prototype wagon

prototype wagon BAHN Prototypwagen m

Prototypwagen m BAHN prototype wagon

SUBJECT AREA: Land transport, Railways and locomotives

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Gresley was the son of the Rector of Netherseale, Derbyshire; he was educated at Marlborough and by the age of 13 was skilled at making sketches of locomotives. In 1893 he became a pupil of F.W. Webb at Crewe works, London \& North Western Railway, and in 1898 he moved to Horwich works, Lancashire \& Yorkshire Railway, to gain drawing-office experience under J.A.F.Aspinall, subsequently becoming Foreman of the locomotive running sheds at Blackpool. In 1900 he transferred to the carriage and wagon department, and in 1904 he had risen to become its Assistant Superintendent. In 1905 he moved to the Great Northern Railway, becoming Superintendent of its carriage and wagon department at Doncaster under H.A. Ivatt. In 1906 he designed and produced a bogie luggage van with steel underframe, teak body, elliptical roof, bowed ends and buckeye couplings: this became the prototype for East Coast main-line coaches built over the next thirty-five years. In 1911 Gresley succeeded Ivatt as Locomotive, Carriage \& Wagon Superintendent. His first locomotive was a mixed-traffic 2–6–0, his next a 2–8–0 for freight. From 1915 he worked on the design of a 4–6–2 locomotive for express passenger traffic: as with Ivatt's 4 4 2s, the trailing axle would allow the wide firebox needed for Yorkshire coal. He also devised a means by which two sets of valve gear could operate the valves on a three-cylinder locomotive and applied it for the first time on a 2–8–0 built in 1918. The system was complex, but a later simplified form was used on all subsequent Gresley three-cylinder locomotives, including his first 4–6–2 which appeared in 1922. In 1921, Gresley introduced the first British restaurant car with electric cooking facilities.

With the grouping of 1923, the Great Northern Railway was absorbed into the London \& North Eastern Railway and Gresley was appointed Chief Mechanical Engineer. More 4–6– 2s were built, the first British class of such wheel arrangement. Modifications to their valve gear, along lines developed by G.J. Churchward, reduced their coal consumption sufficiently to enable them to run non-stop between London and Edinburgh. So that enginemen might change over en route, some of the locomotives were equipped with corridor tenders from 1928. The design was steadily improved in detail, and by comparison an experimental 4–6–4 with a watertube boiler that Gresley produced in 1929 showed no overall benefit. A successful high-powered 2–8–2 was built in 1934, following the introduction of third-class sleeping cars, to haul 500-ton passenger trains between Edinburgh and Aberdeen.

In 1932 the need to meet increasing road competition had resulted in the end of a long-standing agreement between East Coast and West Coast railways, that train journeys between London and Edinburgh by either route should be scheduled to take 8 1/4 hours. Seeking to accelerate train services, Gresley studied high-speed, diesel-electric railcars in Germany and petrol-electric railcars in France. He considered them for the London \& North Eastern Railway, but a test run by a train hauled by one of his 4–6–2s in 1934, which reached 108 mph (174 km/h), suggested that a steam train could better the railcar proposals while its accommodation would be more comfortable. To celebrate the Silver Jubilee of King George V, a high-speed, streamlined train between London and Newcastle upon Tyne was proposed, the first such train in Britain. An improved 4–6–2, the A4 class, was designed with modifications to ensure free running and an ample reserve of power up hill. Its streamlined outline included a wedge-shaped front which reduced wind resistance and helped to lift the exhaust dear of the cab windows at speed. The first locomotive of the class, named Silver Link, ran at an average speed of 100 mph (161 km/h) for 43 miles (69 km), with a maximum speed of 112 1/2 mph (181 km/h), on a seven-coach test train on 27 September 1935: the locomotive went into service hauling the Silver Jubilee express single-handed (since others of the class had still to be completed) for the first three weeks, a round trip of 536 miles (863 km) daily, much of it at 90 mph (145 km/h), without any mechanical troubles at all. Coaches for the Silver Jubilee had teak-framed, steel-panelled bodies on all-steel, welded underframes; windows were double glazed; and there was a pressure ventilation/heating system. Comparable trains were introduced between London Kings Cross and Edinburgh in 1937 and to Leeds in 1938.

