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1 engineer
engineer [‚endʒɪ'nɪə(r)]1 noun(a) (for roads, machines, bridges) ingénieur m, femme f ingénieur; (mechanic, repairer) dépanneur(euse) m,f;∎ civil engineer ingénieur m civil;∎ marine engineer ingénieur m du génie maritime;∎ mechanical engineer ingénieur m mécanicien;∎ mining engineer ingénieur m des mines;∎ consulting engineer ingénieur m conseil;∎ production engineer ingénieur m (chargé) de la production;∎ Telecommunications telephone engineer technicien(enne) m,f des télécommunications ou du téléphone∎ chief engineer chef m mécanicien;∎ second engineer officier m mécanicien en second∎ flight engineer (on military aircraft) mécanicien m navigant; (on civil aircraft) mécanicien m de bord;∎ aircraft engineer mécanicien m de piste∎ the engineers le génie, l'arme f du génie;∎ her ex-husband was the engineer of her downfall son ex-mari a été l'instigateur de sa ruine(a) (road, bridge, car) concevoir;∎ the bridge has been superbly engineered le pont est un superbe travail d'ingénierie(b) figurative pejorative (bring about → coup, downfall, defeat) machiner; (→ event, situation) manigancer;∎ she engineered his escape elle a organisé son évasion;∎ he had carefully engineered the seating arrangements il avait disposé les convives avec soin(c) (work → goal, victory) amener►► engineer officer ingénieur m mécanicien -
2 engineer
[ˌendʒɪ'nɪə]nинженер, конструктор, машинист- chief engineer- civil engineer
- chemical engineer
- highway engineer
- marine engineer
- mechanical engineer
- metallurgical engineer
- locomotive engineer
- operating engineer
- work as an engineer -
3 chief
رَئِيسِيّ \ central: chief; of greatest importance: Social equality is the central aim of this government. chief: most important; main: Our chief crop is corn. key: important, so that others depend on it: The ship’s engineer holds a key position. leading: chief; most important: a leading artist; the town’s leading store. main: chief; most important: my main reasons; a main road. major: greater; very great: The major part of the work is done. He has a major share in the business. principal: main; chief: the principal rivers of Europe. staple: (of crops, produce, etc.) usual; main: Rice is the staple food of some countries. -
4 за
1. предл.1. ( позади) (тв.; где?) behind; (вн.; куда?) behind; ( через) over; (по ту сторону, дальше; тж. перен.) beyond, the other side of; (за пределами, вне) outside; beyond the boundsза шкафом, за шкаф — behind the wardrobe
за пределами, за пределы (рд.) — beyond the bounds (of)
за бортом, за борт — overboard
за углом, за угол — round the corner
завёртывать за угол — turn a corner
2. (около, у) (тв.; где?) at; (вн.; куда?) atсидя за письменным столом — sitting at the writing-table
садясь за письменный стол — sitting down at the writing-table (ср. стол)
3. (тв.; во время, занимаясь данным предметом) at; (в процессе: при существительных, обозначающих действие) in, или не переводится, причём существит. передаётся через pres. part.проводить вечер за чтением, за игрой — spend* the evening in reading, in play, spend* the evening reading, playing
заставать кого-л. за чтением — find* smb. reading
4. (тв.; вслед, следуя, преследуя) afterбежать, гнаться за кем-л. — run* after smb.
следовать за кем-л., за чем-л. — follow smb., smth.
охотиться за волками, за зайцами и т. п. — hunt wolves, hares, etc.
охотиться за кем-л., за чем-л. (перен.) — hunt for / after smb., for / after smth.
дверь затворилась за ним — the door closed on / behind him
5. (тв.; чтобы достать, принести и т. п.) for, или инфинитив соотв. глагола без предл.: get*, fetch, buy* и т. п.посылать за врачом — send* for the doctor
ездить за билетами — go* to get tickets
сходить, съездить за кем-л., за чем-л. — (go* and) fetch / bring* smb., smth.
6. (тв.; по причине) because ofза недостатком (рд.), за неимением (рд.) — for want (of)
за отсутствием (рд.) — in the absence (of)
за молодостью лет — because of one's youth
7. (вн.; ради, в пользу) forбороться за свободу — fight* for freedom
голосовать за кого-л. — vote for smb.
быть за что-л. — be for smth.
радоваться за кого-л. — be glad for smb.'s sake
беспокоиться за кого-л. — be anxious for smb.
9. (вн.; при выражении возмездия, награды, компенсации, платы, цены) forнаказанный за что-л. — punished for smth.
