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1 quadruple expansion engine
Морской термин: машина четверного расширенияУниверсальный англо-русский словарь > quadruple expansion engine
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2 quadruple-expansion engine
Машиностроение: паровая машина четверного расширенияУниверсальный англо-русский словарь > quadruple-expansion engine
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3 quadruple expansion engine
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4 quadruple-expansion engine
Англо-русский словарь по машиностроению > quadruple-expansion engine
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5 quadruple expansion engine
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6 quadruple-expansion engine
English-Russian dictionary of machine parts > quadruple-expansion engine
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7 engine
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8 engine
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9 Elder, John
[br]b. 9 March 1824 Glasgow, Scotlandd. 17 September 1869 London, England[br]Scottish engineer who introduced the compound steam engine to ships and established an important shipbuilding company in Glasgow.[br]John was the third son of David Elder. The father came from a family of millwrights and moved to Glasgow where he worked for the well-known shipbuilding firm of Napier's and was involved with improving marine engines. John was educated at Glasgow High School and then for a while at the Department of Civil Engineering at Glasgow University, where he showed great aptitude for mathematics and drawing. He spent five years as an apprentice under Robert Napier followed by two short periods of activity as a pattern-maker first and then a draughtsman in England. He returned to Scotland in 1849 to become Chief Draughtsman to Napier, but in 1852 he left to become a partner with the Glasgow general engineering company of Randolph Elliott \& Co. Shortly after his induction (at the age of 28), the engineering firm was renamed Randolph Elder \& Co.; in 1868, when the partnership expired, it became known as John Elder \& Co. From the outset Elder, with his partner, Charles Randolph, approached mechanical (especially heat) engineering in a rigorous manner. Their knowledge and understanding of entropy ensured that engine design was not a hit-and-miss affair, but one governed by recognition of the importance of the new kinetic theory of heat and with it a proper understanding of thermodynamic principles, and by systematic development. In this Elder was joined by W.J.M. Rankine, Professor of Civil Engineering and Mechanics at Glasgow University, who helped him develop the compound marine engine. Elder and Randolph built up a series of patents, which guaranteed their company's commercial success and enabled them for a while to be the sole suppliers of compound steam reciprocating machinery. Their first such engine at sea was fitted in 1854 on the SS Brandon for the Limerick Steamship Company; the ship showed an improved performance by using a third less coal, which he was able to reduce still further on later designs.Elder developed steam jacketing and recognized that, with higher pressures, triple-expansion types would be even more economical. In 1862 he patented a design of quadruple-expansion engine with reheat between cylinders and advocated the importance of balancing reciprocating parts. The effect of his improvements was to greatly reduce fuel consumption so that long sea voyages became an economic reality.His yard soon reached dimensions then unequalled on the Clyde where he employed over 4,000 workers; Elder also was always interested in the social welfare of his labour force. In 1860 the engine shops were moved to the Govan Old Shipyard, and again in 1864 to the Fairfield Shipyard, about 1 mile (1.6 km) west on the south bank of the Clyde. At Fairfield, shipbuilding was commenced, and with the patents for compounding secure, much business was placed for many years by shipowners serving long-distance trades such as South America; the Pacific Steam Navigation Company took up his ideas for their ships. In later years the yard became known as the Fairfield Shipbuilding and Engineering Company Ltd, but it remains today as one of Britain's most efficient shipyards and is known now as Kvaerner Govan Ltd.In 1869, at the age of only 45, John Elder was unanimously elected President of the Institution of Engineers and Shipbuilders in Scotland; however, before taking office and giving his eagerly awaited presidential address, he died in London from liver disease. A large multitude attended his funeral and all the engineering shops were silent as his body, which had been brought back from London to Glasgow, was carried to its resting place. In 1857 Elder had married Isabella Ure, and on his death he left her a considerable fortune, which she used generously for Govan, for Glasgow and especially the University. In 1883 she endowed the world's first Chair of Naval Architecture at the University of Glasgow, an act which was reciprocated in 1901 when the University awarded her an LLD on the occasion of its 450th anniversary.