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1 steam working pressure
Нефть: рабочее давление параУниверсальный англо-русский словарь > steam working pressure
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2 pressure
- pressure
- n1. давление; напор; сжатие
2. прессование
to bring to atmospheric pressure — привести к атмосферному давлению (напр. давление в рабочей камере или шлюзе)
- absolute pressure
- active pressure
- active earth pressure
- air pressure
- allowable pressure
- assembly clamping pressure
- atmospheric pressure
- at-rest earth pressure
- back pressure
- balance pressure
- barometric pressure
- bearing pressure
- building pressure
- capillary pressure
- circulating pressure
- concrete pressure on formwork
- condensing pressure
- confining pressure
- contact pressure
- critical pressure
- curvature pressure
- cutoff pressure
- delivery pressure
- design pressure
- differential pressure
- discharge pressure
- dynamic pressure
- earth pressure
- earth back pressure
- effective pressure
- end-bearing pressure
- end pressure
- equalizing pressure
- equilibrium pressure
- evaporating pressure
- excess pressure
- excess pore pressure
- filtration pressure
- flow pressure
- footing contact pressure
- form pressure
- full pressure
- gauge pressure
- gravity pressure
- head pressure
- high pressure
- hydrodynamic pressure
- hydrostatic pressure
- ice pressure
- impact pressure
- initial pressure
- inlet pressure
- intake pressure
- intergranular pressure
- internal radial pressure
- lateral earth pressure
- low pressure
- manometric pressure
- mean pressure
- negative pressure
- negative pore pressure
- negative wind pressure on roof
- net bearing pressure
- neutral pressure
- neutral stress pressure
- operating pressure
- partial pressure
- passive earth pressure
- permissible pressure
- population pressure
- pore-water pressure
- positive wind pressure
- preconsolidation pressure
- presumptive pressure
- relative pressure
- safe working pressure
- saturated vapor pressure
- saturation pressure
- seepage pressure
- sound pressure
- spring pressure
- standard atmospheric pressure
- static pressure
- static fan pressure
- steam pressure
- suction pressure
- super-high pressure
- supply pressure
- surcharge pressure
- surplus pressure
- swelling pressure
- test pressure
- total pressure
- total fan pressure
- total horizontal water pressure
- total normal water pressure
- tyre pressure
- unit pressure
- vacuum-gauge pressure
- vapor pressure
- velocity pressure
- wave pressure
- wind pressure
- working pressure
Англо-русский строительный словарь. — М.: Русский Язык. С.Н.Корчемкина, С.К.Кашкина, С.В.Курбатова. 1995.
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3 pressure
1) давление; сжатие2) прессование, вдавливание•- active pressure - allowable pressure - allowable soil pressure - artesian pressure - atmospheric pressure - balance pressure - barometric pressure - base pressure - bearing pressure - collapsing pressure - contact pressure - design pressure - dynamic pressure - earth pressure - excess pressure - excessive pressure - exhaust pressure - extreme pressure - failure pressure - full pressure - gauge pressure - ground pressure - head pressure - high pressure - hydraulic pressure - hydrostatic pressure - impact pressure - inadequate pressure - input pressure - jet pressure - line pressure - maximum soil pressure - oil pressure - osmotic pressure - overload pressure - partial pressure - percolation pressure - potential pressure - rated pressure - reaction pressure - saturation vapour pressure - sea level pressure - soil pressure - specific pressure - suction pressure - supercritical pressure - support pressure - surface pressure - system pressure - threshold pressure - tire air pressure - top pressure - unit pressure - upward pressure - vapour pressure - velocity pressure - water pressure - wheel pressure - wind pressure - working pressure* * *1. давление; напор; сжатие2. прессование- absolute pressureto bring to atmospheric pressure — привести к атмосферному давлению (напр. давление в рабочей камере или шлюзе)
- active pressure
- active earth pressure
- air pressure
- allowable pressure
- assembly clamping pressure
- atmospheric pressure
- at-rest earth pressure
- back pressure
- balance pressure
- barometric pressure
- bearing pressure
- building pressure
- capillary pressure
- circulating pressure
- concrete pressure on formwork
- condensing pressure
- confining pressure
- contact pressure
- critical pressure
- curvature pressure
- cutoff pressure
- delivery pressure
- design pressure
- differential pressure
- discharge pressure
- dynamic pressure
- earth pressure
- earth back pressure
- effective pressure
- end-bearing pressure
- end pressure
- equalizing pressure
- equilibrium pressure
- evaporating pressure
- excess pressure
