traction engineer

1) инженер; мн. ч. инженерно-технический персонал

2) механик

3) машинист локомотива

4) разрабатывать; проектировать; конструировать

SUBJECT AREA: Electricity, Electronics and information technology, Public utilities

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After attending Owens College, Manchester, Hopkinson was admitted to Trinity College, Cambridge, in 1867 to read for the Mathematical Tripos. An appointment in 1872 with the lighthouse department of the Chance Optical Works in Birmingham directed his attention to electrical engineering. His most noteworthy contribution to lighthouse engineering was an optical system to produce flashing lights that distinguished between individual beacons. His extensive researches on the dielectric properties of glass were recognized when he was elected to a Fellowship of the Royal Society at the age of 29. Moving to London in 1877 he became established as a consulting engineer at a time when electricity supply was about to begin on a commercial scale. During the remainder of his life, Hopkinson's researches resulted in fundamental contributions to electrical engineering practice, dynamo design and alternating current machine theory. In making a critical study of the Edison dynamo he developed the principle of the magnetic circuit, a concept also arrived at by Gisbert Kapp around the same time. Hopkinson's improvement of the Edison dynamo by reducing the length of the field magnets almost doubled its output. In 1890, in addition to-his consulting practice, Hopkinson accepted a post as the first Professor of Electrical Engineering and Head of the Siemens laboratory recently established at King's College, London. Although he was not involved in lecturing, the position gave him the necessary facilities and staff and student assistance to continue his researches. Hopkinson was consulted on many proposals for electric traction and electricity supply, including schemes in London, Manchester, Liverpool and Leeds. He also advised Mather and Platt when they were acting as contractors for the locomotives and generating plant for the City and South London tube railway. As early as 1882 he considered that an ideal method of charging for the supply of electricity should be based on a two-part tariff, with a charge related to maximum demand together with a charge for energy supplied. Hopkinson was one the foremost expert witnesses of his day in patent actions and was himself the patentee of over forty inventions, of which the three-wire system of distribution and the series-parallel connection of traction motors were his most successful. Jointly with his brother Edward, John Hopkinson communicated the outcome of his investigations to the Royal Society in a paper entitled "Dynamo Electric Machinery" in 1886. In this he also described the later widely used "back to back" test for determining the characteristics of two identical machines. His interest in electrical machines led him to more fundamental research on magnetic materials, including the phenomenon of recalescence and the disappearance of magnetism at a well-defined temperature. For his work on the magnetic properties of iron, in 1890 he was awarded the Royal Society Royal Medal. He was a member of the Alpine Club and a pioneer of rock climbing in Britain; he died, together with three of his children, in a climbing accident.

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SUBJECT AREA: Land transport, Railways and locomotives

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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.

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See also: Bulleid, Oliver Vaughan Snell

SUBJECT AREA: Civil engineering, Land transport, Railways and locomotives

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Joseph Locke was the son of a colliery viewer who had known George Stephenson in Northumberland before moving to Yorkshire: Locke himself became a pupil of Stephenson in 1823. He worked with Robert Stephenson at Robert Stephenson \& Co.'s locomotive works and surveyed railways, including the Leeds \& Selby and the Canterbury \& Whitstable, for George Stephenson.

When George Stephenson was appointed Chief Engineer for construction of the Liverpool \& Manchester Railway in 1826, the first resident engineer whom he appointed to work under him was Locke, who took a prominent part in promoting traction by locomotives rather than by fixed engines with cable haulage. The pupil eventually excelled the master and in 1835 Locke was appointed in place of Stephenson as Chief Engineer for construction of the Grand Junction Railway. He introduced double-headed rails carried in chairs on wooden sleepers, the prototype of the bullhead track that became standard on British railways for more than a century. By preparing the most detailed specifications, Locke was able to estimate the cost of the railway much more accurately than was usual at that time, and it was built at a cost close to the estimate; this made his name. He became Engineer to the London \& Southampton Railway and completed the Sheffield, Ashton-under-Lyme \& Manchester Railway, including the 3-mile (3.8 km) Woodhead Tunnel, which had been started by Charles Vignoles. He was subsequently responsible for many British main lines, including those of the companies that extended the West Coast Route northwards from Preston to Scotland. He was also Engineer to important early main lines in France, notably that from Paris to Rouen and its extension to Le Havre, and in Spain and Holland. In 1847 Locke was elected MP for Honiton.