[br]Principal Honours and DistinctionsPresident, Institution of Engineers and Shipbuilders in Scotland 1869.Further ReadingObituary, 1869, Engineer 28.1889, The Dictionary of National Biography, London: Smith Elder \& Co. W.J.Macquorn Rankine, 1871, "Sketch of the life of John Elder" Transactions of theInstitution of Engineers and Shipbuilders in Scotland.Maclehose, 1886, Memoirs and Portraits of a Hundred Glasgow Men.The Fairfield Shipbuilding and Engineering Works, 1909, London: Offices of Engineering.P.M.Walker, 1984, Song of the Clyde, A History of Clyde Shipbuilding, Cambridge: PSL.R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge: Cambridge University Press (covers Elder's contribution to the development of steam engines).RLH / FMW -
10 Adamson, Daniel
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering, Metallurgy, Steam and internal combustion engines[br]b. 1818 Shildon, Co. Durham, Englandd. January 1890 Didsbury, Manchester, England[br]English mechanical engineer, pioneer in the use of steel for boilers, which enabled higher pressures to be introduced; pioneer in the use of triple-and quadruple-expansion mill engines.[br]Adamson was apprenticed between 1835 and 1841 to Timothy Hackworth, then Locomotive Superintendent on the Stockton \& Darlington Railway. After this he was appointed Draughtsman, then Superintendent Engineer, at that railway's locomotive works until in 1847 he became Manager of Shildon Works. In 1850 he resigned and moved to act as General Manager of Heaton Foundry, Stockport. In the following year he commenced business on his own at Newton Moor Iron Works near Manchester, where he built up his business as an iron-founder and boilermaker. By 1872 this works had become too small and he moved to a 4 acre (1.6 hectare) site at Hyde Junction, Dukinfield. There he employed 600 men making steel boilers, heavy machinery including mill engines fitted with the American Wheelock valve gear, hydraulic plant and general millwrighting. His success was based on his early recognition of the importance of using high-pressure steam and steel instead of wrought iron. In 1852 he patented his type of flanged seam for the firetubes of Lancashire boilers, which prevented these tubes cracking through expansion. In 1862 he patented the fabrication of boilers by drilling rivet holes instead of punching them and also by drilling the holes through two plates held together in their assembly positions. He had started to use steel for some boilers he made for railway locomotives in 1857, and in 1860, only four years after Bessemer's patent, he built six mill engine boilers from steel for Platt Bros, Oldham. He solved the problems of using this new material, and by his death had made c.2,800 steel boilers with pressures up to 250 psi (17.6 kg/cm2).He was a pioneer in the general introduction of steel and in 1863–4 was a partner in establishing the Yorkshire Iron and Steel Works at Penistone. This was the first works to depend entirely upon Bessemer steel for engineering purposes and was later sold at a large profit to Charles Cammell \& Co., Sheffield. When he started this works, he also patented improvements both to the Bessemer converters and to the engines which provided their blast. In 1870 he helped to turn Lincolnshire into an important ironmaking area by erecting the North Lincolnshire Ironworks. He was also a shareholder in ironworks in South Wales and Cumberland.He contributed to the development of the stationary steam engine, for as early as 1855 he built one to run with a pressure of 150 psi (10.5 kg/cm) that worked quite satisfactorily. He reheated the steam between the cylinders of compound engines and then in 1861–2 patented a triple-expansion engine, followed in 1873 by a quadruple-expansion one to further economize steam. In 1858 he developed improved machinery for testing tensile strength and compressive resistance of materials, and in the same year patents for hydraulic lifting jacks and riveting machines were obtained.He was a founding member of the Iron and Steel Institute and became its President in 1888 when it visited Manchester. The previous year he had been President of the Institution of Civil Engineers when he was presented with the Bessemer Gold Medal. He was a constant contributor at the meetings of these associations as well as those of the Institution of Mechanical Engineers. He did not live to see the opening of one of his final achievements, the Manchester Ship Canal. He was the one man who, by his indomitable energy and skill at public speaking, roused the enthusiasm of the people in Manchester for this project and he made it a really practical proposition in the face of strong opposition.