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1 оборудование вагона
Русско-английский политехнический словарь > оборудование вагона
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2 оборудование вагона
1) Military: waggon arrangement2) Engineering: car arrangement, wagon arrangementУниверсальный русско-английский словарь > оборудование вагона
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3 оборудование
nоборудование, внутреннее крытого вагона
—FRA aménagement m intérieur de wagon couvertDEU Inneneinrichtung m für gedeckte WagenITA attrezzatura f interna di carro copertoRUS оборудование n, внутреннее крытого вагонасм. поз. 1863 на,
оборудование, внутреннее3 вагона-ледника
—FRA aménagement m intérieur de wagon réfrigérantDEU Inneneinrichtung f für KühlwagenITA attrezzatura f interna di carro refrigeranteRUS оборудование n, внутреннее3 вагона-ледникасм. поз. 1877 на,
—DEU Inneneinrichtung f—ENG Sanitation—FRA Pièces accessoires d’équipement extérieur -
4 familiare
1. adj family attr( conosciuto) familiar( semplice) informal2. m f relative, relation* * *familiare agg.1 domestic, homely, family (attr.): riunione familiare, family reunion; vita familiare, home (o family) life; bilancio familiare, household budget; gioie familiari, domestic joys; una piacevole atmosfera familiare, a pleasant homely atmosphere; aveva molti guai familiari, she had a lot of problems at home // (dir., comm.) società familiare, family company; (dir.) convenzioni familiari, family arrangement2 ( conosciuto) familiar, well-known; ( consueto) usual, normal, familiar: luoghi familiari, familiar (o well-known) places; questo atteggiamento brusco gli è familiare, this brusque behaviour is normal for him; il francese è la lingua che gli è più familiare, he's more familiar with French (than any other language)3 ( confidenziale) familiar, confidential: tono familiare, confidential tone; essere in rapporti familiari con qlcu., to be on familiar (o confidential) terms with s.o.4 ( semplice, senza cerimonie) informal, simple; homely, friendly: linguaggio familiare, informal (o colloquial) language; ricevere un trattamento familiare, to be treated like one of the family; il direttore ci ha riservato un trattamento familiare, the manager treated us very informally // pensione familiare, hotel with a friendly atmosphere (o family hotel)5 ( adatto per una famiglia) family (attr.): un prodotto in confezione familiare, family-size pack; automobile in versione familiare, estate car (o amer. station wagon)◆ s.m. ( parente) relative, member of a family: i miei familiari, my family (o relations o relatives) // (econ.) familiari a carico, dependency burden (o dependents)* * *[fami'ljare]1. agg1) (di famiglia) family attruna FIAT familiare — a FIAT estate Brit o station wagon Am
2) (noto) familiarquesto nome mi è familiare — I've heard this name before, I know the name
3) (intimo: rapporti, atmosfera) friendly, (tono) informal, (lessico: colloquiale) informal, colloquial2. sm/frelative, relationi miei familiari — my relations o family sg
* * *[fami'ljare] 1.1) [vita, equilibrio, pianificazione] family attrib.2) (noto, consueto) [viso, paesaggio, nome] familiar, well-known3) (alla buona) informal, friendly2.linguaggio familiare — informal o everyday language
sostantivo maschile e sostantivo femminile family member, member of a family3.sostantivo femminile (auto) estate car BE, station wagon AE* * *familiare/fami'ljare/1 [vita, equilibrio, pianificazione] family attrib.; bilancio familiare household budget; il nucleo familiare the family unit; per motivi -i for family reasons; impresa (a conduzione) familiare family business2 (noto, consueto) [viso, paesaggio, nome] familiar, well-known; l'autore non mi è familiare I'm not familiar with the author3 (alla buona) informal, friendlyII m. e f.family member, member of a family -
5 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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6 рама
fFRA ChâssisDEU Untergestell mENG UnderframeITA TelaioPLN OstojaRUS РамаFRA cadre mDEU Rahmen mENG frameITA ossatura fPLN rama fRUS рама fсм. поз. 1224 на,
FRA châssis m de porte-wagonDEU Rahmen mENG underframeITA telaio mPLN rama fRUS рама fсм. поз. 2683 нарама вентиляционного люка, наружная
—FRA cadre m extérieur de baieDEU Laderahmen mITA cornice f esterna dello sportelloRUS рама f вентиляционного люка, наружнаясм. поз. 1375 нарама вентиляционной решётки, внутренняя
