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1 use one's locomotives
Общая лексика: идти на своих на двоих -
2 use one's locomotives
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3 locomotive
ˈləukəˌməutɪv
1. сущ.
1) локомотив, паровоз, тепловоз, электровоз
2) мн. разг. ноги
2. прил.
1) а) движущий(ся) locomotive power б) шутл. постоянно путешествующий;
не могущий усидеть на месте He had all his life been restless and locomotive, with an irresistible desire for change. ≈ Всю свою жизнь он был неугомонным и все время путешествовал, сохраняя неиссякаемую жажду к изменениям.
2) двигательный Syn: impellent, motive
3) локомотивный locomotive depot ≈ паровозное депо локомотив ноги - use your * идите на своих двоих движущий - * faculty способность движения - * power движущая сила;
сила тяги( паровоза и т. п.) движущийся - * engine локомотив помешанный на путешествиях - * person вечный путешественник - in these * days в наши дни помешательства на путешествиях способный стимулировать или ускорить экономический рост - * economies страны, быстро растущие в экономическом отношении двигательный - * organs двигательные органы локомотивный - * depot /shed/ паровозное депо - * engineering локомотивостроение - * works паровозостроительный завод bank ~ ж.-д. толкач battery ~ электровоз ~ локомотивный;
locomotive depot паровозное депо ~ движущий(ся) ;
locomotive power движущая сила;
locomotive faculty способность движения ~ движущий(ся) ;
locomotive power движущая сила;
locomotive faculty способность движения ~ pl разг. ноги;
to use one's locomotives = идти на своих на двоихБольшой англо-русский и русско-английский словарь > locomotive
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4 loco
̈ɪˈləukəu I
1. сущ.;
амер.
1) бот. астрагал (ядовитое растение)
2) болезнь скота, вызываемая этим растением (тж. loco disease)
2. прил.;
разг. сумасшедший, чокнутый go loco Syn: mad, insane
3. гл.
1) отравить астрагалом
2) разг. свести с ума II сокр. от locomotive
1.
1) (американизм) (ботаника) астрагал (Astragalus;
ядовитая для скота трава) (ветеринарное) отравление астрагалом (американизм) (разговорное) сумасшедший, чокнутый;
белены объелся (американизм) отравить астрагалом (американизм) (разговорное) свести с ума сокр. от locomotive ~ разг. сумасшедший;
to go loco сойти с ума, спятить loco амер. бот. астрагал (ядовитое растение) ~ амер. болезнь скота, вызываемая этим растением (тж. loco disease) ~ сокр. от locomotive ~ разг. свести с ума ~ разг. сумасшедший;
to go loco сойти с ума, спятить ~ сокр. от locomotive locomotive: locomotive двигательный ~ движущий(ся) ;
locomotive power движущая сила;
locomotive faculty способность движения ~ локомотив, паровоз, тепловоз, электровоз ~ локомотивный;
locomotive depot паровозное депо ~ pl разг. ноги;
to use one's locomotives = идти на своих на двоих ~ шутл. постоянно путешествующий -
5 locomotive
locomotive [ˊləυkəˏməυtɪv]1. n1) локомоти́в, парово́з, теплово́з, электрово́з2) pl сл. но́ги;to use one's locomotives ≅ идти́ на свои́х на двои́х
2. a1) дви́жущий(ся);locomotive power дви́жущая си́ла
;locomotive faculty спосо́бность движе́ния
2) дви́гательный3) локомоти́вный;locomotive depot парово́зное депо́
4) шутл. постоя́нно путеше́ствующий -
6 locomotive
1. noun1) локомотив, паровоз, тепловоз, электровоз2) (pl.) collocation ноги; to use one's locomotives = идти на своих на двоих2. adjective1) движущий(ся); locomotive power движущая сила; locomotive faculty способность движения2) joc. постоянно путешествующий3) двигательный4) локомотивный; locomotive depot паровозное депо* * *1 (0) ноги2 (a) двигательный; движущий; локомотивный; помешанный на путешествиях3 (n) локомотив4 (r) движущийся5 (v) способный ускорить экономический рост* * *локомотив, паровоз, тепловоз, электровоз* * *[ 'ləʊkə'məʊtɪv] n. локомотив, паровоз, тепловоз, электровоз adj. движущийся, постоянно путешествующий, двигательный, локомотивный* * ** * *1. сущ. 1) локомотив 2) мн. разг. ноги 2. прил. 1) а) движущий(ся) б) шутл. постоянно путешествующий; не могущий усидеть на месте 2) двигательный 3) локомотивный -
7 loco
[̈ɪˈləukəu]loco разг. сумасшедший; to go loco сойти с ума, спятить loco амер. бот. астрагал (ядовитое растение) loco амер. болезнь скота, вызываемая этим растением (тж. loco disease) loco сокр. от locomotive loco разг. свести с ума loco разг. сумасшедший; to go loco сойти с ума, спятить loco сокр. от locomotive locomotive: locomotive двигательный loco движущий(ся); locomotive power движущая сила; locomotive faculty способность движения loco локомотив, паровоз, тепловоз, электровоз loco локомотивный; locomotive depot паровозное депо loco pl разг. ноги; to use one's locomotives = идти на своих на двоих loco шутл. постоянно путешествующий -
8 locomotive
[ˈləukəˌməutɪv]bank locomotive ж.-д. толкач battery locomotive электровоз locomotive локомотивный; locomotive depot паровозное депо locomotive движущий(ся); locomotive power движущая сила; locomotive faculty способность движения locomotive движущий(ся); locomotive power движущая сила; locomotive faculty способность движения locomotive pl разг. ноги; to use one's locomotives = идти на своих на двоих -