Locke appreciated early in his career that steam locomotives able to operate over gradients steeper than at first thought practicable would be developed. Overall his monument is not great individual works of engineering, such as the famous bridges of his close contemporaries Robert Stephenson and I.K. Brunel, but a series of lines built economically but soundly through rugged country without such works; for example, the line over Shap, Cumbria.

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See also: Brassey, Thomas

SUBJECT AREA: Architecture and building, Electricity, Land transport, Railways and locomotives

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Graduating from the United States Naval Academy, Annapolis, in 1878, Sprague served at sea and with various shore establishments. In 1883 he resigned from the Navy and obtained employment with the Edison Company; but being convinced that the use of electricity for motive power was as important as that for illumination, in 1884 he founded the Sprague Electric Railway and Motor Company. Sprague began to develop reliable and efficient motors in large sizes, marketing 15 hp (11 kW) examples by 1885. He devised the method of collecting current by using a wooden, spring-loaded rod to press a roller against the underside of an overhead wire. The installation by Sprague in 1888 of a street tramway on a large scale in Richmond, Virginia, was to become the prototype of the universally adopted trolley system with overhead conductor and the beginning of commercial electric traction. Following the success of the Richmond tramway the company equipped sixty-seven other railways before its merger with Edison General Electric in 1890. The Sprague traction motor supported on the axle of electric streetcars and flexibly mounted to the bogie set a pattern that was widely adopted for many years.

Encouraged by successful experiments with multiple-sheave electric elevators, the Sprague Elevator Company was formed and installed the first set of high-speed passenger cars in 1893–4. These effectively displaced hydraulic elevators in larger buildings. From experience with control systems for these, he developed his system of multiple-unit control for electric trains, which other engineers had considered impracticable. In Sprague's system, a master controller situated in the driver's cab operated electrically at a distance the contactors and reversers which controlled the motors distributed down the train. After years of experiment, Sprague's multiple-unit control was put into use for the first time in 1898 by the Chicago South Side Elevated Railway: within fifteen years multiple-unit operation was used worldwide.

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GW / PJGR

SUBJECT AREA: Land transport, Railways and locomotives

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George Stephenson was the son of the fireman of the pumping engine at Wylam colliery, and horses drew wagons of coal along the wooden rails of the Wylam wagonway past the house in which he was born and spent his earliest childhood. While still a child he worked as a cowherd, but soon moved to working at coal pits. At 17 years of age he showed sufficient mechanical talent to be placed in charge of a new pumping engine, and had already achieved a job more responsible than that of his father. Despite his position he was still illiterate, although he subsequently learned to read and write. He was largely self-educated.

In 1801 he was appointed Brakesman of the winding engine at Black Callerton pit, with responsibility for lowering the miners safely to their work. Then, about two years later, he became Brakesman of a new winding engine erected by Robert Hawthorn at Willington Quay on the Tyne. Returning collier brigs discharged ballast into wagons and the engine drew the wagons up an inclined plane to the top of "Ballast Hill" for their contents to be tipped; this was one of the earliest applications of steam power to transport, other than experimentally.

In 1804 Stephenson moved to West Moor pit, Killingworth, again as Brakesman. In 1811 he demonstrated his mechanical skill by successfully modifying a new and unsatisfactory atmospheric engine, a task that had defeated the efforts of others, to enable it to pump a drowned pit clear of water. The following year he was appointed Enginewright at Killingworth, in charge of the machinery in all the collieries of the "Grand Allies", the prominent coal-owning families of Wortley, Liddell and Bowes, with authorization also to work for others. He built many stationary engines and he closely examined locomotives of John Blenkinsop's type on the Kenton \& Coxlodge wagonway, as well as those of William Hedley at Wylam.

It was in 1813 that Sir Thomas Liddell requested George Stephenson to build a steam locomotive for the Killingworth wagonway: Blucher made its first trial run on 25 July 1814 and was based on Blenkinsop's locomotives, although it lacked their rack-and-pinion drive. George Stephenson is credited with building the first locomotive both to run on edge rails and be driven by adhesion, an arrangement that has been the conventional one ever since. Yet Blucher was far from perfect and over the next few years, while other engineers ignored the steam locomotive, Stephenson built a succession of them, each an improvement on the last.

During this period many lives were lost in coalmines from explosions of gas ignited by miners' lamps. By observation and experiment (sometimes at great personal risk) Stephenson invented a satisfactory safety lamp, working independently of the noted scientist Sir Humphry Davy who also invented such a lamp around the same time.

