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ralph

  • 81 Richardson

    m.
    1 Richardson, Sir Ralph David Richardson.
    2 Richardson, Henry Hobson Richardson.

    Spanish-English dictionary > Richardson

  • 82 Vaughan Williams

    m.
    Vaughan Williams, Ralph Vaughan Williams.

    Spanish-English dictionary > Vaughan Williams

  • 83 блевать

    barf глагол: словосочетание:
    shoot the cat (блевать, рвать)

    Русско-английский синонимический словарь > блевать

  • 84 тошнить

    1. puke
    2. ralph
    3. vomit
    4. nauseate

    меня тошнит от этого; внушать отвращение — it nauseates me

    Синонимический ряд:
    1. мутить (глаг.) мутить
    2. рвать (глаг.) рвать; травить

    Русско-английский большой базовый словарь > тошнить

  • 85 следить

    гл.
    Русский глагол следить характеризует любые способы наблюдения независимо от их цели и характера. Английские эквиваленты различаются по характеру совершения действия наблюдения или по цели и причине, по которой ведется наблюдение.
    1. to watch — (глагол to watch многозначен и различает цели наблюдения): a) следить, смотреть, наблюдать (внимательно смотреть, наблюдать за какими-либо действиями): to watch developments — следить за развитием событий; to watch the game — наблюдать за игрой; to watch smb doing smth — следить, как кто-либо что-либо делает Не watched the man with interest as he made his way through the crowd. — Он с интересом наблюдал за этим человеком, пока тот пробирался через толпу. They watched the runners go past. — Они наблюдали за бегущими мимо них. I used to love watching my sister riding her horse. — Я бывало любил наблюдать, как моя сестра ездила верхом на лошади. We watched the match on TV last night. — Мы вчера смотрели матч по телевизору. The presidential debates were watched by over 10 million people. — Более десяти миллионов человек смотрели президентские дебаты. Do you want to join the game or just sit and watch. — Вы хотите присоединиться и участвовать в игре или предпочтете сидеть и смотреть? b) следить, сторожить, проявлять осторожность ( чтобы ничего плохого не случилось): Stay here and watch our bags while 1 go and buy some food. — Побудь здесь и посторожи чемоданы, пока я схожу и куплю еды. Watch the milk. — Последи, чтобы молоко не убежало. Watch my suitcase while I go and phone. — Посторожи мой чемодан, пока я позвоню. Do not let children play near water without an adult watching them. — He разрешай детям играть у воды, если нет никого из взрослых, которые могут за ними последить. Не watched her grow up into a lovely young woman. — Он наблюдал, как она росла и становилась красивой молодой женщиной. Watch your step. — Осторожно, смотрите не оступитесь./Осторожно, ступенька. Watch him, he is not honest. — С ним будь поосторожней, он человек нечестный. Watch what you are saying. — Осторожнее в выражениях./Следи за тем, что говоришь. Watch your head! — Осторожнее, не ушиби голову!/Осторожнее, не ударься головой! One must watch one's step. — Надо думать, что говоришь./Смотри, куда ты идешь. We must watch the time. — Мы должны следить за временем. We'll have to watch the money carefully. — Надо следить за расходами. c) следить, сторожить, держать под наблюдением ( незаметно следить за кем-либо): If the detectives were watching the house, how did he escape? — Если сыщики следили за домом, то как он смог убежать? Не had the feeling that he was being watched. — У него было такое чувство, что за ним следили/наблюдали. She knew that the police were watching her movements but somehow she had to leave the country. — Она знала, что полиция следилаза ее передвижениями, но ей обязательно надо было выехать из страны/покинуть страну.
    2. to follow — следовать ( за кем-либо), последовать ( за кем-либо), преследовать (кого-либо, что-либо), увязаться (за кем-либо, за чем-либо), идти (за кем-либо, за чем-либо) (двигаться за кем-либо, чем-либо в пространстве и времени, происходить вслед за чем-либо, понимать чью-либо мысль): to follow up an advantage (an idea) — развивать успех (мысль); to follow smb. smth — следовать за кем-либо, чем-либо/идти следом за кем-либо, чем-либо/следить ( взором) за кем-либо, чем-либо; to follow the thread of discussion — следить за ходом обсуждения; to follow the flight of birds — следить за полетом птиц Follow me, please. — Иди за мной./Следуй за мной. Events followed in quick succession. — События следовали одно за другим. The enemy are following us. — Враг преследует нас. The road followed the coast. — Дорога шла вдоль берега. The boat followed the coast. — Корабль держался берега. Follow this road as far as the bridge. — Поезжайте по этой дороге до моста./Идите по этой дороге до моста. Dinner will be followed by a concert. — После ужина будет концерт. Не arrived first followed by his wife. — Он прибыл первым, за ним приехала жена. Не followed his father as head gardener. — Он унаследовал должность старшего садовника. We are being followed. — За нами следят. I can't follow his line of thought. — Я не могу уследить за ходом его мысли. Не follows international affairs. — Он следит за международными событиями. Не always follows his father's advice. — Он всегда следует советам отца. This family follows the customs. — Эта семья следует обычаям./Эта семьи соблюдает обычаи. The police are following up this information. — Полиция проверяет эти данные/эту информацию. Do you follow the diet recommended by your doctor? — Вы следуете диете, рекомендованной вашим врачом?