9 Blenkinsop, John
[br]b. 1783 near Newcastle upon Tyne, Englandd. 22 January 1831 Leeds, England[br]English coal-mine manager who made the first successful commercial use of steam locomotives.[br]In 1808 Blenkinsop became agent to J.C.Brandling, MP, owner of Middleton Colliery, from which coal was carried to Leeds over the Middle-ton Waggonway. This had been built by Brandling's ancestor Charles Brandling, who in 1758 obtained an Act of Parliament to establish agreements with owners of land over which the wagon way was to pass. That was the first railway Act of Parliament.By 1808 horse haulage was becoming uneconomic because the price of fodder had increased due to the Napoleonic wars. Brandling probably saw the locomotive Catch-Me- Who-Can demonstrated by Richard Trevithick. In 1811 Blenkinsop patented drive by cog-wheel and rack rail, the power to be provided preferably by a steam engine. His object was to produce a locomotive able to haul a substantial load, while remaining light enough to minimize damage to rails made from cast iron which, though brittle, was at that date the strongest material from which rails could be made. The wagonway, formerly of wood, was relaid with iron-edge rails; along one side rails cast with rack teeth were laid beside the running surface. Locomotives incorporating Blenkinsop's cog-wheel drive were designed by Matthew Murray and built by Fenton Murray \& Wood. The design was developed from Trevithick's to include two cylinders, for easier starting and smoother running. The first locomotive was given its first public trial on 24 June 1812, when it successfully hauled eight wagons of coal, on to which fifty spectators climbed. Locomotives of this type entered regular service later in the summer and proved able to haul loads of 110 tons; Trevithick's locomotive of 1804 had managed 25 tons.Blenkinsop-type locomotives were introduced elsewhere in Britain and in Europe, and those upon the Kenton \& Coxlodge Wagonway, near Newcastle upon Tyne, were observed by George Stephenson. The Middleton locomotives remained at work until 1835.[br]Bibliography10 April, 1811, "Certain Mechanical Means by which the Conveyance of Coals, Minerals and Other Articles is Facilitated….", British patent no. 3,431.Further ReadingJ.Bushell, 1975, The World's Oldest Railway, Sheffield: Turntable (describes Blenkinsop's work).E.K.Scott (ed.), 1928, Matthew Murray, Pioneer Engineer, Leeds.C.von Oeynhausen and H.von Dechen, 1971, Railways in England 1826 and 1827, Cambridge: W.Heffer \& Sons.PJGR -
10 Rastrick, John Urpeth
[br]b. 26 January 1780 Morpeth, Englandd. 1 November 1856 Chertsey, England[br]English engineer whose career spanned the formative years of steam railways, from constructing some of the earliest locomotives to building great trunk lines.[br]John Urpeth Rastrick, son of an engineer, was initially articled to his father and then moved to Ketley Ironworks, Shropshire, c. 1801. In 1808 he entered into a partnership with John Hazledine at Bridgnorth, Shropshire: Hazledine and Rastrick built many steam engines to the designs of Richard Trevithick, including the demonstration locomotive Catch-Me-Who-Can. The firm also built iron bridges, notably the bridge over the River Wye at Chepstow in 1815–16.Between 1822 and 1826 the Stratford \& Moreton Railway was built under Rastrick's direction. Malleable iron rails were laid, in one of the first instances of their use. They were supplied by James Foster of Stourbridge, with whom Rastrick went into partnership after the death of Hazledine. In 1825 Rastrick was one of a team of engineers sent by the committee of the proposed Liverpool \& Manchester Railway (L \& MR) to carry out trials of locomotives built by George Stephenson on the Killingworth Waggonway. Early in 1829 the directors of the L \& MR, which was by then under construction, sent Rastrick and James Walker to inspect railways in North East England and report on the relative merits of steam locomotives and fixed engines with cable haulage. They reported, rather hesitantly, in favour of the latter, particularly the reciprocal system of Benjamin Thompson. In consequence the Rainhill Trials, at which Rastrick was one of the judges, were held that October. In 1829 Rastrick constructed the Shutt End colliery railway in Worcestershire, for which Foster and Rastrick built the locomotive Agenoria; this survives in the National Railway Museum. Three similar locomotives were built to the order of Horatio Allen for export to the USA.From then until he retired in 1847 Rastrick found ample employment surveying railways, appearing as a witness before Parliamentary committees, and supervising construction. Principally, he surveyed the southern part of the Grand Junction Railway, which was built for the most part by Joseph Locke, and the line from Manchester to Crewe which was eventually built as the Manchester \& Birmingham Railway. The London \& Brighton Railway (Croydon to Brighton) was his great achievement: built under Rastrick's supervision between 1836 and 1840, it included three long tunnels and the magnificent Ouse Viaduct. In 1845 he was Engineer to the Gravesend \& Rochester Railway, the track of which was laid through the Thames \& Medway Canal's Strood Tunnel, partly on the towpath and partly on a continuous staging over the water.