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85 Aubert, Jean
[br]b. 7 February 1894 Paris, Franced. 25 November 1984 Paris, France[br]French civil engineer.[br]Aubert was educated at the Lycée Louis-leGrand in Paris, and entered the Ecole Polytechnique in 1913. His studies were interrupted by the First World War, when he served as an artillery officer, being wounded twice and awarded the Croix de Guerre in 1916. He returned to the Ecole Polytechnique in 1919, and from 1920 to 1922 he attended the Ecole Nationale des Ponts et Chaussées; he graduated as Bachelor of Law from the University of Paris.In 1922 he began his long career, devoted principally to river and canal works. He was engineer in charge of the navigation works in Paris until 1932; he was then appointed Professor in the Chair of Internal Navigation at the Ecole des Ponts et Chaussées, a post he held until his retirement in 1961. From 1933 to 1945 he was general manager and later chairman of the Compagnie Nationale du Rhône; from 1945 to 1953, chairman of the electricity board of the Société Nationale des Chemins de Fer français; and from 1949 to 1967, chairman of the Rhine Navigation Company. Following his retirement, he was chairman of the Société des Constructions des Batignolles, and from 1966 consulting engineer and honorary chairman of SPIE Batignolles; he was also chairman of several other companies.In 1919 he published La Probabilité dans les tires de guerre, for which he was awarded the Pierson-Perrim prize by the Académie des Sciences in 1922. During his career he wrote numerous articles and papers on technical and economic subjects, his last, entitled "Philosophic de la pente d'eau", appearing in the journal Travaux in 1984 when he was ninety years old.Aubert's principal works included the construction of the Pont Edouard-Herriort on the Rhône at Lyon; the design and construction of the Génissiat and Lonzères-Mondragon dams on the Rhône; and the conception and design of the Denouval dam on the Seine near Andresy, completed in 1980. He was awarded the Caméré prize in 1934 by the Académie des Sciences for a new type of movable dam. Overseas governments and the United Nations consulted him on river navigation inter alia in Brazil, on the Mahanadi river in India, on the Konkomé river in Guinea, on the Vistula river in Poland, on the Paraguay river in South America and others.In 1961 he published his revolutionary ideas on the pente d'eau, or "water slope", which was designed to eliminate delays and loss of water in transferring barges from one level to another, without the use of locks. This design consisted of a sloping flume or channel through which a wedge of water, in which the barge was floating, was pushed by a powered unit. A prototype at Mon tech on the Canal Latéral at La Garonne, bypassing five locks, was opened in 1973. A second was opened in 1984 on the Canal du Midi at Fonserannes, near Béziers.[br]Principal Honours and DistinctionsCroix de Guerre 1916. Académie des Sciences: Prix Pierson-Perrim 1922, Prix Caméré 1934. Ingénieur Général des Ponts et Chaussées 1951. Commandeur de la Légion d'honneur 1960.Further ReadingDavid Tew, 1984, Canal Inclines and Lifts, Gloucester: Alan Sutton.JHB -
86 Bergius, Friedrich Carl Rudolf
[br]b. 11 October 1884 Goldschmieden, near Breslau, Germanyd. 31 March Buenos Aires, Argentina[br][br]After studying chemistry in Breslau and Leipzig and assisting inter alia at the institute of Fritz Haber in Karlsruhe on the catalysis of ammonia under high pressure, in 1909 he went to Hannover to pursue his idea of turning coal into liquid hydrocarbon under high hydrogen pressure (200 atm) and high temperatures (470° C). As experiments with high pressure in chemical processes were still in their initial stages and the Technical University could not support him sufficiently, he set up a private laboratory to develop the methods and to construct the equipment himself. Four years later, in 1913, his process for producing liquid or organic compounds from coal was patented.The economic aspects of this process were apparent as the demand for fuels and lubricants increased more rapidly than the production of oil, and Bergius's process became even more important after the outbreak of the First World War. The Th. Goldschmidt company of Essen contracted him and tried large-scale production near Mannheim in 1914, but production failed because of the lack of capital and experience to operate with high pressure on an industrial level. Both capital and experience were provided jointly by the BASF company, which produced ammonia at Merseburg, and IG Farben, which took over the Bergius process in 1925, the same year that the synthesis of hydrocarbon had been developed by Fischer-Tropsch. Two years later, at the Leuna works, almost 100,000 tonnes of oil were produced from coal; during the following years, several more hydrogenation plants were to follow, especially in the eastern parts of Germany as well as in the Ruhr area, while the government guaranteed the costs. The Bergius process was extremely important for the supply of fuels to Germany during the Second World War, with the monthly production rate in 1943–4 being more than 700,000 tonnes. However, the plants were mostly destroyed at. the end of the war and were later dismantled.As a consequence of this success Bergius, who had gained an international reputation, went abroad to work as a consultant to several foreign governments. Experiments aiming to reduce the costs of production are still continued in some countries. By 1925, after he had solved all the principles of his process, he had turned to the production of dextrose by hydrolyzing wood with highly concentrated hydrochloric acid.