/Вы соблюдаете диету, рекомендованную вашим врачом? Tom used to follow his elder brother's example. — Том, бывало, следовал примеру старшего брата. What is to follow? — Что сше будет? Do you follow me? — Вы следите за моей мыслью?/Вы все поняли? As follows. — Как следует ниже. My suggestion is as follows. — У меня такое предложение. It follows from this that… — Из этого следует, что… Ralph went down the hill and I followed him. — Ральф спустился с холма, и я последовал за ним. I felt sure that someone was following me. — Я был уверен, что кто-то Идет за мной следом. On the weeks that followed the situation remained very tense. — В последующие недели ситуация оставалась очень напряженной. She followed the success of her first book with another remarkable novel. — Она закрепила успех своей первой книги еще одним прекрасным романом. Не followed every word of the trial. — Он следил за каждым словом, сказанным на судебном процессе. I couldn't follow what professor Hogen was saying. — Я не мог услышать, что говорил профессор Хоген./Я не очень понимал, что говорил профессор Хоген. I'm sorry, I didn't quite follow you. — Простите, я вас не совсем понимаю./Простите, я потерял нить ваших рассуждений.
    3. to keep an eye on — следить, сторожить, присматривать (смотреть время от времени за кем-либо или чем-либо, часто в течение длительного времени; особенно в тех случаях, когда нужно быть готовым к ситуации, которая может произойти): Keep an eye on the baby in case he gets too near the fire. — Посматривайте за ребенком, если он будет подходить слишком близко к костру. Our neighbour kept an eye on the house while we were away. — Когда мы были в отъезде, наш сосед присматривал за домом. You had better come and stay at the hospital where we can keep an eye on you. — Вам лучше лечь в больницу, где мы сможем понаблюдать вас. If I were you, I would keep an eye on house prices for a while before you decide to buy one. — На вашем месте я бы некоторое время последил за ценами на дома, прежде чем решить покупать свой. The experts are keeping a close eye on the world economy in order to predict any major chances. — Специалисты внимательно следят за событиями мировой экономики, чтобы прогнозировать возможные крупные риски.
    4. tо look after — следить, ухаживать, заботиться, оказывать помошь (делать все для чьей-либо безопасности или давать все, что необходимо): Who is looking after your children when you are away? — Кто присматривает за вашими детьми, когда вы в огьезде?/Кто следит за вашими детьми, когда вы уезжаете? The patients are very well looked after at this hospital. — В этой больнице за больными очень хороший уход. Don't worry I'll look after the kids tomorrow. — He беспокойтесь, я позабочусь завтра о детях. Susan looked after us very well, she is an excellent cook. — Сьюзен очень хорошо о нас заботилась, она прекрасно готовит. You could tell just by looking at the horse that it had been well looked after. — Посмотрев на лошадь, сразу можно сказать, что за ней очень хорошо ухаживают. Don't worry about Daisy, she can look after herself. — He волнуйся о Дейзи, она сама может прекрасно позаботиться о себе.
    5. to take care of — следить, заботиться (делать все, чтобы содержать что-либо в порядке или кого-либо в хорошем состоянии): to take care of one's looks — следить за своей внешностью Who is taking care of the dog while you are away. — Кто присматривает за собакой, когда вас нет?/Кто заботится о собаке, когда вас нет? Her secretary always took care of the details. — Ее секретарь всегда заботился обо всех деталях./Ее секретарь всегда следил за всеми деталями. Don't worry about your accommodation, it is all taken care of. — He беспокойтесь об условиях проживания, об этом уже позаботились. We'll take care of your fee. — Мы позаботимся о вашем гонораре.
    6. to see to — следить, проследить, присмотреть, позаботиться (сделать все, что надо или убедиться, что что-либо сделано или организовано для какой-либо цели): to see to the tickets — позаботиться о билетах; to see to the arrangements — проследить, чтобы все было организовано; to see to the house — вести дом/вести хозяйство Don't worry, I'll see to everything, — He беспокойтесь, я обо всем позабочусь./Не беспокойтесь, я прослежу за всем. We'll have to see to the window that the wood is not rotten. — Надо проследить за тем, чтобы деревянная рама окна не гнила. Will you see to it that the letter gets mailed today? — Вы можете проследить за тем, чтобы это письмо было отправлено сегодня? You should get that tooth seen to by a dentist. — Вам необходимо обратиться к зубному врачу, чтобы он посмотрел этот зуб. следовать (за кем-либо) — to follow — см. следить

