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21 продаваться потонно
Продаваться потонно-- Regular steel is sold by the ton; stainless and special metals are sold by the pound and are more costly to produce.Русско-английский научно-технический словарь переводчика > продаваться потонно
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22 производить
Производить - to produce (изготавливать); to provide (поставлять); to carry out, to perform (выполнять, осуществлять)The company produces a broad line of standard cylinders made from seamless steel tubing.Русско-английский научно-технический словарь переводчика > производить
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23 оружие оружи·е
1) weapott(s), arms; (вооружение) armament(s)бряцать / потрясать оружием — to rattle the sabre, to brandish one's arms
взяться за оружие — to take up / to rise in arms
накапливатьоружие — to pile up arms / weapons
производить оружие — to produce / to manufacture arms
сложить оружие — to lay down one's arms
абсолютное оружие — absolute / ultimate weapon
антиракетное оружие — antimissile weapons / weaponry
атомное оружие — atomic / nuclear weapons
бактериологическое оружие — bacteriological / germ weapon
запрещение разработки, производства и накопления запасов бактериологического и токсичного оружия — prohibition of the development, production ad stockpiling of bacterio-logical / germ and toxin weapons
биологическое оружие — biological weapon, bio-arms
евростратегическое оружие — Eurostrategic arms / weapons
кинетическое оружие — kinetic-kill vehicle, KKV
оборонительное оружие — defensive weapons, weapons of defense
обычное (не атомное) оружие — conventional arms / weapons, nonatomic / nonnuclear weapons
противоспутниковое оружие — anti / counter satellite weapons
стратегическое оружие — strategic arms / weapons
стратегическое наступательное оружие — strategic offensive arms / weapons
термоядерное оружие — thermonuclear / fusion weapon
незаконность / противоправность применения химического и бактериологического оружия — illegality of use of chemical and bacteriological weapons
холодное оружие — side-arms, cold steel
ядерное оружие — nuclear weapons / arms
исключить возможность применения ядерного оружия — to eliminate the possibility of / to rule out the use of nuclear weapons
исключить все виды ядерного оружия из арсеналов государств — to exclude all types of nuclear weapons from the arsenals of states
ликвидировать ядерное оружие — to destroy / to eliminate nuclear weapons
отказаться от производства и приобретения ядерного оружия — to renounce the production and acquisition of nuclear weapons
размещать ядерное оружие — base / to deploy / to station nuclear weapons
размещать ядерное оружие на дне океана — to emplace / to implant nuclear weapons on the seabed
тактическое ядерное оружие — battlefield / tactical nuclear weapons
ядерное оружие мощностью в одну килотонну / мегатонну — kiloton / megaton weapon
испытания ядерного оружия — см. испытание
добиваться полной ликвидации ядерного оружия — to strive for complete / total elimination of nuclear weapons
поэтапная ликвидация ядерного оружия — stage-by-stage / step-by-step elimination of nuclear weapons
неразмещение ядерного оружия — nondeployment / nonstationing of nuclear weapons
неразмещение ядерного оружия на территории тех государств, где его нет в настоящее время — nonstationing of nuclear weapons on the territory of the states where there are no such weapons at present
нераспространение ядерного оружия — non-dissemination / non proliferation of nuclear weapons
вертикальное / качественное нераспространение ядерного оружия — vertical nonproliferation
горизонтальное / количественное нераспространение ядерного оружия — horizontal nonproliferation
применение / использование ядерного оружия — use of nuclear weapons
исключить случайное или несанкционированное применение ядерного оружия — to guarantee against accidental or unaulhorized use of nuclear weapons
ограниченное или частичное применение ядерного оружия — limited or partial / selective use of nuclear weapons
производство ядерного оружия — production / manufacture of nuclear weapons
распространение ядерного оружия — dissemination / proliferation / spread of nuclear arms / weapons
затруднить распространение ядерного оружия — to hinder the proliferation / the spread of nuclear weapons
предотвратить распространение ядерного оружия в космосе — to avert the extention of nuclear weapons into space
страны, не располагающие ядерным оружием — nonnuclear countries / powers / states, have-nots
страны, обладающие ядерным оружием — nuclear countries / powers / states, haves
необычные / особые виды оружия (бактериологическое, нейтронное, химическое, ядерное) — unconventional weapons
запасы оружия — stockpiles / stores of weapons
накапливать запасы оружия — to accumulate / to pile up / to store arms / weapons
наращивать запасы оружия — to build up / to pile up arms / weapons
накопление оружия — accumulation / stockpiling of weapons
запретить накопление оружия — to ban the stockpiling of arms / weapons
оружие массового уничтожения — weapons of mass annihilation / extermination / destruction
запрещение и ликвидация всех видов оружия массового уничтожения — prohibition and elimination of all types of weapons of mass destruction
появление новых видов оружия массового уничтожения — emergence of new types of weapons of mass destruction
новейшие / сложные современные / усовершенствованные виды оружия — sophisticated weapons
поставки оружия — arms supply / procurement
поставщики оружия — suppliers of arms; merchants of arms of death разг.
