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81 liverpudlian
adj.de Liverpool.s.1 natural o habitante de Liverpool2 nativo de Liverpool, habitante de Liverpool. -
82 Scouse
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83 Aspinall, Sir John Audley Frederick
[br]b. 25 August 1851 Liverpool, Englandd. 19 January 1937 Woking, England[br]English mechanical engineer, pioneer of the automatic vacuum brake for railway trains and of railway electrification.[br]Aspinall's father was a QC, Recorder of Liverpool, and Aspinall himself became a pupil at Crewe Works of the London \& North Western Railway, eventually under F.W. Webb. In 1875 he was appointed Manager of the works at Inchicore, Great Southern \& Western Railway, Ireland. While he was there, some of the trains were equipped, on trial, with continuous brakes of the non-automatic vacuum type. Aspinall modified these to make them automatic, i.e. if the train divided, brakes throughout both parts would be applied automatically. Aspinall vacuum brakes were subsequently adopted by the important Great Northern, Lancashire \& Yorkshire, and London \& North Western Railways.In 1883, aged only 32, Aspinall was appointed Locomotive Superintendent of the Great Southern \& Western Railway, but in 1886 he moved in the same capacity to the Lancashire \& Yorkshire Railway, where his first task was to fit out the new works at Horwich. The first locomotive was completed there in 1889, to his design. In 1899 he introduced a 4–4–2, the largest express locomotive in Britain at the time, some of which were fitted with smokebox superheaters to Aspinall's design.Unusually for an engineer, in 1892 Aspinall was appointed General Manager of the Lancashire \& Yorkshire Railway. He electrified the Liverpool-Southport line in 1904 at 600 volts DC with a third rail; this was an early example of main-line electrification, for it extended beyond the Liverpool suburban area. He also experimented with 3,500 volt DC overhead electrification of the Bury-Holcombe Brook branch in 1913, but converted this to 1,200 volts DC third rail to conform with the Manchester-Bury line when this was electrified in 1915. In 1918 he was made a director of the Lancashire \& Yorkshire Railway.[br]Principal Honours and DistinctionsKnighted 1917. President, Institution of Mechanical Engineers 1909. President, Institution of Civil Engineers 1918.Further ReadingH.A.V.Bulleid, 1967, The Aspinall Era, Shepperton: Ian Allan (provides a good account of Aspinall and his life's work).C.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allan, Ch. 19 (a good brief account).PJGRBiographical history of technology > Aspinall, Sir John Audley Frederick
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84 Hornby, Frank
SUBJECT AREA: Domestic appliances and interiors[br]b. 15 May 1863 Liverpool, Englandd. 21 September 1936 Liverpool, England[br]English toy manufacturer and inventor of Meccano kits.[br]Frank Hornby left school at the age of 16 and worked as a clerk, at first for his father, a provision merchant, and later for D.H.Elliott, an importer of meat and livestock, for whom he became Managing Clerk. As a youth he was interested in engineering and in his own small workshop he became a skilled amateur mechanic. He made toys for his children and c.1900 he devised a constructional toy kit consisting of perforated metal strips which could be connected by bolts and nuts. He filed a patent application in January 1901 and, having failed to interest established toy manufacturers, he set up a small business in partnership with his employer, D.H. Elliott, who provided financial support. The kits were sold at first under the name of Mechanics Made Easy, but by 1907 the name Meccano had been registered as a trade mark. The business expanded rapidly and in 1908 Elliott withdrew from the partnership and Hornby continued on his own account, the company being incorporated as Meccano Ltd. Although parts for Meccano were produced at first by various manufacturers, Hornby soon acquired premises to produce all the components under his own control, and between 1910 and 1913 he established his own factory on a 5-acre (2-hectare) site at Binn's Road, Liverpool. The Meccano Magazine, a monthly publication with articles of general engineering interest, developed from a newsletter giving advice on the use of Meccano, and from the first issue in 1916 until 1924 was edited by Frank Hornby. In 1920 he introduced the clockwork Hornby trains, followed by the electric version five years later. These were gauge "0" (1 1/4 in./32 mm); the smaller gauge "00", or Hornby Dublo, was a later development. Another product of Meccano Ltd was the series of model vehicles known as Dinky toys, introduced in 1934.Frank Hornby served as a Member of Parliament for the Everton Division of Liverpool from 1931 to 1935.