- excess pore pressure
- filtration pressure
- flow pressure
- footing contact pressure
- form pressure
- full pressure
- gauge pressure
- gravity pressure
- head pressure
- high pressure
- hydrodynamic pressure
- hydrostatic pressure
- ice pressure
- impact pressure
- initial pressure
- inlet pressure
- intake pressure
- intergranular pressure
- internal radial pressure
- lateral earth pressure
- low pressure
- manometric pressure
- mean pressure
- negative pressure
- negative pore pressure
- negative wind pressure on roof
- net bearing pressure
- neutral pressure
- neutral stress pressure
- operating pressure
- partial pressure
- passive earth pressure
- permissible pressure
- population pressure
- pore-water pressure
- positive wind pressure
- preconsolidation pressure
- presumptive pressure
- relative pressure
- safe working pressure
- saturated vapor pressure
- saturation pressure
- seepage pressure
- sound pressure
- spring pressure
- standard atmospheric pressure
- static pressure
- static fan pressure
- steam pressure
- suction pressure
- super-high pressure
- supply pressure
- surcharge pressure
- surplus pressure
- swelling pressure
- test pressure
- total pressure
- total fan pressure
- total horizontal water pressure
- total normal water pressure
- tyre pressure
- unit pressure
- vacuum-gauge pressure
- vapor pressure
- velocity pressure
- wave pressure
- wind pressure
- working pressure -
4 pressure
давление; сжатие; прессование; герметичныйboundary layer induced pressure — давление, обусловленное пограничным слоем
computer unit output pressure — давление на выходе решающего гидроусилителя (автомата загрузки бустерного управления)
dump the pressure to return — стравливать [перепускать] давление в отводящую магистраль
forward (control) stick pressure — усилие (на ручке) в направлении «от себя», давящее [толкающее] усилие (на ручке)
partial pressure suit capstan pressure — давление в натяжных пневмокамерах высотного компенсирующего костюма
relax forward pressure on the stick — уменьшать усилие на ручке в направлении «от себя»: отпускать ручку назад
relieve the back pressure on the stick — уменьшать усилие на ручке в направлении «на себя»; отпускать ручку вперёд
saturated vapor pressure — упругость насыщающего пара; давление насыщенного пара
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5 pressure
1) давление; напор2) нажатие; сжатие3) нажим || нажимной5) прессование6) тиснение7) полигр. натиск, давление печатания8) нагнетательный; напорный•to boost pressure — повышать [поднимать] давление
- vapour pressureto move against pressure — преодолевать давление; противостоять давлению
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6 steam
1. n парsteam inhalation — вдыхание паров, ингаляция
2. n разг. энергияto keep up a little steam in local industry — поддерживать хоть какую-то жизнь в местной промышленности
to run out of steam — устать, измотаться; быть совершенно без сил
3. a паровой4. a устаревший, допотопный5. v выделять пар или испарения6. v двигаться, идтиthe London express steamed into Newcastle right on time — лондонский экспресс пришёл в Ньюкасл точно по расписанию
7. v идти на всех парах, мчаться8. v готовить, варить на пару9. v запотевать, отпотевать10. v разг. развивать бешеную энергию11. v спец. обрабатывать паром, парить, пропаривать12. v спец. текст. декатировать13. v спец. отпаривать14. v спец. разг. злиться, кипетьСинонимический ряд:1. dampness (noun) dampness; moisture; wetness2. drive (noun) drive; enterprise; hustle; punch; vigour3. power (noun) animation; arm; beef; brawn; dint; energy; force; might; muscle; oomph; potency; power; puissance; sinew; sprightliness; strength; strong arm; vigor; vim; virtue4. water vapor (noun) cloud; condensation; fog; fumes; gas; haze; mist; vapor; vapour; water vapor; water vapour5. make steam (verb) boil; cook with steam; distil; give off steam; heat; make steam; pressure cook; vaporise; vaporize; volatilize -
7 working steam pressure
Железнодорожный термин: рабочее давление параУниверсальный англо-русский словарь > working steam pressure
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8 working steam pressure
Англо-русский железнодорожный словарь > working steam pressure
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9 SWP
[steam working pressure] — рабочее давление пара -
10 SWP
