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steel from wrought iron

  • 1 steel from wrought iron

    Универсальный англо-русский словарь > steel from wrought iron

  • 2 iron

    1. noun
    1) ((also adjective) (of) an element that is the most common metal, is very hard, and is widely used for making tools etc: Steel is made from iron; The ground is as hard as iron; iron railings; iron determination (= very strong determination).) hierro
    2) (a flat-bottomed instrument that is heated up and used for smoothing clothes etc: I've burnt a hole in my dress with the iron.) plancha
    3) (a type of golf-club.) palo de hierro

    2. verb
    (to smooth (clothes etc) with an iron: This dress needs to be ironed; I've been ironing all afternoon.) planchar
    - irons
    - ironing-board
    - ironmonger
    - ironmongery
    - have several
    - too many irons in the fire
    - iron out
    - strike while the iron is hot
    iron1 adj de hierro
    iron2 n
    1. hierro
    2. plancha
    iron3 vb planchar
    tr['aɪən]
    1 (metal) hierro
    2 (appliance) plancha
    3 (for golf) hierro, palo de hierro
    1 de hierro
    1 (clothes) planchar
    1 planchar
    \
    SMALLIDIOMATIC EXPRESSION/SMALL
    to have an iron constitution ser de hierro, tener una salud de hierro
    to have a will of iron / have an iron will tener una voluntad de hierro
    to have many irons in the fire tener muchas cosas entre manos
    to put/clap somebody in irons encadenar a alguien
    to strike while the iron is hot lo mejor es actuar de inmediato
    Iron Age Edad de Hierro
    Iron Cross cruz nombre femenino de hierro
    iron foundry fundición nombre femenino (de hierro)
    iron grey gris oscuro
    iron lung pulmón nombre masculino de acero
    iron maiden dama de hierro
    iron ore mineral nombre masculino de hierro
    iron ['aɪərn] v
    : planchar
    iron n
    1) : hierro m, fierro m
    a will of iron: una voluntad de hierro, una voluntad férrea
    2) : plancha f (para planchar la ropa)
    adj.
    • de hierro adj.
    • férreo, -a adj.
    n.
    • hierro s.m.
    • plancha s.f.
    n.m.
    • hierro (Química) s.m.
    v.
    • herrar v.
    • planchar v.

    I 'aɪərn, 'aɪən
    1) u
    a) ( metal) hierro m, fierro m (AmL)

    as hard as iron — (duro) como el acero

    the ground will be as hard as iron after all this frost — la tierra va a estar como piedra después de esta helada

    to strike while the iron is hot: there's nothing like striking while the iron's hot lo mejor es actuar de inmediato; (before n) the Iron Age — la Edad de Hierro

    b) ( in food) hierro m
    2) ( for clothes) plancha f
    3)
    a) ( branding iron) hierro m de marcar

    to have several/too many irons in the fire — tener* varias/demasiadas cosas entre manos

    b) ( golf club) hierro m
    c) ( gun) (AmE sl) pistola f, pusca f (Esp arg)
    4) irons pl ( fetters) grilletes mpl, grillos mpl

    II
    a) ( made of iron) de hierro
    b) ( strong) (before n) < constitution> de hierro, fuerte como un roble; <will/resolve> férreo, de hierro

    III
    transitive/intransitive verb planchar
    Phrasal Verbs:
    ['aɪǝn]
    1. N
    1) (=metal) hierro m, fierro m (LAm)

    cast iron — hierro m colado

    corrugated iron — chapa f ondulada

    old iron — chatarra f, hierro m viejo

    with an iron hand or fist — con mano de hierro

    - have a lot of/too many irons in the fire
    - strike while the iron is hot
    2) irons (=fetters) grilletes mpl, grillos mpl

    to put or clap sb in irons — poner grilletes or grillos a algn, aherrojar a algn

    3) (Golf) hierro m
    5) (for branding) hierro m candente
    6) * (=gun) pistola f
    2.
    VT [+ clothes] planchar
    3.
    VI [person] planchar
    4.
    CPD [bridge, bar, tool] de hierro, de fierro (LAm); (fig) [will, determination] férreo