[br]Principal Honours and DistinctionsMP, 1931–5.Further ReadingD.J.Jeremy (ed.), 1984–6, Dictionary of Business Biography, Vol. 3, London, 345–9 (a useful biography).Proceedings of the Institution of Mechanical Engineers 127(1934):140–1 (describes the Binn's Road factory).RTS -
85 Stephenson, George
[br]b. 9 June 1781 Wylam, Northumberland, Englandd. 12 August 1848 Tapton House, Chesterfield, England[br]English engineer, "the father of railways".[br]George Stephenson was the son of the fireman of the pumping engine at Wylam colliery, and horses drew wagons of coal along the wooden rails of the Wylam wagonway past the house in which he was born and spent his earliest childhood. While still a child he worked as a cowherd, but soon moved to working at coal pits. At 17 years of age he showed sufficient mechanical talent to be placed in charge of a new pumping engine, and had already achieved a job more responsible than that of his father. Despite his position he was still illiterate, although he subsequently learned to read and write. He was largely self-educated.In 1801 he was appointed Brakesman of the winding engine at Black Callerton pit, with responsibility for lowering the miners safely to their work. Then, about two years later, he became Brakesman of a new winding engine erected by Robert Hawthorn at Willington Quay on the Tyne. Returning collier brigs discharged ballast into wagons and the engine drew the wagons up an inclined plane to the top of "Ballast Hill" for their contents to be tipped; this was one of the earliest applications of steam power to transport, other than experimentally.In 1804 Stephenson moved to West Moor pit, Killingworth, again as Brakesman. In 1811 he demonstrated his mechanical skill by successfully modifying a new and unsatisfactory atmospheric engine, a task that had defeated the efforts of others, to enable it to pump a drowned pit clear of water. The following year he was appointed Enginewright at Killingworth, in charge of the machinery in all the collieries of the "Grand Allies", the prominent coal-owning families of Wortley, Liddell and Bowes, with authorization also to work for others. He built many stationary engines and he closely examined locomotives of John Blenkinsop's type on the Kenton \& Coxlodge wagonway, as well as those of William Hedley at Wylam.It was in 1813 that Sir Thomas Liddell requested George Stephenson to build a steam locomotive for the Killingworth wagonway: Blucher made its first trial run on 25 July 1814 and was based on Blenkinsop's locomotives, although it lacked their rack-and-pinion drive. George Stephenson is credited with building the first locomotive both to run on edge rails and be driven by adhesion, an arrangement that has been the conventional one ever since. Yet Blucher was far from perfect and over the next few years, while other engineers ignored the steam locomotive, Stephenson built a succession of them, each an improvement on the last.During this period many lives were lost in coalmines from explosions of gas ignited by miners' lamps. By observation and experiment (sometimes at great personal risk) Stephenson invented a satisfactory safety lamp, working independently of the noted scientist Sir Humphry Davy who also invented such a lamp around the same time.In 1817 George Stephenson designed his first locomotive for an outside customer, the Kilmarnock \& Troon Railway, and in 1819 he laid out the Hetton Colliery Railway in County Durham, for which his brother Robert was Resident Engineer. This was the first railway to be worked entirely without animal traction: it used inclined planes with stationary engines, self-acting inclined planes powered by gravity, and