    Русско-английский объяснительный словарь > следить

  • 86 რალფი

    n
    Ralph

    Georgian-English dictionary > რალფი

  • 87 Aerospace

    [br]
    Caproni, Giovanni Battista
    Dassault, Marcel
    Giffard, Baptiste Henry Jacques
    Johnson, Clarence Leonard
    Korolov, Sergei Pavlovich
    Sopwith, Sir Thomas Octave Murdoch
    Tsiolkovsky, Konstantin Eduardovich

    Biographical history of technology > Aerospace

  • 88 Bewick, Thomas

    SUBJECT AREA: Paper and printing
    [br]
    b. August 1753 Cherryburn House, Ovingham, Northumberland, England
    d. 8 November 1828 Gateshead, England
    [br]
    English perfecter of wood-engraving.
    [br]
    The son of a farmer, Bewick was educated locally, but his progress was unremarkable save for demonstrating an intense love of nature and of drawing. In 1767 he was apprenticed to Ralph Beilby, an engraver in Newcastle. Wood-engraving at that time was at a low ebb, restricted largely to crude decorative devices, and Hogarth, commenting on a recent book on the art, doubted whether it would ever recover. Beilby's business was of a miscellaneous character, but Bewick's interest in wood-engraving was noticed and encouraged: Beilby submitted several of his engravings to the Royal Society of Arts, which awarded a premium of £80 for them. His apprenticeship ended in 1774 and he went to London, where he readily found employment with several printers. The call of the north was too strong, however, and two years later he returned to Newcastle, entering into partnership with Beilby. With the publication of Select Fables in 1784, Bewick really showed both his expertise in the art of wood-engraving as a medium for book illustration and his talents as an artist. His engravings for the History of British Birds mark the high point of his achievement. The second volume of this work appeared in 1804, the year in which his partnership with Beilby was dissolved.
    The essential feature of Bewick's wood-engravings involved cutting across the grain of the wood instead of along it, as in the old woodcut technique. The wood surface thus obtained offered a much more sensitive medium for engraving than before. It paved the way for the flowering of engraving on wood, and then on steel, for the production of illustrated material for an ever wider public through the Victorian age.
    [br]
    Bibliography
    1864, Memoir of Thomas Bewick (autobiography, completed by his daughter). 1784, Select Fables.
    Further Reading
    M.Weekley, 1963, Thomas Bewick, Oxford: Oxford University Press.
    LRD

    Biographical history of technology > Bewick, Thomas

  • 89 Broadcasting

    [br]