In 1817 George Stephenson designed his first locomotive for an outside customer, the Kilmarnock \& Troon Railway, and in 1819 he laid out the Hetton Colliery Railway in County Durham, for which his brother Robert was Resident Engineer. This was the first railway to be worked entirely without animal traction: it used inclined planes with stationary engines, self-acting inclined planes powered by gravity, and locomotives.

On 19 April 1821 Stephenson was introduced to Edward Pease, one of the main promoters of the Stockton \& Darlington Railway (S \& DR), which by coincidence received its Act of Parliament the same day. George Stephenson carried out a further survey, to improve the proposed line, and in this he was assisted by his 18-year-old son, Robert Stephenson, whom he had ensured received the theoretical education which he himself lacked. It is doubtful whether either could have succeeded without the other; together they were to make the steam railway practicable.

At George Stephenson's instance, much of the S \& DR was laid with wrought-iron rails recently developed by John Birkinshaw at Bedlington Ironworks, Morpeth. These were longer than cast-iron rails and were not brittle: they made a track well suited for locomotives. In June 1823 George and Robert Stephenson, with other partners, founded a firm in Newcastle upon Tyne to build locomotives and rolling stock and to do general engineering work: after its Managing Partner, the firm was called Robert Stephenson \& Co.

In 1824 the promoters of the Liverpool \& Manchester Railway (L \& MR) invited George Stephenson to resurvey their proposed line in order to reduce opposition to it. William James, a wealthy land agent who had become a visionary protagonist of a national railway network and had seen Stephenson's locomotives at Killingworth, had promoted the L \& MR with some merchants of Liverpool and had carried out the first survey; however, he overreached himself in business and, shortly after the invitation to Stephenson, became bankrupt. In his own survey, however, George Stephenson lacked the assistance of his son Robert, who had left for South America, and he delegated much of the detailed work to incompetent assistants. During a devastating Parliamentary examination in the spring of 1825, much of his survey was shown to be seriously inaccurate and the L \& MR's application for an Act of Parliament was refused. The railway's promoters discharged Stephenson and had their line surveyed yet again, by C.B. Vignoles.

The Stockton \& Darlington Railway was, however, triumphantly opened in the presence of vast crowds in September 1825, with Stephenson himself driving the locomotive Locomotion, which had been built at Robert Stephenson \& Co.'s Newcastle works. Once the railway was at work, horse-drawn and gravity-powered traffic shared the line with locomotives: in 1828 Stephenson invented the horse dandy, a wagon at the back of a train in which a horse could travel over the gravity-operated stretches, instead of trotting behind.

Meanwhile, in May 1826, the Liverpool \& Manchester Railway had successfully obtained its Act of Parliament. Stephenson was appointed Engineer in June, and since he and Vignoles proved incompatible the latter left early in 1827. The railway was built by Stephenson and his staff, using direct labour. A considerable controversy arose c. 1828 over the motive power to be used: the traffic anticipated was too great for horses, but the performance of the reciprocal system of cable haulage developed by Benjamin Thompson appeared in many respects superior to that of contemporary locomotives. The company instituted a prize competition for a better locomotive and the Rainhill Trials were held in October 1829.

Robert Stephenson had been working on improved locomotive designs since his return from America in 1827, but it was the L \& MR's Treasurer, Henry Booth, who suggested the multi-tubular boiler to George Stephenson. This was incorporated into a locomotive built by Robert Stephenson for the trials: Rocket was entered by the three men in partnership. The other principal entrants were Novelty, entered by John Braithwaite and John Ericsson, and Sans Pareil, entered by Timothy Hackworth, but only Rocket, driven by George Stephenson, met all the organizers' demands; indeed, it far surpassed them and demonstrated the practicability of the long-distance steam railway. With the opening of the Liverpool \& Manchester Railway in 1830, the age of railways began.