1) Спорт: Skill With Prizes2) Военный термин: Sailor World Photo, Shoot With Precision, Standing Warning Program, Systematic Withdrawal Plan, shock wave profile, special weapons project, special working party3) Техника: service water pump, solid waste packaging, solid waste processing, special weapons panel, special work permit4) Строительство: Safe Work Practice5) Религия: Small- World Phenomenon6) Железнодорожный термин: Southwest Pennsylvania Railroad7) Юридический термин: Special Weapons Police8) Грубое выражение: Stupid White People9) Оптика: short-wave pass10) Политика: Sectarian Wankers Party11) Сокращение: salt water pump, sweep, Strategic Work Plan for the Nineties12) Университет: Student Web Page13) Электроника: Single Wafer Processing14) Нефть: steam working pressure15) Фирменный знак: Secure Wired Products16) Глоссарий компании Сахалин Энерджи: Southern wellsite platform, single wiper plug (Weatherford Company)17) Сетевые технологии: Stop And Wait Protocol18) Полимеры: safe working pressure, solvent-welded (plastic) pipes19) Расширение файла: Simple Web Printing, Sprint Document backup, Swap file20) Здравоохранение: Safety Working Party21) Аэропорты: Swakopmund, Namibia -
11 SWP
1. safe working pressure - допускаемое рабочее давление;2. service water pump - насос подачи технической воды;3. solid waste packaging - упаковка твердых отходов;4. solid waste processing - обработка твёрдых отходов;5. special weapons panel - пульт управления специальным оружием;6. special work permit - разрешение на выполнение специальных работ;7. steam working pressure - рабочее давление пара;8. sweep - развёртка; блок развёртки -
12 STWP
1) Техника: shielded twisted pair2) Сокращение: steam working pressure -
13 Brotan, Johann
SUBJECT AREA: Railways and locomotives[br]b. 24 June 1843 Kattau, Bohemia (now in the Czech Republic)d. 20 November 1923 Vienna, Austria[br]Czech engineer, pioneer of the watertube firebox for steam locomotive boilers.[br]Brotan, who was Chief Engineer of the main workshops of the Royal Austrian State Railways at Gmund, found that locomotive inner fireboxes of the usual type were both expensive, because the copper from which they were made had to be imported, and short-lived, because of corrosion resulting from the use of coal with high sulphur content. He designed a firebox of which the side and rear walls comprised rows of vertical watertubes, expanded at their lower ends into a tubular foundation ring and at the top into a longitudinal water/steam drum. This projected forward above the boiler barrel (which was of the usual firetube type, though of small diameter), to which it was connected. Copper plates were eliminated, as were firebox stays.The first boiler to incorporate a Brotan firebox was built at Gmund under the inventor's supervision and replaced the earlier boiler of a 0−6−0 in 1901. The increased radiantly heated surface was found to produce a boiler with very good steaming qualities, while the working pressure too could be increased, with consequent fuel economies. Further locomotives in Austria and, experimentally, elsewhere were equipped with Brotan boilers.Disadvantages of the boiler were the necessity of keeping the tubes clear of scale, and a degree of structural weakness. The Swiss engineer E. Deffner improved the latter aspect by eliminating the forward extension of the water/steam drum, replacing it with a large-diameter boiler barrel with the rear section of tapered wagon-top type so that the front of the water/steam drum could be joined directly to the rear tubeplate. The first locomotives to be fitted with this Brotan-Deffner boiler were two 4−6−0s for the Swiss Federal Railways in 1908 and showed very favourable results. However, steam locomotive development ceased in Switzerland a few years later in favour of electrification, but boilers of the Brotan-Deffner type and further developments of it were used in many other European countries, notably Hungary, where more than 1,000 were built. They were also used experimentally in the USA: for instance, Samuel Vauclain, as President of Baldwin Locomotive Works, sent his senior design engineer to study Hungarian experience and then had a high-powered 4−8−0 built with a watertube firebox. On stationary test this produced the very high figure of 4,515 ihp (3,370 kW), but further development work was frustrated by the trade depression commencing in 1929. In France, Gaston du Bousquet had obtained good results from experimental installations of Brotan-Deffner-type boilers, and incorporated one into one of his high-powered 4−6−4s of 1910. Experiments were terminated suddenly by his death, followed by the First World War, but thirty-five years later André Chapelon proposed using a watertube firebox to obtain the high pressure needed for a triple-expansion, high-powered, steam locomotive, development of which was overtaken by electrification.[br]Further ReadingG.Szontagh, 1991, "Brotan and Brotan-Deffner type fireboxes and boilers applied to steam locomotives", Transactions of the Newcomen Society 62 (an authoritative account of Brotan boilers).PJGR -
14 SWP
- упаковка твёрдых радиоактивных отходов
- система паропроводов и трубопроводов воды
- обработка твёрдых радиоактивных отходов
- насос подачи технической воды
- допускаемое рабочее давление
допускаемое рабочее давление