[br]Principal Honours and DistinctionsFRS 1837.Bibliography1829, with Walker, Report…on the Comparative Merits of Locomotive and Fixed Engines, Liverpool.Further ReadingC.F.Dendy Marshall, 1953, A History of Railway Locomotives Down to the End of the Year 1831, The Locomotive Publishing Co.R.E.Carlson, 1969, The Liverpool \& Manchester Railway Project 1821–1831, Newton Abbot: David \& Charles.C.Hadfield and J.Norris, 1962, Waterways to Stratford, Newton Abbot: David \& Charles (covers Stratford and Moreton Railway).See also: Stephenson, RobertPJGR -
11 Murray, Matthew
SUBJECT AREA: Land transport, Mechanical, pneumatic and hydraulic engineering, Railways and locomotives, Steam and internal combustion engines[br]b. 1765 near Newcastle upon Tyne, Englandd. 20 February 1826 Holbeck, Leeds, England[br]English mechanical engineer and steam engine, locomotive and machine-tool pioneer.[br]Matthew Murray was apprenticed at the age of 14 to a blacksmith who probably also did millwrighting work. He then worked as a journeyman mechanic at Stockton-on-Tees, where he had experience with machinery for a flax mill at Darlington. Trade in the Stockton area became slack in 1788 and Murray sought work in Leeds, where he was employed by John Marshall, who owned a flax mill at Adel, located about 5 miles (8 km) from Leeds. He soon became Marshall's chief mechanic, and when in 1790 a new mill was built in the Holbeck district of Leeds by Marshall and his partner Benyon, Murray was responsible for the installation of the machinery. At about this time he took out two patents relating to improvements in textile machinery.In 1795 he left Marshall's employment and, in partnership with David Wood (1761– 1820), established a general engineering and millwrighting business at Mill Green, Holbeck. In the following year the firm moved to a larger site at Water Lane, Holbeck, and additional capital was provided by two new partners, James Fenton (1754–1834) and William Lister (1796–1811). Lister was a sleeping partner and the firm was known as Fenton, Murray \& Wood and was organized so that Fenton kept the accounts, Wood was the administrator and took charge of the workshops, while Murray provided the technical expertise. The factory was extended in 1802 by the construction of a fitting shop of circular form, after which the establishment became known as the "Round Foundry".In addition to textile machinery, the firm soon began the manufacture of machine tools and steam-engines. In this field it became a serious rival to Boulton \& Watt, who privately acknowledged Murray's superior craftsmanship, particularly in foundry work, and resorted to some industrial espionage to discover details of his techniques. Murray obtained patents for improvements in steam engines in 1799, 1801 and 1802. These included automatic regulation of draught, a mechanical stoker and his short-D slide valve. The patent of 1801 was successfully opposed by Boulton \& Watt. An important contribution of Murray to the development of the steam engine was the use of a bedplate so that the engine became a compact, self-contained unit instead of separate components built into an en-gine-house.Murray was one of the first, if not the very first, to build machine tools for sale. However, this was not the case with the planing machine, which he is said to have invented to produce flat surfaces for his slide valves. Rather than being patented, this machine was kept secret, although it was apparently in use before 1814.In 1812 Murray was engaged by John Blenkinsop (1783–1831) to build locomotives for his rack railway from Middleton Colliery to Leeds (about 3 1/2 miles or 5.6 km). Murray was responsible for their design and they were fitted with two double-acting cylinders and cranks at right angles, an important step in the development of the steam locomotive. About six of these locomotives were built for the Middleton and other colliery railways and some were in use for over twenty years. Murray also supplied engines for many early steamboats. In addition, he built some hydraulic machinery and in 1814 patented a hydraulic press for baling cloth.Murray's son-in-law, Richard Jackson, later became a partner in the firm, which was then styled Fenton, Murray \& Jackson. The firm went out of business in 1843.[br]Principal Honours and DistinctionsSociety of Arts Gold Medal 1809 (for machine for hackling flax).Further ReadingL.T.C.Rolt, 1962, Great Engineers, London (contains a good short biography).E.Kilburn Scott (ed.), 1928, Matthew Murray, Pioneer Engineer, Leeds (a collection of essays and source material).C.F.Dendy Marshall, 1953, A History of Railway Locomotives Down to the End of theYear 1831, London.L.T.C.Rolt, 1965, Tools for the Job, London; repub. 1986 (provides information on Murray's machine-tool work).Some of Murray's correspondence with Simon Goodrich of the Admiralty has been published in Transactions of the Newcomen Society 3 (1922–3); 6(1925–6); 18(1937– 8); and 32 (1959–60).RTS -
