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1 лицензия на конструкцию
Economy: licence for designУниверсальный русско-английский словарь > лицензия на конструкцию
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2 patente
adj.1 obvious.su dolor era patente he was clearly in pain2 patent, manifest, evident, irrefutable.f.1 patent.tener la patente de algo to hold the patent on o for something2 registration number (British), license number (United States). (Southern Cone)3 permit, license plate, licence plate.pres.subj.3rd person singular (él/ella/ello) Present Subjunctive of Spanish verb: patentar.* * *► adjetivo1 (evidente) obvious, patent1 patent\* * *noun f.* * *1. ADJ1) [mentira, muestra] clearme decepcionó su patente desinterés — I was disappointed by his patent o clear lack of interest
su enojo era patente — his annoyance was plain to see, he was plainly o patently o clearly annoyed
•
hacer algo patente — to reveal sth, show sth clearlyaquella reacción hizo patente su rencor — that reaction clearly showed o revealed his resentment
•
quedar patente — to become patently clear o obviouscon ese comentario su ignorancia quedó patente — with that comment his ignorance became patently clear o obvious
2) (Com) patent3) Cono Sur * (=excelente) superb, great2. SF1) [de invento, producto] patentde patente — Cono Sur first-rate
2) (Jur) (=permiso) licence, license (EEUU), authorizationpatente de corso — ( Hist) letter(s) of marque
3) Cono Sur (Aut) licence plate, license plate (EEUU); (=carnet) driving licence, driver's license (EEUU)3.SM Caribe patent medicine* * *Iadjetivo clear, evidentIIes patente que... — clearly o obviously...
1) ( de invento) patent2) (Auto)el número de la patente — the (registration) number o (AmE) the license number
b) (Col) ( carnet de conducir) driver's license*3) (Chi) ( de profesional) registration fee ( paid to a professional association)IIIadverbio (CS) clearly* * *= patent, obvious, self-evident, clear [clearer -comp., clearest -sup.], patent.Ex. Aperture cards, where the full text of the document is kept in a special index card in the form of a microfiche, have been used for various collections of, for instance, patents and technical drawings.Ex. If this is not the case then the title to be used as a heading for a work is less obvious.Ex. Such conventions are so ingrained in American library practice that it is easy to forget they are not self-evident.Ex. In practice the distinction between one term and the next is not very clear.Ex. It was patent that they could not compete on equal terms with the economic and social forces of a complex civilization.----* base de datos de patentes = WPI.* de patentes = patenting.* derecho de patentes = patent law.* derechos de patente = patent rights.* hacerse patente = become + clear, bring + home, come through.* información sobre patentes = patent information.* leyes sobre patentes = patent law.* oficina de patentes = patent office.* patente de refinamiento petrolífero = refining patent.* patentes = patent literature.* relativo a las patentes = patenting.* titular de una patente = patentee.* * *Iadjetivo clear, evidentIIes patente que... — clearly o obviously...
1) ( de invento) patent2) (Auto)el número de la patente — the (registration) number o (AmE) the license number
b) (Col) ( carnet de conducir) driver's license*3) (Chi) ( de profesional) registration fee ( paid to a professional association)IIIadverbio (CS) clearly* * *= patent, obvious, self-evident, clear [clearer -comp., clearest -sup.], patent.Ex: Aperture cards, where the full text of the document is kept in a special index card in the form of a microfiche, have been used for various collections of, for instance, patents and technical drawings.
Ex: If this is not the case then the title to be used as a heading for a work is less obvious.Ex: Such conventions are so ingrained in American library practice that it is easy to forget they are not self-evident.Ex: In practice the distinction between one term and the next is not very clear.Ex: It was patent that they could not compete on equal terms with the economic and social forces of a complex civilization.* base de datos de patentes = WPI.* de patentes = patenting.* derecho de patentes = patent law.* derechos de patente = patent rights.* hacerse patente = become + clear, bring + home, come through.* información sobre patentes = patent information.* leyes sobre patentes = patent law.* oficina de patentes = patent office.* patente de refinamiento petrolífero = refining patent.* patentes = patent literature.* relativo a las patentes = patenting.* titular de una patente = patentee.* * *clear, obviouscon el sufrimiento patente en sus rostros with suffering written all over their facesera patente su esfuerzo por controlarse he was visibly trying not to lose his temperdejó patente cuál era su objetivo he made his aim quite cleares patente que no sirve it's patently obvious that it's no usese hizo patente la necesidad de crear puestos de trabajo the need to create jobs became evident o clearA (de un invento) patentsacar la patente to take out a patenttienen la patente para este diseño they hold the patent for this designCompuestos:( Hist) letters of marque (pl)le han dado patente de corso para actuar he's been given carte blancheregistration certificateB ( Auto)le tomaron el número de la patente they took down the (registration) number o ( AmE) the license number of his car2 ( Col) (carnet de conducir) driving license*D (en tejido) ribbing( RPl) clearly* * *
Del verbo patentar: ( conjugate patentar)
patenté es:
1ª persona singular (yo) pretérito indicativo
patente es:
1ª persona singular (yo) presente subjuntivo3ª persona singular (él/ella/usted) presente subjuntivo3ª persona singular (él/ella/usted) imperativo
Multiple Entries:
patentar
patente
patentar ( conjugate patentar) verbo transitivo
1 ‹ marca› to register;
‹ invento› to patent
2 (CS) ‹ coche› to register
patente adjetivo
clear, evident;
■ sustantivo femenino
1 ( de invento) patent
2 (Auto)
( placa) license( conjugate license) plate, numberplate (BrE);
patentar verbo transitivo to patent
patente
I adj (claro, evidente) patent, obvious
II f (de un invento) patent
' patente' also found in these entries:
Spanish:
franco
- registrar
English:
disappointment
- overt
- patent
- blatant
- license
- number
* * *♦ adj[descontento, indignación] obvious, evident; [demostración, prueba] clear;su dolor era patente he was clearly in pain;la declaración dejó patente el fracaso de la cumbre it was obvious o clear from the statement that the summit had failed;el nerviosismo se hizo patente en su actuación her nervousness showed in her performance;su enfado quedó patente con su respuesta her reply made it clear she was angry♦ nf1. [de invento] patent;tiene la patente de este invento he holds the patent on o for this invention;RP Fam Humsacar patente de algo: ese sacó patente de bobo he's as stupid as they comepatente de invención patent2. [autorización] licenceHist patente de corso letter(s) of marque; Figse cree que tiene patente de corso para hacer lo que quiera she thinks she has carte blanche to do what she likes;patente de navegación certificate of registration[de perro] (dog) licence* * *I adj clear, obviousII f1 patent;oficina de patentes patent office2 L.Am.AUTO license plate, Brnumberplate* * *patente adjevidente: obvious, patent♦ patentemente advpatente nf: patent -
3 Evans, Oliver
