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121 collect
C vtr1 ( gather) ramasser [wood, leaves, litter, eggs] ; rassembler [information, facts, evidence, documents] ; recueillir [signatures] ; she collected (up) her belongings elle a ramassé ses affaires ; to collect one's wits rassembler ses esprits ; to collect one's strength rassembler or ramasser ses forces ; to collect one's thoughts se recueillir ;2 ( as hobby) collectionner, faire collection de [stamps, coins, antiques] ; she collects artists/stray cats hum elle collectionne les artistes/les chats perdus ;3 (receive, contain) ( intentionally) recueillir [rain water, drips] ; ( accidentally) [objects] prendre, ramasser [dust] ;4 ( obtain) percevoir, encaisser [rent] ; encaisser [fares, money] ; recouvrer [debt] ; toucher [pension] ; recevoir [degree, diploma] ; Admin percevoir [tax, fine] ; to collect money for charity collecter de l'argent pour les bonnes œuvres ; the winner collects £2,000 le gagnant remporte 2 000 livres sterling ;5 ( take away) ramasser [tickets, empty bottles, rubbish] ; faire la levée de [mail, post] ; I arranged to have the parcel collected j'ai pris des dispositions pour qu'on aille chercher le paquet ; what time is the post collected? à quelle heure est la levée (du courrier)? ; ‘buyer collects’ ( in small ad) ‘à venir chercher sur place’ ;6 ( pick up) aller chercher, passer prendre [person] ; récupérer [keys, book etc] ; I have to collect the children from school il faut que j'aille chercher or que je passe prendre les enfants à l'école ; she collected the keys from a neighbour elle a récupéré les clés chez un voisin ; to collect a suit from the cleaners passer prendre un costume chez le teinturier.D vi1 (accumulate, gather) [substance, dust, leaves] s'accumuler ; [crowd] se rassembler, se réunir ;2 ( raise money) to collect for charity/famine victims faire la quête pour des bonnes œuvres/les victimes de la famine.1 [person] calme ; she remained cool, calm and collected elle a gardé son sang-froid ;2 ( assembled) the collected works of Dickens les œuvres complètes de Dickens ; the collected poems of W. B. Yeats la collection complète des poèmes de W. B. Yeats. -
122 none
none [nʌn]1 pronoun(a) (with countable nouns) aucun(e) m,f;∎ none of the photos is or are for sale aucune des photos n'est à vendre;∎ he looked for clues but found none il chercha des indices mais n'en trouva aucun;∎ there are none left il n'en reste plus;∎ how many cigarettes have you got? - none at all combien de cigarettes as-tu? - aucune ou pas une seule∎ none of her early work has been published aucun de ses premiers textes n'a été publié;∎ none of the mail is for you il n'y a rien pour vous au courrier;∎ none of the milk was fresh tout le lait avait tourné;∎ none of the water was left il ne restait rien de l'eau;∎ how much of the wood did you use? - none of it quelle quantité du bois avez-vous utilisée? - pas un seul morceau;∎ I've done a lot of work but you've done none j'ai beaucoup travaillé, mais toi tu n'as rien fait;∎ she displayed none of her usual good humour elle était loin d'afficher sa bonne humeur habituelle;∎ they'll get none of my money! ils n'auront pas un centime de moi!;∎ more soup anyone? - none for me, thanks encore un peu de soupe? - pas pour moi, merci;∎ (I'll have) none of your cheek! je ne tolérerai pas vos insolences!;∎ none of that! (stop it) pas de ça!;∎ she would have none of it elle ne voulait rien savoir;∎ none of this concerns me rien de ceci ne me regarde(c) (not one person) aucun(e) m,f;∎ none of them works or work hard enough aucun d'eux ne travaille suffisamment;∎ none of us understood his explanation aucun de nous n'a compris son explication;∎ literary none can tell what the future holds nul ne sait ce que l'avenir nous réserve;∎ literary there was none braver than her nul n'était plus courageux qu'elle2 adverb∎ that won't change things none ça ne changera rien□ ;∎ you don't scare me none tu ne me fais pas du tout peur□∎ formal or literary we use none but the finest ingredients nous n'utilisons que les meilleurs ingrédients;∎ none but an expert would know the difference seul un expert serait à même de faire la différence;∎ I love none but her je n'aime qu'ellepersonne d'autre que;∎ he received a letter from none other than the Prime Minister himself il reçut une lettre dont l'auteur n'était autre que le Premier ministre en personne(with comparative adj) I feel none the better/worse for it je ne me sens pas mieux/plus mal pour autant;∎ I like them none the better/worse for it je ne les en aime pas plus/moins;∎ she's none the worse for her adventure son aventure ne lui a pas fait de mal∎ he's none too bright il est loin d'être brillant;∎ I was none too pleased with them j'étais loin d'être content d'eux;∎ he replied none too politely sa réponse ne fut pas particulièrement polie;∎ and none too soon! ce n'est pas trop tôt! -
123 oil
