Honours and Distinctions
    Iron and Steel Institute Bessemer Gold Medal 1915.
    Further Reading
    LRD

    Biographical history of technology > Martin, Pierre Emile

  • 37 Massey, Daniel

    [br]
    b. 1798 Vermont, USA
    d. 1856 Canada
    [br]
    American agricultural machinery manufacturer and co-founder of the Massey Harris Company (now Massey Ferguson).
    [br]
    In about 1800 Daniel Massey's family moved to Upper Canada. At the age of 6 he was sent back to stay with his grandparents in Waterton, USA, where he attended school for three years. He returned to his parents in 1807, and for the next twelve years he remained on his father's farm.
    At the age of 19 he forfeited his rights to his inheritance and rented land further west, which he began to clear. By the age of 21 he owned 200 acres, and during the next twelve years he bought, cleared and sold a further 1,200 acres. In 1820 he married Lucina Bradley from Water-town and returned with her to Canada.
    In 1830 he decided to settle down to farming and brought one of the first US threshing machines into Canada. From frequent visits to his family in the US he would return with new farm equipment, and in 1844 he handed his farm over to his eldest son so that he could concentrate on the development of his farm workshop. In 1845 he formed a brief partnership with R.F.Vaughan, who owned a small factory in Durham County near Lake Ontario. He began the production of ploughs, harrows, scufflers and rollers at a time when the Canadian Government was imposing heavy import duties on agricultural equipment being brought in from the USA. His business flourished and within six months he bought out his partner.
    In 1848 he bought another foundry in Newcastle, together with 50 acres of land, and in 1851 his son Hart joined him in the business. The following year Hart returned from the USA with the sole rights to manufacture the Ketchum mower and the Burrell reaper.
    The advent of the railway four years later opened up wider markets, and from these beginnings the Massey Company was to represent Canada at the Paris Exhibition of 1867. The European market was secured by the successes of the Massey reaper in the "World" trials held in France in 1889. Two years later the company merged with the Harris Company of Canada, to become the Massey Harris Company. Daniel Massey retired from the company four years after his son joined it, and he died the following year.
    [br]
    Further Reading
    Graeme Quick and Wesley Buchele, 1978, The Grain Harvesters, American Society of Agricultural Engineers (gives an account of harvest machinery development, in which Massey Harris played a vital role).
    Merrill Denison, 1949, Harvest Triumphant: The Story of Massey Harris, London.
    AP

    Biographical history of technology > Massey, Daniel

  • 38 Maybach, Wilhelm

    [br]
    b. 9 February 1846 Heilbronn, Württemberg, Germany
    d. 14 December 1929 Stuttgart, Germany
    [br]
    German engineer and engine designer, inventor of the spray carburettor.
    [br]
    Orphaned at the age of 10, Maybach was destined to become one of the world's most renowned engine designers. From 1868 he was apprenticed as a draughtsman at the Briiderhaus Engineering Works in Reurlingen, where his talents were recognized by Gottlieb Daimler, who was Manager and Technical Director. Nikolaus Otto had by then developed his atmospheric engine and reorganized his company, Otto \& Langen, into Gasmotorenfabrik Deutz, of which he appointed Daimler Manager. After employment at a machine builders in Karlsruhe, in 1872 Maybach followed Daimler to Deutz where he worked as a partner on the design of high-speed engines: his engines ran at up to 900 rpm, some three times as fast as conventional engines of the time. Maybach made improvements to the timing, carburation and other features. In 1881 Daimler left the Deutz Company and set up on his own as a freelance inventor, moving with his family to Bad Cannstatt; in April 1882 Maybach joined him as Engineer and Designer to set up a partnership to develop lightweight high-speed engines suitable for vehicles. A motor cycle appeared in 1885 and a modified horse-drawn carriage was fitted with a Maybach engine in 1886. Other applications to small boats, fire-engine pumps and small locomotives quickly followed, and the Vee engine of 1890 that was fitted into the French Peugeot automobiles had a profound effect upon the new sport of motor racing. In 1895 Daimler won the first international motor race and the same year Maybach became Technical Director of the Daimler firm. In 1899 Emil Jellinek, Daimler agent in France and also Austro-Hungarian consul, required a car to compete with Panhard and Levassor, who had been victorious in the Paris-Bordeaux race; he wanted more power and a lower centre of gravity, and turned to Maybach with his requirements, the 35 hp Daimler- Simplex of 1901 being the outcome. Its performance and road holding superseded those of all others at the time; it was so successful that Jellinek immediately placed an order for thirty-six cars. His daughter's name was Mercedes, after whom, when the merger of Daimler and Benz came about, the name Mercedes-Benz was adopted.
    In his later years, Maybach designed the engine for the Zeppelin airships. He retired from the Daimler Company in 1907.
    [br]
    Principal Honours and Distinctions
    Society of German Engineers Grashof Medal (its highest honour). In addition to numerous medals and titles from technical institutions, Maybach was awarded an honorary doctorate from the Stuttgart Institute of Technology.
    Further Reading
    F.Schidberger, Gottlieb Daimler, Wilhelm Maybach and Karl Benz, Stuttgart: Daimler Benz AG.
    1961, The Annals of Mercedes-Benz Motor Vehicles and Engines, 2nd edn, Stuttgart: Daimler Benz AG.
    E.Johnson, 1986, The Dawn of Motoring.
    KAB / IMcN