SUBJECT AREA: Agricultural and food technology[br]b. 13 September 1755 Newport, Delaware, USAd. 15 April 1819 New York, USA[br]American millwright and inventor of the first automatic corn mill.[br]He was the fifth child of Charles and Ann Stalcrop Evans, and by the age of 15 he had four sisters and seven brothers. Nothing is known of his schooling, but at the age of 17 he was apprenticed to a Newport wheelwright and wagon-maker. At 19 he was enrolled in a Delaware Militia Company in the Revolutionary War but did not see active service. About this time he invented a machine for bending and cutting off the wires in textile carding combs. In July 1782, with his younger brother, Joseph, he moved to Tuckahoe on the eastern shore of the Delaware River, where he had the basic idea of the automatic flour mill. In July 1782, with his elder brothers John and Theophilus, he bought part of his father's Newport farm, on Red Clay Creek, and planned to build a mill there. In 1793 he married Sarah Tomlinson, daughter of a Delaware farmer, and joined his brothers at Red Clay Creek. He worked there for some seven years on his automatic mill, from about 1783 to 1790.His system for the automatic flour mill consisted of bucket elevators to raise the grain, a horizontal screw conveyor, other conveying devices and a "hopper boy" to cool and dry the meal before gathering it into a hopper feeding the bolting cylinder. Together these components formed the automatic process, from incoming wheat to outgoing flour packed in barrels. At that time the idea of such automation had not been applied to any manufacturing process in America. The mill opened, on a non-automatic cycle, in 1785. In January 1786 Evans applied to the Delaware legislature for a twenty-five-year patent, which was granted on 30 January 1787 although there was much opposition from the Quaker millers of Wilmington and elsewhere. He also applied for patents in Pennsylvania, Maryland and New Hampshire. In May 1789 he went to see the mill of the four Ellicot brothers, near Baltimore, where he was impressed by the design of a horizontal screw conveyor by Jonathan Ellicot and exchanged the rights to his own elevator for those of this machine. After six years' work on his automatic mill, it was completed in 1790. In the autumn of that year a miller in Brandywine ordered a set of Evans's machinery, which set the trend toward its general adoption. A model of it was shown in the Market Street shop window of Robert Leslie, a watch-and clockmaker in Philadelphia, who also took it to England but was unsuccessful in selling the idea there.In 1790 the Federal Plant Laws were passed; Evans's patent was the third to come within the new legislation. A detailed description with a plate was published in a Philadelphia newspaper in January 1791, the first of a proposed series, but the paper closed and the series came to nothing. His brother Joseph went on a series of sales trips, with the result that some machinery of Evans's design was adopted. By 1792 over one hundred mills had been equipped with Evans's machinery, the millers paying a royalty of $40 for each pair of millstones in use. The series of articles that had been cut short formed the basis of Evans's The Young Millwright and Miller's Guide, published first in 1795 after Evans had moved to Philadelphia to set up a store selling milling supplies; it was 440 pages long and ran to fifteen editions between 1795 and 1860.Evans was fairly successful as a merchant. He patented a method of making millstones as well as a means of packing flour in barrels, the latter having a disc pressed down by a toggle-joint arrangement. In 1801 he started to build a steam carriage. He rejected the idea of a steam wheel and of a low-pressure or atmospheric engine. By 1803 his first engine was running at his store, driving a screw-mill working on plaster of Paris for making millstones. The engine had a 6 in. (15 cm) diameter cylinder with a stroke of 18 in. (45 cm) and also drove twelve saws mounted in a frame and cutting marble slabs at a rate of 100 ft (30 m) in twelve hours. He was granted a patent in the spring of 1804. He became involved in a number of lawsuits following the extension of his patent, particularly as he increased the licence fee, sometimes as much as sixfold. The case of Evans v. Samuel Robinson, which Evans won, became famous and was one of these. Patent Right Oppression Exposed, or Knavery Detected, a 200-page book with poems and prose included, was published soon after this case and was probably written by Oliver Evans. The steam engine patent was also extended for a further seven years, but in this case the licence fee was to remain at a fixed level. Evans anticipated Edison in his proposal for an "Experimental Company" or "Mechanical Bureau" with a capital of thirty shares of $100 each. It came to nothing, however, as there were no takers. His first wife, Sarah, died in 1816 and he remarried, to Hetty Ward, the daughter of a New York innkeeper. He was buried in the Bowery, on Lower Manhattan; the church was sold in 1854 and again in 1890, and when no relative claimed his body he was reburied in an unmarked grave in Trinity Cemetery, 57th Street, Broadway.[br]Further ReadingE.S.Ferguson, 1980, Oliver Evans: Inventive Genius of the American Industrial Revolution, Hagley Museum.G.Bathe and D.Bathe, 1935, Oliver Evans: Chronicle of Early American Engineering, Philadelphia, Pa.IMcN -
4 Patent
Adj. umg., Idee etc.: clever; stärker: brilliant; ein patenter Kerl a good bloke, a great guy; auch Frau: a good sort; sie ist eine patente Frau she’s all right (Am. alright), she’s great* * *das Patentletters patent; patent* * *Pa|tẹnt [pa'tɛnt]nt -(e)s, -eetw als or zum Patent anmelden, ein Patent auf or für etw anmelden — to apply for a patent on or for sth
ein Patent auf eine Erfindung haben — to have a patent on an invention
für etw or auf etw das Patent erteilen — to grant a patent on sth
"(zum) Patent angemeldet" — "patent pending"
2) (= Ernennungsurkunde) commission4) (inf = Mechanismus) apparatusder Haken, so ein blödes Patent — this hook, the stupid thing
* * *(an official licence from the government giving one person or business the right to make and sell a particular article and to prevent others from doing the same: She took out a patent on her design; ( also adjective) a patent process.) patent* * *Pa·tent<-[e]s, -e>[paˈtɛnt]nt1. (amtlicher Schutz) patentdurch \Patent geschützt patentedein \Patent abtreten/verletzen to surrender/infringe a patent2. (Ernennungsurkunde) commission* * *das; Patent[e]s, Patente1) (Schutz) patentein Patent auf etwas (Akk.) haben/etwas zum od. als Patent anmelden — have/apply for a patent for something
2) (Erfindung) [patented] invention3) (Ernennungsurkunde) certificate [of appointment]; (eines Kapitäns) master's certificate; (eines Offiziers) commission* * *1. JUR patent (auf for);ein Patent anmelden/erteilen apply for/issue a patent;Patent angemeldet patent pending;das Patent erlischt the patent lapses ( oder expires)2. MIL commission;sein Patent erwerben get one’s commission* * *das; Patent[e]s, Patente1) (Schutz) patentein Patent auf etwas (Akk.) haben/etwas zum od. als Patent anmelden — have/apply for a patent for something
2) (Erfindung) [patented] invention3) (Ernennungsurkunde) certificate [of appointment]; (eines Kapitäns) master's certificate; (eines Offiziers) commission* * *-e n.patent n. -
5 patent
Adj. umg., Idee etc.: clever; stärker: brilliant; ein patenter Kerl a good bloke, a great guy; auch Frau: a good sort; sie ist eine patente Frau she’s all right (Am. alright), she’s great* * *das Patentletters patent; patent* * *Pa|tẹnt [pa'tɛnt]nt -(e)s, -eetw als or zum Patent anmelden, ein Patent auf or für etw anmelden — to apply for a patent on or for sth
ein Patent auf eine Erfindung haben — to have a patent on an invention
für etw or auf etw das Patent erteilen — to grant a patent on sth
"(zum) Patent angemeldet" — "patent pending"
2) (= Ernennungsurkunde) commission4) (inf = Mechanismus) apparatusder Haken, so ein blödes Patent — this hook, the stupid thing
* * *(an official licence from the government giving one person or business the right to make and sell a particular article and to prevent others from doing the same: She took out a patent on her design; ( also adjective) a patent process.) patent* * *Pa·tent<-[e]s, -e>[paˈtɛnt]nt1. (amtlicher Schutz) patentdurch \Patent geschützt patentedein \Patent abtreten/verletzen to surrender/infringe a patent2. (Ernennungsurkunde) commission* * *das; Patent[e]s, Patente1) (Schutz) patentein Patent auf etwas (Akk.) haben/etwas zum od. als Patent anmelden — have/apply for a patent for something