продажа оружия иностранным государствам — sales / trade of arms to foreign states
производство оружия — armaments production / manufacture
торговля оружием — trade in arms, arms traffic
торговцы оружием — arms sellers / dealers / merchants
2) (средства борьбы) weaponsидейное / идеологическое оружие — ideological weapon
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24 maken
3 [scheppen] make, create4 [in een toestand/positie brengen] make5 [uitvoeren, doen plaats hebben] make ⇒ do7 [bedragen] make, be8 [veroorzaken] cause♦voorbeelden:een gebroken schaal maken • mend a broken dishzijn auto laten maken • have one's car repaired/fixedcider wordt van appels gemaakt • cider is made from appleseen tafel die van hout/staal is gemaakt • a table made of wood/steel4 iemand voorzitter maken • make/appoint someone chairmaniemand dood/blind maken • kill/blind someonemaak het kort • make/keep it shortiemand wanhopig maken • drive someone to despairzoiets maakt me woest! • this kind of thing really drives me up the wallhet is maar wat je ervan maakt • it all depends on what you do with/make of iter het beste van maken • make the most of ithij maakt er niet veel van • he is not doing too well, he is making a bit of a mess of ithij maakt er nog niet veel van • he is not very good at it yetervan maken wat ervan te maken valt • make the best of a bad jobhij zal het niet lang meer maken • he is not long for this worldergens een werkplaats van maken • turn something into a workshopje hebt daar niets te maken • you have no business therehij kan mij niets maken • he's got nothing on meje hebt het ernaar gemaakt • you've asked for it6 veel geld maken • make/earn a lot of money8 slachtoffers maken • lead to fatalities/casualtieshet slechte weer maakte dat ze de trein miste • the bad weather caused her to miss the trainje hebt er niets mee te maken • it is none of your businessdat heeft er niets mee te maken • that's got nothing to do with itdan krijg je met mij te maken • in that case you'll have to deal with meze wil niets meer met hem te maken hebben • she doesn't want anything more to do with himmoeder en kind maken het goed • mother and baby are doing wellhij maakt het slecht • he is not (doing too) wellik weet het goed gemaakt • I'll tell you what, I'll make you an offerhoe maakt u het? • how do you do?hoe maakt je broer het? • how is your brother?van een vijf een zes maken • change/turn a five into a sixmaak dat je wegkomt! • get out of here! -
25 Armstrong, Sir William George, Baron Armstrong of Cragside
[br]b. 26 November 1810 Shieldfield, Newcastle upon Tyne, Englandd. 27 December 1900 Cragside, Northumbria, England[br]English inventor, engineer and entrepreneur in hydraulic engineering, shipbuilding and the production of artillery.[br]The only son of a corn merchant, Alderman William Armstrong, he was educated at private schools in Newcastle and at Bishop Auckland Grammar School. He then became an articled clerk in the office of Armorer Donkin, a solicitor and a friend of his father. During a fishing trip he saw a water-wheel driven by an open stream to work a marble-cutting machine. He felt that its efficiency would be improved by introducing the water to the wheel in a pipe. He developed an interest in hydraulics and in electricity, and became a popular lecturer on these subjects. From 1838 he became friendly with Henry Watson of the High Bridge Works, Newcastle, and for six years he visited the Works almost daily, studying turret clocks, telescopes, papermaking machinery, surveying instruments and other equipment being produced. There he had built his first hydraulic machine, which generated 5 hp when run off the Newcastle town water-mains. He then designed and made a working model of a hydraulic crane, but it created little interest. In 1845, after he had served this rather unconventional apprenticeship at High Bridge Works, he was appointed Secretary of the newly formed Whittle Dene Water Company. The same year he proposed to the town council of Newcastle the conversion of one of the quayside cranes to his hydraulic operation which, if successful, should also be applied to a further four cranes. This was done by the Newcastle Cranage Company at High Bridge Works. In 1847 he gave up law and formed W.G.Armstrong \& Co. to manufacture hydraulic machinery in a works at Elswick. Orders for cranes, hoists, dock gates and bridges were obtained from mines; docks and railways.Early in the Crimean War, the War Office asked him to design and make submarine mines to blow up ships that were sunk by the Russians to block the entrance to Sevastopol harbour. The mines were never used, but this set him thinking about military affairs and brought him many useful contacts at the War Office. Learning that two eighteen-pounder British guns had silenced a whole Russian battery but were too heavy to move over rough