    Iron Cross N — cruz f de hierro

    the Iron Curtain N — (Hist) (Pol) el telón de acero, la cortina de hierro (LAm)

    iron foundry N — fundición f, fundidora f (LAm)

    the Iron Lady N — (Brit) (Pol) la Dama de Hierro

    iron lung N — (Med) pulmón m de acero

    iron ore N — mineral m de hierro

    iron oxide N — óxido m de hierro

    iron pyrites N — pirita f ferruginosa

    iron rations NPL — ración f or víveres mpl de reserva

    * * *

    I ['aɪərn, 'aɪən]
    1) u
    a) ( metal) hierro m, fierro m (AmL)

    as hard as iron — (duro) como el acero

    the ground will be as hard as iron after all this frost — la tierra va a estar como piedra después de esta helada

    to strike while the iron is hot: there's nothing like striking while the iron's hot lo mejor es actuar de inmediato; (before n) the Iron Age — la Edad de Hierro

    b) ( in food) hierro m
    2) ( for clothes) plancha f
    3)
    a) ( branding iron) hierro m de marcar

    to have several/too many irons in the fire — tener* varias/demasiadas cosas entre manos

    b) ( golf club) hierro m
    c) ( gun) (AmE sl) pistola f, pusca f (Esp arg)
    4) irons pl ( fetters) grilletes mpl, grillos mpl

    II
    a) ( made of iron) de hierro
    b) ( strong) (before n) < constitution> de hierro, fuerte como un roble; <will/resolve> férreo, de hierro

    III
    transitive/intransitive verb planchar
    Phrasal Verbs:

    English-spanish dictionary > iron

  • 3 iron

    1. noun
    1) (( also adjective) (of) an element that is the most common metal, is very hard, and is widely used for making tools etc: Steel is made from iron; The ground is as hard as iron; iron railings; iron determination (= very strong determination).) železo
    2) (a flat-bottomed instrument that is heated up and used for smoothing clothes etc: I've burnt a hole in my dress with the iron.) likalnik
    3) (a type of golf-club.) palica za golf
    2. verb
    (to smooth (clothes etc) with an iron: This dress needs to be ironed; I've been ironing all afternoon.) likati
    - irons
    - ironing-board
    - ironmonger
    - ironmongery
    - have several
    - too many irons in the fire
    - iron out
    - strike while the iron is hot
    * * *
    I [áiən]
    adjective
    železen, železov, barve železa; figuratively krepak, trden; figuratively trd, krut, okruten; figuratively nezlomljiv, neupogljiv
    the Iron Chancellor — Bismarck, železni kancler
    the Iron Duke — Wellington, železni vojvoda
    II [áiən]
    noun
    železo; železen predmet (npr. vžigalo znamenja v kožo), likalnik, rezilo orodja, harpuna; plural okovi; poetically meč, orožje; plural medicine železna opora za nogo
    nautical in(to) irons — v vetru, ki se ne da obrniti
    a man of iron — človek železne volje; trd, nepopustljiv človek
    to have too many irons in the fire — imeti preveč železa v ognju, delati preveč stvari hkrati
    III [áiən]
    transitive verb
    likati; vkleniti, vkovati, obiti z železom; figuratively (iz)gladiti