[br]Principal Honours and DistinctionsNobel Prize 1931. Honorary doctorates, Heidelberg, Harvard and Hannover.Bibliography1907, "Über absolute Schwefelsäure als Lösungsmittel", unpublished thesis, Weida. 1913, Die Anwendung hoher Drucke bei chemischen Vorgängen und eine Nachbildungdes Entstehungsprozesses der Steinkohle, Halle. 1913, DRP no. 301, 231 (coal-liquefaction process).1925, "Verflüssigung der Kohle", Zeitschrift des Vereins Deutscher Ingenieure, 69:1313–20, 1359–62.1933, "Chemische Reaktionen unter hohem Druck", Les Prix Nobel en 1931, Stockholm, pp. 1–37.Further ReadingDeutsches Bergbau-Museum, 1985, Friedrich Bergius und die Kohleverflüssigung. Stationen einer Entwicklung, Bochum (gives a comprehensive and illustrated description of the man and the technology).H.Beck, 1982, Friedrich Bergius, ein Erfinderschicksal, Munich: Deutsches Museum (a detailed biographical description).W.Birkendfeld, 1964, Der synthetische Treibstoff 1933–1945. Ein Beitragzur nationalsozialistischen Wirtschafts-und Rüstungspolitik, Göttingen, Berlin and Frankfurt (describes the economic value of synthetic fuels for the Third Reich).WKBiographical history of technology > Bergius, Friedrich Carl Rudolf
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87 Bulleid, Oliver Vaughan Snell
[br]b. 19 September 1882 Invercargill, New Zealandd. 25 April 1970 Malta[br]New Zealand (naturalized British) locomotive engineer noted for original experimental work in the 1940s and 1950s.[br]Bulleid's father died in 1889 and mother and son returned to the UK from New Zealand; Bulleid himself became a premium apprentice under H.A. Ivatt at Doncaster Works, Great Northern Railway (GNR). After working in France and for the Board of Trade, Bulleid returned to the GNR in 1912 as Personal Assistant to Chief Mechanical Engineer H.N. Gresley. After a break for war service, he returned as Assistant to Gresley on the latter's appointment as Chief Mechanical Engineer of the London \& North Eastern Railway in 1923. He was closely associated with Gresley during the late 1920s and early 1930s.In 1937 Bulleid was appointed Chief Mechanical Engineer of the Southern Railway (SR). Concentration of resources on electrification had left the Southern short of up-to-date steam locomotives, which Bulleid proceeded to provide. His first design, the "Merchant Navy" class 4–6– 2, appeared in 1941 with chain-driven valve gear enclosed in an oil-bath, and other novel features. A powerful "austerity" 0−6−0 appeared in 1942, shorn of all inessentials to meet wartime conditions, and a mixed-traffic 4−6−2 in 1945. All were largely successful.Under Bulleid's supervision, three large, mixed-traffic, electric locomotives were built for the Southern's 660 volt DC system and incorporated flywheel-driven generators to overcome the problem of interruptions in the live rail. Three main-line diesel-electric locomotives were completed after nationalization of the SR in 1948. All were carried on bogies, as was Bulleid's last steam locomotive design for the SR, the "Leader" class 0−6−6−0 originally intended to meet a requirement for a large, passenger tank locomotive. The first was completed after nationalization of the SR, but the project never went beyond trials. Marginally more successful was a double-deck, electric, suburban, multiple-unit train completed in 1949, with alternate high and low compartments to increase train capacity but not length. The main disadvantage was the slow entry and exit by passengers, and the type was not perpetuated, although the prototype train ran in service until 1971.In 1951 Bulleid moved to Coras Iompair Éireann, the Irish national transport undertaking, as Chief Mechanical Engineer. There he initiated a large-scale plan for dieselization of the railway system in 1953, the first such plan in the British Isles. Simultaneously he developed, with limited success, a steam locomotive intended to burn peat briquettes: to burn peat, the only native fuel, had been a long-unfulfilled ambition of railway engineers in Ireland. Bulleid retired in 1958.[br]BibliographyBulleid took out six patents between 1941 and 1956, covering inter alia valve gear, boilers, brake apparatus and wagon underframes.Further ReadingH.A.V.Bulleid, 1977, Bulleid of the Southern, Shepperton: Ian Allan (a good biography written by the subject's son).C.Fryer, 1990, Experiments with Steam, Wellingborough: Patrick Stephens (provides details of the austerity 0–6–0, the "Leader" locomotive and the peat-burning locomotive: see Chs 19, 20 and 21 respectively).PJGRBiographical history of technology > Bulleid, Oliver Vaughan Snell