locomotives.On 19 April 1821 Stephenson was introduced to Edward Pease, one of the main promoters of the Stockton \& Darlington Railway (S \& DR), which by coincidence received its Act of Parliament the same day. George Stephenson carried out a further survey, to improve the proposed line, and in this he was assisted by his 18-year-old son, Robert Stephenson, whom he had ensured received the theoretical education which he himself lacked. It is doubtful whether either could have succeeded without the other; together they were to make the steam railway practicable.At George Stephenson's instance, much of the S \& DR was laid with wrought-iron rails recently developed by John Birkinshaw at Bedlington Ironworks, Morpeth. These were longer than cast-iron rails and were not brittle: they made a track well suited for locomotives. In June 1823 George and Robert Stephenson, with other partners, founded a firm in Newcastle upon Tyne to build locomotives and rolling stock and to do general engineering work: after its Managing Partner, the firm was called Robert Stephenson \& Co.In 1824 the promoters of the Liverpool \& Manchester Railway (L \& MR) invited George Stephenson to resurvey their proposed line in order to reduce opposition to it. William James, a wealthy land agent who had become a visionary protagonist of a national railway network and had seen Stephenson's locomotives at Killingworth, had promoted the L \& MR with some merchants of Liverpool and had carried out the first survey; however, he overreached himself in business and, shortly after the invitation to Stephenson, became bankrupt. In his own survey, however, George Stephenson lacked the assistance of his son Robert, who had left for South America, and he delegated much of the detailed work to incompetent assistants. During a devastating Parliamentary examination in the spring of 1825, much of his survey was shown to be seriously inaccurate and the L \& MR's application for an Act of Parliament was refused. The railway's promoters discharged Stephenson and had their line surveyed yet again, by C.B. Vignoles.The Stockton \& Darlington Railway was, however, triumphantly opened in the presence of vast crowds in September 1825, with Stephenson himself driving the locomotive Locomotion, which had been built at Robert Stephenson \& Co.'s Newcastle works. Once the railway was at work, horse-drawn and gravity-powered traffic shared the line with locomotives: in 1828 Stephenson invented the horse dandy, a wagon at the back of a train in which a horse could travel over the gravity-operated stretches, instead of trotting behind.Meanwhile, in May 1826, the Liverpool \& Manchester Railway had successfully obtained its Act of Parliament. Stephenson was appointed Engineer in June, and since he and Vignoles proved incompatible the latter left early in 1827. The railway was built by Stephenson and his staff, using direct labour. A considerable controversy arose c. 1828 over the motive power to be used: the traffic anticipated was too great for horses, but the performance of the reciprocal system of cable haulage developed by Benjamin Thompson appeared in many respects superior to that of contemporary locomotives. The company instituted a prize competition for a better locomotive and the Rainhill Trials were held in October 1829.Robert Stephenson had been working on improved locomotive designs since his return from America in 1827, but it was the L \& MR's Treasurer, Henry Booth, who suggested the multi-tubular boiler to George Stephenson. This was incorporated into a locomotive built by Robert Stephenson for the trials: Rocket was entered by the three men in partnership. The other principal entrants were Novelty, entered by John Braithwaite and John Ericsson, and Sans Pareil, entered by Timothy Hackworth, but only Rocket, driven by George Stephenson, met all the organizers' demands; indeed, it far surpassed them and demonstrated the practicability of the long-distance steam railway. With the opening of the Liverpool \& Manchester Railway in 1830, the age of railways began.Stephenson was active in many aspects. He advised on the construction of the Belgian State Railway, of which the Brussels-Malines section, opened in 1835, was the first all-steam railway on the European