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21 maniglia
"handle;Handgriff;Griff;punho"* * *f handledi autobus, metro strap* * *maniglia s.f.1 handle; (appiglio per passeggeri in tram ecc.) strap: maniglia di cassetto, drawer handle; maniglia di porta, door handle // avere qualche maniglia, (fig. fam.) (raccomandazione, protezione) to know s.o. who has pull (o influence) // (ginnastica) cavallo con maniglie, pommel horse2 (mar.) shackle.* * *[ma'niʎʎa]* * *maniglia/ma'niλλa/sostantivo f. -
22 rotaia
"rail;Schiene;rail;carril;trilho"* * *f rail* * *rotaia s.f.1 (ferr.) rail: rotaia a cremagliera, rack rail; rotaia a gola, grooved rail; rotaia per gru, crane rail; rotaia tranviaria, tram rail; terza rotaia, third (o contact) rail; trasporto su rotaia, transport by rail; uscir dalle rotaie, to leave (o to go off) the rails (anche fig.)2 ( solco lasciato da ruote) wheel-track; rut.* * *[ro'taja]sostantivo femminile1) ferr. (barre) rail, track2) (mezzo di trasporto) rail•* * *rotaia/ro'taja/sostantivo f.1 ferr. (barre) rail, track2 (mezzo di trasporto) rail; trasporto su rotaia rail transportrotaia a dentiera o cremagliera rack rail. -
23 Bahn
1) (Eisen\Bahn) train;(Straßen\Bahn) tram;(Verkehrsnetz, Verwaltung) railway[s];mit der \Bahn/per \Bahn by train [or rail];frei \Bahn ökon free on rail, carriage paid(Kegel\Bahn) alley;(Schlitten\Bahn, Bob\Bahn) run;(Pferderenn\Bahn) course, track3) astron orbit, path4) mil [flight] path5) (Stoff\Bahn, Tapeten\Bahn) length, strip\Bahn frei! make way!, mind your backs!WENDUNGEN:freie \Bahn [für etw/bei jdm] haben to have the go-ahead [for sth/from sb];in geregelten \Bahnen verlaufen to take an orderly course;jdn wieder auf die rechte \Bahn bringen to put sb back on the right track [or straight and narrow];etw in die richtigen \Bahnen lenken to lead sth in the right channels;jdn auf die schiefe \Bahn bringen to get sb off the straight and narrow;aus der \Bahn geraten to get off track;jdn aus der \Bahn werfen to get sb off course -
24 Haitienne
A French poplin made from organzine warp and tram weft with about 180 ends and 96 picks per inch of 100 denier warp and weft. The cloth is also made with 2/40's cotton weft. -
25 Taffetas Glace
Silk fabric, plain weave, made of dyed yarns with weft a different colour to the warp to give a " shot " effect. The cloth has about 180 ends and 92 picks per inch, twofold warp and four-thread tram weft, about 13/15 denier singles are used. -
26 Priestman, William Dent
SUBJECT AREA: Steam and internal combustion engines[br]b. 23 August 1847 Sutton, Hull, Englandd. 7 September 1936 Hull, England[br]English oil engine pioneer.[br]William was the second son and one of eleven children of Samuel Priestman, who had moved to Hull after retiring as a corn miller in Kirkstall, Leeds, and who in retirement had become a director of the North Eastern Railway Company. The family were strict Quakers, so William was sent to the Quaker School in Bootham, York. He left school at the age of 17 to start an engineering apprenticeship at the Humber Iron Works, but this company failed so the apprenticeship was continued with the North Eastern Railway, Gateshead. In 1869 he joined the hydraulics department of Sir William Armstrong \& Company, Newcastle upon Tyne, but after a year there his father financed him in business at a small, run down works, the Holderness Foundry, Hull. He was soon joined by his brother, Samuel, their main business being the manufacture of dredging equipment (grabs), cranes and winches. In the late 1870s William became interested in internal combustion engines. He took a sublicence to manufacture petrol engines to the patents of Eugène Etève of Paris from the British licensees, Moll and Dando. These engines operated in a similar manner to the non-compression gas engines of Lenoir. Failure to make the two-stroke version of this engine work satisfactorily forced him to pay royalties to Crossley Bros, the British licensees of the Otto four-stroke patents.Fear of the dangers of petrol as a fuel, reflected by the associated very high insurance premiums, led William to experiment with the use of lamp oil as an engine fuel. His first of many patents was for a vaporizer. This was in 1885, well before Ackroyd Stuart. What distinguished the Priestman engine was the provision of an air pump which pressurized the fuel tank, outlets at the top and bottom of which led to a fuel atomizer injecting continuously into a vaporizing chamber heated by the exhaust gases. A spring-loaded inlet valve connected the chamber to the atmosphere, with the inlet valve proper between the chamber and the working cylinder being camoperated. A plug valve in the fuel line and a butterfly valve at the inlet to the chamber were operated, via a linkage, by the speed governor; this is believed to be the first use of this method of control. It was found that vaporization was only partly achieved, the higher fractions of the fuel condensing on the cylinder walls. A virtue was made of this as it provided vital lubrication. A starting system had to be provided, this comprising a lamp for preheating the vaporizing chamber and a hand pump for pressurizing the fuel tank.Engines of 2–10 hp (1.5–7.5 kW) were exhibited to the press in 1886; of these, a vertical engine was installed in a tram car and one of the horizontals in a motor dray. In 1888, engines were shown publicly at the Royal Agricultural Show, while in 1890 two-cylinder vertical marine engines were introduced in sizes from 2 to 10 hp (1.5–7.5 kW), and later double-acting ones up to some 60 hp (45 kW). First, clutch and gearbox reversing was used, but reversing propellers were fitted later (Priestman patent of 1892). In the same year a factory was established in Philadelphia, USA, where engines in the range 5–20 hp (3.7–15 kW) were made. Construction was radically different from that of the previous ones, the bosses of the twin flywheels acting as crank discs with the main bearings on the outside.On independent test in 1892, a Priestman engine achieved a full-load brake thermal efficiency of some 14 per cent, a very creditable figure for a compression ratio limited to under 3:1 by detonation problems. However, efficiency at low loads fell off seriously owing to the throttle governing, and the engines were heavy, complex and expensive compared with the competition.Decline in sales of dredging equipment and bad debts forced the firm into insolvency in 1895 and receivers took over. A new company was formed, the brothers being excluded. However, they were able to attend board meetings, but to exert no influence. Engine activities ceased in about 1904 after over 1,000 engines had been made. It is probable that the Quaker ethics of the brothers were out of place in a business that was becoming increasingly cut-throat. William spent the rest of his long life serving others.[br]Further ReadingC.Lyle Cummins, 1976, Internal Fire, Carnot Press.C.Lyle Cummins and J.D.Priestman, 1985, "William Dent Priestman, oil engine pioneer and inventor: his engine patents 1885–1901", Proceedings of the Institution ofMechanical Engineers 199:133.Anthony Harcombe, 1977, "Priestman's oil engine", Stationary Engine Magazine 42 (August).JBBiographical history of technology > Priestman, William Dent
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27 Shaw, Percy
[br]b. 1889 Yorkshire, England d. 1975[br]English inventor of the "catseye" reflecting roadstud.[br]Little is known of Shaw's youth, but in the 1930s he was running a comparatively successful business repairing roads. One evening in 1933, he was driving to his home in Halifax, West Yorkshire; it was late, dark and foggy and only the reflection of his headlights from the tram-tracks guided him and kept him on the road. He decided to find or make an alternative to tramlines, which were not universal and by that time were being taken up as trams were being replaced with diesel buses.Shaw needed a place to work and bought the old Boothtown Mansion, a cloth-merchant's house built in the mid-eighteenth century. There he devoted himself to the production of a prototype of the reflecting roadstud, inspired by the reflective nature of a cat's eyes. Shaw's design consisted of a prism backed by an aluminium mirror, set in pairs in a rubber casing; when traffic passed over the stud, the prisms would be wiped clean as the casing was depressed. In 1934, Shaw obtained permission from the county surveyor to lay, at his own expense, a short stretch of catseyes on a main highway near his home: fifty were laid at Brightlington cross-roads, an accident blackspot near Bradford. This was inspected by a number of surveyors in 1936. The first order for catseyes had already been placed in 1935, for a pedestrian crossing in Baldon, Yorkshire. There were alternative designs in existence, particularly in France, and in 1937 the Ministry of Transport laid an 8 km (5 mile) stretch in Oxfordshire with sample lengths of different types of studs. After two years, most of them had fractured, become displaced or ceased to reflect; only the product of Shaw's company, Reflecting Roadstuds Ltd, was still in perfect condition. The outbreak of the Second World War brought blackout regulations, which caused a great boost to sales of reflecting roadstuds; orders reached some 40,000 per week. Production was limited, however, due to the shortage of rubber supplies after the Japanese overran South-East Asia; until the end of the war, only about 12,000 catseyes were produced a year.Over fifty million catseyes have been installed in Britain, where on average there are about two hundred and fifty catseyes in each kilometre of road, if laid in a single line. The success of Shaw's invention brought him great wealth, although he continued to live in the same house, without curtains—which obstructed his view—or carpets—which harboured odours and germs. He had three Rolls-Royce cars, and four television sets which were permanently switched on while he was at home, each tuned to a different channel.[br]Principal Honours and DistinctionsOBE 1965.Further ReadingE.de Bono (ed.), 1979, Eureka, London: Thames \& Hudson."Percy's bright idea", En Route (the magazine of the Caravan Club), reprinted in The Police Review, 23 March 1983.IMcN
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См. также в других словарях:
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