награждённый за что-л. — rewarded for smth. (ср. награждать)
благодарить кого-л. за что-л. — thank smb. for smth.
получать что-л. за что-л. — receive / get* smth. for smth.
плата за что-л. — pay for smth.
расписываться за кого-л. — sign for smb.
работать за троих — work hard enough for three, do the work of three
за N... ( подпись) — N per procurationem... (об. сокр. per pro., p.p.):
за директора А. Иванов — Director p.p. A. Ivanov
за пять дней, которые он провёл там — during the five days he spent there
это можно сделать за час — it can be done in an hour, или within an hour
14. (вн.; при обозначении части предмета, через которую он подвергается действию) byбрать, вести кого-л. за руку — take*, lead* smb. by the hand
дёргать, тянуть кого-л. за волосы — pull smb.'s hair
♢
за городом, за город — out of townза рубежом ( за границей) — abroad
быть (замужем) за кем-л. разг. — be married to smb.
за ним и т. д. (долг кому-л.) — he owes (smb.):
за ним десять рублей — he owes smb. ten roubles
за ним и т. д. очередь (+ инф.) см. очередь
за и против — for and against, pro and con; как сущ. мн. pros and cons:
ему, им и т. д. за сорок, за пятьдесят и т. д. ( лет) — he is, they are, etc., over forty, fifty, etc.
2. частицаотвечать, ручаться за кого-л., за что-л., браться, приниматься за что-л., хвататься, держаться за кого-л., за что-л. — см. соотв. глаголы; тж. и др. особые случаи, не приведённые здесь, см. под теми словами, с которыми предл. за образует тесные сочетания
что за см. что I 6
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5 Williams, Sir Edward Leader
[br]b. 28 April 1828 Worcester, Englandd. 1 June 1910 Altrincham, Cheshire, England[br]English civil engineer, designer and first Chief Engineer of the Manchester Ship Canal.[br]After an apprenticeship with the Severn Navigation, of which his father was Chief Engineer, Williams was engaged as Assistant Engineer on the Great Northern Railway, Resident Engineer at Shoreham Harbour and Engineer to the contractors for the Admiralty Pier at Dover. In 1856 he was appointed Engineer to the River Weaver Trust, and among the improvements he made was the introduction of the Anderton barge lift linking the Weaver and the Trent and Mersey Canal. After rejecting the proposal of a flight of locks he considered that barges might be lifted and lowered by hydraulic means. Various designs were submitted and the final choice fell on one by Edwin Clark that had two troughs counterbalancing each other through pistons. Movement of the troughs was initiated by introducing excess water into the upper trough to lift the lower. The work was carried out by Clark.In 1872 Williams became Engineer to the Bridgewater Navigation, enlarging the locks at Runcorn and introducing steam propulsion on the canal. He later examined the possibility of upgrading the Mersey \& Irwell Navigation to a Ship Canal. In 1882 his proposals to the Provisional Committee of the proposed Manchester Ship Canal were accepted. His scheme was to use the Mersey Channel as far as Eastham and then construct a lock canal from there to Manchester. He was appointed Chief Engineer of the undertaking.The canal's construction was a major engineering work during which Williams overcame many difficulties. He used the principle of the troughs on the Anderton lift as a guide for the construction of the Barton swing aqueduct, which replaced Brindley's original masonry aqueduct on the Bridgewater Canal. The first sod was cut at Eastham on 11 November 1887 and the lower portion of the canal was used for traffic in September 1891. The canal was opened to sea-borne traffic on 1 January 1894 and was formally opened by Queen Victoria on 21 May 1894. In acknowledgement of his work, a knighthood was conferred on him. He continued as Consulting Engineer until ill health forced his retirement.[br]Principal Honours and DistinctionsKnighted. Vice-President, Institution of Civil Engineers 1905–7.JHBBiographical history of technology > Williams, Sir Edward Leader
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6 Cubitt, William
[br]b. 1785 Dilham, Norfolk, Englandd. 13 October 1861 Clapham Common, Surrey, England[br]English civil engineer and contractor.[br]The son of a miller, he received a rudimentary education in the village school. At an early age he was helping his father in the mill, and in 1800 he was apprenticed to a cabinet maker. After four years he returned to work with his father, but, preferring to leave the parental home, he not long afterwards joined a firm of agricultural-machinery makers in Swanton in Norfolk. There he acquired a reputation for making accurate patterns for the iron caster and demonstrated a talent for mechanical invention, patenting a self-regulating windmill sail in 1807. He then set up on his own as a millwright, but he found he could better himself by joining the engineering works of Ransomes of Ipswich in 1812. He was soon appointed their Chief Engineer, and after nine years he became a partner in the firm until he moved to London in 1826. Around 1818 he invented