Gresley did not hesitate to incorporate outstanding features from elsewhere into his locomotive designs and was well aware of the work of André Chapelon in France. Four A4s built in 1938 were equipped with Kylchap twin blast-pipes and double chimneys to improve performance still further. The first of these to be completed, no. 4468, Mallard, on 3 July 1938 ran a test train at over 120 mph (193 km/h) for 2 miles (3.2 km) and momentarily achieved 126 mph (203 km/h), the world speed record for steam traction. J.Duddington was the driver and T.Bray the fireman. The use of high-speed trains came to an end with the Second World War. The A4s were then demonstrated to be powerful as well as fast: one was noted hauling a 730-ton, 22-coach train at an average speed exceeding 75 mph (120 km/h) over 30 miles (48 km). The war also halted electrification of the Manchester-Sheffield line, on the 1,500 volt DC overhead system; however, anticipating eventual resumption, Gresley had a prototype main-line Bo-Bo electric locomotive built in 1941. Sadly, Gresley died from a heart attack while still in office.

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See also: Bulleid, Oliver Vaughan Snell

SUBJECT AREA: Land transport, Railways and locomotives

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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.

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See also: Pihl, Carl Abraham; Seguin, Marc

1) работа || работать

2) действие; функционирование || действовать; функционировать

3) обработка || обрабатывать

4) заготовка; обрабатываемая деталь; обрабатываемое изделие

5) мн. ч. завод; мастерские; фабрика

6) мн. ч. инженерное сооружение; конструкция

7) мн. ч. подвижные органы; действующие элементы (конструкции, механизма)

8) необогащённая руда

9) вчт. решать; вычислять

10) изделие; продукция

11) литературное произведение

12) печать || печатать

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вести́ автомоби́ль «нака́том» — let a car free-wheel

вести́ автомоби́ль на пе́рвой, второ́й, тре́тьей ско́рости — the car drives in first, second, third gear, drive the car in first [second, third] gear

запуска́ть автомоби́ль «на ско́рости» ( с включённой передачей) — start a car in gear

автомоби́ль «клюё́т» ( при резком торможении) — the car nose-dives

консерви́ровать автомоби́ль на зи́му — lay up a car for winter

автомоби́ль «нае́здил» ( столько-то) [m2]км — the car has (so many) km on it

обка́тывать автомоби́ль — break in a (new) car

автомоби́ль облада́ет хоро́шей или плохо́й обтека́емостью — the car has good or poor wind [air] shape