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[А.С.Гольдберг. Англо-русский энергетический словарь. 2006 г.]Тематики
EN
насос подачи технической воды
(на ТЭС, АЭС)
[А.С.Гольдберг. Англо-русский энергетический словарь. 2006 г.]Тематики
EN
обработка твёрдых радиоактивных отходов
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[А.С.Гольдберг. Англо-русский энергетический словарь. 2006 г.]Тематики
EN
система паропроводов и трубопроводов воды
система пароводяных коммуникаций
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[А.С.Гольдберг. Англо-русский энергетический словарь. 2006 г.]Тематики
Синонимы
EN
упаковка твёрдых радиоактивных отходов
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[А.С.Гольдберг. Англо-русский энергетический словарь. 2006 г.]Тематики
EN
Англо-русский словарь нормативно-технической терминологии > SWP
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15 Trevithick, Richard
[br]b. 13 April 1771 Illogan, Cornwall, Englandd. 22 April 1833 Dartford, Kent, England[br]English engineer, pioneer of non-condensing steam-engines; designed and built the first locomotives.[br]Trevithick's father was a tin-mine manager, and Trevithick himself, after limited formal education, developed his immense engineering talent among local mining machinery and steam-engines and found employment as a mining engineer. Tall, strong and high-spirited, he was the eternal optimist.About 1797 it occurred to him that the separate condenser patent of James Watt could be avoided by employing "strong steam", that is steam at pressures substantially greater than atmospheric, to drive steam-engines: after use, steam could be exhausted to the atmosphere and the condenser eliminated. His first winding engine on this principle came into use in 1799, and subsequently such engines were widely used. To produce high-pressure steam, a stronger boiler was needed than the boilers then in use, in which the pressure vessel was mounted upon masonry above the fire: Trevithick designed the cylindrical boiler, with furnace tube within, from which the Cornish and later the Lancashire boilers evolved.Simultaneously he realized that high-pressure steam enabled a compact steam-engine/boiler unit to be built: typically, the Trevithick engine comprised a cylindrical boiler with return firetube, and a cylinder recessed into the boiler. No beam intervened between connecting rod and crank. A master patent was taken out.Such an engine was well suited to driving vehicles. Trevithick built his first steam-carriage in 1801, but after a few days' use it overturned on a rough Cornish road and was damaged beyond repair by fire. Nevertheless, it had been the first self-propelled vehicle successfully to carry passengers. His second steam-carriage was driven about the streets of London in 1803, even more successfully; however, it aroused no commercial interest. Meanwhile the Coalbrookdale Company had started to build a locomotive incorporating a Trevithick engine for its tramroads, though little is known of the outcome; however, Samuel Homfray's ironworks at Penydarren, South Wales, was already building engines to Trevithick's design, and in 1804 Trevithick built one there as a locomotive for the Penydarren Tramroad. In this, and in the London steam-carriage, exhaust steam was turned up the chimney to draw the fire. On 21 February the locomotive hauled five wagons with 10 tons of iron and seventy men for 9 miles (14 km): it was the first successful railway locomotive.Again, there was no commercial interest, although Trevithick now had nearly fifty stationary engines completed or being built to his design under licence. He experimented with one to power a barge on the Severn and used one to power a dredger on the Thames. He became Engineer to a project to drive a tunnel beneath the Thames at Rotherhithe and was only narrowly defeated, by quicksands. Trevithick then set up, in 1808, a circular tramroad track in London and upon it demonstrated to the admission-fee-paying public the locomotive Catch me who can, built to his design by John Hazledine and J.U. Rastrick.In 1809, by which date Trevithick had sold all his interest in the steam-engine patent, he and Robert Dickinson, in partnership, obtained a patent for iron tanks to hold liquid cargo in ships, replacing the wooden casks then used, and started to manufacture them. In 1810, however, he was taken seriously ill with typhus for six months and had to return to Cornwall, and early in 1811 the partners were bankrupt; Trevithick was discharged from bankruptcy only in 1814.In the meantime he continued as a steam engineer and produced a single-acting steam engine in which the cut-off could be varied to work the engine expansively by way of a three-way cock actuated by a cam. Then, in 1813, Trevithick was approached by a representative of a company set up to drain the