    Biographical history of technology > Broadcasting

  • 90 Colpitts, Edwin Henry

    [br]
    b. 9 January 1872 Pointe de Bute, Canada
    d. 6 March 1949 Orange, New Jersey, USA
    [br]
    Canadian physicist and electrical engineer responsible for important developments in electronic-circuit technology.
    [br]
    Colpitts obtained Bachelor's degrees at Mount Allison University, Sackville, New Brunswick, and Harvard in 1894 and 1896, respectively, followed by a Master's degree at Harvard in 1897. After two years as assistant to the professor of physics there, he joined the American Bell Telephone Company. When the Bell Company was reorganized in 1907, he moved to the Western Electric branch of the company in New York as Head of the Physical Laboratories. In 1911 he became a director of the Research Laboratories, and in 1917 he became Assistant Chief Engineer of the company. During this time he invented both the push-pull amplifier and the Colpitts oscillator, both major developments in communications. In 1917, during the First World War, he spent some time in France helping to set up the US Signal Corps Research Laboratories. Afterwards he continued to do much, both technically and as a manager, to place telephone communications on a firm scientific basis, retiring as Vice-President of the Bell Telephone Laboratories in 1937. With the outbreak of the Second World War in 1941 he was recalled from retirement and appointed Director of the Engineering Foundation to work on submarine warfare techniques, particularly echo-ranging.
    [br]
    Principal Honours and Distinctions
    Order of the Rising Sun, Japan, 1938. US Medal of Merit 1948.
    Bibliography
    1919, with E.B.Craft, "Radio telephony", Proceedings of the American Institution of Electrical Engineers 38:337.
    1921, with O.B.Blackwell, "Carrier current telephony and telegraphy", American Institute of Electrical Engineers Transactions 40:205.
    11 September 1915, US reissue patent no. 15,538 (control device for radio signalling).
    28 August 1922, US patent no. 1,479,638 (multiple signal reception).
    Further Reading
    M.D.Fagen, 1975, A History of Engineering \& Science in the Bell System, Vol. 1, Bell Laboratories.
    KF

    Biographical history of technology > Colpitts, Edwin Henry

  • 91 Electronics and information technology

    [br]
    Byron, Ada Augusta
    Napier, John
    Riche, Gaspard-Clair-François-Marie
    Schickhard, Wilhelm

    Biographical history of technology > Electronics and information technology

  • 92 Hamilton, Harold Lee (Hal)

    [br]
    b. 14 June 1890 Little Shasta, California, USA
    d. 3 May 1969 California, USA
    [br]
    American pioneer of diesel rail traction.
    [br]
    Orphaned as a child, Hamilton went to work for Southern Pacific Railroad in his teens, and then worked for several other companies. In his spare time he learned mathematics and physics from a retired professor. In 1911 he joined the White Motor Company, makers of road motor vehicles in Denver, Colorado, where he had gone to recuperate from malaria. He remained there until 1922, apart from an eighteenth-month break for war service.
    Upon his return from war service, Hamilton found White selling petrol-engined railbuses with mechanical transmission, based on road vehicles, to railways. He noted that they were not robust enough and that the success of petrol railcars with electric transmission, built by General Electric since 1906, was limited as they were complex to drive and maintain. In 1922 Hamilton formed, and became President of, the Electro- Motive Engineering Corporation (later Electro-Motive Corporation) to design and produce petrol-electric rail cars. Needing an engine larger than those used in road vehicles, yet lighter and faster than marine engines, he approached the Win ton Engine Company to develop a suitable engine; in addition, General Electric provided electric transmission with a simplified control system. Using these components, Hamilton arranged for his petrol-electric railcars to be built by the St Louis Car Company, with the first being completed in 1924. It was the beginning of a highly successful series. Fuel costs were lower than for steam trains and initial costs were kept down by using standardized vehicles instead of designing for individual railways. Maintenance costs were minimized because Electro-Motive kept stocks of spare parts and supplied replacement units when necessary. As more powerful, 800 hp (600 kW) railcars were produced, railways tended to use them to haul trailer vehicles, although that practice reduced the fuel saving. By the end of the decade Electro-Motive needed engines more powerful still and therefore had to use cheap fuel. Diesel engines of the period, such as those that Winton had made for some years, were too heavy in relation to their power, and too slow and sluggish for rail use. Their fuel-injection system was erratic and insufficiently robust and Hamilton concluded that a separate injector was needed for each cylinder.
    In 1930 Electro-Motive Corporation and Winton were acquired by General Motors in pursuance of their aim to develop a diesel engine suitable for rail traction, with the use of unit fuel injectors; Hamilton retained his position as President. At this time, industrial depression had combined with road and air competition to undermine railway-passenger business, and Ralph Budd, President of the Chicago, Burlington \& Quincy Railroad, thought that traffic could be recovered by way of high-speed, luxury motor trains; hence the Pioneer Zephyr was built for the Burlington. This comprised a 600 hp (450 kW), lightweight, two-stroke, diesel engine developed by General Motors (model 201 A), with electric transmission, that powered a streamlined train of three articulated coaches. This train demonstrated its powers on 26 May 1934 by running non-stop from Denver to Chicago, a distance of 1,015 miles (1,635 km), in 13 hours and 6 minutes, when the fastest steam schedule was 26 hours. Hamilton and Budd were among those on board the train, and it ushered in an era of high-speed diesel trains in the USA. By then Hamilton, with General Motors backing, was planning to use the lightweight engine to power diesel-electric locomotives. Their layout was derived not from steam locomotives, but from the standard American boxcar. The power plant was mounted within the body and powered the bogies, and driver's cabs were at each end. Two 900 hp (670 kW) engines were mounted in a single car to become an 1,800 hp (l,340 kW) locomotive, which could be operated in multiple by a single driver to form a 3,600 hp (2,680 kW) locomotive. To keep costs down, standard locomotives could be mass-produced rather than needing individual designs for each railway, as with steam locomotives. Two units of this type were completed in 1935 and sent on trial throughout much of the USA. They were able to match steam locomotive performance, with considerable economies: fuel costs alone were halved and there was much less wear on the track. In the same year, Electro-Motive began manufacturing diesel-electrie locomotives at La Grange, Illinois, with design modifications: the driver was placed high up above a projecting nose, which improved visibility and provided protection in the event of collision on unguarded level crossings; six-wheeled bogies were introduced, to reduce axle loading and improve stability. The first production passenger locomotives emerged from La Grange in 1937, and by early 1939 seventy units were in service. Meanwhile, improved engines had been developed and were being made at La Grange, and late in 1939 a prototype, four-unit, 5,400 hp (4,000 kW) diesel-electric locomotive for freight trains was produced and sent out on test from coast to coast; production versions appeared late in 1940. After an interval from 1941 to 1943, when Electro-Motive produced diesel engines for military and naval use, locomotive production resumed in quantity in 1944, and within a few years diesel power replaced steam on most railways in the USA.
    Hal Hamilton remained President of Electro-Motive Corporation until 1942, when it became a division of General Motors, of which he became Vice-President.
    [br]
    Further Reading
    P.M.Reck, 1948, On Time: The History of the Electro-Motive Division of General Motors Corporation, La Grange, Ill.: General Motors (describes Hamilton's career).
    PJGR