2) (Erfindung) [patented] invention3) (Ernennungsurkunde) certificate [of appointment]; (eines Kapitäns) master's certificate; (eines Offiziers) commission* * *ein patenter Kerl a good bloke, a great guy; auch Frau: a good sort;* * *das; Patent[e]s, Patente1) (Schutz) patentein Patent auf etwas (Akk.) haben/etwas zum od. als Patent anmelden — have/apply for a patent for something
2) (Erfindung) [patented] invention3) (Ernennungsurkunde) certificate [of appointment]; (eines Kapitäns) master's certificate; (eines Offiziers) commission* * *-e n.patent n. -
6 Fairlie, Robert Francis
[br]b. March 1831 Scotlandd. 31 July 1885 Clapham, London, England[br]British engineer, designer of the double-bogie locomotive, advocate of narrow-gauge railways.[br]Fairlie worked on railways in Ireland and India, and established himself as a consulting engineer in London by the early 1860s. In 1864 he patented his design of locomotive: it was to be carried on two bogies and had a double boiler, the barrels extending in each direction from a central firebox. From smokeboxes at the outer ends, return tubes led to a single central chimney. At that time in British practice, locomotives of ever-increasing size were being carried on longer and longer rigid wheelbases, but often only one or two of their three or four pairs of wheels were powered. Bogies were little used and then only for carrying-wheels rather than driving-wheels: since their pivots were given no sideplay, they were of little value. Fairlie's design offered a powerful locomotive with a wheelbase which though long would be flexible; it would ride well and have all wheels driven and available for adhesion.The first five double Fairlie locomotives were built by James Cross \& Co. of St Helens during 1865–7. None was particularly successful: the single central chimney of the original design had been replaced by two chimneys, one at each end of the locomotive, but the single central firebox was retained, so that exhaust up one chimney tended to draw cold air down the other. In 1870 the next double Fairlie, Little Wonder, was built for the Festiniog Railway, on which C.E. Spooner was pioneering steam trains of very narrow gauge. The order had gone to George England, but the locomotive was completed by his successor in business, the Fairlie Engine \& Steam Carriage Company, in which Fairlie and George England's son were the principal partners. Little Wonder was given two inner fireboxes separated by a water space and proved outstandingly successful. The spectacle of this locomotive hauling immensely long trains up grade, through the Festiniog Railway's sinuous curves, was demonstrated before engineers from many parts of the world and had lasting effect. Fairlie himself became a great protagonist of narrow-gauge railways and influenced their construction in many countries.Towards the end of the 1860s, Fairlie was designing steam carriages or, as they would now be called, railcars, but only one was built before the death of George England Jr precipitated closure of the works in 1870. Fairlie's business became a design agency and his patent locomotives were built in large numbers under licence by many noted locomotive builders, for narrow, standard and broad gauges. Few operated in Britain, but many did in other lands; they were particularly successful in Mexico and Russia.Many Fairlie locomotives were fitted with the radial valve gear invented by Egide Walschaert; Fairlie's role in the universal adoption of this valve gear was instrumental, for he introduced it to Britain in 1877 and fitted it to locomotives for New Zealand, whence it eventually spread worldwide. Earlier, in 1869, the Great Southern \& Western Railway of Ireland had built in its works the first "single Fairlie", a 0–4–4 tank engine carried on two bogies but with only one of them powered. This type, too, became popular during the last part of the nineteenth century. In the USA it was built in quantity by William Mason of Mason Machine Works, Taunton, Massachusetts, in preference to the double-ended type.Double Fairlies may still be seen in operation on the Festiniog Railway; some of Fairlie's ideas were far ahead of their time, and modern diesel and electric locomotives are of the powered-bogie, double-ended type.[br]Bibliography1864, British patent no. 1,210 (Fairlie's master patent).1864, Locomotive Engines, What They Are and What They Ought to Be, London; reprinted 1969, Portmadoc: Festiniog Railway Co. (promoting his ideas for locomotives).1865, British patent no. 3,185 (single Fairlie).1867. British patent no. 3,221 (combined locomotive/carriage).1868. "Railways and their Management", Journal of the Society of Arts: 328. 1871. "On the Gauge for Railways of the Future", abstract in Report of the FortiethMeeting of the British Association in 1870: 215. 1872. British patent no. 2,387 (taper boiler).1872, Railways or No Railways. "Narrow Gauge, Economy with Efficiency; or Broad Gauge, Costliness with Extravagance", London: Effingham Wilson; repr. 1990s Canton, Ohio: Railhead Publications (promoting the cause for narrow-gauge railways).Further ReadingFairlie and his patent locomotives are well described in: P.C.Dewhurst, 1962, "The Fairlie locomotive", Part 1, Transactions of the Newcomen Society 34; 1966, Part 2, Transactions 39.R.A.S.Abbott, 1970, The Fairlie Locomotive, Newton Abbot: David \& Charles.PJGRBiographical history of technology > Fairlie, Robert Francis
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7 McCormick, Cyrus
SUBJECT AREA: Agricultural and food technology[br]b. 1809 Walnut Grove, Virginia, USAd. 1884 USA[br]American inventor of the first functionally and commercially successful reaping machine; founder of the McCormick Company, which was to become one of the founding companies of International Harvester.[br]Cyrus McCormick's father, a farmer, began to experiment unsuccessfully with a harvesting machine between 1809 and 1816. His son took up the challenge and gave his first public demonstration of his machine in 1831. It cut a 4 ft swathe, but, wanting to perfect the machine, he waited until 1834 before patenting it, by which time he felt that his invention was threatened by others of similar design. In the same year he entered an article in the Mechanics Magazine, warning competitors off his design. His main rival was Obed Hussey who contested McCormick's claim to the originality of the idea, having patented his own machine six months before McCormick.A competition between the two machines was held in 1843, the judges favouring McCormick's, even after additional trials were conducted after objections of unfairness from Hussey. The rivalry continued over a number of years, being avidly reported in the agricultural press. The publicity did no harm to reaper sales, and McCormick sold twenty-nine machines in 1843 and fifty the following year.As the westward settlement movement progressed, so the demand for McCormick's machine grew. In order to be more central to his markets, McCormick established himself in Chicago. In partnership with C.M.Gray he established a factory to produce 500 harvesters for the 1848 season. By means of advertising and offers of credit terms, as well as production-line assembly, McCormick was able to establish himself as sole owner and also control all production, under the one roof. By the end of the decade he dominated reaper production but other developments were to threaten this position; however, foreign markets were appearing at the same time, not least the opportunities of European sales stimulated by the Great Exhibition in 1851. In the trials arranged by the Royal Agricultural Society of England the McCormick machine significantly outperformed that of Hussey's, and as a result McCormick arranged for 500 to be made under licence in England.In 1874 McCormick bought a half interest in the patent for a wire binder from Charles Withington, a watchmaker from Janesville, Wisconsin, and by 1885 a total of 50,000 wire binders had been built in Chicago. By 1881 McCormick was producing twine binders using Appleby's twine knotter under a licence agreement, and by 1885 the company was producing only twine binders. The McCormick Company was one of the co-founders of the International Harvester Company in 1901.