—FRA cadre m intérieurDEU Innenrahmen m für LüftungseinrichtungENG inside frameITA cornice f internaPLN rama f wewnętrzna otworuRUS рама f вентиляционной решётки, внутренняясм. поз. 1368 на—FRA chàssis m mobileDEU Fensterrahmen m, obererITA telaino m mobilePLN rama f części opuszczanej oknaRUS рама f верхней оконной створкисм. поз. 1316 нарама гармоники, пристенная
—FRA cadre m de fixationDEU Rahmen m, festerENG securing frameITA quadro m di fissaggioPLN rama f przy ścienna harmoniiRUS рама f гармоники, пристеннаясм. поз. 1464 на,
рама гармоники, соединительная
—FRA cadre m d’accouplementDEU Faltenbalgrahmen mENG connecting frameITA quadro m d'accoppiamentoPLN rama f sprzęgowa harmoniiRUS рама f гармоники, соединительнаясм. поз. 1466 на,
—FRA châssis m pour wagonsENG wagon underframeITA telaio m per carriPLN ostoja f wagonu towarowegoRUS рама f грузового вагонасм. поз. 368 на,
—FRA cadre m de porteENG door frameITA cornice f della portaPLN rama f drzwiRUS рама f дверисм. поз. 919 наFRA châssis m de porteDEU Türrahmen mENG door frameITA intelaiatura f della portaPLN rama f drzwiRUS рама f дверисм. поз. 1185 на,
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,
—FRA cadre m de siègeDEU Sitzrahmen mENG seat frameITA telaio m del divanoPLN rama f kanapyRUS рама f диванасм. поз. 1742 на,
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FRA châssis m de siègeDEU Sitzgestellwange fENG seat frameITA telaio m del divanoPLN szkielet m kanapyRUS рама f диванасм. поз. 1744 на—FRA ossature fDEU Gerippe nENG frameworkITA ossatura fPLN ramka f drzwiczekRUS рама f люкасм. поз. 1417 на—FRA chàssis m fixeDEU Fensterrahmen m, untererITA telaino m fissoPLN rama f części stałej oknaRUS рама f нижней оконной створкисм. поз. 1314 на—FRA traverse f de demi-fenêtre mobileITA traversa f superiore della finestra mobilePLN rama f części opuszczanej oknaRUS рама f опускающейся части окнасм. поз. 1337 на—FRA chàssis m pour véhicules à voyageursDEU Untergestell m für PersonenwagenENG coach underframeITA telaio m per carrozzePLN ostoja f wagonu osobowegoRUS рама f пассажирского вагонасм. поз. 351 на—FRA cadre m de cloisonENG partition frameITA cornice f della paretePLN rama f ściankiRUS рама f перегородкисм. поз. 915 нарама подвески тормозного электромагнита
—FRA support m du dispositifDEU Magnetträger mITA supporto m del dispositivoPLN belka f zawieszenia magnesuRUS рама f подвески тормозного электромагнитасм. поз. 771 на—FRA cadre m de grilleDEU Rahmen m für GepäckablageITA telaio m della grigliaPLN rama f półkiRUS рама f полкисм. поз. 1732 на—FRA cadre m de grille porte- manteauxDEU Mantelbügel mENG luggage rackITA telaio m della griglia attaccapanniPLN rama f półki na płaszczeRUS рама f полки для одеждысм. поз. 1752 на—FRA cadre m de grille porte-chapeauxDEU Hutablagebügel mENG hat-rack frameITA telaio m della griglia portabagagli (inferiore)PLN rama f półki na kapeluszeRUS рама f полки для шляпсм. поз. 1750 на—FRA cadre mDEU Rahmen m für Einbauleuchte fENG frameITA supporto mPLN rama f lampyRUS рама f светильникасм. поз. 2169 на—FRA support m de siègeDEU Sitzgestell nENG seat bracketITA sostegno m di sedilePLN wspornik m kanapyRUS рама f сидениясм. поз. 1724 на,
—FRA cadre m de dossierDEU Rückenlehnenrahmen mENG seat-back frameITA telaio m dello schienalePLN rama f oparciaRUS рама f спинки сидениясм. поз. 1740 на—FRA cadre m de vantailDEU Türrahmen mENG door frameITA telaio m del battentePLN rama f skrzydła drzwiRUS рама f створки дверисм. поз. 1193 на—FRA châssis m du bogieDEU Drehgestellrahmen mENG bogie frameITA telaio m del carrelloPLN ostoja f wózkaRUS рама f тележкисм. поз. 252 на,
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FRA châssis m porteurDEU Tragrahmen mENG supporting frameITA telaio m portantePLN rama f wózkaRUS рама f тележкисм. поз. 2812 на—FRA châssis m du véhiculeDEU Fahrzeugrahmen mITA telaio m del veicoloPLN ostoja f pojazduRUS рама f экипажасм. поз. 770 на—FRA châssis m de glacièreDEU Rahmen m für EisbehälterITA telaio m della ghiacciaiaPLN rama f zbiornika na lódRUS рама f ящика для льдарама, нижняя
—FRA cadre m de plancherDEU Bodenrahmen mENG floor frameITA telaio m del pavimentoPLN rama f dolnaRUS рама f, нижняясм. поз. 2865 на,
рама, оконная
—FRA cadre m de baieDEU Einfaßrahmen m für FensterENG window frameITA cornice f della finestraPLN rama f okiennaRUS рама f, оконнаясм. поз. 908 на,
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,
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,
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FRA châssis m de fenêtreDEU Fensterrahmen mENG window frameITA telaio m della finestraPLN rama f okiennaRUS рама f, оконнаясм. поз. 1347 на -