    Biographical history of technology > Hamilton, Harold Lee (Hal)

  • 93 Mitchell, Reginald Joseph

    SUBJECT AREA: Aerospace
    [br]
    b. 20 May 1895 Talke, near Stoke-on-Trent, Staffordshire, England
    d. 11 June 1937 Southampton, England
    [br]
    English aircraft designer.
    [br]
    He was the son of a headmaster who, when Mitchell was aged 6 years, set up his own printing business. Mitchell was apprenticed at the age of 16 to a locomotive builder in Stoke and also studied engineering, mechanics, mathematics and drawing at night-school. With the outbreak of war in 1914 he became increasingly interested in aircraft and in 1916 joined the Supermarine Aviation Works at Southampton. Such was his talent for aviation design that within three years he had risen to be Chief Engineer Designer. Initially Mitchell's work was concentrated on flying boats, but with the resurrection after the First World War of the biennial Schneider Trophy races for seaplanes he turned his attention increasingly to high-speed floatplanes. He first achieved success with his S-5 in the 1927 race at Venice and followed it up with further victories in 1929 and 1931 with the S-6 and S-6B, enabling Britain to win the trophy outright (See also Royce, Sir Frederick Henry). Using the experience gained from the Schneider Trophy races, Mitchell now began to design fighter aircraft. He was dissatisfied with his first attempt, which was to produce a fighter to an Air Ministry specification, and started afresh on his own. The result was the Supermarine Spitfire, which was to become one of the outstanding aircraft of the Second World War. Sadly, he died of cancer before his project came to full fruition, with the Spitfire not entering Royal Air Force service until June 1938. The success of Mitchell's designs was due to his ability to combine good engineering with aerodynamic grace.
    [br]
    Principal Honours and Distinctions
    Royal Aeronautical Society Silver Medal 1927. CBE 1931.
    Further Reading
    Ralph Barker, 1971, The Schneider Trophy Races, London: Chatto \& Windus.
    CM

    Biographical history of technology > Mitchell, Reginald Joseph

  • 94 Paper and printing

    [br]
    Biro, Laszlo Joszef
    Bi Sheng
    Cai Lun
    Klic, Karol
    Song Yingxing
    Stanhope, Charles

    Biographical history of technology > Paper and printing

  • 95 Steam and internal combustion engines

    [br]
    Giffard, Baptiste Henry Jacques
    Hamilton, Harold Lee
    Porta, Giovanni Battista della