[br]Bibliography1972, The Century of the Reaper, Johnson Reprint (the original is in the New York State Library).Further ReadingGraeme Quick and Wesley Buchele, 1978, The Grain Harvesters, American Society of Agricultural Engineers (deals in detail with McCormick's developments).G.H.Wendell, 1981, 150 Years of International Harvester, Crestlink (though more concerned with the machinery produced by International Harvester, it gives an account of its originating companies).T.W.Hutchinson, 1930, Cyrus Hall McCormick, Seedtime 1809–1856; ——1935, Cyrus Hall McCormick, Harvest 1856–1884 (both attempt to unravel the many claims surrounding the reaper story).Herbert N.Casson, 1908, The Romance of the Reaper, Doubleday Page (deals with McCormick, Deering and the formation of International Harvester).AP -
8 Trevithick, Richard
[br]b. 13 April 1771 Illogan, Cornwall, Englandd. 22 April 1833 Dartford, Kent, England[br]English engineer, pioneer of non-condensing steam-engines; designed and built the first locomotives.[br]Trevithick's father was a tin-mine manager, and Trevithick himself, after limited formal education, developed his immense engineering talent among local mining machinery and steam-engines and found employment as a mining engineer. Tall, strong and high-spirited, he was the eternal optimist.About 1797 it occurred to him that the separate condenser patent of James Watt could be avoided by employing "strong steam", that is steam at pressures substantially greater than atmospheric, to drive steam-engines: after use, steam could be exhausted to the atmosphere and the condenser eliminated. His first winding engine on this principle came into use in 1799, and subsequently such engines were widely used. To produce high-pressure steam, a stronger boiler was needed than the boilers then in use, in which the pressure vessel was mounted upon masonry above the fire: Trevithick designed the cylindrical boiler, with furnace tube within, from which the Cornish and later the Lancashire boilers evolved.Simultaneously he realized that high-pressure steam enabled a compact steam-engine/boiler unit to be built: typically, the Trevithick engine comprised a cylindrical boiler with return firetube, and a cylinder recessed into the boiler. No beam intervened between connecting rod and crank. A master patent was taken out.Such an engine was well suited to driving vehicles. Trevithick built his first steam-carriage in 1801, but after a few days' use it overturned on a rough Cornish road and was damaged beyond repair by fire. Nevertheless, it had been the first self-propelled vehicle successfully to carry passengers. His second steam-carriage was driven about the streets of London in 1803, even more successfully; however, it aroused no commercial interest. Meanwhile the Coalbrookdale Company had started to build a locomotive incorporating a Trevithick engine for its tramroads, though little is known of the outcome; however, Samuel Homfray's ironworks at Penydarren, South Wales, was already building engines to Trevithick's design, and in 1804 Trevithick built one there as a locomotive for the Penydarren Tramroad. In this, and in the London steam-carriage, exhaust steam was turned up the chimney to draw the fire. On 21 February the locomotive hauled five wagons with 10 tons of iron and seventy men for 9 miles (14 km): it was the first successful railway locomotive.Again, there was no commercial interest, although Trevithick now had nearly fifty stationary engines completed or being built to his design under licence. He experimented with one to power a barge on the Severn and used one to power a dredger on the Thames. He became Engineer to a project to drive a tunnel beneath the Thames at Rotherhithe and was only narrowly defeated, by quicksands. Trevithick then set up, in 1808, a circular tramroad track in London and upon it demonstrated to the admission-fee-paying public the locomotive Catch me who can, built to his design by John Hazledine and J.U. Rastrick.In 1809, by which date Trevithick had sold all his interest in the steam-engine patent, he and Robert Dickinson, in partnership, obtained a patent for iron tanks to hold liquid cargo in ships, replacing the wooden casks then used, and started to manufacture them. In 1810, however, he was taken seriously ill with typhus for six months and had to return to Cornwall, and early in 1811 the partners were bankrupt; Trevithick was discharged from bankruptcy only in 1814.In the meantime he continued as a steam engineer and produced a single-acting steam engine in which the cut-off could be varied to work the engine expansively by way of a three-way cock actuated by a cam. Then, in 1813, Trevithick was approached by a representative of a company set up to drain the rich but flooded silver-mines at Cerro de Pasco, Peru, at an altitude of 14,000 ft (4,300 m). Low-pressure steam engines, dependent largely upon atmospheric pressure, would not work at such an altitude, but Trevithick's high-pressure engines would. Nine engines and much other mining plant were built by Hazledine and Rastrick and despatched to Peru in 1814, and Trevithick himself followed two years later. However, the war of independence was taking place in Peru, then a Spanish colony, and no sooner had Trevithick, after immense difficulties, put everything in order at the mines then rebels arrived and broke up the machinery, for they saw the mines as a source of supply for the Spanish forces. It was only after innumerable further adventures, during which he encountered and was assisted financially by Robert Stephenson, that Trevithick eventually arrived home in Cornwall in 1827, penniless.He petitioned Parliament for a grant in recognition of his improvements to steam-engines and boilers, without success. He was as inventive as ever though: he proposed a hydraulic power transmission system; he was consulted over steam engines for land drainage in Holland; and he suggested a 1,000 ft (305 m) high tower of gilded cast iron to commemorate the Reform Act of 1832. While working on steam propulsion of ships in 1833, he caught pneumonia, from which he died.[br]BibliographyTrevithick took out fourteen patents, solely or in partnership, of which the most important are: 1802, Construction of Steam Engines, British patent no. 2,599. 1808, Stowing Ships' Cargoes, British patent no. 3,172.Further ReadingH.W.Dickinson and A.Titley, 1934, Richard Trevithick. The Engineer and the Man, Cambridge; F.Trevithick, 1872, Life of Richard Trevithick, London (these two are the principal biographies).E.A.Forward, 1952, "Links in the history of the locomotive", The Engineer (22 February), 226 (considers the case for the Coalbrookdale locomotive of 1802).See also: Blenkinsop, JohnPJGR -
9 Focke, E.H.Heinrich