    English-Slovenian dictionary > iron

  • 4 кричная сталь

    1) Engineering: steel from wrought iron
    2) Metallurgy: bloomery steel

    Универсальный русско-английский словарь > кричная сталь

  • 5 Kirkaldy, David

    [br]
    b. 4 April 1820 Mayfield, Dundee, Scotland
    d. 25 January 1897 London, England
    [br]
    Scottish engineer and pioneer in materials testing.
    [br]
    The son of a merchant of Dundee, Kirkaldy was educated there, then at Merchiston Castle School, Edinburgh, and at Edinburgh University. For a while he worked in his father's office, but with a preference for engineering, in 1843 he commenced an apprenticeship at the Glasgow works of Robert Napier. After four years in the shops he was transferred to the drawing office and in a very few years rose to become Chief. Here Kirkaldy demonstrated a remarkable talent both for the meticulous recording of observations and data and for technical drawing. His work also had an aesthetic appeal and four of his drawings of Napier steamships were shown at the Paris Exhibition of 1855, earning both Napier and Kirkaldy a medal. His "as fitted" set of drawings of the Cunard Liner Persia, which had been built in 1855, is now in the possession of the National Maritime Museum at Greenwich, London; it is regarded as one of the finest examples of its kind in the world, and has even been exhibited at the Royal Academy in London.
    With the impending order for the Royal Naval Ironclad Black Prince (sister ship to HMS Warrior, now preserved at Portsmouth) and for some high-pressure marine boilers and engines, there was need for a close scientific analysis of the physical properties of iron and steel. Kirkaldy, now designated Chief Draughtsman and Calculator, was placed in charge of this work, which included comparisons of puddled steel and wrought iron, using a simple lever-arm testing machine. The tests lasted some three years and resulted in Kirkaldy's most important publication, Experiments on Wrought Iron and Steel (1862, London), which gained him wide recognition for his careful and thorough work. Napier's did not encourage him to continue testing; but realizing the growing importance of materials testing, Kirkaldy resigned from the shipyard in 1861. For the next two and a half years Kirkaldy worked on the design of a massive testing machine that was manufactured in Leeds and installed in premises in London, at The Grove, Southwark.
    The works was open for trade in January 1866 and engineers soon began to bring him specimens for testing on the great machine: Joseph Cubitt (son of William Cubitt) brought him samples of the materials for the new Blackfriars Bridge, which was then under construction. Soon The Grove became too cramped and Kirkaldy moved to 99 Southwark Street, reopening in January 1874. In the years that followed, Kirkaldy gained a worldwide reputation for rigorous and meticulous testing and recording of results, coupled with the highest integrity. He numbered the most distinguished engineers of the time among his clients.
    After Kirkaldy's death, his son William George, whom he had taken into partnership, carried on the business. When the son died in 1914, his widow took charge until her death in 1938, when the grandson David became proprietor. He sold out to Treharne \& Davies, chemical consultants, in 1965, but the works finally closed in 1974. The future of the premises and the testing machine at first seemed threatened, but that has now been secured and the machine is once more in working order. Over almost one hundred years of trading in South London, the company was involved in many famous enquiries, including the analysis of the iron from the ill-fated Tay Bridge (see Bouch, Sir Thomas).
    [br]
    Principal Honours and Distinctions
    Institution of Engineers and Shipbuilders in Scotland Gold Medal 1864.
    Bibliography
    1862, Results of an Experimental Inquiry into the Tensile Strength and Other Properties of Wrought Iron and Steel (originally presented as a paper to the 1860–1 session of the Scottish Shipbuilders' Association).
    Further Reading
    D.P.Smith, 1981, "David Kirkaldy (1820–97) and engineering materials testing", Transactions of the Newcomen Society 52:49–65 (a clear and well-documented account).
    LRD / FMW

    Biographical history of technology > Kirkaldy, David

  • 6 Adamson, Daniel

    [br]
    b. 1818 Shildon, Co. Durham, England
    d. 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 Distinctions
    President, Institution of Civil Engineers 1887.
    President, Iron and Steel Institute 1888. Institution of Civil Engineers Bessemer Gold Medal 1887.
    Further Reading
    Obituary, Engineer 69:56.
    Obituary, Engineering 49:66–8.
    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

    Biographical history of technology > Adamson, Daniel

  • 7 Bessemer, Sir Henry

    SUBJECT AREA: Metallurgy
    [br]
    b. 19 January 1813 Charlton (near Hitchin), Hertfordshire, England
    d. 15 January 1898 Denmark Hill, London, England
    [br]
    English inventor of the Bessemer steelmaking process.
    [br]
    The most valuable part of Bessemer's education took place in the workshop of his inventor father. At the age of only 17 he went to London to seek his fortune and set himself up in the trade of casting art works in white metal. He went on to the embossing of metals and other materials and this led to his first major invention, whereby a date was incorporated in the die for embossing seals, thus preventing the wholesale forgeries that had previously been committed. For this, a grateful Government promised Bessemer a paid position, a promise that was never kept; recognition came only in 1879 with a belated knighthood. Bessemer turned to other inventions, mainly in metalworking, including a process for making bronze powder and gold paint. After he had overcome technical problems, the process became highly profitable, earning him a considerable income during the forty years it was in use.
    The Crimean War presented inventors such as Bessemer with a challenge when weaknesses in the iron used to make the cannon became apparent. In 1856, at his Baxter House premises in St Paneras, London, he tried fusing cast iron with steel. Noticing the effect of an air current on the molten mixture, he constructed a reaction vessel or converter in which air was blown through molten cast iron. There was a vigorous reaction which nearly burned the house down, and Bessemer found the iron to be almost completely decarburized, without the slag threads always present in wrought iron. Bessemer had in fact invented not only a new process but a new material, mild steel. His paper "On the manufacture of malleable iron and steel without fuel" at the British Association meeting in Cheltenham later that year created a stir. Bessemer was courted by ironmasters to license the process. However, success was short-lived, for they found that phosphorus in the original iron ore passed into the metal and rendered it useless. By chance, Bessemer had used in his trials pig-iron, derived from haematite, a phosphorus-free ore. Bessemer tried hard to overcome the problem, but lacking chemical knowledge he resigned himself to limiting his process to this kind of pig-iron. This limitation was removed in 1879 by Sidney Gilchrist Thomas, who substituted a chemically basic lining in the converter in place of the acid lining used by Bessemer. This reacted with the phosphorus to form a substance that could be tapped off with the slag, leaving the steel free from this harmful element. Even so, the new material had begun to be applied in engineering, especially for railways. The open-hearth process developed by Siemens and the Martin brothers complemented rather than competed with Bessemer steel. The widespread use of the two processes had a revolutionary effect on mechanical and structural engineering and earned Bessemer around £1 million in royalties before the patents expired.
    [br]
    Principal Honours and Distinctions
    Knighted 1879. FRS 1879. Royal Society of Arts Albert Gold Medal 1872.
    Bibliography
    1905, Sir Henry Bessemer FRS: An Autobiography, London.
    LRD