    Biographical history of technology > Steam and internal combustion engines

  • 96 Stephenson, George

    [br]
    b. 9 June 1781 Wylam, Northumberland, England
    d. 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 Distinctions
    President, 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.
    Bibliography
    1815, 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 Reading
    L.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

    Biographical history of technology > Stephenson, George

  • 97 Strutt, Jedediah

    SUBJECT AREA: Textiles
    [br]
    b. 26 July 1726 South Normanton, near Alfreton, Derbyshire, England
    d. 7 May 1797 Derby, England
    [br]
    English inventor of a machine for making ribbed knitting.
    [br]
    Jedediah Strutt was the second of three sons of William, a small farmer and maltster at South Normanton, near Alfreton, Derbyshire, where the only industry was a little framework knitting. At the age of 14 Jedediah was apprenticed to Ralph Massey, a wheelwright near Derby, and lodged with the Woollats, whose daughter Elizabeth he later married in 1755. He moved to Leicester and in 1754 started farming at Blackwell, where an uncle had died and left him the stock on his farm. It was here that he made his knitting invention.
    William Lee's knitting machine remained in virtually the same form as he left it until the middle of the eighteenth century. The knitting industry moved away from London into the Midlands and in 1730 a Nottingham workman, using Indian spun yarn, produced the first pair of cotton hose ever made by mechanical means. This industry developed quickly and by 1750 was providing employment for 1,200 frameworkers using both wool and cotton in the Nottingham and Derby areas. It was against this background that Jedediah Strutt obtained patents for his Derby rib machine in 1758 and 1759.
    The machine was a highly ingenious mechanism, which when placed in front of an ordinary stocking frame enabled the fashionable ribbed stockings to be made by machine instead of by hand. To develop this invention, he formed a partnership first with his brother-in-law, William Woollat, and two leading Derby hosiers, John Bloodworth and Thomas Stamford. This partnership was dissolved in 1762 and another was formed with Woollat and the Nottingham hosier Samuel Need. Strutt's invention was followed by a succession of innovations which enabled framework knitters to produce almost every kind of mesh on their machines. In 1764 the stocking frame was adapted to the making of eyelet holes, and this later lead to the production of lace. In 1767 velvet was made on these frames, and two years later brocade. In this way Strutt's original invention opened up a new era for knitting. Although all these later improvements were not his, he was able to make a fortune from his invention. In 1762 he was made a freeman of Nottingham, but by then he was living in Derby. His business at Derby was concerned mainly with silk hose and he had a silk mill there.
    It was partly his need for cotton yarn and partly his wealth which led him into partnership with Richard Arkwright, John Smalley and David Thornley to exploit Arkwright's patent for spinning cotton by rollers. Together with Samuel Need, they financed the Arkwright partnership in 1770 to develop the horse-powered mill in Nottingham and then the water-powered mill at Cromford. Strutt gave advice to Arkwright about improving the machinery and helped to hold the partnership together when Arkwright fell out with his first partners. Strutt was also involved, in London, where he had a house, with the parliamentary proceedings over the passing of the Calico Act in 1774, which opened up the trade in British-manufactured all-cotton cloth.
    In 1776 Strutt financed the construction of his own mill at Helper, about seven miles (11 km) further down the Derwent valley below Cromford. This was followed by another at Milford, a little lower on the river. Strutt was also a partner with Arkwright and others in the mill at Birkacre, near Chorley in Lancashire. The Strutt mills were developed into large complexes for cotton spinning and many experiments were later carried out in them, both in textile machinery and in fireproof construction for the mills themselves. They were also important training schools for engineers.
    Elizabeth Strutt died in 1774 and Jedediah never married again. The family seem to have lived frugally in spite of their wealth, probably influenced by their Nonconformist background. He had built a house near the mills at Milford, but it was in his Derby house that Jedediah died in 1797. By the time of his death, his son William had long been involved with the business and became a more important cotton spinner than Jedediah.
    [br]
    Bibliography
    1758. British patent no. 722 (Derby rib machine). 1759. British patent no. 734 (Derby rib machine).
    Further Reading
    For the involvement of Strutt in Arkwright's spinning ventures, there are two books, the earlier of which is R.S.Fitton and A.P.Wadsworth, 1958, The Strutts and the Arkwrights, 1758–1830, Manchester, which has most of the details about Strutt's life. This has been followed by R.S.Fitton, 1989, The Arkwrights, Spinners of Fortune, Manchester.
    R.L.Hills, 1970, Power in the Industrial Revolution, Manchester (for a general background to the textile industry of the period).
    W.Felkin, 1967, History of the Machine-wrought Hosiery and Lace Manufactures, reprint, Newton Abbot (orig. pub. 1867) (covers Strutt's knitting inventions).
    RLH