rich but flooded silver-mines at Cerro de Pasco, Peru, at an altitude of 14,000 ft (4,300 m). Low-pressure steam engines, dependent largely upon atmospheric pressure, would not work at such an altitude, but Trevithick's high-pressure engines would. Nine engines and much other mining plant were built by Hazledine and Rastrick and despatched to Peru in 1814, and Trevithick himself followed two years later. However, the war of independence was taking place in Peru, then a Spanish colony, and no sooner had Trevithick, after immense difficulties, put everything in order at the mines then rebels arrived and broke up the machinery, for they saw the mines as a source of supply for the Spanish forces. It was only after innumerable further adventures, during which he encountered and was assisted financially by Robert Stephenson, that Trevithick eventually arrived home in Cornwall in 1827, penniless.He petitioned Parliament for a grant in recognition of his improvements to steam-engines and boilers, without success. He was as inventive as ever though: he proposed a hydraulic power transmission system; he was consulted over steam engines for land drainage in Holland; and he suggested a 1,000 ft (305 m) high tower of gilded cast iron to commemorate the Reform Act of 1832. While working on steam propulsion of ships in 1833, he caught pneumonia, from which he died.[br]BibliographyTrevithick took out fourteen patents, solely or in partnership, of which the most important are: 1802, Construction of Steam Engines, British patent no. 2,599. 1808, Stowing Ships' Cargoes, British patent no. 3,172.Further ReadingH.W.Dickinson and A.Titley, 1934, Richard Trevithick. The Engineer and the Man, Cambridge; F.Trevithick, 1872, Life of Richard Trevithick, London (these two are the principal biographies).E.A.Forward, 1952, "Links in the history of the locomotive", The Engineer (22 February), 226 (considers the case for the Coalbrookdale locomotive of 1802).See also: Blenkinsop, JohnPJGR -
16 Perkins, Jacob
[br]b. 9 July 1766 Newburyport, Massachusetts, USAd. 30 July 1849 London, England[br]American inventor of a nail-making machine and a method of printing banknotes, investigator of the use of steam at very high pressures.[br]Perkins's occupation was that of a gold-and silversmith; while he does not seem to have followed this after 1800, however, it gave him the skills in working metals which he would continue to employ in his inventions. He had been working in America for four years before he patented his nail-making machine in 1796. At the time there was a great shortage of nails because only hand-forged ones were available. By 1800, other people had followed his example and produced automatic nail-making machines, but in 1811 Perkins' improved machines were introduced to England by J.C. Dyer. Eventually Perkins had twenty-one American patents for a range of inventions in his name.In 1799 Perkins invented a system of engraving steel plates for printing banknotes, which became the foundation of modern siderographic work. It discouraged forging and was adopted by many banking houses, including the Federal Government when the Second United States Bank was inaugurated in 1816. This led Perkins to move to Philadelphia. In the intervening years, Perkins had improved his nail-making machine, invented a machine for graining morocco leather in 1809, a fire-engine in 1812, a letter-lock for bank vaults and improved methods of rolling out spoons in 1813, and improved armament and equipment for naval ships from 1812 to 1815.It was in Philadelphia that Perkins became interested in the steam engine, when he met Oliver Evans, who had pioneered the use of high-pressure steam. He became a member of the American Philosophical Society and conducted experiments on the compressibility of water before a committee of that society. Perkins claimed to have liquified air during his experiments in 1822 and, if so, was the real discoverer of the liquification of gases. In 1819 he came to England to demonstrate his forgery-proof system of printing banknotes, but the Bank of England was the only one which did not adopt his system.While in London, Perkins began to experiment with the highest steam pressures used up to that time and in 1822 took out his first of nineteen British patents. This was followed by another in 1823 for a 10 hp (7.5 kW) engine with only 2 in. (51 mm) bore, 12 in. (305 mm) stroke but a pressure of 500 psi (35 kg/cm2), for which he claimed exceptional economy. After 1826, Perkins abandoned his drum boiler for iron tubes and steam pressures of 1,500 psi (105 kg/cm2), but the materials would not withstand such pressures or temperatures for long. It was in that same year that he patented a form of uniflow cylinder that was later taken up by L.J. Todd. One of his engines ran for five days, continuously pumping water at St Katherine's docks, but Perkins could not raise more finance to continue his experiments.In 1823 one his high-pressure hot-water systems was installed to heat the Duke of Wellington's house at Stratfield Saye and it acquired a considerable vogue, being used by Sir John Soane, among others. In 1834 Perkins patented a compression ice-making apparatus, but it did not succeed commercially because ice was imported more cheaply from Norway as ballast for sailing ships. Perkins was often dubbed "the American inventor" because his inquisitive personality allied to his inventive ingenuity enabled him to solve so many mechanical challenges.