ground, he carried out a thorough investigation and proposed light field guns with rifled barrels to fire elongated lead projectiles rather than cast-iron balls. He delivered his first gun in 1855; it was built of a steel core and wound-iron wire jacket. The barrel was multi-grooved and the gun weighed a quarter of a ton and could fire a 3 lb (1.4 kg) projectile. This was considered too light and was sent back to the factory to be rebored to take a 5 lb (2.3 kg) shot. The gun was a complete success and Armstrong was then asked to design and produce an equally successful eighteen-pounder. In 1859 he was appointed Engineer of Rifled Ordnance and was knighted. However, there was considerable opposition from the notably conservative officers of the Army who resented the intrusion of this civilian engineer in their affairs. In 1862, contracts with the Elswick Ordnance Company were terminated, and the Government rejected breech-loading and went back to muzzle-loading. Armstrong resigned and concentrated on foreign sales, which were successful worldwide.The search for a suitable proving ground for a 12-ton gun led to an interest in shipbuilding at Elswick from 1868. This necessitated the replacement of an earlier stone bridge with the hydraulically operated Tyne Swing Bridge, which weighed some 1450 tons and allowed a clear passage for shipping. Hydraulic equipment on warships became more complex and increasing quantities of it were made at the Elswick works, which also flourished with the reintroduction of the breech-loader in 1878. In 1884 an open-hearth acid steelworks was added to the Elswick facilities. In 1897 the firm merged with Sir Joseph Whitworth \& Co. to become Sir W.G.Armstrong Whitworth \& Co. After Armstrong's death a further merger with Vickers Ltd formed Vickers Armstrong Ltd.In 1879 Armstrong took a great interest in Joseph Swan's invention of the incandescent electric light-bulb. He was one of those who formed the Swan Electric Light Company, opening a factory at South Benwell to make the bulbs. At Cragside, his mansion at Roth bury, he installed a water turbine and generator, making it one of the first houses in England to be lit by electricity.Armstrong was a noted philanthropist, building houses for his workforce, and endowing schools, hospitals and parks. His last act of charity was to purchase Bamburgh Castle, Northumbria, in 1894, intending to turn it into a hospital or a convalescent home, but he did not live long enough to complete the work.[br]Principal Honours and DistinctionsKnighted 1859. FRS 1846. President, Institution of Mechanical Engineers; Institution of Civil Engineers; British Association for the Advancement of Science 1863. Baron Armstrong of Cragside 1887.Further ReadingE.R.Jones, 1886, Heroes of Industry', London: Low.D.J.Scott, 1962, A History of Vickers, London: Weidenfeld \& Nicolson.IMcNBiographical history of technology > Armstrong, Sir William George, Baron Armstrong of Cragside
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26 Darby, Abraham
SUBJECT AREA: Metallurgy[br]b. 1678 near Dudley, Worcestershire, Englandd. 5 May 1717 Madely Court, Coalbrookdale, Shropshire, England[br]English ironmaster, inventor of the coke smelting of iron ore.[br]Darby's father, John, was a farmer who also worked a small forge to produce nails and other ironware needed on the farm. He was brought up in the Society of Friends, or Quakers, and this community remained important throughout his personal and working life. Darby was apprenticed to Jonathan Freeth, a malt-mill maker in Birmingham, and on completion of his apprenticeship in 1699 he took up the trade himself in Bristol. Probably in 1704, he visited Holland to study the casting of brass pots and returned to Bristol with some Dutch workers, setting up a brassworks at Baptist Mills in partnership with others. He tried substituting cast iron for brass in his castings, without success at first, but in 1707 he was granted a patent, "A new way of casting iron pots and other pot-bellied ware in sand without loam or clay". However, his business associates were unwilling to risk further funds in the experiments, so he withdrew his share of the capital and moved to Coalbrookdale in Shropshire. There, iron ore, coal, water-power and transport lay close at hand. He took a lease on an old furnace and began experimenting. The shortage and expense of charcoal, and his knowledge of the use of coke in malting, may well have led him to try using coke to smelt iron ore. The furnace was brought into blast in 1709 and records show that in the same year it was regularly producing iron, using coke instead of charcoal. The process seems to have been operating successfully by 1711 in the production of cast-iron pots and kettles, with some pig-iron destined for Bristol. Darby prospered at Coalbrookdale, employing coke smelting with consistent