7 тележка
fFRA BogiesDEU DrehgestellENG BogiesITA CarrelliPLN Wózki wagonoweRUS ТележкиFRA chariot m porteur éclipsableDEU Laufwerk n, ausfahrbaresITA carrello m trasportatore retrattilePLN wózek m wymiennyRUS тележка fсм. поз. 2678 на—FRA bogie m pour wagons à marchandisesDEU Drehgestell m für GüterwagenITA carrello m per carriPLN wózek m wagonu towarowegoRUS тележка f грузового вагонасм. поз. 312 на,
тележка для перевозки контейнеров
—FRA dispositif m de roulement "Rollbock"DEU Rollbock mENG trolleyITA dispositivo m di scorrimento "Rollbock"PLN wózek m do przewożenia kontenerówRUS тележка f для перевозки контейнеровсм. поз. 2810 натележка одноосная, рельсовая
—FRA dispositif m de roulement sur railITA carrello m ferroviario a due assiPLN wózek m szynowyRUS тележка f одноосная, рельсоваясм. поз. 2676 на—FRA bogie m pour voituresDEU Drehgestell m für ReisezugwagenENG coach bogieITA carrello m per carrozzePLN wózek m wagonu osobowegoRUS тележка f пассажирского вагонасм. поз. 251 на,
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,
,
,
тележка, 3-хосная
—FRA bogie m à 3 essieuxENG 3-axle bogieITA carrello m a 3 assiPLN wózek m 3-osiowyRUS тележка f, 3-хоснаясм. поз. 2693 натележка, двухосная, дорожная
—FRA chariot m routier éclipsableDEU Straßendoppelachse f, gefederteITA carrello m stradale retrattilePLN wózek m drogowy, wymiennyRUS тележка f, двухосная, дорожнаясм. поз. 2677 натележка, двухосная, концевая
—FRA bogie m d’extrémité à 2 essieuxDEU Enddrehgestell n, 2achsigesENG end 2-axle bogieITA carrello m d'estremità a 2assiPLN wózek m skrajny 2-osiowyRUS тележка f, двухосная, концеваясм. поз. 2692 натележка, двухосная, поддерживающая
—FRA bogie m intermédiaire à 2 essieuxDEU Zwischendrehgestell n, 2-achsigesITA carrello m intermedio a 2 assiPLN wózek m pośredni 2-osiowyRUS тележка f, двухосная, поддерживающаясм. поз. 2695 на -
8 Churchward, George Jackson
[br]b. 31 January 1857 Stoke Gabriel, Devon, Englandd. 19 December 1933 Swindon, Wiltshire, England[br]English mechanical engineer who developed for the Great Western Railway a range of steam locomotives of the most advanced design of its time.[br]Churchward was articled to the Locomotive Superintendent of the South Devon Railway in 1873, and when the South Devon was absorbed by the Great Western Railway in 1876 he moved to the latter's Swindon works. There he rose by successive promotions to become Works Manager in 1896, and in 1897 Chief Assistant to William Dean, who was Locomotive Carriage and Wagon Superintendent, in which capacity Churchward was allowed extensive freedom of action. Churchward eventually succeeded Dean in 1902: his title changed to Chief Mechanical Engineer in 1916.In locomotive design, Churchward adopted the flat-topped firebox invented by A.J.Belpaire of the Belgian State Railways and added a tapered barrel to improve circulation of water between the barrel and the firebox legs. He designed valves with a longer stroke and a greater lap than usual, to achieve full opening to exhaust. Passenger-train weights had been increasing rapidly, and Churchward produced his first 4–6– 0 express locomotive in 1902. However, he was still developing the details—he had a flair for selecting good engineering practices—and to aid his development work Churchward installed at Swindon in 1904 a stationary testing plant for locomotives. This was the first of its kind in Britain and was based on the work of Professor W.F.M.Goss, who had installed the first such plant at Purdue University, USA, in 1891. For comparison with his own locomotives Churchward obtained from France three 4–4–2 compound locomotives of the type developed by A. de Glehn and G. du Bousquet. He decided against compounding, but he did perpetuate many of the details of the French locomotives, notably the divided drive between the first and second pairs of driving wheels, when he introduced his four-cylinder 4–6–0 (the Star class) in 1907. He built a lone 4–6–2, the Great Bear, in 1908: the wheel arrangement enabled it to have a wide firebox, but the type was not perpetuated because Welsh coal suited narrow grates and 4–6–0 locomotives were adequate for the traffic. After Churchward retired in 1921 his successor, C.B.Collett, was to enlarge the Star class into the Castle class and then the King class, both 4–6–0s, which lasted almost as long as steam locomotives survived in service. In Church ward's time, however, the Great Western Railway was the first in Britain to adopt six-coupled locomotives on a large scale for passenger trains in place of four-coupled locomotives. The 4–6–0 classes, however, were but the most celebrated of a whole range of standard locomotives of advanced design for all types of traffic and shared between them many standardized components, particularly boilers, cylinders and valve gear.