[br]Further ReadingHistorical Society of Pennsylvania, 1943, biography which appeared previously as a shortened version in the Transactions of the Newcomen Society 24.D.Bathe and G.Bathe, 1943–5, "The contribution of Jacob Perkins to science and engineering", Transactions of the Newcomen Society 24.D.S.L.Cardwell, 1971, From Watt to Clausius. The Rise of Thermodynamics in the Early Industrial Age, London: Heinemann (includes comments on the importance of Perkins's steam engine).A.F.Dufton, 1940–1, "Early application of engineering to warming of buildings", Transactions of the Newcomen Society 21 (includes a note on Perkins's application of a high-pressure hot-water heating system).RLH -
17 Mallet, Jules Théodore Anatole
[br]b. 1837 Geneva, Switzerlandd. November 1919 Nice, France[br]Swiss engineer, inventor of the compound steam locomotive and the Mallet articulated locomotive.[br]Mallet's family moved to Normandy while he was still a child. After working as a civil engineer, in 1867 he turned to machinery, particularly to compound steam engines. He designed the first true compound steam locomotives, which were built for the Bayonne- Biarritz Railway in 1876. They were 0–4–2 tank locomotives with one high-pressure and one low-pressure cylinder. A starting valve controlled by the driver admitted high-pressure steam to the low-pressure cylinder while the high-pressure cylinder exhausted to the atmosphere. At that time it was thought impracticable in a narrow-gauge locomotive to have more than three coupled axles in rigid frames. Mallet patented his system of articulation in 1884 and the first locomotives were built to that design in 1888: they were 0–4–4–0 tanks with two sets of frames. The two rear pairs of wheels carried the rear set of frames and were driven by two high-pressure cylinders; the two front pairs, which were driven by the high-pressure cylinders, carried a separate set of frames that was allowed sideplay, with a centre of rotation between the low-pressure cylinders. In contrast to the patent locomotive of Robert Fairlie, no flexible connections were required to carry steam at boiler pressure. The first Mallet articulated locomotives were small, built to 60 cm (23.6 in.) gauge: the first standard-gauge Mallets were built in 1890, for the St Gotthard Railway, and it was only after the type was adopted by American railways in 1904 that large Mallet locomotives were built, with sizes increasing rapidly to culminate in some of the largest steam locomotives ever produced. In the late 1880s Mallet also designed monorail locomotives, which were built for the system developed by C.F.M.-T. Lartigue.[br]Bibliography1884, French patent no. 162,876 (articulated locomotive).Further ReadingJ.T.van Riemsdijk, 1970, "The compound locomotive, Part I", Transactions of the Newcomen Society 43 (describes Mallet's work on compounding).L.Wiener, 1930, Articulated Locomotives, London: Constable (describes his articulated locomotives).For the Mallet family, see Historisch-Biographisches Lexikon der Schweiz.PJGRBiographical history of technology > Mallet, Jules Théodore Anatole
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18 McNaught, William
SUBJECT AREA: Steam and internal combustion engines[br]b. 27 May 1813 Sneddon, Paisley, Scotlandd. 8 January 1881 Manchester, England[br]Scottish patentee of a very successful form of compounding beam engine with a high-pressure cylinder between the fulcrum of the beam and the connecting rod.