success, and he sought to extend his activities in the neighbourhood and in other parts of the country. However, ill health prevented him from pursuing these ventures with his previous energy. Coke smelting spread slowly in England and the continent of Europe, but without Darby's technological breakthrough the ever-increasing demand for iron for structures and machines during the Industrial Revolution simply could not have been met; it was thus an essential component of the technological progress that was to come.Darby's eldest son, Abraham II (1711–63), entered the Coalbrookdale Company partnership in 1734 and largely assumed control of the technical side of managing the furnaces and foundry. He made a number of improvements, notably the installation of a steam engine in 1742 to pump water to an upper level in order to achieve a steady source of water-power to operate the bellows supplying the blast furnaces. When he built the Ketley and Horsehay furnaces in 1755 and 1756, these too were provided with steam engines. Abraham II's son, Abraham III (1750–89), in turn, took over the management of the Coalbrookdale works in 1768 and devoted himself to improving and extending the business. His most notable achievement was the design and construction of the famous Iron Bridge over the river Severn, the world's first iron bridge. The bridge members were cast at Coalbrookdale and the structure was erected during 1779, with a span of 100 ft (30 m) and height above the river of 40 ft (12 m). The bridge still stands, and remains a tribute to the skill and judgement of Darby and his workers.[br]Further ReadingA.Raistrick, 1989, Dynasty of Iron Founders, 2nd edn, Ironbridge Gorge Museum Trust (the best source for the lives of the Darbys and the work of the company).H.R.Schubert, 1957, History of the British Iron and Steel Industry AD 430 to AD 1775, London: Routledge \& Kegan Paul.LRD -
27 Héroult, Paul Louis Toussaint
SUBJECT AREA: Metallurgy[br]b. 1863 Thury-Harcourt, Caen, Franced. 9 May 1914 Antibes, France[br]French metallurigst, inventor of the process of aluminium reduction by electrolysis.[br]Paul Héroult, the son of a tanner, at the age of 16, while still at school in Caen, read Deville's book on aluminium and became obsessed with the idea of developing a cheap way of producing this metal. After his family moved to Gentillysur-Bièvre he studied at the Ecole Sainte-Barbe in Paris and then returned to Caen to work in the laboratory of his father's tannery. His first patent, filed in February and granted on 23 April 1886, described an invention almost identical to that of C.M. Hall: "the electrolysis of alumina dissolved in molten cryolite into which the current is introduced through suitable electrodes. The cryolite is not consumed." Early in 1887 Héroult attempted to obtain the support of Alfred Rangod Pechiney, the proprietor of the works at Salindres where Deville's process for making sodium-reduced aluminium was still being operated. Pechiney persuaded Héroult to modify his electrolytic process by using a cathode of molten copper, thus making it possible produce aluminium bronze rather than pure aluminium. Héroult then approached the Swiss firm J.G.Nehe Söhne, ironmasters, whose works at the Falls of Schaffhausen obtained power from the Rhine. They were looking for a new metallurgical process requiring large quantities of cheap hydroelectric power and Héroult's process seemed suitable. In 1887 they established the Société Metallurgique Suisse to test Héroult's process. Héroult became Technical Director and went to the USA to defend his patents against those of Hall. During his absence the Schaffhausen trials were successfully completed, and on 18 November 1888 the Société Metallurgique combined with the German AEG group, Oerlikon and Escher Wyss, to establish the Aluminium Industrie Aktiengesellschaft Neuhausen. In the early electrolytic baths it was occasionally found that arcs between the bath surface and electrode could develop if the electrodes were inadvertently raised. From this observation, Héroult and M.Killiani developed the electric arc furnace. In this, arcs were intentionally formed between the surface of the charge and several electrodes, each connected to a different pole of the AC supply. This furnace, the prototype of the modern electric steel furnace, was first used for the direct reduction of iron ore at La Praz in 1903. This work was undertaken for the Canadian Government, for whom Héroult subsequently designed a 5,000-amp single-phase furnace which was installed and tested at Sault-Sainte-Marie in Ontario and successfully used for smelting magnetite ore.[br]Further ReadingAluminium Industrie Aktiengesellschaft Neuhausen, 1938, The History of the Aluminium-Industrie-Aktien-Gesellschaft Neuhausen 1888–1938, 2 vols, Neuhausen.C.J.Gignoux, Histoire d'une entreprise française. "The Hall-Héroult affair", 1961, Metal Bulletin (14 April):1–4.ASDBiographical history of technology > Héroult, Paul Louis Toussaint