12 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 -
13 Allen, Horatio
[br]b. 10 May 1802 Schenectady, New York, USAd. 1 January 1890 South Orange, New Jersey, USA[br]American engineer, pioneer of steam locomotives.[br]Allen was the Resident Engineer for construction of the Delaware \& Hudson Canal and in 1828 was instructed by J.B. Jervis to visit England to purchase locomotives for the canal's rail extension. He drove the locomotive Stourbridge Lion, built by J.U. Rastrick, on its first trial on 9 August 1829, but weak track prevented its regular use.Allen was present at the Rainhill Trials on the Liverpool \& Manchester Railway in October 1829. So was E.L.Miller, one of the promoters of the South Carolina Canal \& Rail Road Company, to which Allen was appointed Chief Engineer that autumn. Allen was influential in introducing locomotives to this railway, and the West Point Foundry built a locomotive for it to his design; it was the first locomotive built in the USA for sale. This locomotive, which bore some resemblance to Novelty, built for Rainhill by John Braithwaite and John Ericsson, was named Best Friend of Charleston. On Christmas Day 1830 it hauled the first scheduled steam train to run in America, carrying 141 passengers.In 1832 the West Point Foundry built four double-ended, articulated 2–2–0+0–2–2 locomotives to Horatio Allen's design for the South Carolina railroad. From each end of a central firebox extended two boiler barrels side by side with common smokeboxes and chimneys; wheels were mounted on swivelling sub-frames, one at each end, beneath these boilers. Allen's principal object was to produce a powerful locomotive with a light axle loading.Allen subsequently became a partner in Stillman, Allen \& Co. of New York, builders of marine engines, and in 1843 was President of the Erie Railroad.[br]Further ReadingJ.Marshall, 1978, A Biographical Dictionary of Railway Engineers, Newton Abbot: David \& Charles.Dictionary of American Biography.R.E.Carlson, 1969, The Liverpool \& Manchester Railway Project 1821–1831, Newton Abbot: David \& Charles.J.F.Stover, 1961, American Railroads, Chicago: University of Chicago Press.J.H.White Jr, 1994, "Old debts and new visions", in Common Roots—Separate Branches, London: Science Museum, 79–82.PJGR -
14 Curr, John
[br]b. 1756 Kyo, near Lanchester, or in Greenside, near Ryton-on-Tyne, Durham, Englandd. 27 January 1823 Sheffield, England[br]English coal-mine manager and engineer, inventor of flanged, cast-iron plate rails.[br]The son of a "coal viewer", Curr was brought up in the West Durham colliery district. In 1777 he went to the Duke of Norfolk's collieries at Sheffield, where in 1880 he was appointed Superintendent. There coal was conveyed underground in baskets on sledges: Curr replaced the wicker sledges with wheeled corves, i.e. small four-wheeled wooden wagons, running on "rail-roads" with cast-iron rails and hauled from the coal-face to the shaft bottom by horses. The rails employed hitherto had usually consisted of plates of iron, the flange being on the wheels of the wagon. Curr's new design involved flanges on the rails which guided the vehicles, the wheels of which were unflanged and could run on any hard surface. He appears to have left no precise record of the date that he did this, and surviving records have been interpreted as implying various dates between 1776 and 1787. In 1787 John Buddle paid tribute to the efficiency of the rails of Curr's type, which were first used for surface transport by Joseph Butler in 1788 at his iron furnace at Wingerworth near Chesterfield: their use was then promoted widely by Benjamin Outram, and they were adopted in many other English mines. They proved serviceable until the advent of locomotives demanded different rails.In 1788 Curr also developed a system for drawing a full corve up a mine shaft while lowering an empty one, with guides to separate them. At the surface the corves were automatically emptied by tipplers. Four years later he was awarded a patent for using double ropes for lifting heavier loads. As the weight of the rope itself became a considerable problem with the increasing depth of the shafts, Curr invented the flat hemp rope, patented in 1798, which consisted of several small round ropes stitched together and lapped upon itself in winding. It acted as a counterbalance and led to a reduction in the time and cost of hoisting: at the beginning of a run the loaded rope began to coil upon a small diameter, gradually increasing, while the unloaded rope began to coil off a large diameter, gradually decreasing.Curr's book The Coal Viewer (1797) is the earliest-known engineering work on railway track and it also contains the most elaborate description of a Newcomen pumping engine, at the