оформля́ть вне́шний вид автомоби́ля — style a car

переводи́ть автомоби́ль на зи́мнюю эксплуата́цию — winterize a car

пуска́ть автомоби́ль в эксплуата́цию — put a (new) car on the road

автомоби́ль «слу́шается» руля́ изли́шне легко́ — the car oversteers

автомоби́ль «слу́шается» руля́ с замедле́нием [«ту́го»] — the car understeers

содержа́ть автомоби́ль в хоро́шем состоя́нии — keep a car properly tuned up

эксплуати́ровать автомоби́ль на ши́нах завы́шенного разме́ра — overtyre a car

эксплуати́ровать автомоби́ль на ши́нах зани́женного разме́ра — undertyre a car

автомоби́ль авари́йной слу́жбы — emergency service vehicle

аккумуля́торный автомоби́ль — battery car

безопа́сный автомоби́ль — wreck-resistant car

безра́мный автомоби́ль — frameless vehicle, unit-construction car

автомоби́ль высо́кой [повы́шенной] проходи́мости — cross-country vehicle

газобалло́нный автомоби́ль — compressed gas vehicle

газогенера́торный автомоби́ль — gas-producer vehicle

газотурби́нный автомоби́ль — (gas) turbine vehicle

грузово́й автомоби́ль — брит. lorry; амер. truck

грузово́й автомоби́ль большо́й грузоподъё́мности — heavy(-duty) truck

грузово́й, лё́гкий автомоби́ль — light(-duty) truck

грузово́й автомоби́ль ма́лой грузоподъё́мности — light(-duty) truck

грузово́й автомоби́ль с каби́ной над дви́гателем — cab-over-engine truck

грузово́й автомоби́ль с ку́зовом-платфо́рмой — platform [plank-body, flat bed] truck

грузово́й автомоби́ль с откидны́ми борта́ми — drop-side truck

грузово́й автомоби́ль сре́дней грузоподъё́мности — medium(-duty) truck

грузово́й, тяжё́лый автомоби́ль — heavy(-duty) truck

гру́зо-пассажи́рский автомоби́ль — брит. estate car; амер. station wagon, utility car

гу́сеничный автомоби́ль — track-type [crawler-type, track-laying, tracked] vehicle

двухо́сный автомоби́ль — two-axle vehicle

ди́зельный автомоби́ль — Diesel-powered [Diesel-engined] vehicle, Diesel-powered truck

автомоби́ль для вы́возки му́сора — garbage [removal, refuse collecting] truck

автомоби́ль для перево́зки скота́ — cattle truck

автомоби́ль для поли́вки у́лиц — street watering motor car

автомоби́ль для убо́рки у́лиц — communal truck, road sweeper, road broom, street cleaner

изотерми́ческий автомоби́ль — refrigerated truck

легково́й автомоби́ль — брит. (motor) car; амер. car

лесово́зный автомоби́ль — lumber carrier, timber truck

малолитра́жный автомоби́ль — economy [compact] car

микролитра́жный автомоби́ль — baby car, minicar

автомоби́ль о́бщего назначе́ния — utility vehicle

опера́торский автомоби́ль кфт. — camera car

о́пытный автомоби́ль — prototype car

парово́й автомоби́ль — steam car

пассажи́рский автомоби́ль — passenger car, passenger vehicle

автомоби́ль по доста́вке това́ров — delivery truck

пожа́рный автомоби́ль — fire-fighting vehicle, fire engine, fire appliance

полноприводно́й автомоби́ль — all-wheel-drive vehicle

почто́вый автомоби́ль — postal car, mail van, mail wag(g)on

прока́тный автомоби́ль — hire [rental] car

автомоби́ль, пу́щенный в произво́дство — production motor vehicle

автомоби́ль, рабо́тающий на сжи́женном га́зе — liquid-gas vehicle

санита́рный автомоби́ль — medical vehicle

автомоби́ль с бензи́новым дви́гателем и электри́ческой трансми́ссией — брит. petrol-electric vehicle; амер. gasoline-electric vehicle

автомоби́ль с двумя́ дви́гателями — two-engined [twin-engined] vehicle

автомоби́ль с жё́стким ве́рхом — hardtop (car)

автомоби́ль с за́дним расположе́нием дви́гателя — rear-engined car

автомоби́ль с карбюра́торным дви́гателем — брит. petrol-powered lorry; амер. gasoline-powered truck

автомоби́ль с карда́нной переда́чей — line axle car

автомоби́ль ско́рой по́мощи — ambulance (car)