[br]Further ReadingH.C.B.Rogers, 1975, G.J.Churchward. A Locomotive Biography, London: George Allen \& Unwin (a full-length account of Churchward and his locomotives, and their influence on subsequent locomotive development).C.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allan, Ch. 20 (a good brief account).Sir William Stanier, 1955, "George Jackson Churchward", Transactions of the NewcomenSociety 30 (a unique insight into Churchward and his work, from the informed viewpoint of his former subordinate who had risen to become Chief Mechanical Engineer of the London, Midland \& Scottish Railway).PJGRBiographical history of technology > Churchward, George Jackson
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9 Evans, Oliver
SUBJECT AREA: Agricultural and food technology[br]b. 13 September 1755 Newport, Delaware, USAd. 15 April 1819 New York, USA[br]American millwright and inventor of the first automatic corn mill.[br]He was the fifth child of Charles and Ann Stalcrop Evans, and by the age of 15 he had four sisters and seven brothers. Nothing is known of his schooling, but at the age of 17 he was apprenticed to a Newport wheelwright and wagon-maker. At 19 he was enrolled in a Delaware Militia Company in the Revolutionary War but did not see active service. About this time he invented a machine for bending and cutting off the wires in textile carding combs. In July 1782, with his younger brother, Joseph, he moved to Tuckahoe on the eastern shore of the Delaware River, where he had the basic idea of the automatic flour mill. In July 1782, with his elder brothers John and Theophilus, he bought part of his father's Newport farm, on Red Clay Creek, and planned to build a mill there. In 1793 he married Sarah Tomlinson, daughter of a Delaware farmer, and joined his brothers at Red Clay Creek. He worked there for some seven years on his automatic mill, from about 1783 to 1790.His system for the automatic flour mill consisted of bucket elevators to raise the grain, a horizontal screw conveyor, other conveying devices and a "hopper boy" to cool and dry the meal before gathering it into a hopper feeding the bolting cylinder. Together these components formed the automatic process, from incoming wheat to outgoing flour packed in barrels. At that time the idea of such automation had not been applied to any manufacturing process in America. The mill opened, on a non-automatic cycle, in 1785. In January 1786 Evans applied to the Delaware legislature for a twenty-five-year patent, which was granted on 30 January 1787 although there was much opposition from the Quaker millers of Wilmington and elsewhere. He also applied for patents in Pennsylvania, Maryland and New Hampshire. In May 1789 he went to see the mill of the four Ellicot brothers, near Baltimore, where he was impressed by the design of a horizontal screw conveyor by Jonathan Ellicot and exchanged the rights to his own elevator for those of this machine. After six years' work on his automatic mill, it was completed in 1790. In the autumn of that year a miller in Brandywine ordered a set of Evans's machinery, which set the trend toward its general adoption. A model of it was shown in the Market Street shop window of Robert Leslie, a watch-and clockmaker in Philadelphia, who also took it to England but was unsuccessful in selling the idea there.In 1790 the Federal Plant Laws were passed; Evans's patent was the third to come within the new legislation. A detailed description with a plate was published in a Philadelphia newspaper in January 1791, the first of a proposed series, but the paper closed and the series came to nothing. His brother Joseph went on a series of sales trips, with the result that some machinery of Evans's design was adopted. By 1792 over one hundred mills had been equipped with Evans's machinery, the millers paying a royalty of $40 for each pair of millstones in use. The series of articles that had been cut short formed the basis of Evans's The Young Millwright and Miller's Guide, published first in 1795 after Evans had moved to Philadelphia to set up a store selling milling supplies; it was 440 pages long and ran to fifteen editions between 1795 and 1860.Evans was fairly successful as a merchant. He