oil [ɔɪl]1 noun(a) (petroleum) pétrole m;∎ to drill for oil effectuer des forages pour trouver du pétrole∎ sardines in oil sardines fpl à l'huile;∎ Cars to change the oil faire la vidange;∎ lubricating oil huile f lubrifiante;∎ oil of lavender/turpentine essence f de lavande/de térébenthine;∎ figurative to pour oil on troubled waters ramener le calme∎ a portrait in oils un portrait (peint) à l'huile;∎ she works in oils elle travaille avec de la peinture à l'huile(a) (industry, production, corporation) pétrolier; (deposit, reserves) de pétrole; (magnate, sheikh) du pétrole(machine, engine) lubrifier, graisser; (hinge, wood, skin) huiler;∎ figurative it will help to oil the wheels cela facilitera les choses, cela mettra de l'huile dans les rouagesStock Exchange (valeurs fpl) pétrolières fpl►► oil bath bain m d'huile;oil cake tourteau m (pour bétail);oil change vidange f;oil cooling refroidissement m par huile;oil crisis choc m pétrolier;oil drum bidon m à pétrole;oil gland glande f uropygienne;oil gauge (for measuring level) jauge f ou indicateur m de niveau d'huile; (for measuring pressure) indicateur m de pression d'huile;oil kingdom pétromonarchie f;oil paint peinture f à l'huile (substance);oil painting peinture f à l'huile;oil palm éléis m;oil pressure switch manocontact m d'huile;oil pressure warning light témoin m d'alerte de pression d'huile moteur;oil prices prix mpl pétroliers;oil refinery raffinerie f de pétrole;Finance oil royalty redevance f pétrolière;oil shale schiste m bitumineux;British oil stove (using fuel oil) poêle m à mazout; (using paraffin, kerosene) réchaud m à pétrole;oil sump carter m d'huile;oil temperature gauge indicateur m de température d'huile;oil terminal terminal m (pétrolier);oil well puits m de pétrole -
124 stained
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125 Bergius, Friedrich Carl Rudolf
[br]b. 11 October 1884 Goldschmieden, near Breslau, Germanyd. 31 March Buenos Aires, Argentina[br][br]After studying chemistry in Breslau and Leipzig and assisting inter alia at the institute of Fritz Haber in Karlsruhe on the catalysis of ammonia under high pressure, in 1909 he went to Hannover to pursue his idea of turning coal into liquid hydrocarbon under high hydrogen pressure (200 atm) and high temperatures (470° C). As experiments with high pressure in chemical processes were still in their initial stages and the Technical University could not support him sufficiently, he set up a private laboratory to develop the methods and to construct the equipment himself. Four years later, in 1913, his process for producing liquid or organic compounds from coal was patented.The economic aspects of this process were apparent as the demand for fuels and lubricants increased more rapidly than the production of oil, and Bergius's process became even more important after the outbreak of the First World War. The Th. Goldschmidt company of Essen contracted him and tried large-scale production near Mannheim in 1914, but production failed because of the lack of capital and experience to operate with high pressure on an industrial level. Both capital and experience were provided jointly by the BASF company, which produced ammonia at Merseburg, and IG Farben, which took over the Bergius process in 1925, the same year that the synthesis of hydrocarbon had been developed by Fischer-Tropsch. Two years later, at the Leuna works, almost 100,000 tonnes of oil were produced from coal; during the following years, several more hydrogenation plants were to follow, especially in the eastern parts of Germany as well as in the Ruhr area, while the government guaranteed the costs. The Bergius process was extremely important for the supply of fuels to Germany during the Second World War, with the monthly production rate in 1943–4 being more than 700,000 tonnes. However, the plants were mostly destroyed at. the end of the war and were later dismantled.As a consequence of this success Bergius, who had gained an international reputation, went abroad to work as a consultant to several foreign governments. Experiments aiming to reduce the costs of production are still continued in some countries. By 1925, after he had solved all the principles of his process, he had turned to the production of dextrose by hydrolyzing wood with highly concentrated hydrochloric acid.[br]Principal Honours and DistinctionsNobel Prize 1931. Honorary doctorates, Heidelberg, Harvard and Hannover.Bibliography1907, "Über absolute Schwefelsäure als Lösungsmittel", unpublished thesis, Weida. 1913, Die Anwendung hoher Drucke bei chemischen Vorgängen und eine Nachbildungdes Entstehungsprozesses der Steinkohle, Halle. 1913, DRP no. 301, 231 (coal-liquefaction process).1925, "Verflüssigung der Kohle", Zeitschrift des Vereins Deutscher Ingenieure, 69:1313–20, 1359–62.1933, "Chemische Reaktionen unter hohem Druck", Les Prix Nobel en 1931, Stockholm, pp. 1–37.Further ReadingDeutsches Bergbau-Museum, 1985, Friedrich Bergius und die Kohleverflüssigung. Stationen einer Entwicklung, Bochum (gives a comprehensive and illustrated description of the man and the technology).H.Beck, 1982, Friedrich Bergius, ein Erfinderschicksal, Munich: Deutsches Museum (a detailed biographical description).W.Birkendfeld, 1964, Der synthetische Treibstoff 1933–1945. Ein Beitragzur nationalsozialistischen Wirtschafts-und Rüstungspolitik, Göttingen, Berlin and Frankfurt (describes the economic value of synthetic fuels for the Third Reich).WKBiographical history of technology > Bergius, Friedrich Carl Rudolf