[br]Although born in Paisley, McNaught was educated in Glasgow where his parents had moved in 1820. He followed in his father's footsteps and became an engineer through an apprenticeship with Robert Napier at the Vulcan Works, Washington Street, Glasgow. He also attended science classes at the Andersonian University in the evenings and showed such competence that at the age of 19 he was offered the position of being in charge of the Fort-Gloster Mills on the Hoogly river in India. He remained there for four years until 1836, when he returned to Scotland because the climate was affecting his health.His father had added the revolving cylinder to the steam engine indicator, and this greatly simplified and extended its use. In 1838 William joined him in the business of manufacturing these indicators at Robertson Street, Glasgow. While advising textile manufacturers on the use of the indicator, he realized the need for more powerful, smoother-running and economical steam engines. He provided the answer by placing a high-pressure cylinder midway between the fulcrum of the beam and the connecting rod on an ordinary beam engine. The original cylinder was retained to act as the low-pressure cylinder of what became a compound engine. This layout not only reduced the pressures on the bearing surfaces and gave a smoother-running engine, which was one of McNaught's aims, but he probably did not anticipate just how much more economical his engines would be; they often gave a saving of fuel up to 40 per cent. This was because the steam pipe connecting the two cylinders acted as a receiver, something lacking in the Woolf compound, which enabled the steam to be expanded properly in both cylinders. McNaught took out his patent in 1845, and in 1849 he had to move to Manchester because his orders in Lancashire were so numerous and the scope was much greater there than in Glasgow. He took out further patents for equalizing the stress on the working parts, but none was as important as his original one, which was claimed to have been one of the greatest improvements since the steam engine left the hands of James Watt. He was one of the original promoters of the Boiler Insurance and Steam Power Company and was elected Chairman in 1865, a position he retained until a short time before his death.[br]Bibliography1845, British patent no. 11,001 (compounding beam engine).Further ReadingObituary, Engineer 51.Obituary, Engineering 31.R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (the fullest account of McNaught's proposals for compounding).RLH -
19 Papin, Denis
SUBJECT AREA: Domestic appliances and interiors[br]b. 22 August 1647 Blois, Loire et Cher, Franced. 1712 London, England[br]French mathematician and physicist, inventor of the pressure-cooker.[br]Largely educated by his father, he worked for some time for Huygens at Ley den, then for a time in London where he assisted Robert Boyle with his experiments on the air pump. He supposedly invented the double-acting air pump. He travelled to Venice and worked there for a time, but was back in London in 1684 before taking up the position of Professor of Mathematics at the University of Marburg (in 1669 or 1670 he became a Doctor of Medicine at Angers), where he remained from 1687 to 1695. Then followed a period at Cassel, where he was employed by the Duke of Hesse. In this capacity he was much involved in the application of steam-power to pumping water for the Duke's garden fountains. Papin finally returned to London in 1707. He is best known for his "digester", none other than the domestic pressure-cooker. John Evelyn describes it in his diary (12 April 1682): "I went this Afternoone to a Supper, with severall of the R.Society, which was all dressed (both fish and flesh) in Monsieur Papins Digestorie; by which the hardest bones of Biefe itself, \& Mutton, were without water, or other liquor, \& with less than 8 ounces of Coales made as soft as Cheeze, produc'd an incredible quantity of Gravie…. This Philosophical Supper raised much mirth among us, \& exceedingly pleased all the Companie." The pressure-cooker depends on the increase in the boiling point of water with increase of pressure. To avoid the risk of the vessel exploding, Papin devised a weight-loaded lever-type safety valve.There are those who would claim that Papin preceded Newcomen as the true inventor of the steam engine. There is no doubt that as early as 1690 Papin had the idea of an atmospheric engine, in which a piston in a cylinder is forced upwards by expanding steam and then returned by the weight of the atmosphere upon the piston, but he lacked practical engineering skill such as was necessary to put theory into practice. The story is told of his last trip from Cassel, when returning to England. It is said that he built his own steamboat, intending to make the whole journey by this means, ending with a triumphal journey up the Thames. However, boatmen on the river Weser, thinking that the steamboat threatened their livelihood, attacked it and broke it up. Papin had to travel by more orthodox means. Papin is said to have co-operated with Thomas Savery in the development of the lat-ter's steam engine, on which he was working c. 1705.[br]Further ReadingCharles-Armand Klein, 1987, Denis Papin: Illustre savant blaisois, Chambray, France: CLD.A.P.M.Fleming and H.R.S.Brocklehurst, 1925, A History of Engineering.Sigvar Strandh, 1979, Machines, Mitchell Beazley.IMcN -
20 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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