patented a method of making millstones as well as a means of packing flour in barrels, the latter having a disc pressed down by a toggle-joint arrangement. In 1801 he started to build a steam carriage. He rejected the idea of a steam wheel and of a low-pressure or atmospheric engine. By 1803 his first engine was running at his store, driving a screw-mill working on plaster of Paris for making millstones. The engine had a 6 in. (15 cm) diameter cylinder with a stroke of 18 in. (45 cm) and also drove twelve saws mounted in a frame and cutting marble slabs at a rate of 100 ft (30 m) in twelve hours. He was granted a patent in the spring of 1804. He became involved in a number of lawsuits following the extension of his patent, particularly as he increased the licence fee, sometimes as much as sixfold. The case of Evans v. Samuel Robinson, which Evans won, became famous and was one of these. Patent Right Oppression Exposed, or Knavery Detected, a 200-page book with poems and prose included, was published soon after this case and was probably written by Oliver Evans. The steam engine patent was also extended for a further seven years, but in this case the licence fee was to remain at a fixed level. Evans anticipated Edison in his proposal for an "Experimental Company" or "Mechanical Bureau" with a capital of thirty shares of $100 each. It came to nothing, however, as there were no takers. His first wife, Sarah, died in 1816 and he remarried, to Hetty Ward, the daughter of a New York innkeeper. He was buried in the Bowery, on Lower Manhattan; the church was sold in 1854 and again in 1890, and when no relative claimed his body he was reburied in an unmarked grave in Trinity Cemetery, 57th Street, Broadway.[br]Further ReadingE.S.Ferguson, 1980, Oliver Evans: Inventive Genius of the American Industrial Revolution, Hagley Museum.G.Bathe and D.Bathe, 1935, Oliver Evans: Chronicle of Early American Engineering, Philadelphia, Pa.IMcN -
10 Stephenson, George
[br]b. 9 June 1781 Wylam, Northumberland, Englandd. 12 August 1848 Tapton House, Chesterfield, England[br]English engineer, "the father of railways".[br]George Stephenson was the son of the fireman of the pumping engine at Wylam colliery, and horses drew wagons of coal along the wooden rails of the Wylam wagonway past the house in which he was born and spent his earliest childhood. While still a child he worked as a cowherd, but soon moved to working at coal pits. At 17 years of age he showed sufficient mechanical talent to be placed in charge of a new pumping engine, and had already achieved a job more responsible than that of his father. Despite his position he was still illiterate, although he subsequently learned to read and write. He was largely self-educated.In 1801 he was appointed Brakesman of the winding engine at Black Callerton pit, with responsibility for lowering the miners safely to their work. Then, about two years later, he became Brakesman of a new winding engine erected by Robert Hawthorn at Willington Quay on the Tyne. Returning collier brigs discharged ballast into wagons and the engine drew the wagons up an inclined plane to the top of "Ballast Hill" for their contents to be tipped; this was one of the earliest applications of steam power to transport, other than experimentally.In 1804 Stephenson moved to West Moor pit, Killingworth, again as Brakesman. In 1811 he demonstrated his mechanical skill by successfully modifying a new and unsatisfactory atmospheric engine, a task that had defeated the efforts of others, to enable it to pump a drowned pit clear of water. The following year he was appointed Enginewright at Killingworth, in charge of the machinery in all the collieries of the "Grand Allies", the prominent coal-owning families of Wortley, Liddell and Bowes, with authorization also to work for others. He built many stationary engines and he closely examined locomotives of John Blenkinsop's type on the Kenton \& Coxlodge wagonway, as well as those of William Hedley at Wylam.It was in 1813 that Sir Thomas Liddell requested George Stephenson to build a steam locomotive for the Killingworth wagonway: Blucher made its first trial run on 25 July 1814 and was based on Blenkinsop's locomotives, although it lacked their rack-and-pinion drive. George Stephenson is credited with building the first locomotive both to run on edge rails and be driven by adhesion, an arrangement that has been the conventional one ever since. Yet Blucher was far from perfect and over the next few years, while other engineers ignored the