highest state of its development. He became an acknowledged expert on construction of Newcomen-type atmospheric engines, and in 1792 he established a foundry to make parts for railways and engines.Because of the poor financial results of the Duke of Norfolk's collieries at the end of the century, Curr was dismissed in 1801 despite numerous inventions and improvements which he had introduced. After his dismissal, six more of his patents were concerned with rope-making: the one he gained in 1813 referred to the application of flat ropes to horse-gins and perpendicular drum-shafts of steam engines. Curr also introduced the use of inclined planes, where a descending train of full corves pulled up an empty one, and he was one of the pioneers employing fixed steam engines for hauling. He may have resided in France for some time before his death.[br]Bibliography1788. British patent no. 1,660 (guides in mine shafts).1789. An Account of tin Improved Method of Drawing Coals and Extracting Ores, etc., from Mines, Newcastle upon Tyne.1797. The Coal Viewer and Engine Builder's Practical Companion; reprinted with five plates and an introduction by Charles E.Lee, 1970, London: Frank Cass, and New York: Augustus M.Kelley.1798. British patent no. 2,270 (flat hemp ropes).Further ReadingF.Bland, 1930–1, "John Curr, originator of iron tram roads", Transactions of the Newcomen Society 11:121–30.R.A.Mott, 1969, Tramroads of the eighteenth century and their originator: John Curr', Transactions of the Newcomen Society 42:1–23 (includes corrections to Fred Bland's earlier paper).Charles E.Lee, 1970, introduction to John Curr, The Coal Viewer and Engine Builder's Practical Companion, London: Frank Cass, pp. 1–4; orig. pub. 1797, Sheffield (contains the most comprehensive biographical information).R.Galloway, 1898, Annals of Coalmining, Vol. I, London; reprinted 1971, London (provides a detailed account of Curr's technological alterations).WK / PJGR -
15 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 -
16 Gresley, Sir Herbert Nigel
[br]b. 19 June 1876 Edinburgh, Scotlandd. 5 April 1941 Hertford, England[br]English mechanical engineer, designer of the A4-class 4–6–2 locomotive holding the world speed record for steam traction.[br]Gresley was the son of the Rector of Netherseale, Derbyshire; he was educated at Marlborough and by the age of 13 was skilled at making sketches of locomotives. In 1893 he became a pupil of F.W. Webb at Crewe works, London \& North Western Railway, and in 1898 he moved to Horwich works, Lancashire \& Yorkshire Railway, to gain drawing-office experience under J.A.F.Aspinall, subsequently becoming Foreman of the locomotive running sheds at Blackpool. In 1900 he transferred to the carriage and wagon department, and in 1904 he had risen to become its Assistant Superintendent. In 1905 he moved to the Great Northern Railway, becoming Superintendent of its carriage and wagon department at Doncaster under H.A. Ivatt. In 1906 he designed and produced a bogie luggage van with steel underframe, teak body, elliptical roof, bowed ends and buckeye couplings: this became the prototype for East Coast main-line coaches built over the next thirty-five years. In 1911 Gresley succeeded Ivatt as Locomotive, Carriage \& Wagon Superintendent. His first locomotive was a mixed-traffic 2–6–0, his next a 2–8–0 for freight. From 1915 he worked on the design of a 4–6–2 locomotive for express passenger traffic: as with Ivatt's 4 4 2s, the trailing axle would allow the wide firebox needed for Yorkshire coal. He also devised a means by which two sets of valve gear could operate the valves on a three-cylinder locomotive and applied it for the first time on a 2–8–0 built in 1918. The system was complex, but a later simplified form was used on all subsequent Gresley three-cylinder locomotives, including his first 4–6–2 which appeared in 1922. In 1921, Gresley introduced the first British restaurant car with electric cooking facilities.With the grouping of 1923, the Great Northern Railway was absorbed into the London \& North Eastern Railway and Gresley was appointed Chief Mechanical Engineer. More 4–6– 2s were built, the first British class of such wheel arrangement. Modifications to their valve gear, along lines developed by G.J. Churchward, reduced their coal consumption sufficiently to enable them to run non-stop between London and Edinburgh. So that enginemen might change over en route, some of the locomotives were equipped with corridor tenders from 1928. The design was steadily improved in detail, and by comparison an experimental 4–6–4 with a watertube boiler that Gresley produced in 1929 showed no overall benefit. A successful high-powered 2–8–2 was built in 1934, following the introduction of third-class sleeping cars, to haul 500-ton passenger trains between Edinburgh and Aberdeen.In 1932 the need to meet increasing road competition had resulted in the end of a long-standing agreement between East Coast and West Coast railways, that train journeys between London and Edinburgh by either route should be