Stephenson was active in many aspects. He advised on the construction of the Belgian State Railway, of which the Brussels-Malines section, opened in 1835, was the first all-steam railway on the European continent. In England, proposals to link the L \& MR with the Midlands had culminated in an Act of Parliament for the Grand Junction Railway in 1833: this was to run from Warrington, which was already linked to the L \& MR, to Birmingham. George Stephenson had been in charge of the surveys, and for the railway's construction he and J.U. Rastrick were initially Principal Engineers, with Stephenson's former pupil Joseph Locke under them; by 1835 both Stephenson and Rastrick had withdrawn and Locke was Engineer-in-Chief. Stephenson remained much in demand elsewhere: he was particularly associated with the construction of the North Midland Railway (Derby to Leeds) and related lines. He was active in many other places and carried out, for instance, preliminary surveys for the Chester \& Holyhead and Newcastle \& Berwick Railways, which were important links in the lines of communication between London and, respectively, Dublin and Edinburgh.

He eventually retired to Tapton House, Chesterfield, overlooking the North Midland. A man who was self-made (with great success) against colossal odds, he was ever reluctant, regrettably, to give others their due credit, although in retirement, immensely wealthy and full of honour, he was still able to mingle with people of all ranks.

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SUBJECT AREA: Electricity

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Kapp entered the Polytechnic School in Zurich in 1869 and gained a mechanical engineering diploma. He became a member of the engineering staff at the Vienna International Exhibition of 1873, and then spent some time in the Austrian navy before entering the service of Gwynne \& Co. of London, where he designed centrifugal pumps and gas exhausters. Kapp resolved to become an electrical engineer after a visit to the Paris Electrical Exhibition of 1881 and in the following year was appointed Manager of the Crompton Co. works at Chelmsford. There he developed and patented the dynamo with compound field winding. Also at that time, with Crompton, he patented electrical measuring instruments with over-saturated electromagnets. He became a naturalized British subject in 1881.

In 1886 Kapp's most influential paper was published. This described his concept of the magnetic circuit, providing for the first time a sound theoretical basis for dynamo design. The theory was also developed independently by J. Hopkinson. After commencing practice as a consulting engineer in 1884 he carried out design work on dynamos and also electricity-supply and -traction schemes in Germany, Italy, Norway, Russia and Switzerland. From 1891 to 1894 much of his time was spent designing a new generating station in Bristol, officially as Assistant to W.H. Preece. There followed an appointment in Germany as General Secretary of the Verband Deutscher Electrotechniker. For some years he edited the Electrotechnische Zeitschrift and was also a part-time lecturer at the Charlottenberg Technical High School in Berlin. In 1904 Kapp was invited to accept the new Chair of Electrical Engineering at the University of Birmingham, which he occupied until 1919. He was the author of several books on electrical machine and transformer design.

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1) Общая лексика: hum. сокр. Embryo Transfer, hum. сокр. Embryo Transplant

2) Компьютерная техника: exchange termination

3) Авиация: ground controller approach, electronic ticket

4) Медицина: endothelin

5) Американизм: Equal Time

6) Спорт: End Time

7) Военный термин: Earth Terminal, Electronic Trigger, Embedded Training, Enhanced Terminal, European theater, Extra Tanked, educational training, elapsed time, electronic technology, emergency takeover, emerging technologies, employment testing, engineer training, engineering test, equipment test, equivalent training, estimated time, estimation techniques, evaluation test, experiment test, exploratory technique, explosive technology, explosive train

8) Техника: Electric Toothbrush, earliest time, eddy current test, electric telegraph, electron tube, electronics test, emergency tank, end of tape, environmental testing, executive team, extraction turbine, клемма заземления

9) Математика: Evaluated Tuples

10) Бухгалтерия: Code of Professional Conduct, наиболее ранний срок (появления события в системе ПЕРТ, earliest time)

11) Астрономия: extraterrestrial, внеземной

12) Металлургия: Equal Taper

13) Оптика: ephemeris time

14) Политика: Ethiopia

15) Сокращение: Civil aircraft marking (Ethiopia), Electronic Timer, Electronics Technician, Electrothermal, Embedded Trainer, English translation, Estonian, Ethiopia (NATO country code), ExaByte (quintillion), External Tank, Extra Terrestrial, edge thickness, electrical time, emerging technology, Eastern Time (GMT - 0500), emission trading (официальный термин в Киотском протоколе)

16) Текстиль: Extra Tall

17) Университет: Education Technology, Environmental Technology, Extra Time

18) Физиология: And, Equal Temperament, EsoTropia, Evapo Transpiration, Extra Testicular

19) Вычислительная техника: Eastern Time, ElectroText, (Shuttle) External Tank (Space), Extra Terrestrial (Space)