continent. In England, proposals to link the L \& MR with the Midlands had culminated in an Act of Parliament for the Grand Junction Railway in 1833: this was to run from Warrington, which was already linked to the L \& MR, to Birmingham. George Stephenson had been in charge of the surveys, and for the railway's construction he and J.U. Rastrick were initially Principal Engineers, with Stephenson's former pupil Joseph Locke under them; by 1835 both Stephenson and Rastrick had withdrawn and Locke was Engineer-in-Chief. Stephenson remained much in demand elsewhere: he was particularly associated with the construction of the North Midland Railway (Derby to Leeds) and related lines. He was active in many other places and carried out, for instance, preliminary surveys for the Chester \& Holyhead and Newcastle \& Berwick Railways, which were important links in the lines of communication between London and, respectively, Dublin and Edinburgh.He eventually retired to Tapton House, Chesterfield, overlooking the North Midland. A man who was self-made (with great success) against colossal odds, he was ever reluctant, regrettably, to give others their due credit, although in retirement, immensely wealthy and full of honour, he was still able to mingle with people of all ranks.[br]Principal Honours and DistinctionsPresident, Institution of Mechanical Engineers, on its formation in 1847. Order of Leopold (Belgium) 1835. Stephenson refused both a knighthood and Fellowship of the Royal Society.Bibliography1815, jointly with Ralph Dodd, British patent no. 3,887 (locomotive drive by connecting rods directly to the wheels).1817, jointly with William Losh, British patent no. 4,067 (steam springs for locomotives, and improvements to track).Further ReadingL.T.C.Rolt, 1960, George and Robert Stephenson, Longman (the best modern biography; includes a bibliography).S.Smiles, 1874, The Lives of George and Robert Stephenson, rev. edn, London (although sycophantic, this is probably the best nineteenthcentury biography).PJGR -
86 Thomas, Hugh Owen
SUBJECT AREA: Medical technology[br]b. 1833 Anglesey, North Walesd. 6 January 1891 Liverpool, England[br]Welsh orthopaedic surgeon, a founder of modern orthopaedics and inventor of Thomas's splints.[br]Eldest son of a bone-setter, he studied at University College London, Edinburgh and Paris and became a member of the Royal College of Surgeons in 1857. Three years later he commenced practice in Liverpool, but he was never appointed to the staff of a hospital. Over the next twenty years he not only developed his own approach to orthopaedic practice, but also promoted a number of advances in other aspects of medicine such as epilepsy.Of a mechanical (as well as musical) bent of mind, he had his own workshop and over some twenty years developed his pattern of splints for fractures. In 1877 Rushton Parker, later Professor of Surgery at Liverpool, expressed his admiration of the splints. This led to the publication of their details and shortly after to their wide acceptance.Thomas's nephew Robert Jones was collaborating with him on a book on orthopaedics at the time of his death and went on to continue the tradition of what has been called the Liverpool School of orthopaedics.[br]Principal Honours and DistinctionsHonorary MD University of St Louis c. 1880.Bibliography1875, Diseases of the Hip, Knee and Ankle-joints.Further ReadingA.W.Beasley, 1982, The origins of orthopaedies', Journal of the Royal Society of Medicine 75.MG -
87 Thornley, David
SUBJECT AREA: Textiles[br]b. c. 1741 Liverpool (?), Englandd. 27 January 1772 Nottingham, England[br]English partner in Arkwright's cotton-spinning venture.