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28 Morris, William Richard, Viscount Nuffield
[br]b. 10 October 1877 Worcester, Englandd. 22 August 1963 Nuffield Place, England[br]English industrialist, car manufacturer and philanthropist.[br]Morris was the son of Frederick Morris, then a draper. He was the eldest of a family of seven, all of whom, except for one sister, died in childhood. When he was 3 years old, his father moved to Cowley, near Oxford, where he attended the village school. After a short time with a local bicycle firm he set up on his own at the age of 16 with a capital of £4. He manufactured pedal cycles and by 1902 he had designed a motor cycle and was doing car-repair work. By 1912, at the Motor Show, he was able to announce his first car, the 8.9 hp, two-seater Morris Oxford with its characteristic "bull-nose". It could perform at up to 50 mph (80 km/h) and 50 mpg (5.65 1/100 km). It cost £165.Though untrained, Morris was a born engineer as well as a natural judge of character. This enabled him to build up a reliable team of assistants in his growing business, with an order for four hundred cars at the Motor Show in 1912. Much of his business was built up in the assembly of components manufactured by outside suppliers. In he moved out of his initial premises by New College in Longwall and bought land at Cowley, where he brought out his second model, the 11.9hp Morris Oxford. This was after the First World War, during which car production was reduced to allow the manufacture of tanks and munitions. He was awarded the OBE in 1917 for his war work. Morris Motors Ltd was incorporated in 1919, and within fifteen months sales of cars had reached over 3,000 a year. By 1923 he was producing 20,000 cars a year, and in 1926 50,000, equivalent to about one-third of Britain's output. With the slump, a substantial overdraft, and a large stock of unsold cars, Morris took the bold decision to cut the prices of cars in stock, which then sold out within three weeks. Other makers followed suit, but Morris was ahead of them.Morris was part-founder of the Pressed Steel Company, set up to produce car bodies at Cowley. A clever operation with the shareholding of the Morris Motors Company allowed Morris a substantial overall profit to provide expansion capital. By 1931 his "empire" comprised, in addition to Morris Motors, the MG Car Company, the Wolseley Company, the SU Carburettor Company and Morris Commercial Cars. In 1936, the value of Morris's financial interest in the business was put at some £16 million.William Morris was a frugal man and uncomplicated, having little use for all the money he made except to channel it to charitable purposes. It is said that in all he gave away some £30 million during his lifetime, much of it invested by the recipients to provide long-term benefits. He married Elizabeth Anstey in 1904 and lived for thirty years at Nuffield Place. He lived modestly, and even after retirement, when Honorary President of the British Motor Corporation, the result of a merger between Morris Motors and the Austin Motor Company, he drove himself to work in a modest 10 hp Wolseley. His generosity benefited many hospitals in London, Oxford, Birmingham and elsewhere. Oxford Colleges were another class of beneficiary from his largesse.[br]Principal Honours and DistinctionsViscount 1938; Baron (Lord Nuffield) 1934; Baronet 1929; OBE 1917; GBE 1941; CH 1958. FRS 1939. He was a doctor of seven universities and an honorary freeman of seven towns.Further ReadingR.Jackson, 1964, The Nuffield Story.P.W.S.Andrews and E.Brunner, The Life of Lord Nuffield.IMcNBiographical history of technology > Morris, William Richard, Viscount Nuffield
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29 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 -
30 Stephenson, Robert
[br]b. 16 October 1803 Willington Quay, Northumberland, Englandd. 12 October 1859 London, England[br]English engineer who built the locomotive Rocket and constructed many important early trunk railways.