20) Иммунология: Experimental Therapeutics

21) Гинекология: embryo transfer

22) Биотехнология: Early Transposon

23) Транспорт: Easy Traction, Electric Traction

24) Пищевая промышленность: Extra Tasty

25) Фирменный знак: Electronic Research, England Telecom

26) Холодильная техника: evaporating temperature

27) Экология: Ecological Transport, environmental test, evapotranspiration

28) СМИ: Expressed Transcript

29) Деловая лексика: Emergency Tender, Executive Training

30) Глоссарий компании Сахалин Энерджи: external thread, (ECT) контроль вихревого тока

31) Полимеры: effective temperature

32) Ядерная физика: Emf-Temperature

33) Химическое оружие: event tree

34) Расширение файла: Enhancement Technology

35) Электротехника: engineering tests

36) Имена и фамилии: Elisha Tobey

37) Высокочастотная электроника: envelope tracking

38) Должность: Early Termination, Educational Trainer, Evil Temptress, Executive Technical

39) Правительство: Evergreen Terrace, Extra Territorial

40) Программное обеспечение: Editor Toolkit

41) Международная торговля: Experimental Tourism

42) Клинические исследования: early termination (досрочное завершение (исследования))

1) Общая лексика: hum. сокр. Embryo Transfer, hum. сокр. Embryo Transplant

2) Компьютерная техника: exchange termination

3) Авиация: ground controller approach, electronic ticket

4) Медицина: endothelin

5) Американизм: Equal Time

6) Спорт: End Time

7) Военный термин: Earth Terminal, Electronic Trigger, Embedded Training, Enhanced Terminal, European theater, Extra Tanked, educational training, elapsed time, electronic technology, emergency takeover, emerging technologies, employment testing, engineer training, engineering test, equipment test, equivalent training, estimated time, estimation techniques, evaluation test, experiment test, exploratory technique, explosive technology, explosive train

8) Техника: Electric Toothbrush, earliest time, eddy current test, electric telegraph, electron tube, electronics test, emergency tank, end of tape, environmental testing, executive team, extraction turbine, клемма заземления

9) Математика: Evaluated Tuples

10) Бухгалтерия: Code of Professional Conduct, наиболее ранний срок (появления события в системе ПЕРТ, earliest time)

11) Астрономия: extraterrestrial, внеземной

12) Металлургия: Equal Taper

13) Оптика: ephemeris time

14) Политика: Ethiopia

15) Сокращение: Civil aircraft marking (Ethiopia), Electronic Timer, Electronics Technician, Electrothermal, Embedded Trainer, English translation, Estonian, Ethiopia (NATO country code), ExaByte (quintillion), External Tank, Extra Terrestrial, edge thickness, electrical time, emerging technology, Eastern Time (GMT - 0500), emission trading (официальный термин в Киотском протоколе)

16) Текстиль: Extra Tall

17) Университет: Education Technology, Environmental Technology, Extra Time

18) Физиология: And, Equal Temperament, EsoTropia, Evapo Transpiration, Extra Testicular

19) Вычислительная техника: Eastern Time, ElectroText, (Shuttle) External Tank (Space), Extra Terrestrial (Space)

20) Иммунология: Experimental Therapeutics

21) Гинекология: embryo transfer

22) Биотехнология: Early Transposon

23) Транспорт: Easy Traction, Electric Traction

24) Пищевая промышленность: Extra Tasty

25) Фирменный знак: Electronic Research, England Telecom

26) Холодильная техника: evaporating temperature

27) Экология: Ecological Transport, environmental test, evapotranspiration

28) СМИ: Expressed Transcript

29) Деловая лексика: Emergency Tender, Executive Training

30) Глоссарий компании Сахалин Энерджи: external thread, (ECT) контроль вихревого тока

31) Полимеры: effective temperature

32) Ядерная физика: Emf-Temperature

33) Химическое оружие: event tree

34) Расширение файла: Enhancement Technology

35) Электротехника: engineering tests

36) Имена и фамилии: Elisha Tobey

37) Высокочастотная электроника: envelope tracking

38) Должность: Early Termination, Educational Trainer, Evil Temptress, Executive Technical

39) Правительство: Evergreen Terrace, Extra Territorial

40) Программное обеспечение: Editor Toolkit

41) Международная торговля: Experimental Tourism

42) Клинические исследования: early termination (досрочное завершение (исследования))