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88 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]Bibliography1901, DRP no. 138, 387 1903, "Der elektrische Antrieb von Reversier-Walzenstraßen", Stahl und Eisen 23:769– 71.Further ReadingW.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 -
89 Volk, Magnus
[br]b. 19 October 1851 Brighton, Englandd. 20 May 1937 Brighton, England[br]English pioneer in the use of electric power; built the first electric railway in the British Isles to operate a regular service.[br]Volk was the son of a German immigrant clockmaker and continued the business with his mother after his father died in 1869, although when he married in 1879 his profession was described as "electrician". He installed Brighton's first telephone the same year and in 1880 he installed electric lighting in his own house, using a Siemens Brothers dynamo (see Siemens, Dr Ernst Werner von) driven by a Crossley gas engine. This was probably one of the first half-dozen such installations in Britain. Magnus Volk \& Co. became noted electrical manufacturers and contractors, and, inter alia, installed electric light in Brighton Pavilion in place of gas.By 1883 Volk had moved house. He had kept the dynamo and gas engine used to light his previous house, and he also had available an electric motor from a cancelled order. After approaching the town clerk of Brighton, he was given permission for a limited period to build and operate a 2 ft (61 cm) gauge electric railway along the foreshore. Using the electrical equipment he already had, Volk built the line, a quarter of a mile (400 m) long, in eight weeks. The car was built by a local coachbuilder, with the motor under the seat; electric current at 50 volts was drawn from one running rail and returned through the other.The railway was opened on 4 August 1883. It operated regularly for several months and then, permission to run it having been renewed, it was rebuilt for the 1884 season to 2 ft 9 in. (84 cm) gauge, with improved equipment. Despite storm damage from time to time, Volk's Electric Railway, extended in length, has become an enduring feature of Brighton's sea front. In 1887 Volk made an electric dogcart, and an electric van which he built for the Sultan of Turkey was probably the first motor vehicle built in Britain for export. In 1896 he opened the Brighton \& Rottingdean Seashore Electric Tramroad, with very wide-gauge track laid between the high-and low-tide lines, and a long-legged, multi-wheel car to run upon it, through the water if necessary. This lasted only until 1901, however. Volk subsequently became an early enthusiast for aircraft.[br]Further ReadingC.Volk, 1971, Magnus Volk of Brighton, Chichester: Phillimore (his life and career as described by his son).C.E.Lee, 1979, "The birth of electric traction", Railway Magazine (May).PJGR -
90 int. al.
English-Russian dictionary of modern abbreviations > int. al.
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См. также в других словарях:
inter alia — in·ter alia / in tər ā lē ə, ä / adv [Latin]: among other things contends inter alia, that the claim is moot Merriam Webster’s Dictionary of Law. Merriam Webster. 1996 … Law dictionary
Inter alia — Inter alia (лат.) среди прочего. Юридическая лексика, выражение используется по всему миру. Общепринятое сокращение: i.a. Термин используется для выделения одного события из прочих, во время прений в суде, в юридических теоретических трудах и… … Википедия
inter alia — in‧ter a‧li‧a [ˌɪntər ˈeɪliə, ˈɑːliə] adverb formal among other things: • The latest resolution calls, inter alia, for changes to the tax system. * * * inter alia UK US adverb FORMAL ► among other things: » … Financial and business terms
inter alia — Latin, lit. amongst other things. (Latin for among other persons is inter alios), from inter among, between (see INTER (Cf. inter )) … Etymology dictionary
inter alia — is Latin for ‘among other things’. Since alia is neuter plural it does not normally refer to people. The Latin equivalent would be inter alios, but this is never used. The English alternative among others does not have this restriction and is… … Modern English usage
inter alia — /inter eyl(i)ya/°aeliya/ Among other things. A term anciently used in pleading, especially in reciting statutes, where the whole statute was not set forth at length. Inter alia enactatum fuit, among other things it was enacted … Black's law dictionary
inter alia — /inter eyl(i)ya/°aeliya/ Among other things. A term anciently used in pleading, especially in reciting statutes, where the whole statute was not set forth at length. Inter alia enactatum fuit, among other things it was enacted … Black's law dictionary
Inter Alia. — (State Bar of Nevada) … Black's law dictionary
inter alia — ► ADVERB ▪ among other things. ORIGIN Latin … English terms dictionary
inter alia — [in΄tər ä′lē ə] [L] among other things … English World dictionary
inter alia — adv. among other things. Etymology: L * * * inter alia [ˌɪntər ˈeɪliə] [ˌɪntər ˈeɪliə] adverb (from Latin, formal) among other things … Useful english dictionary