SUBJECT AREA: Aerospace[br]b. October 1890 Bremen, Germanyd. February 1979 Bremen, Germany[br]German aircraft designer who was responsible for the first practical helicopter, in 1936.[br]Between 1911 and 1914 Heinrich Focke and Georg Wulf built a monoplane and some years later, in 1924, they founded the Focke-Wulf company. They designed and built a variety of civil and military aircraft including the F 19Ente, a tail-first design of 1927. This canard layout was thought to be safer than conventional designs but, unfortunately, it crashed, killing Wulf. Around 1930 Focke became interested in rotary-wing aircraft, and in 1931 he set up a company with Gerd Achgelis to conduct research in this field. The Focke-Wulf company took out a licence to build Cierva autogiros. Focke designed an improved autogiro, the Fw 186, which flew in 1938; it was entered for a military competition, but it was beaten by a fixed-wing aircraft, the Fieseler Storch. In May 1935 Focke resigned from Focke-Wulf to concentrate on helicopter development with the Focke-Achgelis company. His first design was the Fa 61 helicopter, which utilized the fuselage and engine of a conventional aeroplane but instead of wings had two out-riggers, each carrying a rotor. The engine drove these rotors in opposite directions to counteract the adverse torque effect (with a single rotor the fuselage tends to rotate in the opposite direction to the rotor). Following its first flight on 26 June 1936, the Fa 61 went on to break several world records. However, it attracted more public attention when it was flown inside the huge Deutschlandhalle in Berlin by the famous female test pilot Hanna Reitsch in February 1938. Focke continued to develop his helicopter projects for the Focke-Achgelis company and produced the Fa 223 Drache in 1940. This used twin contra-rotating rotors, like the Fa 61, but could carry six people. Its production was hampered by allied bombing of the factory. During the Second World War Focke- Achgelis also produced a rotor kite which could be towed behind a U-boat to provide a flying "crow's nest", as well as designs for an advanced convertiplane (part aeroplane, part helicopter). After the war, Focke worked in France, the Netherlands and Brazil, then in 1954 he became Professor of Aeroplane and Helicopter Design at the University of Stuttgart.[br]Principal Honours and DistinctionsWissenschaftliche, Gesellschaft für Luftfahrt Lilienthal Medal, Prandtl-Ring.Bibliography1965, "German thinking on rotary-wing development", Journal of the Royal Aeronautical Society, (May).Further ReadingW.Gunston and J.Batchelor, 1977, Helicopters 1900–1960, London.J.R.Smith, 1973, Focke-Wulf: An Aircraft Album, London (primarily a picture book). R.N.Liptrot, 1948, Rotating Wing Activities in Germany during the Period 1939–45, London.K.von Gersdorff and K.Knobling, 1982, Hubschrauber und Tragschrauber, Munich (a more recent publication, in German).JDS -
10 Moulton, Alexander
[br]b. 9 April 1920 Stratford-on-Avon[br]English inventor of vehicle suspension systems and the Moulton bicycle.[br]He spent his childhood at The Hall in Bradfordon-Avon. He was educated at Marlborough College, and in 1937 was apprenticed to the Sentinel Steam Wagon Company of Shrewsbury. About that same time he went to King's College, Cambridge, where he took the Mechanical Sciences Tripos. It was then wartime, and he did research on aero-engines at the Bristol Aeroplane Company, where he became Personal Assistant to Sir Roy Fedden. He left Bristol's in 1945 to join his family firm, Spencer \& Moulton, of which he eventually became Technical Director and built up the Research Department. In 1948 he invented his first suspension unit, the "Flexitor", in which an inner shaft and an outer shell were separated by an annular rubber body which was bonded to both.In 1848 his great-grandfather had founded the family firm in an old woollen mill, to manufacture vulcanized rubber products under Charles Goodyear's patent. The firm remained a family business with Spencer's, consultants in railway engineering, until 1956 when it was sold to the Avon Rubber Company. He then formed Moulton Developments to continue his work on vehicle suspensions in the stables attached to The Hall. Sponsored by the British Motor Corporation (BMC) and the Dunlop Rubber Company, he invented a rubber cone spring in 1951 which was later used in the BMC Mini (see Issigonis, Sir Alexander Arnold Constantine): by 1994 over 4 million Minis had been fitted with these springs, made by Dunlop. In 1954 he patented the Hydrolastic suspension system, in which all four wheels were independently sprung with combined rubber springs and damper assembly, the weight being supported by fluid under pressure, and the wheels on each side being interconnected, front to rear. In 1962 he formed Moulton Bicycles Ltd, having designed an improved bicycle system for adult use. The conventional bicycle frame was replaced by a flat-sided oval steel tube F-frame on a novel rubber front and rear suspension, with the wheel size reduced to 41 cm (16 in.) with high-pressure tyres. Raleigh Industries Ltd having refused his offer to produce the Moulton Bicycle under licence, he set up his own factory on his estate, producing 25,000 bicycles between 1963 and 1966. In 1967 he sold out to Raleigh and set up as Bicycle Consultants Ltd while continuing the suspension development of Moulton Developments Ltd. In the 1970s the combined firms employed some forty staff, nearly 50 per cent of whom were graduates.He won the Queen's Award for Industry in 1967 for technical innovation in Hydrolastic car suspension and the Moulton Bicycle. Since that time he has continued his innovative work on suspensions and the bicycle. In 1983 he introduced the AM bicycle series of very sophisticated space-frame design with suspension and 43 cm (17 in.) wheels; this machine holds the world speed record fully formed at 82 km/h (51 mph). The current Rover 100 and MGF use his Hydragas interconnected suspension. By 1994 over 7 million cars had been fitted with Moulton suspensions. He has won many design awards and prizes, and has been awarded three honorary doctorates of engineering. He is active in engineering and design education.[br]Principal Honours and DistinctionsQueen's Award for Industry 1967; CBE; RDI. Fellow of the Royal Academy of Engineering.Further ReadingP.R.Whitfield, 1975, Creativity in Industry, London: Penguin Books.IMcN -
11 Kraftfahrzeug
Kraftfahrzeug n (Kfz) GEN vehicle, motor vehicle* * ** * *Kraftfahrzeug
motor vehicle, [motor]car, auto, automobile (US);
• teils geschäftlich teils privat genutztes Kraftfahrzeug car used partly during employment and partly privately;
• privates Kraftfahrzeug private car;
• zugelassenes Kraftfahrzeug legally operating automobile (US);
• neu zugelassene Kraftfahrzeuge new car registrations;
• Kraftfahrzeug der Mittelklasse economy car;
• Kraftfahrzeug abmelden to cancel a motorcar registration;
• Kraftfahrzeug anmelden to register a motor vehicle;
• Kraftfahrzeug im Zustand der Trunkenheit fahren to drive a car while intoxicated;
• Kraftfahrzeug führen to drive a car, to operate a motor vehicle (US);
• unfallsicheres Kraftfahrzeug mit niedrigen Reparatureigenschaften kreieren to design a car with lower accident and repair-cost potential;
• Kraftfahrzeuge für den Transport zum Flugplatz stellen to provide door-to-airport limousine service;
• Kraftfahrzeug zur Verfügung stellen to provide a car;
• Kraftfahrzeug steuern to drive a car, to operate a motor vehicle (US);
• Kraftfahrzeug zulassen to licence to operate a motor vehicle;
• Kraftfahrzeugabgase car exhaust;
• Kraftfahrzeugabnahme auto trial;
• Kraftfahrzeugabteilung motor pool;
• Kraftfahrzeugamt Department of Motor Vehicles (US);
• Kraftfahrzeuganhänger trailer;
• Kraftfahrzeuganmeldung motor-vehicle registration;
• Kraftfahrzeugausstellung motor (auto) show;
• Kraftfahrzeugbau automobile (automotive, US) engineering, car manufacturing;
• Kraftfahrzeugbeförderung automobile transportation (US);
• Kraftfahrzeugbesitzer automobile (US) (car) owner;
• Kraftfahrzeugbestand car park, motor-vehicle ownership, number of vehicles registered;
• Kraftfahrzeugbetrieb automobile operation, (Firma) motorcar manufacturer (Br.);
• Kraftfahrzeugbranche automobile business;
• Kraftfahrzeugbrief motor-vehicle registration certificate (US);
• Kraftfahrzeugdichte traffic density;
• Kraftfahrzeugemission vehicle emission;
• Kraftfahrzeugerwerb motor-vehicle acquisition;
• Kraftfahrzeugführer driver of a motor vehicle, motor-vehicle driver, operator of a motor vehicle (US);