scheduled to take 8 1/4 hours. Seeking to accelerate train services, Gresley studied high-speed, diesel-electric railcars in Germany and petrol-electric railcars in France. He considered them for the London \& North Eastern Railway, but a test run by a train hauled by one of his 4–6–2s in 1934, which reached 108 mph (174 km/h), suggested that a steam train could better the railcar proposals while its accommodation would be more comfortable. To celebrate the Silver Jubilee of King George V, a high-speed, streamlined train between London and Newcastle upon Tyne was proposed, the first such train in Britain. An improved 4–6–2, the A4 class, was designed with modifications to ensure free running and an ample reserve of power up hill. Its streamlined outline included a wedge-shaped front which reduced wind resistance and helped to lift the exhaust dear of the cab windows at speed. The first locomotive of the class, named Silver Link, ran at an average speed of 100 mph (161 km/h) for 43 miles (69 km), with a maximum speed of 112 1/2 mph (181 km/h), on a seven-coach test train on 27 September 1935: the locomotive went into service hauling the Silver Jubilee express single-handed (since others of the class had still to be completed) for the first three weeks, a round trip of 536 miles (863 km) daily, much of it at 90 mph (145 km/h), without any mechanical troubles at all. Coaches for the Silver Jubilee had teak-framed, steel-panelled bodies on all-steel, welded underframes; windows were double glazed; and there was a pressure ventilation/heating system. Comparable trains were introduced between London Kings Cross and Edinburgh in 1937 and to Leeds in 1938.Gresley did not hesitate to incorporate outstanding features from elsewhere into his locomotive designs and was well aware of the work of André Chapelon in France. Four A4s built in 1938 were equipped with Kylchap twin blast-pipes and double chimneys to improve performance still further. The first of these to be completed, no. 4468, Mallard, on 3 July 1938 ran a test train at over 120 mph (193 km/h) for 2 miles (3.2 km) and momentarily achieved 126 mph (203 km/h), the world speed record for steam traction. J.Duddington was the driver and T.Bray the fireman. The use of high-speed trains came to an end with the Second World War. The A4s were then demonstrated to be powerful as well as fast: one was noted hauling a 730-ton, 22-coach train at an average speed exceeding 75 mph (120 km/h) over 30 miles (48 km). The war also halted electrification of the Manchester-Sheffield line, on the 1,500 volt DC overhead system; however, anticipating eventual resumption, Gresley had a prototype main-line Bo-Bo electric locomotive built in 1941. Sadly, Gresley died from a heart attack while still in office.[br]Principal Honours and DistinctionsKnighted 1936. President, Institution of Locomotive Engineers 1927 and 1934. President, Institution of Mechanical Engineers 1936.Further ReadingF.A.S.Brown, 1961, Nigel Gresley, Locomotive Engineer, Ian Allan (full-length biography).John Bellwood and David Jenkinson, Gresley and Stanier. A Centenary Tribute (a good comparative account).See also: Bulleid, Oliver Vaughan SnellPJGRBiographical history of technology > Gresley, Sir Herbert Nigel
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17 Worsdell, Thomas William
[br]b. 14 January 1838 Liverpool, Englandd. 28 June 1916 Arnside, Westmorland, England[br]English locomotive engineer, pioneer of the use of two-cylinder compound locomotives in Britain.[br]T.W.Worsdell was the son of Nathaniel Worsdell. After varied training, which included some time in the drawing office of the London \& North Western Railway's Crewe Works, he moved to the Pennsylvania Railroad, USA, in 1865 and shortly became Master Mechanic in charge of its locomotive workshops in Altoona. In 1871, however, he accepted an invitation from F.W. Webb to return to Crewe as Works Manager: it was while he was there that Webb produced his first compound locomotive by rebuilding an earlier simple.In 1881 T.W.Worsdell was appointed Locomotive Superintendent of the Great Eastern Railway. Working with August von Borries, who was Chief Mechanical Engineer of the Hannover Division of the Prussian State Railways, he developed a two-cylinder compound derived from the work of J.T.A. Mallet. Von Borries produced his compound 2–4–0 in 1880, Worsdell followed with a 4–4–0 in 1884; the restricted British loading gauge necessitated substitution of inside cylinders for the outside cylinders used by von Borries, particularly the large low-pressure one. T.W.Worsdell's compounds were on the whole successful and many were built, particularly on the North Eastern Railway, to which he moved as Locomotive Superintendent in 1885. There, in 1888, he started to build, uniquely, two-cylinder compound "single driver" 4–2–2s: one of them was recorded as reaching 86 mph (138 km/h). He also equipped his locomotives with a large side-window cab, which gave enginemen more protection from the elements than was usual in Britain at that time and was no doubt appreciated in the harsh winter climate of northeast England. The idea for the cab probably originated from his American experience. When T.W.Worsdell retired from the North Eastern Railway in 1890 he was succeeded by his younger brother, Wilson Worsdell, who in 1899 introduced the first 4– 6–0s intended for passenger trains in England.[br]Further ReadingC.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allan, Ch. 15 (biography).E.L.Ahrons, 1927, The British Steam Railway Locomotive 1825–1925, London: The Locomotive Publishing Co., pp. 253–5 (describes his locomotives). C.Fryer, 1990, Experiments with Steam, Patrick Stephens, Ch. 7.PJGRBiographical history of technology > Worsdell, Thomas William