1) Общая лексика: hum. сокр. Embryo Transfer, hum. сокр. Embryo Transplant

2) Компьютерная техника: exchange termination

3) Авиация: ground controller approach, electronic ticket

4) Медицина: endothelin

5) Американизм: Equal Time

6) Спорт: End Time

7) Военный термин: Earth Terminal, Electronic Trigger, Embedded Training, Enhanced Terminal, European theater, Extra Tanked, educational training, elapsed time, electronic technology, emergency takeover, emerging technologies, employment testing, engineer training, engineering test, equipment test, equivalent training, estimated time, estimation techniques, evaluation test, experiment test, exploratory technique, explosive technology, explosive train

8) Техника: Electric Toothbrush, earliest time, eddy current test, electric telegraph, electron tube, electronics test, emergency tank, end of tape, environmental testing, executive team, extraction turbine, клемма заземления

9) Математика: Evaluated Tuples

10) Бухгалтерия: Code of Professional Conduct, наиболее ранний срок (появления события в системе ПЕРТ, earliest time)

11) Астрономия: extraterrestrial, внеземной

12) Металлургия: Equal Taper

13) Оптика: ephemeris time

14) Политика: Ethiopia

15) Сокращение: Civil aircraft marking (Ethiopia), Electronic Timer, Electronics Technician, Electrothermal, Embedded Trainer, English translation, Estonian, Ethiopia (NATO country code), ExaByte (quintillion), External Tank, Extra Terrestrial, edge thickness, electrical time, emerging technology, Eastern Time (GMT - 0500), emission trading (официальный термин в Киотском протоколе)

16) Текстиль: Extra Tall

17) Университет: Education Technology, Environmental Technology, Extra Time

18) Физиология: And, Equal Temperament, EsoTropia, Evapo Transpiration, Extra Testicular

19) Вычислительная техника: Eastern Time, ElectroText, (Shuttle) External Tank (Space), Extra Terrestrial (Space)

20) Иммунология: Experimental Therapeutics

21) Гинекология: embryo transfer

22) Биотехнология: Early Transposon

23) Транспорт: Easy Traction, Electric Traction

24) Пищевая промышленность: Extra Tasty

25) Фирменный знак: Electronic Research, England Telecom

26) Холодильная техника: evaporating temperature

27) Экология: Ecological Transport, environmental test, evapotranspiration

28) СМИ: Expressed Transcript

29) Деловая лексика: Emergency Tender, Executive Training

30) Глоссарий компании Сахалин Энерджи: external thread, (ECT) контроль вихревого тока

31) Полимеры: effective temperature

32) Ядерная физика: Emf-Temperature

33) Химическое оружие: event tree

34) Расширение файла: Enhancement Technology

35) Электротехника: engineering tests

36) Имена и фамилии: Elisha Tobey

37) Высокочастотная электроника: envelope tracking

38) Должность: Early Termination, Educational Trainer, Evil Temptress, Executive Technical

39) Правительство: Evergreen Terrace, Extra Territorial

40) Программное обеспечение: Editor Toolkit

41) Международная торговля: Experimental Tourism

42) Клинические исследования: early termination (досрочное завершение (исследования))

SUBJECT AREA: Ports and shipping, Railways and locomotives

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Joseph Samuda studied as a engineer under his elder brother Jacob and formed a partnership with him in 1832 as builders of marine steam engines. In 1838, with Samuel Clegg, they took out a patent for an atmospheric railway system. In this system a cast-iron tube, with a continuous sealed slot along the top, was laid between the rails; trains were attached to a piston within the tube by an arm, the slot being opened and resealed before and behind it. The tube ahead of the piston was exhausted by a stationary steam engine and the train propelled by atmospheric pressure. The system appeared to offer clean, fast travel and was taken up by noted contemporary railway engineers such as I.K. Brunel and C.B. Vignoles, but it eventually proved a failure as no satisfactory means of sealing the slot could at that time be found. It did, however, lead to experiments in the 1860s with underground, pneumatic-tube railways, in which the vehicle would be its own piston, and Samuda Bros, supplied cast-iron tubes for such a line. Meanwhile, Samuda Bros, had commenced building iron steamships in 1843, and although Jacob Samuda lost his life in 1844 as the result of an accident aboard one of the earliest built, the firm survived to become noted London builders of steamships of many types over the ensuing four decades. Joseph Samuda became a founder member of the Institution of Naval Architects in 1860, and was MP for Tavistock from 1865 to 1868 and for Tower Hamlets from 1868 to 1880.

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