автомоби́ль с ку́зовом «Универса́л» — station wag(g)on, estate car

снегоубо́рочный автомоби́ль — snow-fighting vehicle

автомоби́ль с незави́симой подве́ской колё́с — independently sprung car

автомоби́ль с несу́щим ку́зовом — frameless vehicle, unit-construction car

автомоби́ль с откидны́м ве́рхом — convertible [soft-top] car

автомоби́ль с пере́дними веду́щими колё́сами — front wheel drive car

спорти́вный автомоби́ль — sports car

автомоби́ль с при́водом на все колё́са — all-wheel drive vehicle

автомоби́ль с управля́емыми за́дними колё́сами — rear-steering car

автомоби́ль с цепно́й гла́вной переда́чей — chain driven car

автомоби́ль с четырьмя́ веду́щими колё́сами — four-wheel drive vehicle

тра́нспортный автомоби́ль — transport vehicle

трёхо́сный автомоби́ль — three-axle vehicle

эксперимента́льный автомоби́ль — experimental car

электри́ческий автомоби́ль — electric-battery car

SUBJECT AREA: Land transport, Railways and locomotives

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Bulleid's father died in 1889 and mother and son returned to the UK from New Zealand; Bulleid himself became a premium apprentice under H.A. Ivatt at Doncaster Works, Great Northern Railway (GNR). After working in France and for the Board of Trade, Bulleid returned to the GNR in 1912 as Personal Assistant to Chief Mechanical Engineer H.N. Gresley. After a break for war service, he returned as Assistant to Gresley on the latter's appointment as Chief Mechanical Engineer of the London \& North Eastern Railway in 1923. He was closely associated with Gresley during the late 1920s and early 1930s.

In 1937 Bulleid was appointed Chief Mechanical Engineer of the Southern Railway (SR). Concentration of resources on electrification had left the Southern short of up-to-date steam locomotives, which Bulleid proceeded to provide. His first design, the "Merchant Navy" class 4–6– 2, appeared in 1941 with chain-driven valve gear enclosed in an oil-bath, and other novel features. A powerful "austerity" 0−6−0 appeared in 1942, shorn of all inessentials to meet wartime conditions, and a mixed-traffic 4−6−2 in 1945. All were largely successful.

Under Bulleid's supervision, three large, mixed-traffic, electric locomotives were built for the Southern's 660 volt DC system and incorporated flywheel-driven generators to overcome the problem of interruptions in the live rail. Three main-line diesel-electric locomotives were completed after nationalization of the SR in 1948. All were carried on bogies, as was Bulleid's last steam locomotive design for the SR, the "Leader" class 0−6−6−0 originally intended to meet a requirement for a large, passenger tank locomotive. The first was completed after nationalization of the SR, but the project never went beyond trials. Marginally more successful was a double-deck, electric, suburban, multiple-unit train completed in 1949, with alternate high and low compartments to increase train capacity but not length. The main disadvantage was the slow entry and exit by passengers, and the type was not perpetuated, although the prototype train ran in service until 1971.

In 1951 Bulleid moved to Coras Iompair Éireann, the Irish national transport undertaking, as Chief Mechanical Engineer. There he initiated a large-scale plan for dieselization of the railway system in 1953, the first such plan in the British Isles. Simultaneously he developed, with limited success, a steam locomotive intended to burn peat briquettes: to burn peat, the only native fuel, had been a long-unfulfilled ambition of railway engineers in Ireland. Bulleid retired in 1958.

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SUBJECT AREA: Land transport, Railways and locomotives

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Worsdell \& Son, Coachbuilders, was set up in Liverpool by Thomas Clarke Worsdell and his son Nathaniel in 1827. They were introduced to George Stephenson and built the tender for Rocket. More importantly, they designed and built for the Liverpool \& Manchester Railway coaches of a type comprising three coach bodies, of contemporary road-coach pattern, mounted together on a rail-wagon underframe. This became the prototype for the conventional, compartment railway coach. Nathaniel Worsdell subsequently became Carriage Superintendent of the Grand Junction Railway and patented the first mail-bag-exchange apparatus early in 1838. The terms he required for its use by the Post Office were too steep, however, and the first bagexchange apparatus of the type subsequently used extensively on British railways was designed later the same year by John Ramsey, a senior Post Office clerk.

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