[br]On 4 November 1766 David Thornley married Mary, daughter of Joseph Brown, roper, at St Peter's, Liverpool. In Gore's Dictionary for 1767 Thornley is described as "merchant" and his wife as "milliner" of Castle Street, Liverpool. David Thornley was distantly related to Richard Arkwright and certainly by 1768 Thornley had begun his active association with Arkwright when he joined him in Preston, an event recorded in the inquiry into the qualifications of those who had voted in the Burgoyne election. Thornley may have helped Arkwright with the technical development of his spinning machine.On 14 May 1768, Arkwright, Smalley and Thornley became partners in the cotton-spinning venture at Nottingham for a term of fourteen years, or longer if a patent could be obtained. Each partner was to have three one-ninth shares and was to advance such money as might be necessary to apply for a patent as well as to develop the spinning machine. Profits were to be divided equally as often as convenient and the partners were to devote their whole time to the business after a period of two years. How-ever, it seems that in 1769 the partners had difficulty in raising the necessary money to finance the patent, and Thornley had to reduce his stake in the partnership to a one-ninth share. By this time Thornley must have moved to Nottingham, where Arkwright established his first mill. On 19 January 1770, additional finance was provided by two new partners, Samuel Need and Jedediah Strutt, and alterations were made to the mill buildings that the partners had leased to work the spinning machines by horse power. Arkwright and Thornley were to be responsible for the day-to-day management of the mill, receiving £25 per annum for these duties. Thornley appears to have remained at Nottingham to supervise the mill, while the other partners moved to Cromford to establish the much larger enterprise there. It was at Nottingham that David Thornley died in January 1772, and his share in the partnership was bought from his wife, Mary, by Arkwright. Mary returned to her millinery business in Liverpool.[br]Further ReadingUntil copies of the original agreements between Arkwright's partners were presented to the University of Manchester Institute of Science and Technology, Thornley's existence was unknown. The only account of his life is given in R.S.Fitton, 1989, The Arkwrights, Spinners of Fortune, Manchester. The "Articles of Agreement", 19 June 1769, are printed in R.L. Hills, 1970, Power in the Industrial Revolution, Manchester. This book also includes part of Arkwright's agreement with his later partners which mentions Thornley's death and covers the technical aspects of the cotton-spinning invention.RLH -
88 sail
seil
1. noun1) (a sheet of strong cloth spread to catch the wind, by which a ship is driven forward.) vela2) (a journey in a ship: a sail in his yacht; a week's sail to the island.) paseo/viaje en barco3) (an arm of a windmill.) aspa
2. verb1) ((of a ship) to be moved by sails: The yacht sailed away.) navegar a vela2) (to steer or navigate a ship or boat: He sailed (the boat) to the island.) pilotar3) (to go in a ship or boat (with or without sails): I've never sailed through the Mediterranean.) navegar4) (to begin a voyage: The ship sails today; My aunt sailed today.) zarpar, hacerse a la mar5) (to travel on (the sea etc) in a ship: He sailed the North Sea.) navegar, cruzar en barco6) (to move steadily and easily: Clouds sailed across the sky; He sailed through his exams; She sailed into the room.) deslizarse•- sailing
- sailing-
- sailor
- in full sail
sail1 n velasail2 vb1. navegar2. salir / zarpartr[seɪl]1 (canvas) vela3 (ship) velero, barco de vela4 (of windmill) aspa2 (control ship) gobernar1 (ship, boat) navegar; (person) ir en barco, navegar2 (begin journey) zarpar, hacerse a la mar\SMALLIDIOMATIC EXPRESSION/SMALLin full sail a toda vela, con las velas desplegadasto be under sail moverse (por el viento)to set sail zarpar, hacerse a la marto sail through something figurative use encontrar algo muy fácilto sail under false colours expresar opiniones falsassail ['seɪl] vi1) : navegar (en un barco)2) : ir fácilmentewe sailed right in: entramos sin ningún problemasail vt1) : gobernar (un barco)2)to sail the seas : cruzar los maressail n1) : vela f (de un barco)2) : viaje m en veleroto go for a sail: salir a navegarn.• aspa de molino de viento s.f.• barco de vela s.m.• lona s.f.• vela (Barco) s.f.• vela de barco s.f.v.• bogar v.• gobernar un barco v.• hacerse a la vela v.• navegar v.seɪl
I
1) ( Naut)a) c u (of ship, boat) vela fto set sail — ( start journey) zarpar, hacerse* a la mar; \<\<yacht/galleon\>\> hacerse* a la vela
to go for a sail — salir* a navegar
2) c ( of windmill) aspa f‡
II
1.
a) ( control) \<\<boat/ship\>\> gobernar*, manejarb) (travel, cross)to sail the Atlantic single-handed — cruzar* el Atlántico en solitario
2.