• Kraftfahrzeuggewerbe motor trade;
• Kraftfahrzeughaftpflichtkosten motorcar (auto) liability costs;
• allgemeine Kraftfahrzeughaftpflichtversicherung motorcar liability insurance, motor-vehicle liability (public liability motor, Br.) insurance;
• Kraftfahrzeughaftpflichtversicherungspolice standard automobile public liability policy (US);
• Kraftfahrzeughaftung automobile public liability (US);
• Kraftfahrzeughalter owner of an automobile (US), automobile (US) (car) owner, owner of a car, motor-vehicle owner;
• Kraftfahrzeughalter sein to use (own) a motor vehicle;
• Kraftfahrzeughalterhaftung für Familienangehörige family service (car) rule, family automobile (purpose) doctrine (US);
• Kraftfahrzeughaltung maintenance of an automobile (US);
• Kraftfahrzeughandel motor trade;
• Kraftfahrzeughändler dealer in motor vehicles, motorcar dealer (trader);
• Kraftfahrzeugindustrie motorcar (automobile, US, automotive, US) industry;
• Kraftfahrzeugingenieur motor engineer;
• Kraftfahrzeuginsassenversicherung motor-vehicle passenger insurance (Br.), medical payment coverage insurance (US);
• Kraftfahrzeugkennzeichen registration plate (Br.), license number (US);
• Kraftfahrzeugklasse class of a vehicle;
• Kraftfahrzeugkonzern vehicle group;
• Kraftfahrzeugkosten motorcar (automobile, US) expenses;
• Kraftfahrzeugkredit motorcar (auto) loan;
• Kraftfahrzeugkriminalität (Europol) motor vehicle crime;
• Kraftfahrzeugmarkt car market;
• Kraftfahrzeugpapiere automobile ownership documents, car (motor-vehicle) licence, motor-vehicle registration certificate (US);
• Kraftfahrzeugpark (Unternehmen) fleet, motor pool;
• Kraftfahrzeugpauschalsteuer flat-rate car-licence fee;
• Kraftfahrzeugpolice motor (automobile, US) policy;
• Kraftfahrzeugproduktion auto production;
• Kraftfahrzeugprogramm auto schedule;
• Kraftfahrzeugreparaturwerkstätte motor-vehicle (automobile, US) repair shop, motor repairs;
• Kraftfahrzeugsammelversicherung fleet insurance;
• Kraftfahrzeugschein motor-vehicle registration certificate (US), car licence;
• Kraftfahrzeugschlosser motor fitter, auto[mobile] mechanic (US);
• Kraftfahrzeugsektor motor-car industry;
• Kraftfahrzeugsteuer automobile (motor-vehicle, US, motor, Br.) tax, motor-vehicle duty (Br.);
• Kraftfahrzeugsteuereinkünfte motor-tax receipts;
• Kraftfahrzeugsteuerplakette tax disk;
• Kraftfahrzeugunfall automobile (US) (motor [-vehicle]) accident;
• Kraftfahrzeugunterhaltung auto maintenance;
• Kraftfahrzeugunterhaltungskosten automobile operating (motorcar) costs (US), motorcar expenses;
• Kraftfahrzeugverband motoring organization, car association;
• Kraftfahrzeugverkehr vehicular (motor[-vehicle]) traffic, motor transportation;
• gewerbsmäßiger Kraftfahrzeugverkehr commercial motoring and road transport;
• Kraftfahrzeugvermietung für Selbstfahrer self-drive cars for hire;
• Kraftfahrzeugversicherer auto insurer;
• Kraftfahrzeugversicherung [motor-]vehicle (US) (motor transportation, auto, automobile [collision], US, motor, motorcar, Br.) insurance, motor-vehicle duty (Br.);
• kombinierte Kraftfahrzeug- und Kaskoversicherung comprehensive motorcar insurance (Br.);
• Kraftfahrzeugversicherung unterhalten to carry a public liability motor insurance. -
12 Argand, François-Pierre Amis
[br]b. 5 July 1750 Geneva, Switzerlandd. October 1803 London, England[br]Swiss inventor of the Argand lamp.[br]Son of a clockmaker, he studied physics and chemistry under H.-D. de Saussure (1740– 99). In 1775 he moved to Paris, where he taught chemistry and presented a paper on electrical phenomena to the Académie Royale des Sciences. He assisted the Montgolfier brothers in their Paris balloon ascents.From 1780 Argand spent some time in Montpellier, where he conceived the idea of the lamp that was to make him famous. It was an oil lamp with gravity oil feed, in which the flame was enlarged by burning it in a current of air induced by two concentric iron tubes. It produced ten times the illumination of the simple oil lamp. From the autumn of 1783 to summer 1785, Argand travelled to London and Birmingham to promote the manufacture and sale of his lamp. Upon his return to Paris, he found that his design had been plagiarized; with others, Argand sought to establish his priority, and Paul Abeille published a tract, Déscouverte des lampes à courant d'air et à cylindre (1785). As a result, the Académie granted Argand a licence to manufacture the lamp. However, during the Revolution, Argand's factories were destroyed and his licence annulled. He withdrew to Versoix, near Geneva. In 1793, the English persuaded him to take refuge in England and tried, apparently without success, to obtain recompense for his losses.Argand is also remembered for his work on distillation and on the water distributor or hydraulic ram, which was conceived with Joseph Montgolfier in 1797 and recognized by the grant of a patent in the same year.[br]Further ReadingM.Schroder, 1969, The Armand Burner: Its Origin and Development in France and England, 1781–1800, Odense University Press.LRDBiographical history of technology > Argand, François-Pierre Amis
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13 Rahmen
Rahmen m 1. COMP rack; 2. KOMM frame (Datenübertragung, Website-Design (Bildschirmbereich)); 3. GEN, FIN framework • im Rahmen von GEN within the framework of, in the context of, through* * *m 1. < Comp> rack; 2. < Komm> Datenübertragung, Website-Design (Bildschirmbereich) frame; 3. <Geschäft, Finanz> framework ■ im Rahmen von < Geschäft> within the framework of, in the context of, through* * *Rahmen
(Bereich) frame, scope, limits, (Gefüge) framework, structure, (Zeitung) box;
• außerhalb des Rahmens von jds. Vertretungsmacht beyond the scope of s. one’s express authority;
• im Rahmen von within the limits of;
• im kleinen Rahmen small-scale;
• im Rahmen eines Abkommens under an agreement;
• im Rahmen seiner [amtlichen] Aufgaben within the scope of one’s functions;
• im Rahmen der Geldmarktregulierung under its money market regulating arrangements;
• im Rahmen der Geschäftstätigkeit within the scope of the partnership business;
• im Rahmen des Geschäftsüblichen within the usual course of business;
• im Rahmen einer Sonderregelung with a special scheme;
• im Rahmen seiner Tätigkeit during the carrying out of his duties;
• im Rahmen der Vorjahresentwicklung about the same as in the previous year;
• geplanter Rahmen budgeted level;
• gesetzlicher Rahmen legal framework;
• Rahmen für Lohnerhöhungen range of wage increases;
• Rahmen einer Versicherungspolice framework of policy;
• als Rahmen dienen to serve as the setting;
• im Rahmen der Schlüsselgewalt handeln (Ehefrau) to pledge her husband’s credit for necessaries;
• im Rahmen seiner Vertretungsbefugnisse handeln to act within the scope of one’s authority;
• im Rahmen seiner Vollmachten handeln to act intra vires;
• im Rahmen seiner Arbeit liegen to fall within the scope of s. one’s work;
• im Rahmen des üblichen Geschäftsverkehrs liegen to be incidental to the normal activity of a business;
• im Rahmen des Möglichen liegen to lie within the scope of possible events;
• im Rahmen von jds. finanziellen Möglichkeiten liegen to be within the reach of s. one’s pocket;
• im Rahmen seiner Tätigkeit liegen to fall within the scope of one's work;
• Rahmenabkommen skeleton (master, basic) agreement;
• allgemeines Rahmenabkommen general framework agreement;
• Rahmenbedingungen parameters;
• stabile politische Rahmenbedingungen stable political framework;
• unternehmerfreundliche Rahmenbedingungen favo(u)rable conditions for entrepreneurs;
• Rahmenbeschluss framework decision;
• Rahmenfrachtabkommen master freight agreement;
• Rahmenfrist basic period;
• Rahmengebühr skeleton due (fee);
• Rahmengeschichte frame story;
• Rahmengesetz skeleton bill, omnibus act;
• Rahmenkreditkontingent credit line quota;
• Rahmenkreditvertrag underlying agreement, working plan;
• Rahmenlizenz open licence (license, US);