    Biographical history of technology > Bessemer, Sir Henry

  • 8 Martin, Pierre Emile

    SUBJECT AREA: Metallurgy
    [br]
    b. 18 August 1824 Bourges, France
    d. 23 May 1915 Fourchambault, France
    [br]
    French metallurgist, pioneer of open-hearth steelmaking.
    [br]
    His father Emile owned an iron-and steelworks at Sireuil, near Angoulême, and, through this, Pierre became interested in improving the steelmaking process. In England, C.W. Siemens had developed the regenerative principle of waste-heat recovery that produced a much higher furnace temperature. In 1863, the Martins applied this process in an open-hearth furnace built under licence from Siemens, with the aid of his engineers. They melted a mixture of pig-and wrought iron to produce steel with the required carbon content. Martin exhibited the product at the Paris Exhibition of 1867 and was awarded a gold medal. The open-hearth process was for a long time known as the Siemens-Martin process, but Martin did not share in the profits which others gained from its successful adoption. He had difficulty in obtaining patent rights as it was claimed that the principles of the process were already known and in use. The costs of litigation brought Martin to the brink of poverty, from which relief came only late in life, when in 1907 the Comité des Forges de France opened a subscription for him that was generously supported. A week before his death, the Iron and Steel Institute of London bestowed on him their Bessemer gold medal.
    [br]
    Principal Honours and Distinctions
    Iron and Steel Institute Bessemer Gold Medal 1915.
    Further Reading
    LRD

    Biographical history of technology > Martin, Pierre Emile

  • 9 Fox, Samson

    [br]
    b. 11 July 1838 Bowling, near Bradford, Yorkshire, England
    d. 24 October 1903 Walsall, Staffordshire, England
    [br]
    English engineer who invented the corrugated boiler furnace.
    [br]
    He was the son of a cloth mill worker in Leeds and at the age of 10 he joined his father at the mill. Showing a mechanical inclination, he was apprenticed to a firm of machine-tool makers, Smith, Beacock and Tannett. There he rose to become Foreman and Traveller, and designed and patented tools for cutting bevelled gears. With his brother and one Refitt, he set up the Silver Cross engineering works for making special machine tools. In 1874 he founded the Leeds Forge Company, acting as Managing Director until 1896 and then as Chairman until shortly before his death.
    It was in 1877 that he patented his most important invention, the corrugated furnace for steam-boilers. These furnaces could withstand much higher pressures than the conventional form, and higher working pressures in marine boilers enabled triple-expansion engines to be installed, greatly improving the performance of steamships, and the outcome was the great ocean-going liners of the twentieth century. The first vessel to be equipped with the corrugated furnace was the Pretoria of 1878. At first the furnaces were made by hammering iron plates using swage blocks under a steam hammer. A plant for rolling corrugated plates was set up at Essen in Germany, and Fox installed a similar mill at his works in Leeds in 1882.
    In 1886 Fox installed a Siemens steelmaking plant and he was notable in the movement for replacing wrought iron with steel. He took out several patents for making pressed-steel underframes for railway wagons. The business prospered and Fox opened a works near Chicago in the USA, where in addition to wagon underframes he manufactured the first American pressed-steel carriages. He later added a works at Pittsburgh.
    Fox was the first in England to use water gas for his metallurgical operations and for lighting, with a saving in cost as it was cheaper than coal gas. He was also a pioneer in the acetylene industry, producing in 1894 the first calcium carbide, from which the gas is made.
    Fox took an active part in public life in and around Leeds, being thrice elected Mayor of Harrogate. As a music lover, he was a benefactor of musicians, contributing no less than £45,000 towards the cost of building the Royal College of Music in London, opened in 1894. In 1897 he sued for libel the author Jerome K.Jerome and the publishers of the Today magazine for accusing him of misusing his great generosity to the College to give a misleading impression of his commercial methods and prosperity. He won the case but was not awarded costs.
    [br]
    Principal Honours and Distinctions
    Royal Society of Arts James Watt Silver Medal and Howard Gold Medal. Légion d'honneur 1889.
    Bibliography
    1877, British Patent nos. 1097 and 2530 (the corrugated furnace or "flue", as it was often called).
    Further Reading
    Obituary, 1903, Proceedings of the Institution of Mechanical Engineers: 919–21.
    Obituary, 1903, Proceedings of the Institution of Civil Engineers (the fullest of the many obituary notices).
    G.A.Newby, 1993, "Behind the fire doors: Fox's corrugated furnace 1877 and the high pressure steamship", Transactions of the Newcomen Society 64.
    LRD