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126 Bevan, Edward John
[br]b. 11 December 1856 Birkenhead, Englandd. 17 October 1921 London, England[br]English co-inventor of the " viscose rayon " process for making artificial silk.[br]Bevan began his working life as a chemist in a soap works at Runcorn, but later studied chemistry at Owens College, Manchester. It was there that he met and formed a friendship with C.F. Cross, with whom he started to work on cellulose. Bevan moved to a paper mill in Scotland but then went south to London, where he and Cross set up a partnership in 1885 as consulting and analytical chemists. Their work was mainly concerned with the industrial utilization of cellulose, and with the problems of the paper and jute industries. Their joint publication, A Text-book of Paper-making, which first appeared in 1888 and went into several editions, became the standard reference and textbook on the subject. The book has a long introductory chapter on cellulose.In 1892 Cross, Bevan and Clayton Beadle discovered viscose, or sodium cellulose xanthate, and took out the patent which was to be the foundation of the "viscose rayon" industry. They had their own laboratory at Station Avenue, Kew Gardens, where they carried out much work that eventually resulted in viscose: cellulose, usually in the form of wood pulp, was treated first with caustic soda and then with carbon disulphide to form the xanthate, which was then dissolved in a solution of dilute caustic soda to produce a viscous liquid. After being aged, the viscose was extruded through fine holes in a spinneret and coagulated in a dilute acid to regenerate the cellulose as spinnable fibres. At first there was no suggestion of spinning it into fibre, but the hope was to use it for filaments in incandescent electric light bulbs. The sheen on the fibres suggested their possible use in textiles and the term "artificial silk" was later introduced. Cross and Bevan also discovered the acetate "Celanese", which was cellulose triacetate dissolved in acetone and spun in air, but both inventions needed much development before they could be produced commercially.In 1892 Bevan turned from cellulose to food and drugs and left the partnership to become Public Analyst to Middlesex County Council, a post he held until his death, although in 1895 he and Cross published their important work Cellulose. He was prominent in the affairs of the Society of Public Analysts and became one of its officials.[br]Bibliography1888, with C.F.Cross, A Text-book of Papermaking.1892, with C.F.Cross and C.Beadle, British patent no. 8,700 (viscose). 1895, with C.F.Cross, Cellulose.Further ReadingObituary, 1921, Journal of the Chemical Society.Obituary, 1921, Journal of the Society of Chemical Industry.Edwin J.Beer, 1962–3, "The birth of viscose rayon", Transactions of the Newcomen Society 35 (an account of the problems of developing viscose rayon; Beer worked under Cross in the Kew laboratories).RLH -
127 Brunel, Isambard Kingdom
SUBJECT AREA: Civil engineering, Land transport, Mechanical, pneumatic and hydraulic engineering, Ports and shipping, Public utilities, Railways and locomotives[br]b. 9 April 1806 Portsea, Hampshire, Englandd. 15 September 1859 18 Duke Street, St James's, London, England[br]English civil and mechanical engineer.[br]The son of Marc Isambard Brunel and Sophia Kingdom, he was educated at a private boarding-school in Hove. At the age of 14 he went to the College of Caen and then to the Lycée Henri-Quatre in Paris, after which he was apprenticed to Louis Breguet. In 1822 he returned from France and started working in his father's office, while spending much of his time at the works of Maudslay, Sons \& Field.From 1825 to 1828 he worked under his father on the construction of the latter's Thames Tunnel, occupying the position of Engineer-in-Charge, exhibiting great courage and presence of mind in the emergencies which occurred not infrequently. These culminated in January 1828 in the flooding of the tunnel and work was suspended for seven years. For the next five years the young engineer made abortive attempts to find a suitable outlet for his talents, but to little avail. Eventually, in 1831, his design for a suspension bridge over the River Avon at Clifton Gorge was accepted and he was appointed