vi1)a) ( travel) \<\<ship/boat\>\> navegar*; \<\<person/passenger\>\> ir* en barco, navegar*to sail around the world — dar* la vuelta al mundo en barco
to sail east/west — navegar* hacia el or en dirección este/oeste
b) ( depart) \<\<person/ship\>\> zarpar, salir*2) ( move effortlessly)to sail into/out of a room — entrar en/salir* de una habitación con aire majestuoso
•Phrasal Verbs:[seɪl]1. N1) (Naut) (=cloth) vela f•
the age of sail — la época de la navegación a vela•
in or under full sail — a toda vela, a vela llena•
to lower the sails — arriar las velasto set sail for Liverpool — zarpar hacia Liverpool, hacerse a la vela con rumbo a Liverpool
•
to take in the sails — amainar las velas•
under sail — a vela- take the wind out of sb's sails2) (Naut) (=trip) paseo m en barco•
it's three days' sail from here — desde aquí se tarda tres días en barco•
to go for a sail — dar una vuelta en barco3) (Naut) (=boat)(pl sail) barco m de vela, velero m4) [of windmill] aspa f2.VT [+ boat, ship] gobernar•
they sailed the ship to Cadiz — fueron con el barco a Cádiz- sail the3. VI1) (Naut) [boat, ship, person] navegar•
to sail at 12 knots — navegar a 12 nudos, ir a 12 nudos•
we sailed into harbour — entramos a puerto•
to sail round the world — dar la vuelta al mundo en barco•
to sail up the Tagus — navegar por el Tajo, subir el Tajo- sail close to the wind2) (Naut) (=leave) zarpar, salir•
the boat sails at eight o'clock — el barco zarpa or sale a las ocho•
we sail for Australia soon — pronto zarpamos or salimos hacia Australia•
she sails on Monday — zarpa or sale el lunes3) (fig)•
she sailed into the room — entró majestuosamente en la sala•
the plate sailed over my head — el plato voló por encima de mi cabeza* * *[seɪl]
I
1) ( Naut)a) c u (of ship, boat) vela fto set sail — ( start journey) zarpar, hacerse* a la mar; \<\<yacht/galleon\>\> hacerse* a la vela
to go for a sail — salir* a navegar
2) c ( of windmill) aspa f‡
II
1.
a) ( control) \<\<boat/ship\>\> gobernar*, manejarb) (travel, cross)to sail the Atlantic single-handed — cruzar* el Atlántico en solitario
2.
vi1)a) ( travel) \<\<ship/boat\>\> navegar*; \<\<person/passenger\>\> ir* en barco, navegar*to sail around the world — dar* la vuelta al mundo en barco
to sail east/west — navegar* hacia el or en dirección este/oeste
b) ( depart) \<\<person/ship\>\> zarpar, salir*2) ( move effortlessly)to sail into/out of a room — entrar en/salir* de una habitación con aire majestuoso
•Phrasal Verbs: -
89 Liverpudlian
Isubst. \/ˌlɪvəˈpʌdlɪən\/ ( hverdagslig)1) innbygger i Liverpool, person fra Liverpool2) liverpooldialektIIadj. \/ˌlɪvəˈpʌdlɪən\/( hverdagslig) liverpool- -
90 Scouse
n. liverpool'a özgü bir yemek, liverpool'lu, liverpool şivesi -
91 Scouse
n. liverpool'a özgü bir yemek, liverpool'lu, liverpool şivesi -
92 scouse
1. nouna. ( = person) personne originaire de Liverpoolb. ( = dialect) dialecte m de Liverpool2. adjective -
93 Liverpudlian
B adj de Liverpool. -
94 scouse
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95 Liverpudlian
Liverpudlian [‚lɪvə'pʌdlɪən]1 noun(inhabitant) habitant(e) m,f de Liverpool; (native) originaire mf de Liverpoolde LiverpoolUn panorama unique de l'anglais et du français > Liverpudlian
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96 Bury, Edward
[br]b. 22 October 1794 Salford, Lancashire, Englandd. 25 November 1858 Scarborough, Yorkshire, England[br]English steam locomotive designer and builder.[br]Bury was the earliest engineer to build locomotives distinctively different from those developed by Robert Stephenson yet successful in mainline passenger service. A Liverpool sawmill owner, he set up as a locomotive manufacturer while the Liverpool \& Manchester Railway was under construction and, after experiments, completed the four-wheeled locomotive Liverpool in 1831. It included features that were to be typical of his designs: a firebox in the form of a vertical cylinder with a dome-shaped top and the front flattened to receive the tubes, and inside frames built up from wrought-iron bars. In 1838 Bury was appointed to supply and maintain the locomotives for the London \& Birmingham Railway (L \& BR), then under