    Biographical history of technology > Fox, Samson

  • 10 Webb, Francis William

    [br]
    b. 21 May 1836 Tixall, Staffordshire, England
    d. 4 June 1906 Bournemouth, England
    [br]
    English locomotive engineer who pioneered compound locomotives in Britain and the use of steel for boilers.
    [br]
    Webb was a pupil at Crewe Works, London \& North Western Railway (LNWR), under F. Trevithick (son of Richard Trevithick), and was subsequently placed in charge of the works under Trevithick's successor, J.Ramsbottom. After a brief spell away from the LNWR, Webb returned in 1871 and was made Chief Mechanical Engineer, a post he held until his retirement in 1904.
    Webb's initial designs included the highly successful "Precedent" or "Jumbo" class 2– 4–0, from which the example Hardwicke (now preserved by the National Railway Museum, York) achieved an average speed of 67.2 mph (108.1 km/h) between Crewe and Carlisle in 1895. His 0–6–0 "coal engines" were straightforward and cheap and were built in large numbers. In 1879 Webb, having noted the introduction of compound locomotives in France by J.T.A. Mallet, rebuilt an existing 2–2–2 locomotive as a two-cylinder compound. Then in 1882, seeking fuel economy and the suppression of coupling rods, he produced a compound locomotive to his own design, the 2–2, 2–0 Experiment, in which two outside high-pressure cylinders drove the rear driving-wheels, and a single inside large-diameter low-pressure cylinder drove the front driving-wheels. This was followed by a large number of compound locomotives: three successive classes of 2–2, 2–0s; some 2–2, 2–2s; some 4–4–0s; and some 0–8–0s for goods traffic. Although these were capable of good performance, their overall value was controversial: Webb, who was notoriously autocratic, may never have been fully informed of their defects, and after his retirement most were quickly scrapped. Webb made many other innovations during his career, one of the most important being the construction of boilers from steel rather than wrought iron.
    [br]
    Further Reading
    C.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allan, Ch. 14 (describes Webb's career).
    E.L.Ahrons, 1927, The British Steam Railway Locomotive 2825–1925, London: The Locomotive Publishing Co., Chs 18 and 20 (includes a critique of Webb's compound locomotives).
    PJGR