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18 Bodmer, Johann Georg
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering, Railways and locomotives, Steam and internal combustion engines, Textiles, Weapons and armour[br]b. 9 December 1786 Zurich, Switzerlandd. 30 May 1864 Zurich, Switzerland[br]Swiss mechanical engineer and inventor.[br]John George Bodmer (as he was known in England) showed signs of great inventive ability even as a child. Soon after completing his apprenticeship to a local millwright, he set up his own work-shop at Zussnacht. One of his first inventions, in 1805, was a shell which exploded on impact. Soon after this he went into partnership with Baron d'Eichthal to establish a cotton mill at St Blaise in the Black Forest. Bodmer designed the water-wheels and all the machinery. A few years later they established a factory for firearms and Bodmer designed special machine tools and developed a system of interchangeable manufacture comparable with American developments at that time. More inventions followed, including a detachable bayonet for breech-loading rifles and a rifled, breech-loading cannon for 12 lb (5.4 kg) shells.Bodmer was appointed by the Grand Duke of Baden to the posts of Director General of the Government Iron Works and Inspector of Artillery. He left St Blaise in 1816 and entered completely into the service of the Grand Duke, but before taking up his duties he visited Britain for the first time and made an intensive five-month tour of textile mills, iron works, workshops and similar establishments.In 1821 he returned to Switzerland and was engaged in setting up cotton mills and other engineering works. In 1824 he went back to England, where he obtained a patent for his improvements in cotton machinery and set up a mill near Bolton incorporating his ideas. His health failing, he was obliged to return to Switzerland in 1828, but he was soon busy with engineering works there and in France. In 1833 he went to England again, first to Bolton and four years later to Manchester in partnership with H.H.Birley. In the next ten years he patented many more inventions in the fields of textile machinery, steam engines and machine tools. These included a balanced steam engine, a mechanical stoker, steam engine valve gear, gear-cutting machines and a circular planer or vertical lathe, anticipating machines of this type later developed in America by E.P. Bullard. The metric system was used in his workshops and in gearing calculations he introduced the concept of diametral pitch, which then became known as "Manchester Pitch". The balanced engine was built in stationary form and in two locomotives, but although their running was remarkably smooth the additional complication prevented their wider use.After the death of H.H.Birley in 1846, Bodmer removed to London until 1848, when he went to Austria. About 1860 he returned to his native town of Zurich. He remained actively engaged in all kinds of inventions up to the end of his life. He obtained fourteen British patents, each of which describes many inventions; two of these patents were extended beyond the normal duration of fourteen years. Two others were obtained on his behalf, one by his brother James in 1813 for his cannon and one relating to railways by Charles Fox in 1847. Many of his inventions had little direct influence but anticipated much later developments. His ideas were sound and some of his engines and machine tools were in use for over sixty years. He was elected a Member of the Institution of Civil Engineers in 1835.[br]Bibliography1845, "The advantages of working stationary and marine engines with high-pressure steam, expansively and at great velocities; and of the compensating, or double crank system", Minutes of the Proceedings of the Institution of Civil Engineers 4:372–99.1846, "On the combustion of fuel in furnaces and steam-boilers, with a description of Bodmer's fire-grate", Minutes of the Proceedings of the Institution of Civil Engineers 5:362–8.Further ReadingObituary, 1868–9, Minutes of the Proceedings of the Institution of Civil Engineers 28:573–608.H.W.Dickinson, 1929–30, "Diary of John George Bodmer, 1816–17", Transactions of the Newcomen Society 10:102–14.D.Brownlie, 1925–6, John George Bodmer, his life and work, particularly in relation to the evolution of mechanical stoking', Transactions of the Newcomen Society 6:86–110.W.O.Henderson (ed.), 1968, Industrial Britain Under the Regency: The Diaries of Escher, Bodmer, May and de Gallois 1814–1818, London: Frank Cass (a more complete account of his visit to Britain).RTS -