steam locomotive, Stephenson built a succession of them, each an improvement on the last.During this period many lives were lost in coalmines from explosions of gas ignited by miners' lamps. By observation and experiment (sometimes at great personal risk) Stephenson invented a satisfactory safety lamp, working independently of the noted scientist Sir Humphry Davy who also invented such a lamp around the same time.In 1817 George Stephenson designed his first locomotive for an outside customer, the Kilmarnock \& Troon Railway, and in 1819 he laid out the Hetton Colliery Railway in County Durham, for which his brother Robert was Resident Engineer. This was the first railway to be worked entirely without animal traction: it used inclined planes with stationary engines, self-acting inclined planes powered by gravity, and locomotives.On 19 April 1821 Stephenson was introduced to Edward Pease, one of the main promoters of the Stockton \& Darlington Railway (S \& DR), which by coincidence received its Act of Parliament the same day. George Stephenson carried out a further survey, to improve the proposed line, and in this he was assisted by his 18-year-old son, Robert Stephenson, whom he had ensured received the theoretical education which he himself lacked. It is doubtful whether either could have succeeded without the other; together they were to make the steam railway practicable.At George Stephenson's instance, much of the S \& DR was laid with wrought-iron rails recently developed by John Birkinshaw at Bedlington Ironworks, Morpeth. These were longer than cast-iron rails and were not brittle: they made a track well suited for locomotives. In June 1823 George and Robert Stephenson, with other partners, founded a firm in Newcastle upon Tyne to build locomotives and rolling stock and to do general engineering work: after its Managing Partner, the firm was called Robert Stephenson \& Co.In 1824 the promoters of the Liverpool \& Manchester Railway (L \& MR) invited George Stephenson to resurvey their proposed line in order to reduce opposition to it. William James, a wealthy land agent who had become a visionary protagonist of a national railway network and had seen Stephenson's locomotives at Killingworth, had promoted the L \& MR with some merchants of Liverpool and had carried out the first survey; however, he overreached himself in business and, shortly after the invitation to Stephenson, became bankrupt. In his own survey, however, George Stephenson lacked the assistance of his son Robert, who had left for South America, and he delegated much of the detailed work to incompetent assistants. During a devastating Parliamentary examination in the spring of 1825, much of his survey was shown to be seriously inaccurate and the L \& MR's application for an Act of Parliament was refused. The railway's promoters discharged Stephenson and had their line surveyed yet again, by C.B. Vignoles.The Stockton \& Darlington Railway was, however, triumphantly opened in the presence of vast crowds in September 1825, with Stephenson himself driving the locomotive Locomotion, which had been built at Robert Stephenson \& Co.'s Newcastle works. Once the railway was at work, horse-drawn and gravity-powered traffic shared the line with locomotives: in 1828 Stephenson invented the horse dandy, a wagon at the back of a train in which a horse could travel over the gravity-operated stretches, instead of trotting behind.Meanwhile, in May 1826, the Liverpool \& Manchester Railway had successfully obtained its Act of Parliament. Stephenson was appointed Engineer in June, and since he and Vignoles proved incompatible the latter left early in 1827. The railway was built by Stephenson and his staff, using direct labour. A considerable controversy arose c. 1828 over the motive power to be used: the traffic anticipated was too great for horses, but the performance of the reciprocal system of cable haulage developed by Benjamin Thompson appeared in many respects superior to that of contemporary locomotives. The company instituted a prize competition for a better locomotive and the Rainhill Trials were held in October 1829.Robert Stephenson had been working on improved locomotive designs since his return from America in 1827, but it was the L \& MR's Treasurer, Henry Booth, who suggested the multi-tubular boiler to George Stephenson. This was incorporated into a locomotive built by Robert Stephenson for the trials: Rocket was entered by the three men in partnership. The other principal entrants were Novelty, entered