    Biographical history of technology > Webb, Francis William

  • 11 EYRIR

    (gen. -is, pl. aurar), m.
    1) ounce of silver, the eighth part of a mark (átta aurar í mörk); hringr, er stendr sex aura, a ring weighing or worth six aurar; verðr þá at hálfri mörk vaðmála e., then the eyrir is equal to half a mark in wadmal; e. brendr = e. brends silfrs, an ounce of pure silver;
    2) ounce (svá var haglit stórt, at hvert haglkornit vá eyri);
    3) money in general, property; ljósir aurar verða at löngum trega, bright silver brings long, woe; ilir af aurum, a miser; gefin til aura (= til fjár), wedded for money; hann vissi ekki aura sinna tal, he knew not the tale (extent) of his riches; lausir aurar, opp. to ‘fastr eyrir’, movables, chattels (lönd ok lausir aurar); fríðr eyrir (= frítt fé, kvikfé), cattle;
    4) money, currency; Flosi spurði í hverjum aurum hann vildi fyrir hafa, asked in what money he wished to be paid.
    * * *
    m., gen. eyris, dat. and acc. eyri; pl. aurar, gen. aura, dat. aurum; a word prob. of foreign origin, from Lat. aureus, Fr. or, Engl. ore; (A. S. ora is, however, prob. Danish.) The first coins known in Scandinavia were Roman or Byzantine, then Saxon or English; as the old word baugr (q. v.) denoted unwrought, uncoined gold and silver, so eyrir prob. originally meant a certain coin:
    I. an ounce of silver or its amount in money, the eighth part of a mark; an eyrir is = sixty pennies (penningar) = three ertog; tuttugu penningar vegnir í örtug, þrír örtugar í eyri. átta aurar í mörk, 732. 16; silfr svá slegit at sextigir penninga görði eyri veginn, Grág. i. 500; penning, þat skal hinn tíundi (prob. a false reading, x instead of lx) hlutr eyris, 357; hálfs eyris met ek hverjan, I value each at a half eyrir, Glúm, (in a verse); leigja skip þrem aurum, to hire a boat for three aurar, Korm.; einn eyrir þess fjár heitir alaðsfestr, Grág. i. 88: the phrase, goldinn liverr eyrir, every ounce paid; galt Guðmundr hvern eyri þá þegar, Sturl. i. 141; gjalda tvá aura fyrir einn, to pay two for one, Grág. i. 396, ii. 234; verðr þá at hálfri mörk vaðmála eyrir, then the eyrir amounts to half a mark in wadmal, i. 500; brent silfr, ok er eyririnn at mörk lögaura, pure silver, the ounce of which amounts to a mark in lögaurar, 392; hring er stendr sex aura, a ring worth or weighing six aurar, Fms. ii. 246; hence baugr tví-eyringr, tvítug-eyringr, a ring weighing two or twenty aurar, Eb., Glúm.
    β. as a weight of other things beside silver; hagl hvert vá eyri, every hail-stone weighed an ounce, Fms. i. 175; stæltr lé ok vegi áttjan aura, eggelningr, þeir skulu þrír fyrir tvá aura, a scythe of wrought steel and weighing eighteen aurar, an ell-long edge, three such cost two aurar (in silver), the proportion between the weight in wrought iron and the worth in silver being 1:28, Grág. i. 501.
    γ. the amount of an ounce, without any notion of the medium of payment, hence such phrases as, tólf aura silfrs, twelve aurar to be paid in silver, Nj. 54; eyrir brendr, burnt eyrir, i. e. an eyrir sterling, pure silver, D. N.