the treadmill, with the aim of putting prisoners to useful work in grinding corn and other applications. It was rapidly adopted by the principal prisons, more as a means of punishment than an instrument of useful work.From 1814 Cubitt had been gaining experience in civil engineering, and upon his removal to London his career in this field began to take off. He was engaged on many canal-building projects, including the Oxford and Liverpool Junction canals. He accomplished some notable dock works, such as the Bute docks at Cardiff, the Middlesborough docks and the coal drops on the river Tees. He improved navigation on the river Severn and compiled valuable reports on a number of other leading rivers.The railway construction boom of the 1840s provided him with fresh opportunities. He engineered the South Eastern Railway (SER) with its daringly constructed line below the cliffs between Folkestone and Dover; the railway was completed in 1843, using massive charges of explosive to blast a way through the cliffs. Cubitt was Consulting Engineer to the Great Northern Railway and tried, with less than his usual success, to get the atmospheric system to work on the Croydon Railway.When the SER began a steamer service between Folkestone and Boulogne, Cubitt was engaged to improve the port facilities there and went on to act as Consulting Engineer to the Boulogne and Amiens Railway. Other commissions on the European continent included surveying the line between Paris and Lyons, advising the Hanoverian government on the harbour and docks at Hamburg and directing the water-supply works for Berlin.Cubitt was actively involved in the erection of the Crystal Palace for the Great Exhibition of 1851; in recognition of this work Queen Victoria knighted him at Windsor Castle on 23 December 1851.Cubitt's son Joseph (1811–72) was also a notable civil engineer, with many railway and harbour works to his credit.[br]Principal Honours and DistinctionsKnighted 1851. FRS 1830. President, Institution of Civil Engineers 1850 and 1851.Further ReadingObituary, 1862, Minutes of 'the Proceedings of the Institution of Civil Engineers 21:552– 8.LRD -
7 Locke, Joseph
[br]b. 9 August 1805 Attercliffe, Yorkshire, Englandd. 18 September 1860 Moffat, Scotland[br]English civil engineer who built many important early main-line railways.[br]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.[br]Principal Honours and DistinctionsOfficier de la Légion d'honneur, France. FRS. President, Institution of Civil Engineers 1858–9.Further ReadingObituary, 1861, Minutes of Proceedings of the Institution of Civil Engineers 20. L.T.C.Rolt, 1962, Great Engineers, London: G. Bell \& Sons, ch. 6.Industrial Heritage, 1991, Vol. 9(2):9.See also: Brassey, ThomasPJGR -
8 Mylne, Robert
[br]b. 1733 Edinburgh, Scotland d. 1811[br]Scottish engineer, architect and bridge-builder.[br]Mylne was the eldest son of Thomas Mylne, Surveyor to the City of Edinburgh. Little is known of his early education. In 1754, at the age of 21, he left Edinburgh by sea and journeyed to Rome, where he attended the Academy of St Luke. There he received the first prize for architecture. In 1759 he left Rome to travel back to England, where he arrived in time for the competition then going ahead for the design and building of a new bridge across the Thames at Blackfriars. Against 68 other competitors, Mylne won the competition; the work took some ten years to complete.In 1760 he was appointed Engineer and Architect to the City of London, and in 1767 Joint Engineer to the New River Company together with Henry Mill, who died within a few years to leave Mylne to become Chief Engineer in 1770. Thus for the next forty years he was in charge of all the works for the New River Company between Clerkenwell and Ware, the opposite ends of London's main water supply. By 1767 he had also been appointed to a number of other important posts, which included Surveyor to Canterbury Cathedral and St Paul's Cathedral. In addition to undertaking his responsibilities for these great public buildings, he designed many private houses and villas all over the country, including several buildings for the Duke of Argyll on the Inverary Castle estate.Mylne was also responsible for the design of a great number of bridges, waterworks and other civil engineering works throughout Britain. Called in to advise on the Norwich city waterworks, he fell out with Joseph Bramah in a somewhat spectacular dispute.For much of his life Mylne lived at the Water House at the New River Head at Islington, from which he could direct much of the work on that waterway that came under his supervision. He also had residences in New Bridge Street and, as Clerk of Works, at Greenwich Hospital. Towards the end of his life he built himself a small house at Amwell, a country retreat at the outer end of the New River. He kept a diary from 1762 to 1810 which includes only brief memoranda but which shows a remarkable diligence in travelling all over the country by stagecoach and by postchaise. He was a freemason, as were many of his family; he married Mary Home on 10 September 1770, with whom he had ten children, four of whom survived into adulthood.[br]Principal Honours and DistinctionsFellow of the Royal Society 1767.Further ReadingDictionary of National Biography, London.A.E.Richardson, 1955, Robert Mylne, 1733–1811, Engineer and Architect, London: Batsford. -