    Biographical history of technology > Strutt, Jedediah

  • 98 Telecommunications

    [br]
    Reis, Philipp
    Thomson, Sir William

    Biographical history of technology > Telecommunications

  • 99 Young, Arthur

    [br]
    b. 11 September 1741 London, England
    d. 20 April 1820 Bradford, England
    [br]
    English writer and commentator on agricultural affairs; founder and Secretary of the Board of Agriculture (later the Ministry of Agriculture, Fisheries and Food).
    [br]
    He was the youngest of the three children of Dr Arthur Young, who was at one time Chaplain to the Speaker of the House of Commons. He learned Latin and Greek at Lavenham School, and at the age of 17 was apprenticed to a mercantile house, an occupation he disliked. He first published The Theatre of the Present War in North America in 1758. He then wrote four novels and began to produce the literary magazine The Universal Museum. After his father's death he returned home to manage his father's farm, and in 1765 he married Martha Allen.
    Young learned farming by experiment, and three years after his return he took over the rent of a 300 acre farm, Samford Hall in Essex. He was not a practical farmer, and was soon forced to give it up in favour of one of 100 acres (40.5 hectares) in Hertfordshire. He subsidized his farming with his writing, and in 1768 published The Farmer's Letters to the People of England. The first of his books on agricultural tours, Six Weeks Tours through the Counties of England and Wales, was published in 1771. Between 1784 and 1809 he published the Annals of Agriculture, one of whose contributors was George III, who wrote under the pseudonym of Ralph Robinson.
    By this time he was corresponding with all of influence in agricultural matters, both at home and abroad. George Washington wrote frequently to Young, and George III was reputed to travel always with a copy of his book. The Empress of Russia sent students to him and had his Tours published in Russian. Young made three trips to France in 1787, 1788 and 1789–90 respectively, prior to and during the French Revolution, and his Travels in France (1792) is a remarkable account of that period, made all the more fascinating by his personal contact with people differing as widely as Mirabeau, the French revolutionary leader, and King Louis XVI.
    Unfortunately, in 1811 an unsuccessful cataract operation left him blind, and he moved from London to his native Bradford, where he remained until his death.
    [br]
    Principal Honours and Distinctions
    Chairman, Agricultural Committee of the Society of Arts 1773: awarded three Gold Medals during his career for his achievements in practical agriculture. FRS. Honorary Member of the Dublin, York and Manchester learned societies, as well as the Economic Society of Berne, the Palatine Academy of Agriculture at Mannheim, and the Physical Society of Zurich. Honourary member, French Royal Society of Agriculture. Secretary, Board of Agriculture 1793.
    Bibliography
    His first novels were The Fair Americans, Sir Charles Beaufort, Lucy Watson and Julia Benson.
    His earliest writings on agriculture appeared as collected letters in a periodical with the title Museum Rusticum in 1767.
    In 1770 he published a two-volume work entitled A Course of Experimental Agriculture, and between 1766 and 1775 he published The Farmer's Letters, Political Arithmetic, Political Essays Concerning the Present State of the British Empire and Southern, Northern and Eastern Tours, and in 1779 he published The Tour of Ireland.
    In addition he was author of the Board of Agriculture reports on the counties of Suffolk, Lincoln, Norfolk, Hertford, Essex and Oxford.
    Further Reading
    J.Thirsk (ed.), 1989, The Agrarian History of England and Wales, Vol. VI (deals with the years 1750 to 1850, the period associated with Young).
    T.G.Gazeley, 1973, "The life of Arthur Young, 1741–1820", Memoirs, American Philosophical Society 97.
    AP

    Biographical history of technology > Young, Arthur

  • 100 kotzen

    1. to drive / ride the porcelain bus sl.
    2. to puke
    3. to spew
    4. to throw up sl.
    1. to barf sl.
    2. to chunder Aus.
    3. to ralph Am. sl.
    4. to rolf Am. sl.
    (sl.)
    to vomit

    Deutsch-Englisches Wörterbuch > kotzen

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