by John Braithwaite and John Ericsson, and Sans Pareil, entered by Timothy Hackworth, but only Rocket, driven by George Stephenson, met all the organizers' demands; indeed, it far surpassed them and demonstrated the practicability of the long-distance steam railway. With the opening of the Liverpool \& Manchester Railway in 1830, the age of railways began.Stephenson was active in many aspects. He advised on the construction of the Belgian State Railway, of which the Brussels-Malines section, opened in 1835, was the first all-steam railway on the European continent. In England, proposals to link the L \& MR with the Midlands had culminated in an Act of Parliament for the Grand Junction Railway in 1833: this was to run from Warrington, which was already linked to the L \& MR, to Birmingham. George Stephenson had been in charge of the surveys, and for the railway's construction he and J.U. Rastrick were initially Principal Engineers, with Stephenson's former pupil Joseph Locke under them; by 1835 both Stephenson and Rastrick had withdrawn and Locke was Engineer-in-Chief. Stephenson remained much in demand elsewhere: he was particularly associated with the construction of the North Midland Railway (Derby to Leeds) and related lines. He was active in many other places and carried out, for instance, preliminary surveys for the Chester \& Holyhead and Newcastle \& Berwick Railways, which were important links in the lines of communication between London and, respectively, Dublin and Edinburgh.He eventually retired to Tapton House, Chesterfield, overlooking the North Midland. A man who was self-made (with great success) against colossal odds, he was ever reluctant, regrettably, to give others their due credit, although in retirement, immensely wealthy and full of honour, he was still able to mingle with people of all ranks.[br]Principal Honours and DistinctionsPresident, Institution of Mechanical Engineers, on its formation in 1847. Order of Leopold (Belgium) 1835. Stephenson refused both a knighthood and Fellowship of the Royal Society.Bibliography1815, jointly with Ralph Dodd, British patent no. 3,887 (locomotive drive by connecting rods directly to the wheels).1817, jointly with William Losh, British patent no. 4,067 (steam springs for locomotives, and improvements to track).Further ReadingL.T.C.Rolt, 1960, George and Robert Stephenson, Longman (the best modern biography; includes a bibliography).S.Smiles, 1874, The Lives of George and Robert Stephenson, rev. edn, London (although sycophantic, this is probably the best nineteenthcentury biography).PJGR -
11 Winans, Ross
[br]b. 17 October 1796 Sussex County, New Jersey, USAd. 11 April 1877 Baltimore, Maryland, USA[br]American inventor and locomotive builder.[br]Winans arrived in Baltimore in 1828 to sell horses to the Baltimore \& Ohio Railroad (B \& O), which was then under construction. To reduce friction in rail vehicles, he devised a system of axles which ran in oil-baths, with outside bearings. He demonstrated a hand-driven wagon with this system at the Rainhill Trials; the Liverpool \& Manchester Railway bought some wagons fitted with the system, but found them on test to be inferior to wagons with grease axle boxes. Back in Baltimore, Winans assisted Peter Cooper in building Tom Thumb. He took charge of the B \& O shops c.1834; he is said to have built the first eight-wheeled passenger coach and to have been the first to mount such a coach on two four-wheeled trucks or bogies. The arrangement soon became standard American practice, and, with partners, he built over 100 locomotives for the B \& O. In 1847 he pioneered the use of anthracite as locomotive fuel, and from 1848 he built his "Camel" locomotives with the driver's cab above the boiler.[br]Further ReadingJ.H.White Jr, 1979, A History of the American Locomotive-Its Development: 1830–1880, New York: Dover Publications Inc.P.Ransome-Wallis (ed.), 1959, The Concise Encyclopaedia of World Railway Locomotives, London: Hutchinson, p. 503 (biography).Dictionary of American Biography.H.Booth, 1980, Henry Booth, Ilfracombe: Arthur H.Stockwell, pp. 75 and 91–2 (for the Liverpool \& Manchester wagons).See also: Stephenson, GeorgePJGR -
12 основание кузова
кузов вагона — wagon body; car body
Русско-английский военно-политический словарь > основание кузова
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13 съемный кузов
кузов вагона — wagon body; car body
Русско-английский военно-политический словарь > съемный кузов
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