[br]Robert Stephenson's father was George Stephenson, who ensured that his son was educated to obtain the theoretical knowledge he lacked himself. In 1821 Robert Stephenson assisted his father in his survey of the Stockton \& Darlington Railway and in 1822 he assisted William James in the first survey of the Liverpool \& Manchester Railway. He then went to Edinburgh University for six months, and the following year Robert Stephenson \& Co. was named after him as Managing Partner when it was formed by himself, his father and others. The firm was to build stationary engines, locomotives and railway rolling stock; in its early years it also built paper-making machinery and did general engineering.In 1824, however, Robert Stephenson accepted, perhaps in reaction to an excess of parental control, an invitation by a group of London speculators called the Colombian Mining Association to lead an expedition to South America to use steam power to reopen gold and silver mines. He subsequently visited North America before returning to England in 1827 to rejoin his father as an equal and again take charge of Robert Stephenson \& Co. There he set about altering the design of steam locomotives to improve both their riding and their steam-generating capacity. Lancashire Witch, completed in July 1828, was the first locomotive mounted on steel springs and had twin furnace tubes through the boiler to produce a large heating surface. Later that year Robert Stephenson \& Co. supplied the Stockton \& Darlington Railway with a wagon, mounted for the first time on springs and with outside bearings. It was to be the prototype of the standard British railway wagon. Between April and September 1829 Robert Stephenson built, not without difficulty, a multi-tubular boiler, as suggested by Henry Booth to George Stephenson, and incorporated it into the locomotive Rocket which the three men entered in the Liverpool \& Manchester Railway's Rainhill Trials in October. Rocket, was outstandingly successful and demonstrated that the long-distance steam railway was practicable.Robert Stephenson continued to develop the locomotive. Northumbrian, built in 1830, had for the first time, a smokebox at the front of the boiler and also the firebox built integrally with the rear of the boiler. Then in Planet, built later the same year, he adopted a layout for the working parts used earlier by steam road-coach pioneer Goldsworthy Gurney, placing the cylinders, for the first time, in a nearly horizontal position beneath the smokebox, with the connecting rods driving a cranked axle. He had evolved the definitive form for the steam locomotive.Also in 1830, Robert Stephenson surveyed the London \& Birmingham Railway, which was authorized by Act of Parliament in 1833. Stephenson became Engineer for construction of the 112-mile (180 km) railway, probably at that date the greatest task ever undertaken in of civil engineering. In this he was greatly assisted by G.P.Bidder, who as a child prodigy had been known as "The Calculating Boy", and the two men were to be associated in many subsequent projects. On the London \& Birmingham Railway there were long and deep cuttings to be excavated and difficult tunnels to be bored, notoriously at Kilsby. The line was opened in 1838.In 1837 Stephenson provided facilities for W.F. Cooke to make an experimental electrictelegraph installation at London Euston. The directors of the London \& Birmingham Railway company, however, did not accept his recommendation that they should adopt the electric telegraph and it was left to I.K. Brunel to instigate the first permanent installation, alongside the Great Western Railway. After Cooke formed the Electric Telegraph Company, Stephenson became a shareholder and was Chairman during 1857–8.Earlier, in the 1830s, Robert Stephenson assisted his father in advising on railways in Belgium and came to be increasingly in demand as a consultant. In 1840, however, he was almost ruined financially as a result of the collapse of the Stanhope \& Tyne Rail Road; in return for acting as Engineer-in-Chief he had unwisely accepted shares, with unlimited liability, instead of a fee.During the late 1840s Stephenson's greatest achievements were the design and construction of four great bridges, as part of railways for which he was responsible. The High Level Bridge over the Tyne at Newcastle and the Royal Border Bridge over the Tweed at Berwick were the links needed to complete the East Coast Route from London to Scotland. For the Chester \& Holyhead Railway to cross the Menai Strait, a bridge with spans as long-as 460 ft (140 m) was needed: Stephenson designed them as wrought-iron tubes of rectangular cross-section, through which the trains would pass, and eventually joined the spans together into a tube 1,511 ft (460 m) long from shore to shore. Extensive testing was done beforehand by shipbuilder William Fairbairn to prove the method, and as a preliminary it was first used for a 400 ft (122 m) span bridge at Conway.In 1847 Robert Stephenson was elected MP for Whitby, a position he held until his death, and he was one of the exhibition commissioners for the Great Exhibition of 1851. In the early 1850s he was Engineer-in-Chief for the Norwegian Trunk Railway, the first railway in Norway, and he also built the Alexandria \& Cairo Railway, the first railway in Africa. This included two tubular bridges with the railway running on top of the tubes. The railway was extended to Suez in 1858 and for several years provided a link in the route from Britain to India, until superseded by the Suez Canal, which Stephenson had opposed in Parliament. The greatest of all his tubular bridges was the Victoria Bridge across the River St Lawrence at Montreal: after inspecting the site in 1852 he was appointed Engineer-in-Chief for the bridge, which was 1 1/2 miles (2 km) long and was designed in his London offices. Sadly he, like Brunel, died young from self-imposed overwork, before the bridge was completed in 1859.