Engineer. (The bridge was eventually finished five years after Brunel's death, as a memorial to him, the delay being due to inadequate financing.) He next planned and supervised improvements to the Bristol docks. In March 1833 he was appointed Engineer of the Bristol Railway, later called the Great Western Railway. He immediately started to survey the route between London and Bristol that was completed by late August that year. On 5 July 1836 he married Mary Horsley and settled into 18 Duke Street, Westminster, London, where he also had his office. Work on the Bristol Railway started in 1836. The foundation stone of the Clifton Suspension Bridge was laid the same year. Whereas George Stephenson had based his standard railway gauge as 4 ft 8½ in (1.44 m), that or a similar gauge being usual for colliery wagonways in the Newcastle area, Brunel adopted the broader gauge of 7 ft (2.13 m). The first stretch of the line, from Paddington to Maidenhead, was opened to traffic on 4 June 1838, and the whole line from London to Bristol was opened in June 1841. The continuation of the line through to Exeter was completed and opened on 1 May 1844. The normal time for the 194-mile (312 km) run from Paddington to Exeter was 5 hours, at an average speed of 38.8 mph (62.4 km/h) including stops. The Great Western line included the Box Tunnel, the longest tunnel to that date at nearly two miles (3.2 km).Brunel was the engineer of most of the railways in the West Country, in South Wales and much of Southern Ireland. As railway networks developed, the frequent break of gauge became more of a problem and on 9 July 1845 a Royal Commission was appointed to look into it. In spite of comparative tests, run between Paddington-Didcot and Darlington-York, which showed in favour of Brunel's arrangement, the enquiry ruled in favour of the narrow gauge, 274 miles (441 km) of the former having been built against 1,901 miles (3,059 km) of the latter to that date. The Gauge Act of 1846 forbade the building of any further railways in Britain to any gauge other than 4 ft 8 1/2 in (1.44 m).The existence of long and severe gradients on the South Devon Railway led to Brunel's adoption of the atmospheric railway developed by Samuel Clegg and later by the Samuda brothers. In this a pipe of 9 in. (23 cm) or more in diameter was laid between the rails, along the top of which ran a continuous hinged flap of leather backed with iron. At intervals of about 3 miles (4.8 km) were pumping stations to exhaust the pipe. Much trouble was experienced with the flap valve and its lubrication—freezing of the leather in winter, the lubricant being sucked into the pipe or eaten by rats at other times—and the experiment was abandoned at considerable cost.Brunel is to be remembered for his two great West Country tubular bridges, the Chepstow and the Tamar Bridge at Saltash, with the latter opened in May 1859, having two main spans of 465 ft (142 m) and a central pier extending 80 ft (24 m) below high water mark and allowing 100 ft (30 m) of headroom above the same. His timber viaducts throughout Devon and Cornwall became a feature of the landscape. The line was extended ultimately to Penzance.As early as 1835 Brunel had the idea of extending the line westwards across the Atlantic from Bristol to New York by means of a steamship. In 1836 building commenced and the hull left Bristol in July 1837 for fitting out at Wapping. On 31 March 1838 the ship left again for Bristol but the boiler lagging caught fire and Brunel was injured in the subsequent confusion. On 8 April the ship set sail for New York (under steam), its rival, the 703-ton Sirius, having left four days earlier. The 1,340-ton Great Western arrived only a few hours after the Sirius. The hull was of wood, and was copper-sheathed. In 1838 Brunel planned a larger ship, some 3,000 tons, the Great Britain, which was to have an iron hull.The Great Britain was screwdriven and was launched on 19 July 1843,289 ft (88 m) long by 51 ft (15.5 m) at its widest. The ship's first voyage, from Liverpool to New York, began on 26 August 1845. In 1846 it ran aground in Dundrum Bay, County Down, and was later sold for use on the Australian run, on which it sailed no fewer than thirty-two times in twenty-three years, also serving as a troop-ship in the Crimean War. During this war, Brunel designed a 1,000-bed hospital which was shipped out to Renkioi ready for assembly and complete with shower-baths and vapour-baths with printed instructions on how to use them, beds and bedding and water closets with a supply of toilet paper! Brunel's last, largest and most extravagantly conceived ship was the Great Leviathan, eventually named The Great Eastern, which had a double-skinned iron hull, together with both paddles and screw propeller. Brunel designed the ship to carry sufficient coal for the round trip to Australia without refuelling, thus saving the need for and the cost of