9 Baumann, Karl
SUBJECT AREA: Steam and internal combustion engines[br]b. 18 April 1884 Switzerlandd. 14 July 1971 Ilkley, Yorkshire[br]Swiss/British mechanical engineer, designer and developer of steam and gas turbine plant.[br]After leaving school in 1902, he went to the Ecole Polytechnique, Zurich, leaving in 1906 with an engineering diploma. He then spent a year with Professor A.Stodola, working on steam engines, turbines and internal combustion engines. He also conducted research in the strength of materials. After this, he spent two years as Research and Design Engineer at the Nuremberg works of Maschinenfabrik Augsburg-Nürnberg. He came to England in 1909 to join the British Westinghouse Co. Ltd in Manchester, and by 1912 was Chief Engineer of the Engine Department of that firm. The firm later became the Metropolitan-Vickers Electrical Co. Ltd (MV), and Baumann rose from Chief Mechanical Engineer through to, by 1929, Special Director and Member of the Executive Management Board; he remained a director until his retirement in 1949.For much of his career, Baumann was in the forefront of power station steam-cycle development, pioneering increased turbine entry pressures and temperatures, in 1916 introducing multi-stage regenerative feed-water heating and the Baumann turbine multi-exhaust. His 105 MW set for Battersea "A" station (1933) was for many years the largest single-axis unit in Europe. From 1938 on, he and his team were responsible for the first axial-flow aircraft propulsion gas turbines to fly in England, and jet engines in the 1990s owe much to the "Beryl" and "Sapphire" engines produced by MV. In particular, the design of the compressor for the Sapphire engine later became the basis for Rolls-Royce units, after an exchange of information between that company and Armstrong-Siddeley, who had previously taken over the aircraft engine work of MV.Further, the Beryl engine formed the basis of "Gatric", the first marine gas turbine propulsion engine.Baumann was elected to full membership for the Institution of Mechanical Engineers in 1929 and a year later was awarded the Thomas Hawksley Gold Medal by that body, followed by their James Clayton Prize in 1948: in the same year he became the thirty-fifth Thomas Hawksley lecturer. Many of his ideas and introductions have stood the test of time, being based on his deep and wide understanding of fundamentals.JB -
10 Brinell, Johann August
SUBJECT AREA: Metallurgy[br]b. 1849 Småland, Swedend. 17 November 1925 Stockholm, Sweden[br]Swedish metallurgist, inventor of the well-known method of hardness measurement which uses a steel-ball indenter.[br]Brinell graduated as an engineer from Boräs Technical School, and his interest in metallurgy began to develop in 1875 when he became an engineer at the ironworks of Lesjöfors and came under the influence of Gustaf Ekman. In 1882 he was appointed Chief Engineer at the Fagersta Ironworks, where he became one of Sweden's leading experts in the manufacture and heat treatment of tool steels.His reputation in this field was established in 1885 when he published a paper on the structural changes which occurred in steels when they were heated and cooled, and he was among the first to recognize and define the critical points of steel and their importance in heat treatment. Some of these preliminary findings were first exhibited at Stockholm in 1897. His exhibit at the World Exhibition at Paris in 1900 was far more detailed and there he displayed for the first time his method of hardness determination using a steel-ball indenter. For these contributions he was awarded the French Grand Prix and also the Polhem Prize of the Swedish Technical Society.He was later concerned with evaluating and developing the iron-ore deposits of north Sweden and was one of the pioneers of the electric blast-furnace. In 1903 he became Chief Engineer of the Jernkontoret and remained there until 1914. In this capacity and as Editor of the Jernkontorets Annaler he made significant contributions to Swedish metallurgy. His pioneer work on abrasion resistance, undertaken long before the term tribology had been invented, gained him the Rinman Medal, awarded by the Jernkontoret in 1920.[br]Principal Honours and DistinctionsMember of the Swedish Academy of Science 1902. Dr Honoris Causa, University of Upsala 1907. French Grand Prix, Paris World Exhibition 1900; Swedish Technical Society Polhem Prize 1900; Iron and Steel Institute Bessemer Medal 1907; Jernkontorets Rinman Medal 1920.Further ReadingAxel Wahlberg, 1901, Journal of the Iron and Steel Institute 59:243 (the first English-language description of the Brinell Hardness Test).Machinery's Encyclopedia, 1917, Vol. III, New York: Industrial Press, pp. 527–40 (a very readable account of the Brinell test in relation to the other hardness tests available at the beginning of the twentieth century).Hardness Test Research Committee, 1916, Bibliography on hardness testing, Proceedings of the Institution of Mechanical Engineers.ASD -