[br]Principal Honours and DistinctionsFRS 1849. President, Institution of Mechanical Engineers 1849. President, Institution of Civil Engineers 1856. Order of St Olaf (Norway). Order of Leopold (Belgium). Like his father, Robert Stephenson refused a knighthood.Further ReadingL.T.C.Rolt, 1960, George and Robert Stephenson, London: Longman (a good modern biography).J.C.Jeaffreson, 1864, The Life of Robert Stephenson, London: Longman (the standard nine-teenth-century biography).M.R.Bailey, 1979, "Robert Stephenson \& Co. 1823–1829", Transactions of the Newcomen Society 50 (provides details of the early products of that company).J.Kieve, 1973, The Electric Telegraph, Newton Abbot: David \& Charles.PJGR -
31 Westinghouse, George
[br]b. 6 October 1846 Central Bridge, New York, USAd. 12 March 1914 New York, New York, USA[br]American inventor and entrepreneur, pioneer of air brakes for railways and alternating-current distribution of electricity.[br]George Westinghouse's father was an ingenious manufacturer of agricultural implements; the son, after a spell in the Union Army during the Civil War, and subsequently in the Navy as an engineer, went to work for his father. He invented a rotary steam engine, which proved impracticable; a rerailing device for railway rolling stock in 1865; and a cast-steel frog for railway points, with longer life than the cast-iron frogs then used, in 1868–9. During the same period Westinghouse, like many other inventors, was considering how best to meet the evident need for a continuous brake for trains, i.e. one by which the driver could apply the brakes on all vehicles in a train simultaneously instead of relying on brakesmen on individual vehicles. By chance he encountered a magazine article about the construction of the Mont Cenis Tunnel, with a description of the pneumatic tools invented for it, and from this it occurred to him that compressed air might be used to operate the brakes along a train.The first prototype was ready in 1869 and the Westinghouse Air Brake Company was set up to manufacture it. However, despite impressive demonstration of the brake's powers when it saved the test train from otherwise certain collision with a horse-drawn dray on a level crossing, railways were at first slow to adopt it. Then in 1872 Westinghouse added to it the triple valve, which enabled the train pipe to charge reservoirs beneath each vehicle, from which the compressed air would apply the brakes when pressure in the train pipe was reduced. This meant that the brake was now automatic: if a train became divided, the brakes on both parts would be applied. From then on, more and more American railways adopted the Westinghouse brake and the Railroad Safety Appliance Act of 1893 made air brakes compulsory in the USA. Air brakes were also adopted in most other parts of the world, although only a minority of British railway companies took them up, the remainder, with insular reluctance, preferring the less effective vacuum brake.From 1880 Westinghouse was purchasing patents relating to means of interlocking railway signals and points; he combined them with his own inventions to produce a complete signalling system. The first really practical power signalling scheme, installed in the USA by Westinghouse in 1884, was operated pneumatically, but the development of railway signalling required an awareness of the powers of electricity, and it was probably this that first led Westinghouse to become interested in electrical processes and inventions. The Westinghouse Electric Company was formed in 1886: it pioneered the use of electricity distribution systems using high-voltage single-phase alternating current, which it developed from European practice. Initially this was violently opposed by established operators of direct-current distribution systems, but eventually the use of alternating current became widespread.[br]Principal Honours and DistinctionsLégion d'honneur. Order of the Crown of Italy. Order of Leopold.BibliographyWestinghouse took out some 400 patents over forty-eight years.Further ReadingH.G.Prout, 1922, A Life of "George Westinghouse", London (biography inclined towards technicalities).F.E.Leupp, 1918, George Westinghouse: His Life and Achievements, Boston (London 1919) (biography inclined towards Westinghouse and his career).J.F.Stover, 1961, American Railroads, Chicago: University of Chicago Press, pp. 152–4.PJGR
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