bunkering, as there were then few bunkering ports throughout the world. The ship's construction was started by John Scott Russell in his yard at Millwall on the Thames, but the building was completed by Brunel due to Russell's bankruptcy in 1856. The hull of the huge vessel was laid down so as to be launched sideways into the river and then to be floated on the tide. Brunel's plan for hydraulic launching gear had been turned down by the directors on the grounds of cost, an economy that proved false in the event. The sideways launch with over 4,000 tons of hydraulic power together with steam winches and floating tugs on the river took over two months, from 3 November 1857 until 13 January 1858. The ship was 680 ft (207 m) long, 83 ft (25 m) beam and 58 ft (18 m) deep; the screw was 24 ft (7.3 m) in diameter and paddles 60 ft (18.3 m) in diameter. Its displacement was 32,000 tons (32,500 tonnes).The strain of overwork and the huge responsibilities that lay on Brunel began to tell. He was diagnosed as suffering from Bright's disease, or nephritis, and spent the winter travelling in the Mediterranean and Egypt, returning to England in May 1859. On 5 September he suffered a stroke which left him partially paralysed, and he died ten days later at his Duke Street home.[br]Further ReadingL.T.C.Rolt, 1957, Isambard Kingdom Brunel, London: Longmans Green. J.Dugan, 1953, The Great Iron Ship, Hamish Hamilton.IMcNBiographical history of technology > Brunel, Isambard Kingdom
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128 Corliss, George Henry
SUBJECT AREA: Steam and internal combustion engines[br]b. 2 June 1817 Easton, Washington City, New York, USAd. 21 February 1888 USA[br]American inventor of a cut-off mechanism linked to the governor which revolutionized the operation of steam engines.[br]Corliss's father was a physician and surgeon. The son was educated at Greenwich, New York, but while he showed an aptitude for mathematics and mechanics he first of all became a storekeeper and then clerk, bookkeeper, salesperson and official measurer and inspector of the cloth produced at W.Mowbray \& Son. He went to the Castleton Academy, Vermont, for three years and at the age of 21 returned to a store of his own in Greenwich. Complaints about stitching in the boots he sold led him to patent a sewing machine. He approached Fairbanks, Bancroft \& Co., Providence, Rhode Island, machine and steam engine builders, about producing his machine, but they agreed to take him on as a draughtsman providing he abandoned it. Corliss moved to Providence with his family and soon revolutionized the design and construction of steam engines. Although he started working out ideas for his engine in 1846 and completed one in 1848 for the Providence Dyeing, Bleaching and Calendering Company, it was not until March 1849 that he obtained a patent. By that time he had joined John Barstow and E.J.Nightingale to form a new company, Corliss Nightingale \& Co., to build his design of steam-engines. He used paired valves, two inlet and two exhaust, placed on opposite sides of the cylinder, which gave good thermal properties in the flow of steam. His wrist-plate operating mechanism gave quick opening and his trip mechanism allowed the governor to regulate the closure of the inlet valve, giving maximum expansion for any load. It has been claimed that Corliss should rank equally with James Watt in the development of the steam-engine. The new company bought land in Providence for a factory which was completed in 1856 when the Corliss Engine Company was incorporated. Corliss directed the business activities as well as technical improvements. He took out further patents modifying his valve gear in 1851, 1852, 1859, 1867, 1875, 1880. The business grew until well over 1,000 workers were employed. The cylindrical oscillating valve normally associated with the Corliss engine did not make its appearance until 1850 and was included in the 1859 patent. The impressive beam engine designed for the 1876 Centennial Exhibition by E. Reynolds was the product of Corliss's works. Corliss also patented gear-cutting machines, boilers, condensing apparatus and a pumping engine for waterworks. While having little interest in politics, he represented North Providence in the General Assembly of Rhode Island between 1868 and 1870.[br]Further ReadingMany obituaries appeared in engineering journals at the time of his death. Dictionary of American Biography, 1930, Vol. IV, New York: C.Scribner's Sons. R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (explains Corliss's development of his valve gear).J.L.Wood, 1980–1, "The introduction of the Corliss engine to Britain", Transactions of the Newcomen Society 52 (provides an account of the introduction of his valve gear to Britain).W.H.Uhland, 1879, Corliss Engines and Allied Steam-motors, London: E. \& F.N.Spon.RLH
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