• Rahmenorganisation skeleton organization, cadre;
• Rahmenpersonal skeleton staff;
• Rahmenpolice (Lebensversicherung) master policy;
• Rahmenprogramm framework program(me);
• festes Rahmenprogramm (Rundfunk) across-the-board program(me);
• Rahmentagesordnung skeleton agenda;
• Rahmentarif (Lohnabkommen) skeleton wage agreement;
• Rahmentarifvertrag industry-wide (master, model) agreement;
• Rahmenübereinkommen der Vereinten Nationen über Klimaveränderungen UN Framework Convention on Climate Change;
• Rahmenverbot (Gerichtsanordnung) blanket injunction;
• Rahmenvereinbarung outline agreement;
• Rahmenvereinbarung über eine neue Arbeitsorganisation abschließen to enter into framework agreements on the reorganisation of work;
• Rahmenvertrag skeleton (basic) agreement, basic contract, general pact;
• Rahmenvertragsergänzung (Zollwesen) blanket tariff supplement;
• Rahmenvorschrift general rule. -
14 Cierva, Juan de la
SUBJECT AREA: Aerospace[br]b. 21 September 1895 Murcia, Spaind. 9 December 1936 Croydon, England[br]Spanish engineer who played a major part in developing the autogiro in the 1920s and 1930s.[br]At the age of 17, Cierva and some of his friends built a successful two-seater biplane, the BCD-1 (C for Cierva). By 1919 he had designed a large three-engined biplane bomber, the C 3, which unfortunately crashed when its wing stalled (list its lift) during a slow-speed turn. Cierva turned all his energies to designing a flying machine which could not stall: his answer was the autogiro. Although an autogiro looks like a helicopter, its rotor blades are not driven by an engine, but free-wheel like a windmill. Forward speed is provided by a conventional engine and propeller, and even if this engine fails, the autogiro's rotors continue to free-wheel and it descends safely. Cierva patented his autogiro design in 1920, but it took him three years to put theory into practice. By 1925, after further improvements, he had produced a practical rotary-winged flying machine.He moved to England and in 1926 established the Cierva Autogiro Company Ltd. The Air Ministry showed great interest and a year later the British company Avro was commissioned to manufacture the C 6A Autogiro under licence. Probably the most significant of Cierva's autogiros was the C 30A, or Avro Rota, which served in the Royal Air Force from 1935 until 1945. Several other manufacturers in France, Germany, Japan and the USA built Cierva autogiros under licence, but only in small numbers and they never really rivalled fixed-wing aircraft. The death of Cierva in an airliner crash in 1936, together with the emergence of successful helicopters, all but extinguished interest in the autogiro.[br]Principal Honours and DistinctionsDaniel Guggenheim Medal. Royal Aeronautical Society Silver Medal, Gold Medal (posthumously) 1937.Bibliography1931, Wings of To-morrow: The Story of the Autogiro, New York (an early account of his work).He read a paper on his latest achievements at the Royal Aeronautical Society on 15 March 1935.Further ReadingP.W.Brooks, 1988, Cierva Autogiros: The Development of Rotary Wing Flight, Washington, DC (contains a full account of Cierva's work).Jose Warleta. 1977, Autogiro: Juan de la Cierva y su obra, Madrid (a detailed account of his work in Spain).Oliver Stewart, 1966, Aviation: The Creative Ideas, London (contains a chapter on Cierva).JDS -
15 Bollée, Ernest-Sylvain
[br]b. 19 July 1814 Clefmont (Haute-Marne), Franced. 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 ReadingAndré Gaucheron and J.Kenneth Major, 1985, The Eolienne Bollée, The International Molinological Society.Cénomane (Le Mans), 11, 12 and 13 (1983 and 1984).KM -
16 Sopwith, Sir Thomas (Tommy) Octave Murdoch
SUBJECT AREA: Aerospace[br]b. 18 January 1888 London, Englandd. 27 January 1989 Stockbridge, Hampshire, England[br]English aeronautical engineer and industrialist.[br]Son of a successful mining engineer, Sopwith did not shine at school and, having been turned down by the Royal Navy as a result, attended an engineering college. His first interest was motor cars and, while still in his teens, he set up a business in London with a friend in order to sell them; he also took part in races and rallies.Sopwith's interest in aviation came initially through ballooning, and in 1906 he purchased his own balloon. Four years later, inspired by the recent flights across the Channel to France and after a joy-ride at Brooklands, he bought an Avis monoplane, followed by a larger biplane, and taught himself to fly. He was awarded the Royal Aero Society's Aviator Certificate No. 31 on 21 November 1910, and he quickly distinguished himself in flying competitions on both sides of the Atlantic and started his own flying school. In his races he was ably supported by his friend Fred Sigrist, a former motor engineer. Among the people Sopwith taught to fly were an Australian, Harry Hawker, and Major Hugh Trenchard, who later became the "father" of the RAF.In 1912, depressed by the poor quality of the aircraft on trial for the British Army, Sopwith, in conjunction with Hawker and Sigrist, bought a skating rink in Kingston-upon-Thames and, assisted by Fred Sigrist, started to design and build his first aircraft, the Sopwith Hybrid. He sold this to the Royal Navy in 1913, and the following year his aviation manufacturing company became the Sopwith Aviation Company Ltd. That year a seaplane version of his Sopwith Tabloid won the Schneider Trophy in the second running of this speed competition. During 1914–18, Sopwith concentrated on producing fighters (or "scouts" as they were then called), with the Pup, the Camel, the 1½ Strutter, the Snipe and the Sopwith Triplane proving among the best in the war. He also pioneered several ideas to make flying easier for the pilot, and in 1915 he patented his adjustable tailplane and his 1 ½ Strutter was the first aircraft to be fitted with air brakes. During the four years of the First World War, Sopwith Aviation designed thirty-two different aircraft types and produced over 16,000 aircraft.The end of the First World War brought recession to the aircraft industry and in 1920 Sopwith, like many others, put his company into receivership; none the less, he immediately launched a new, smaller company with Hawker, Sigrist and V.W.Eyre, which they called the H.G. Hawker Engineering Company Ltd to avoid any confusion with the former company. He began by producing cars and motor cycles under licence, but was determined to resume aircraft production. He suffered an early blow with the death of Hawker in an air crash in 1921, but soon began supplying aircraft to the Royal Air Force again. In this he was much helped by taking on a new designer, Sydney Camm, in 1923, and during the next decade they produced a number of military aircraft types, of which the Hart light bomber and the Fury fighter, the first to exceed 200 mph (322 km/h), were the best known. In the mid-1930s Sopwith began to build a large aviation empire, acquiring first the Gloster Aircraft Company and then, in quick succession, Armstrong-Whitworth, Armstrong-Siddeley Motors Ltd and its aero-engine counterpart, and A.V.Roe, which produced Avro aircraft. Under the umbrella of the Hawker Siddeley Aircraft Company (set up in 1935) these companies produced a series of outstanding aircraft, ranging from the Hawker Hurricane, through the Avro Lancaster to the Gloster Meteor, Britain's first in-service jet aircraft, and the Hawker Typhoon, Tempest and Hunter. When Sopwith retired as Chairman of the Hawker Siddeley Group in 1963 at the age of 75, a prototype jump-jet (the P-1127) was being tested, later to become the Harrier, a for cry from the fragile biplanes of 1910.Sopwith also had a passion for yachting and came close to wresting the America's Cup from the USA in 1934 when sailing his yacht Endeavour, which incorporated a number of features years ahead of their time; his greatest regret was that he failed in his attempts to win this famous yachting trophy for Britain. After his retirement as Chairman of the Hawker Siddeley Group, he remained on the Board until 1978. The British aviation industry had been nationalized in April 1977, and Hawker Siddeley's aircraft interests merged with the British Aircraft Corporation to become British Aerospace (BAe). Nevertheless, by then the Group had built up a wide range of companies in the field of mechanical and electrical engineering, and its board conferred on Sopwith the title Founder and Life President.[br]Principal Honours and DistinctionsKnighted 1953. CBE 1918.Bibliography1961, "My first ten years in aviation", Journal of the Royal Aeronautical Society (April) (a very informative and amusing paper).Further ReadingA.Bramson, 1990, Pure Luck: The Authorized Biography of Sir Thomas Sopwith, 1888– 1989, Wellingborough: Patrick Stephens.B.Robertson, 1970, Sopwith. The Man and His Aircraft, London (a detailed publication giving plans of all the Sopwith aircraft).CM / JDSBiographical history of technology > Sopwith, Sir Thomas (Tommy) Octave Murdoch