    Biographical history of technology > Maybach, Wilhelm

  • 39 Wilkinson, John

    SUBJECT AREA: Weapons and armour
    [br]
    b. 1728 Clifton, Cumberland, England
    d. 14 July 1808 Bradley, Staffordshire, England
    [br]
    English ironmaster, inventor of a cannon-boring machine.
    [br]
    Wilkinson's father Isaac was a farmer turned ironmaster. Soon after 1750, the family acquired Bersham furnace, near Wrexham. This was later in the hands of John and his brother William. By 1763, John had risen to take sole charge of Broseley furnace near Coalbrookdale, Shropshire, and in 1770 he set up a third furnace at Bradley, Staffordshire. By this time he had become one of the country's leading ironmasters, known for the wide range of ware made of cast iron, doubtless the reason for his nickname "Ironmad Wilkinson". He made a cast-iron boat which, to the surprise of many, floated. For his own eventual use, he also made a cast-iron coffin, but did not make sufficient allowance for increasing girth with age! Wilkinson's most notable invention was his cannon-boring machine, patented in 1774. The gun barrel was held rigidly while the cutter head moved forward on a rod inside a hollow boring bar. The machine was easily adapted to bore the cylinders for Boulton \& Watt's steam engines and he became a regular supplier, as only he could bore them with the required accuracy. On the other hand, their second engine was supplied to Wilkinson to power a blowing engine to provide air blast for his Broseley furnace: this was the first use of a Boulton \& Watt engine for a purpose other than pumping. By 1780 he had three further steam engines at work. Wilkinson installed the first Boulton \& Watt engine in France at the Paris waterworks, for which he supplied the iron pipes. Another patent was obtained in 1794 for the invention of the cupola or furnace for melting metal for small castings, although it is now thought that the real inventor was his brother William. Apart from domestic and engineering ironware, Wilkinson was supplier of arms to the American and, illicitly, to the French.
    [br]
    Further Reading
    H.W.Dickinson, 1914, John Wilkinson, Iron-master.
    LRD

    Biographical history of technology > Wilkinson, John

  • 40 Daimler, Gottlieb

    [br]
    b. 17 March 1834 Schorndorff, near Stuttgart, Germany
    d. 6 March 1900 Cannstatt, near Stuttgart, Germany
    [br]
    German engineer, pioneer automobile maker.
    [br]
    The son of a baker, his youthful interest in technical affairs led to his being apprenticed to a gunsmith with whom he produced his apprenticeship piece: a double-barrelled pistol with a rifled barrel and "nicely chased scrollwork", for which he received high praise. He remained there until 1852 before going to technical school in Stuttgart from 1853 to 1857. He then went to a steam-engineering company in Strasbourg to gain practical experience. He completed his formal education at Stuttgart Polytechnik, and in 1861 he left to tour France and England. There he worked in the engine-shop of Smith, Peacock \& Tanner and then with Roberts \& Co., textile machinery manufacturers of Manchester. He later moved to Coventry to work at Whitworths, and it was in that city that he was later involved with the Daimler Motor Company, who had been granted a licence by his company in Germany. In 1867 he was working at Bruderhaus Engineering Works at Reutlingen and in 1869 went to Maschinenbau Gesellschaft Karlsruhe where he became Manager and later a director. Early in the 1870s, N.A. Otto had reorganized his company into Gasmotorenfabrik Deutz and he appointed Gottlieb Daimler as Factory Manager and Wilhelm Maybach as Chief Designer. Together they developed the Otto engine to its limit, with Otto's co-operation. Daimler and Maybach had met previously when both were working at Bruderhaus. In 1875 Daimler left Deutz, taking Maybach with him to set up a factory in Stuttgart to manufacture light, high-speed internal-combustion engines. Their first patent was granted in 1883. This was for an engine fuelled by petrol and with hot tube ignition which continued to be used until Robert Bosch's low-voltage ignition became available in 1897. Two years later he produced his first vehicle, a motor cycle with outriggers. They showed a motor car at the Paris exhibition in 1889, but French manufacturers were slow to come forward and no French company could be found to undertake manufacture. Eventually Panhard and Levassor established the Daimler engine in France. Daimler Motoren GmbH was started in 1895, but soon after Daimler and Maybach parted, having provided an engine for a boat on the River Neckar in 1887 and that for the Wolfert airship in 1888. Daimler was in sole charge of the company from 1895, but his health began to decline in 1899 and he died in 1900.
    [br]
    Further Reading
    E.Johnson, 1986, The Dawn of Motoring. P.Siebetz, 1942, Gottlieb Daimler.
    IMcN

    Biographical history of technology > Daimler, Gottlieb

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