construction by Robert Stephenson, on the grounds that the latter should not also provide its locomotives. For several years the L \& BR used Bury locomotives exclusively, and they were also used on several other early main lines. Following export to the USA, their bar frames became an enduring feature of locomotive design in that country. Bury claimed, with justification, that his locomotives were economical in maintenance and fuel: the shape of the firebox promoted rapid circulation of water. His locomotives were well built, but some of their features precluded enlargement of the design to produce more powerful locomotives and within a few years they were outclassed.[br]Principal Honours and DistinctionsFRS 1844.Bibliography1840, "On the locomotive engines of the London and Birmingham Railway", Transactions of the Institution of Civil Engineers 3 (4) (provides details of his locomotives and the thinking behind them).Further ReadingC.F.Dendy Marshall, 1953, A History of'Railway Locomotives Down to the End of the Year 1831, London: The Locomotive Publishing Co. (describes Bury's early work).P.J.G.Ransom, 1990, The Victorian Railway and How It Evolved, London: Heinemann, pp. 167–8 and 174–6.PJGR -
97 Forrester, George
[br]b. 1780/1 Scotlandd. after 1841[br]Scottish locomotive builder and technical innovator.[br]George Forrester \& Co. built locomotives at the Vauxhall Foundry, Liverpool, between 1834 and c.1847. The first locomotives built by them, in 1834, were three for the Dublin \& Kingstown Railway and one for the Liverpool \& Manchester Railway; they were the first locomotives to have outside horizontal cylinders and the first to have four fixed eccentrics to operate the valves, in place of two loose eccentrics. Two locomotives built by Forrester in 1835 for the Dublin \& Kingstown Railway were the first tank locomotives to run regularly on a public railway, and two more supplied in 1836 to the London \& Greenwich Railway were the first such locomotives in England. Little appears to be known about Forrester himself. In the 1841 census his profession is shown as "civil engineer, residence 1 Lord Nelson Street". Directories for Liverpool, contemporary with Forrester \& Co.'s locomotive building period, describe the firm variously as engineers, iron founders and boilermakers, located at (successively) 234,224 and 40 Vauxhall Road. Works Manager until 1840 was Alexander Allan, who subsequently used the experience he had gained with Forrester in the design of his "Crewe Type" outside-cylinder locomotive, which became widely used.[br]Further ReadingE.L.Ahrons, 1927, The British Steam Railway Locomotive 1825–1925, The Locomotive Publishing Co., pp. 29, 43, 50 and 83.J.Lowe, 1975, British Steam Locomotive Builders, Cambridge: Goose \& Son.R.H.G.Thomas, 1986, London's First Railway: The London \& Greenwich, B.T.Batsford, p. 176.PJGR -
98 Rastrick, John Urpeth
[br]b. 26 January 1780 Morpeth, Englandd. 1 November 1856 Chertsey, England[br]English engineer whose career spanned the formative years of steam railways, from constructing some of the earliest locomotives to building great trunk lines.[br]John Urpeth Rastrick, son of an engineer, was initially articled to his father and then moved to Ketley Ironworks, Shropshire, c. 1801. In 1808 he entered into a partnership with John Hazledine at Bridgnorth, Shropshire: Hazledine and Rastrick built many steam engines to the designs of Richard Trevithick, including the demonstration locomotive Catch-Me-Who-Can. The firm also built iron bridges, notably the bridge over the River Wye at Chepstow in 1815–16.Between 1822 and 1826 the Stratford \& Moreton Railway was built under Rastrick's direction. Malleable iron rails were laid, in one of the first instances of their use. They were supplied by James Foster of Stourbridge, with whom Rastrick went into partnership after the death of Hazledine. In 1825 Rastrick was one of a team of engineers sent by the committee of the proposed Liverpool \& Manchester Railway (L \& MR) to carry out trials of locomotives built by George Stephenson on the Killingworth Waggonway. Early in 1829 the directors of the L \& MR, which