    II. money in general; skal þar sinn eyri hverjum dæma, to every one his due, his share, Grág. i. 125; in proverbs, ljósir aurar verða at löngum trega, bright silver brings long woe, Sl. 34; margr verðr af aurum api, Hm. 74; illr af aurum, a miser, Jd. 36; vára aura, our money, Vkv. 13; leggja aura, to lay up money, Eg. (in a verse); gefin til aura (= til fjár), wedded to money, Ísl. ii. 254 (in a verse); telja e-m aura, to tell out money to one, Skv. 3. 37, cp. 39: the phrase, hann veit ekki aura sinna tal, he knows not the tale of his aurar, of boundless wealth. Mar. 88: the allit. phrase, lönd (land, estate) ok lausir aurar (movables, cp. Dan. lösöre, Swed. lösören), Eg. 2; hafa fyrirgört löndum ok lausum eyri, K. Á. 94.
    2. money or specie; the allit. phrase, aurar ok óðal, money and estates, N. G. L. i. 48; ef hann vill taka við aurum slíkum ( such payment) sem váttar vitu at hann reiddi honum, 93; þeim aurum öllum ( all valuables) sem til bús þeirra vóru keyptir, Grág. i. 412; Flosi spurði í hverjum aurum hann vildi fyrir hafa, F. asked in what money he wished to he paid, Nj. 259; lögaurar, such money as is legal tender; þú skalt gjalda mér vaðmál, ok skilrað hann frá aðra aura, other kinds of payment, Grág. i. 392; útborinn eyrir, in the phrase, mér er það enginn utborinn (or útburðar-) eyrir, I do not want to part with it, offer it for sale; eyrir vaðmála, payment in wadmal (stuff), 300, Bs. i. 639: for the double standard, the one woollen (ells), the other metal (rings or coin), and the confusion between them, see Dasent’s Burnt Njal, vol. ii. p. 397 sqq.: at different times and places the ell standard varied much, and we hear of three, six, nine, twelve ell standards (vide alin, p. 13): in such phrases as ‘mörk sex álna aura,’ the word ‘mörk’ denotes the amount, ‘sex álna’ the standard, and ‘aura’ the payment = payment of ‘a mark of six ells,’ cp. a pound sterling, K. Þ. K. 172; hundrað (the amount) þriggja álna (the standard) aura, Sturl. i. 141, 163, Boll. 362, Ísl. ii. 28; mörk sex álna eyris, Fsk. 10, N. G. L. i. 65, 101, 389, 390; þrem mörkum níu álna eyris, 387–389; sex merkr tólf álna eyrir, 81.
    β. in various compds, etc.; land-aurar, land tax, Jb. ch. i, Ó. H. 54; öfundar-eyrir, money which brings envy, Fs. 12; sak-metinn e., sak-eyrir, sakar-eyrir, money payable in fines, Fms. vii. 300; ómaga-eyrir, the money of an orphan, K. Þ. K. 158, Grág. ii. 288; liksöngs-eyrir, a ‘lyke-fee,’ burial fee (to the clergyman); vísa-eyrir, a tax: góðr e., good payment, D. N.; verð-aurar, articles used for payment, id.; forn-gildr e., standard, sterling payment, id.; færi-eyrir = lausir aurar, Skv. 3. 50; flytjandi e., id., Fr.; kaupmanna e., trade money; búmanna e., D. N.; Norrænn e., Norse money, Lv. 25; Hjaltenzkr e., Shetland money, D. N. (vide Fritzner s. v.); fríðr e., ‘kind,’ i. e. sheep and cattle, Grág.
    COMPDS:
    I. pl., aura-dagr, m. pay-day, D. N. aura-lag, n. the standard of money, Fms. vii. 300, 304. aura-lán, n. worldly luck, 656 i. 3. aura-lógan, f. the squandering of money, 655 iii. 1. aura-lykt, n. payment, D. N. aura-skortr, m. scarcity of money, D. N. aura-taka, u, f. receipt of money, N. G. L. i. 93, Gþl. 298.
    II. sing., eyris-bót, f. fine of an eyrir, Grág. i. 158. eyris-kaup, n. a bargain to the amount of an eyrir, Gþl. 511. eyris-land, n. land giving the rent of an eyrir, Fms. x. 146. eyris-skaði, a, m. loss to the amount of an eyrir, Jb. 166. eyris-tíund, f. tithe of an eyrir, K. Þ. K. 148. eyris-tollr, m. toll of an eyrir, H. E. ii. 95.