[br]Principal Honours and DistinctionsPresident, Institution of Civil Engineers 1887.President, Iron and Steel Institute 1888. Institution of Civil Engineers Bessemer Gold Medal 1887.Further ReadingObituary, Engineer 69:56.Obituary, Engineering 49:66–8.Obituary, Proceedings of the Institution of Civil Engineers 100:374–8.H.W.Dickinson, 1938, A Short History of the Steam Engine, Cambridge University Press (provides an illustration of Adamson's flanged seam for boilers).R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (covers the development of the triple-expansion engine).RLH -
11 Reynolds, Edwin
[br]b. 1831 Mansfield, Connecticut, USAd. 1909 Milwaukee, Wisconsin, USA[br]American contributor to the development of the Corliss valve steam engine, including the "Manhattan" layout.[br]Edwin Reynolds grew up at a time when formal engineering education in America was almost unavailable, but through his genius and his experience working under such masters as G.H. Corliss and William Wright, he developed into one of the best mechanical engineers in the country. When he was Plant Superintendent for the Corliss Steam Engine Company, he built the giant Corliss valve steam engine displayed at the 1876 Centennial Exhibition. In July 1877 he left the Corliss Steam Engine Company to join Edward Allis at his Reliance Works, although he was offered a lower salary. In 1861 Allis had moved his business to the Menomonee Valley, where he had the largest foundry in the area. Immediately on his arrival with Allis, Reynolds began desig-ning and building the "Reliance-Corliss" engine, which becamea symbol of simplicity, economy and reliability. By early 1878 the new engine was so successful that the firm had a six-month backlog of orders. In 1888 he built the first triple-expansion waterworks-pumping engine in the United States for the city of Milwaukee, and in the same year he patented a new design of blowing engine for blast furnaces. He followed this in March 1892 with the first steam engine sets coupled directly to electric generators when Allis-Chalmers contracted to build two Corliss cross-compound engines for the Narragansett Light Company of Providence, Rhode Island. In 1893, one of the impressive attractions at the World's Columbian Exposition in Chicago was the 3,000 hp (2,200 kW) quadruple-expansion Reynolds-Corliss engine designed by Reynolds, who continued to make significant improvements and gained worldwide recognition of his outstanding achievements in engine building.Reynolds was asked to go to New York in 1898 for consultation about some high-horsepower engines for the Manhattan transport system. There, 225 railway locomotives were to be replaced by electric trains, which would be supplied from one generating station producing 60,000 hp (45,000 kW). Reynolds sketched out his ideas for 10,000 hp (7,500 kW) engines while on the train. Because space was limited, he suggested a four-cylinder design with two horizontal-high-pressure cylinders and two vertical, low-pressure ones. One cylinder of each type was placed on each side of the flywheel generator, which with cranks at 135° gave an exceptionally smooth-running compact engine known as the "Manhattan". A further nine similar engines that were superheated and generated three-phase current were supplied in 1902 to the New York Interborough Rapid Transit Company. These were the largest reciprocating steam engines built for use on land, and a few smaller ones with a similar layout were installed in British textile mills.[br]Further ReadingConcise Dictionary of American Biography, 1964, New York: C.Scribner's Sons (contains a brief biography).R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (provides a brief account of the Manhattan engines) Part of the information for this biography is derived from a typescript in the Smithsonian Institution, Washington, DC: T.H.Fehring, "Technological contributions of Milwaukee's Menomonee Valley industries".RLH
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