19 Webb, Francis William
[br]b. 21 May 1836 Tixall, Staffordshire, Englandd. 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 ReadingC.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 -
20 Adamson, Daniel
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering, Metallurgy, Steam and internal combustion engines[br]b. 1818 Shildon, Co. Durham, Englandd. January 1890 Didsbury, Manchester, England[br]English mechanical engineer, pioneer in the use of steel for boilers, which enabled higher pressures to be introduced; pioneer in the use of triple-and quadruple-expansion mill engines.[br]Adamson was apprenticed between 1835 and 1841 to Timothy Hackworth, then Locomotive Superintendent on the Stockton \& Darlington Railway. After this he was appointed Draughtsman, then Superintendent Engineer, at that railway's locomotive works until in 1847 he became Manager of Shildon Works. In 1850 he resigned and moved to act as General Manager of Heaton Foundry, Stockport. In the following year he commenced business on his own at Newton Moor Iron Works near Manchester, where he built up his business as an iron-founder and boilermaker. By 1872 this works had become too small and he moved to a 4 acre (1.6 hectare) site at Hyde Junction, Dukinfield. There he employed 600 men making steel boilers, heavy machinery including mill engines fitted with the American Wheelock valve gear, hydraulic plant and general millwrighting. His success was based on his early recognition of the importance of using high-pressure steam and steel instead of wrought iron. In 1852 he patented his type of flanged seam for the firetubes of Lancashire boilers, which prevented these tubes cracking through expansion. In 1862 he patented the fabrication of boilers by drilling rivet holes instead of punching them and also by drilling the holes through two plates held together in their assembly positions. He had started to use steel for some boilers he made for railway locomotives in 1857, and in 1860, only four years after Bessemer's patent, he built six mill engine boilers from steel for Platt Bros, Oldham. He solved the problems of using this new material, and by his death had made c.2,800 steel boilers with pressures up to 250 psi (17.6 kg/cm2).He was a pioneer in the general introduction of steel and in 1863–4 was a partner in establishing the Yorkshire Iron and Steel Works at Penistone. This was the first works to depend entirely upon Bessemer steel for engineering purposes and was later sold at a large profit to Charles Cammell \& Co., Sheffield. When he started this works, he also patented improvements both to the Bessemer converters and to the engines which provided their blast. In 1870 he helped to turn Lincolnshire into an important ironmaking area by erecting the North Lincolnshire Ironworks. He was also a shareholder in ironworks in South Wales and Cumberland.He contributed to the development of the stationary steam engine, for as early as 1855 he built one to run with a pressure of 150 psi (10.5 kg/cm) that worked quite satisfactorily. He reheated the steam between the cylinders of compound engines and then in 1861–2 patented a triple-expansion engine, followed in 1873 by a quadruple-expansion one to further economize steam. In 1858 he developed improved machinery for testing tensile strength and compressive resistance of materials, and in the same year patents for hydraulic lifting jacks and riveting machines were obtained.He was a founding member of the Iron and Steel Institute and became its President in 1888 when it visited Manchester. The previous year he had been President of the Institution of Civil Engineers when he was presented with the Bessemer Gold Medal. He was a constant contributor at the meetings of these associations as well as those of the Institution of Mechanical Engineers. He did not live to see the opening of one of his final achievements, the Manchester Ship Canal. He was the one man who, by his indomitable energy and skill at public speaking, roused the enthusiasm of the people in Manchester for this project and he made it a really practical proposition in the face of strong opposition.[br]Principal Honours and DistinctionsPresident, Institution of Civil Engineers 1887.President, Iron and Steel Institute 1888. Institution of Civil Engineers Bessemer Gold Medal 1887.Further ReadingObituary, Engineer 69:56.Obituary, Engineering 49:66–8.Obituary, Proceedings of the Institution of Civil Engineers 100:374–8.H.W.Dickinson, 1938, A Short History of the Steam Engine, Cambridge University Press (provides an illustration of Adamson's flanged seam for boilers).R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (covers the development of the triple-expansion engine).RLH
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