was by then under construction, sent Rastrick and James Walker to inspect railways in North East England and report on the relative merits of steam locomotives and fixed engines with cable haulage. They reported, rather hesitantly, in favour of the latter, particularly the reciprocal system of Benjamin Thompson. In consequence the Rainhill Trials, at which Rastrick was one of the judges, were held that October. In 1829 Rastrick constructed the Shutt End colliery railway in Worcestershire, for which Foster and Rastrick built the locomotive Agenoria; this survives in the National Railway Museum. Three similar locomotives were built to the order of Horatio Allen for export to the USA.From then until he retired in 1847 Rastrick found ample employment surveying railways, appearing as a witness before Parliamentary committees, and supervising construction. Principally, he surveyed the southern part of the Grand Junction Railway, which was built for the most part by Joseph Locke, and the line from Manchester to Crewe which was eventually built as the Manchester \& Birmingham Railway. The London \& Brighton Railway (Croydon to Brighton) was his great achievement: built under Rastrick's supervision between 1836 and 1840, it included three long tunnels and the magnificent Ouse Viaduct. In 1845 he was Engineer to the Gravesend \& Rochester Railway, the track of which was laid through the Thames \& Medway Canal's Strood Tunnel, partly on the towpath and partly on a continuous staging over the water.[br]Principal Honours and DistinctionsFRS 1837.Bibliography1829, with Walker, Report…on the Comparative Merits of Locomotive and Fixed Engines, Liverpool.Further ReadingC.F.Dendy Marshall, 1953, A History of Railway Locomotives Down to the End of the Year 1831, The Locomotive Publishing Co.R.E.Carlson, 1969, The Liverpool \& Manchester Railway Project 1821–1831, Newton Abbot: David \& Charles.C.Hadfield and J.Norris, 1962, Waterways to Stratford, Newton Abbot: David \& Charles (covers Stratford and Moreton Railway).See also: Stephenson, RobertPJGR -
99 Train, George Francis
[br]b. 24 March 1829 Boston, Massachusetts, USA d. 1904[br]American entrepreneur who introduced tramways to the streets of London.[br]He was the son of a merchant, Oliver Train, who had settled in New Orleans, Louisiana. His mother and sister died in a yellow fever epidemic and he was sent to live on his grandmother's farm at Waltham, Massachusetts, where he went to the district school. He left in 1843 and was apprenticed in a grocery store in nearby Cambridge, where, one day, a relative named Enoch Train called to see him. George Train left and went to join his relative's shipping office across the river in Boston; Enoch Train, among other enterprises, ran a packet line to Liverpool and, in 1850, sent George to England to manage his Liverpool office. Three years later, George Train went to Melbourne, Australia, and established his own shipping firm; he is said to have earned £95,000 in his first year there. In 1855 he left Australia to travel in Europe and the Levant where he made many contacts. In the late 1850s and early 1860s he was in England seeking capital for American railroads and promoting the construction of street railways or trams in Liverpool, London and Staffordshire. In 1862 he was back in Boston, where he was put in jail for disturbing a public meeting; in 1870, he achieved momentary fame for travelling around the world in eighty days.[br]Further ReadingD.Malone (ed.), 1932–3, Dictionary of American Biography, Vol. 5, New York: Charles Scribner.IMcN -
100 LPL
1) Компьютерная техника: Linear Programming Language2) Медицина: lipoprotein lipase3) Военный термин: long-pulse laser4) Сокращение: Linear Polarised Laser, London Public Library, lightproof louver, Lunar Personnel Lander (NASA OEXP)5) Вычислительная техника: Lotus Programming Language (LDC; Lotus 1-2-3)6) Биохимия: Lipoprotein Lipid7) Фирменный знак: Land Parcel Liquidators8) Расширение файла: List Processing Language, Lotus Programming Language (Lotus 1-2-3, LDC)10) Библиотечное дело: Liverpool Public Library
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