    Íslensk-ensk orðabók > EYRIR

  • 12 Stephenson, Robert

    [br]
    b. 16 October 1803 Willington Quay, Northumberland, England
    d. 12 October 1859 London, England
    [br]
    English engineer who built the locomotive Rocket and constructed many important early trunk railways.
    [br]
    Robert Stephenson's father was George Stephenson, who ensured that his son was educated to obtain the theoretical knowledge he lacked himself. In 1821 Robert Stephenson assisted his father in his survey of the Stockton \& Darlington Railway and in 1822 he assisted William James in the first survey of the Liverpool \& Manchester Railway. He then went to Edinburgh University for six months, and the following year Robert Stephenson \& Co. was named after him as Managing Partner when it was formed by himself, his father and others. The firm was to build stationary engines, locomotives and railway rolling stock; in its early years it also built paper-making machinery and did general engineering.
    In 1824, however, Robert Stephenson accepted, perhaps in reaction to an excess of parental control, an invitation by a group of London speculators called the Colombian Mining Association to lead an expedition to South America to use steam power to reopen gold and silver mines. He subsequently visited North America before returning to England in 1827 to rejoin his father as an equal and again take charge of Robert Stephenson \& Co. There he set about altering the design of steam locomotives to improve both their riding and their steam-generating capacity. Lancashire Witch, completed in July 1828, was the first locomotive mounted on steel springs and had twin furnace tubes through the boiler to produce a large heating surface. Later that year Robert Stephenson \& Co. supplied the Stockton \& Darlington Railway with a wagon, mounted for the first time on springs and with outside bearings. It was to be the prototype of the standard British railway wagon. Between April and September 1829 Robert Stephenson built, not without difficulty, a multi-tubular boiler, as suggested by Henry Booth to George Stephenson, and incorporated it into the locomotive Rocket which the three men entered in the Liverpool \& Manchester Railway's Rainhill Trials in October. Rocket, was outstandingly successful and demonstrated that the long-distance steam railway was practicable.
    Robert Stephenson continued to develop the locomotive. Northumbrian, built in 1830, had for the first time, a smokebox at the front of the boiler and also the firebox built integrally with the rear of the boiler. Then in Planet, built later the same year, he adopted a layout for the working parts used earlier by steam road-coach pioneer Goldsworthy Gurney, placing the cylinders, for the first time, in a nearly horizontal position beneath the smokebox, with the connecting rods driving a cranked axle. He had evolved the definitive form for the steam locomotive.
    Also in 1830, Robert Stephenson surveyed the London \& Birmingham Railway, which was authorized by Act of Parliament in 1833. Stephenson became Engineer for construction of the 112-mile (180 km) railway, probably at that date the greatest task ever undertaken in of civil engineering. In this he was greatly assisted by G.P.Bidder, who as a child prodigy had been known as "The Calculating Boy", and the two men were to be associated in many subsequent projects. On the London \& Birmingham Railway there were long and deep cuttings to be excavated and difficult tunnels to be bored, notoriously at Kilsby. The line was opened in 1838.
    In 1837 Stephenson provided facilities for W.F. Cooke to make an experimental electrictelegraph installation at London Euston. The directors of the London \& Birmingham Railway company, however, did not accept his recommendation that they should adopt the electric telegraph and it was left to I.K. Brunel to instigate the first permanent installation, alongside the Great Western Railway. After Cooke formed the Electric Telegraph Company, Stephenson became a shareholder and was Chairman during 1857–8.
    Earlier, in the 1830s, Robert Stephenson assisted his father in advising on railways in Belgium and came to be increasingly in demand as a consultant. In 1840, however, he was almost ruined financially as a result of the collapse of the Stanhope \& Tyne Rail Road; in return for acting as Engineer-in-Chief he had unwisely accepted shares, with unlimited liability, instead of a fee.
    During the late 1840s Stephenson's greatest achievements were the design and construction of four great bridges, as part of railways for which he was responsible. The High Level Bridge over the Tyne at Newcastle and the Royal Border Bridge over the Tweed at Berwick were the links needed to complete the East Coast Route from London to Scotland. For the Chester \& Holyhead Railway to cross the Menai Strait, a bridge with spans as long-as 460 ft (140 m) was needed: Stephenson designed them as wrought-iron tubes of rectangular cross-section, through which the trains would pass, and eventually joined the spans together into a tube 1,511 ft (460 m) long from shore to shore. Extensive testing was done beforehand by shipbuilder William Fairbairn to prove the method, and as a preliminary it was first used for a 400 ft (122 m) span bridge at Conway.
    In 1847 Robert Stephenson was elected MP for Whitby, a position he held until his death, and he was one of the exhibition commissioners for the Great Exhibition of 1851. In the early 1850s he was Engineer-in-Chief for the Norwegian Trunk Railway, the first railway in Norway, and he also built the Alexandria \& Cairo Railway, the first railway in Africa. This included two tubular bridges with the railway running on top of the tubes. The railway was extended to Suez in 1858 and for several years provided a link in the route from Britain to India, until superseded by the Suez Canal, which Stephenson had opposed in Parliament. The greatest of all his tubular bridges was the Victoria Bridge across the River St Lawrence at Montreal: after inspecting the site in 1852 he was appointed Engineer-in-Chief for the bridge, which was 1 1/2 miles (2 km) long and was designed in his London offices. Sadly he, like Brunel, died young from self-imposed overwork, before the bridge was completed in 1859.
    [br]
    Principal Honours and Distinctions
    FRS 1849. President, Institution of Mechanical Engineers 1849. President, Institution of Civil Engineers 1856. Order of St Olaf (Norway). Order of Leopold (Belgium). Like his father, Robert Stephenson refused a knighthood.
    Further Reading
    L.T.C.Rolt, 1960, George and Robert Stephenson, London: Longman (a good modern biography).
    J.C.Jeaffreson, 1864, The Life of Robert Stephenson, London: Longman (the standard nine-teenth-century biography).
    M.R.Bailey, 1979, "Robert Stephenson \& Co. 1823–1829", Transactions of the Newcomen Society 50 (provides details of the early products of that company).
    J.Kieve, 1973, The Electric Telegraph, Newton Abbot: David \& Charles.
    PJGR

    Biographical history of technology > Stephenson, Robert

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