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17 Baufälligkeit
Baufälligkeit f GRUND dilapidation* * *f < Grund> dilapidation* * *Baufälligkeit
decay, disrepair, dilapidation, ruinous state;
• Baufehler structural defect;
• Baufeld pitch;
• Baufinanzierung constructional financing;
• Baufinanzierung aus einer Hand single-source building financing;
• Baufirma building constructor, building (construction) company;
• Baufluchtlinie straight (building) line, row;
• Baufluchtlinie abstecken to plot a line;
• Baufluchtlinie überschreiten to project beyond the building line;
• Bauform constructive form;
• Baufortgangsbescheinigung architect’s certificate;
• Bauführer assistant architect, site supervisor (US);
• Bauführung site supervision (US);
• Baugarantieversicherung contractor's guarantee insurance;
• freies Baugebiet unrestricted (architectural-free) zone;
• saniertes Baugebiet upgraded (development) area;
• Baugebiet mit Sondergenehmigungen spot zone;
• Baugebühren surveyor’s fee[s];
• Baugelände building site (plot), site [land], construction site (yard);
• nicht erschlossenes Baugelände undeveloped (Br.) (unimproved, US) land;
• Baugeld building capital, (Kredit) building loan (advance);
• Baugeldhypothek development (construction) mortgage;
• Baugenehmigung housing permit, building permit (US) (licence, US), planning permission (Br.);
• um Baugenehmigung nachsuchen to submit a plan to the city council;
• Baugenossenschaft cooperative (terminating) building society (Br.), building and loan association (US);
• Baugerüst scaffold[ing], stagging;
• Baugeschäft building contractors;
• Baugesuch einreichen to ask for a building permit (US);
• Baugewerbe building line (trade), construction (building) industry;
• Baugrube excavation;
• Baugrund (Bauplatz) building lot (site, ground), site land;
• abgesteckter Baugrund consolidated plot;
• Baugrundstück plot of land, building plot (lot, US, estate, site), piece of ground, groundplot;
• durchgehendes Baugrundstück through lot (US);
• Bauhaftpflichtversicherung builder’s risk insurance;
• Bauhandwerk building trade;
• Bauhandwerker building operative (tradesman);
• Bauherr builder-owner;
• Bauherrengemeinschaft builder’s consortium;
• Bauholz timber (Br.), lumber (US);
• Bauhypothek construction mortgage;
• Bauindex construction cost index;
• Bauindustrie building trade, building (construction) industry;
• mit der Bauindustrie den Anfang machen to zero in on the construction industry;
• Bauingenieur construction (architectural, structural) engineer, (Tiefbau) civil engineer;
• Bauinspektor district surveyor;
• Bauinvestitionen expenditure on building;
• Bauinvestitionen der öffentlichen Hand public investment in building;
• Baujahr year of construction (manufacture);
• Baujahr 2002 2002 model;
• Baukapital building capital;
• Baukastensystem unit construction system, modular design;
• Baukomplex complex of buildings, building complex;
• Baukonjunktur building boom;
• rückläufige Baukonjunktur building slump;
• Baukonto construction account;
• Baukonzession building permit (US). -
18 patent
[ˈpeɪtənt] (American) [ˈpæ-]1. nounan official licence from the government giving one person or business the right to make and sell a particular article and to prevent others from doing the same:بَراءَة الإخْتِراع( also adjective) a patent process.
2. verbto obtain a patent for; He patented his new invention.يَحْصَل على بَراءَة الإخْتِراع -
19 Fokker, Anthony Herman Gerard
SUBJECT AREA: Aerospace[br]b. 6 April 1890 Kediri, Java, Dutch East Indies (now Indonesia)d. 23 December 1939 New York, USA[br]Dutch designer of German fighter aircraft during the First World War and of many successful airliners during the 1920s and 1930s.[br]Anthony Fokker was born in Java, where his Dutch father had a coffee plantation. The family returned to the Netherlands and, after schooling, young Anthony went to Germany to study aeronautics. With the aid of a friend he built his first aeroplane, the Spin, in 1910: this was a monoplane capable of short hops. By 1911 Fokker had improved the Spin and gained a pilot's licence. In 1912 he set up a company called Fokker Aeroplanbau at Johannistal, outside Berlin, and a series of monoplanes followed.When war broke out in 1914 Fokker offered his designs to both sides, and the Germans accepted them. His E I monoplane of 1915 caused a sensation with its manoeuvrability and forward-firing machine gun. Fokker and his collaborators improved on the French deflector system introduced by Raymond Saulnier by fitting an interrupter gear which synchronized the machine gun to fire between the blades of the rotating propeller. The Fokker Dr I triplane and D VII biplane were also outstanding German fighters of the First World War. Fokker's designs were often the work of an employee who received little credit: nevertheless, Fokker was a gifted pilot and a great organizer. After the war, Fokker moved back to the Netherlands and set up the Fokker Aircraft Works in Amsterdam. In 1922, however, he emigrated to the USA and established the Atlantic Aircraft Corporation in New Jersey. His first significant success there came the following year when one of his T-2 monoplanes became the first aircraft to fly non-stop across the USA, from New York to San Diego. He developed a series of civil aircraft using the well-proven method of construction he used for his fighters: fuselages made from steel tubes and thick, robust wooden wings. Of these, probably the most famous was the F VII/3m, a high-wing monoplane with three engines and capable of carrying about ten passengers. From 1925 the F VII/3m airliner was used worldwide and made many record-breaking flights, such as Lieutenant-Commander Richard Byrd's first flight over the North Pole in 1926 and Charles Kingsford-Smith's first transpacific flight in 1928. By this time Fokker had lost interest in military aircraft and had begun to see flight as a means of speeding up global communications and bringing people together. His last years were spent in realizing this dream, and this was reflected in his concentration on the design and production of passenger aircraft.[br]Principal Honours and DistinctionsRoyal Netherlands Aeronautical Society Gold Medal 1932.Bibliography1931, The Flying Dutchman: The Life of Anthony Fokker, London: Routledge \& Sons (an interesting, if rather biased, autobiography).Further ReadingA.R.Weyl, 1965, Fokker: The Creative Years, London; reprinted 1988 (a very detailed account of Fokker's early work).Thijs Postma, 1979, Fokker: Aircraft Builders to the World, Holland; 1980, English edn, London (a well-illustrated history of Fokker and the company).Henri Hegener, 1961, Fokker: The Man and His Aircraft, Letchworth, Herts.JDS / CMBiographical history of technology > Fokker, Anthony Herman Gerard
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