11 Jessop, William
[br]b. 23 January 1745 Plymouth, Englandd. 18 November 1814[br]English engineer engaged in river, canal and dock construction.[br]William Jessop inherited from his father a natural ability in engineering, and because of his father's association with John Smeaton in the construction of Eddystone Lighthouse he was accepted by Smeaton as a pupil in 1759 at the age of 14. Smeaton was so impressed with his ability that Jessop was retained as an assistant after completion of his pupilage in 1767. As such he carried out field-work, making surveys on his own, but in 1772 he was recommended to the Aire and Calder Committee as an independent engineer and his first personally prepared report was made on the Haddlesey Cut, Selby Canal. It was in this report that he gave his first evidence before a Parliamentary Committee. He later became Resident Engineer on the Selby Canal, and soon after he was elected to the Smeatonian Society of Engineers, of which he later became Secretary for twenty years. Meanwhile he accompanied Smeaton to Ireland to advise on the Grand Canal, ultimately becoming Consulting Engineer until 1802, and was responsible for Ringsend Docks, which connected the canal to the Liffey and were opened in 1796. From 1783 to 1787 he advised on improvements to the River Trent, and his ability was so recognized that it made his reputation. From then on he was consulted on the Cromford Canal (1789–93), the Leicester Navigation (1791–4) and the Grantham Canal (1793–7); at the same time he was Chief Engineer of the Grand Junction Canal from 1793 to 1797 and then Consulting Engineer until 1805. He also engineered the Barnsley and Rochdale Canals. In fact, there were few canals during this period on which he was not consulted. It has now been established that Jessop carried the responsibility for the Pont-Cysyllte Aqueduct in Wales and also prepared the estimates for the Caledonian Canal in 1804. In 1792 he became a partner in the Butterley ironworks and thus became interested in railways. He proposed the Surrey Iron Railway in 1799 and prepared for the estimates; the line was built and opened in 1805. He was also the Engineer for the 10 mile (16 km) long Kilmarnock \& Troon Railway, the Act for which was obtained in 1808 and was the first Act for a public railway in Scotland. Jessop's advice was sought on drainage works between 1785 and 1802 in the lowlands of the Isle of Axholme, Holderness, the Norfolk Marshlands, and the Axe and Brue area of the Somerset Levels. He was also consulted on harbour and dock improvements. These included Hull (1793), Portsmouth (1796), Folkestone (1806) and Sunderland (1807), but his greatest dock works were the West India Docks in London and the Floating Harbour at Bristol. He was Consulting Engineer to the City of London Corporation from 1796to 1799, drawing up plans for docks on the Isle of Dogs in 1796; in February 1800 he was appointed Engineer, and three years later, in September 1803, he was appointed Engineer to the Bristol Floating Harbour. Jessop was regarded as the leading civil engineer in the country from 1785 until 1806. He died following a stroke in 1814.[br]Further ReadingC.Hadfield and A.W.Skempton, 1979, William Jessop. Engineer, Newton Abbot: David \& Charles.JHB -
12 Taylor, Frederick Winslow
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 20 March 1856 Germantown, Pennsylvania, USAd. 21 March 1915 Philadelphia, Pennsylvania, USA[br]American mechanical engineer and pioneer of scientific management.[br]Frederick W.Taylor received his early education from his mother, followed by some years of schooling in France and Germany. Then in 1872 he entered Phillips Exeter Academy, New Hampshire, to prepare for Harvard Law School, as it was intended that he should follow his father's profession. However, in 1874 he had to abandon his studies because of poor eyesight, and he began an apprenticeship at a pump-manufacturing works in Philadelphia learning the trades of pattern-maker and machinist. On its completion in 1878 he joined the Midvale Steel Company, at first as a labourer but then as Shop Clerk and Foreman, finally becoming Chief Engineer in 1884. At the same time he was able to resume study in the evenings at the Stevens Institute of Technology, and in 1883 he obtained the degree of Mechanical Engineer (ME). He also found time to take part in amateur sport and in 1881 he won the tennis doubles championship of the United States.It was while with the Midvale Steel Company that Taylor began the systematic study of workshop management, and the application of his techniques produced significant increases in the company's output and productivity. In 1890 he became Manager of a company operating large paper mills in Maine and Wisconsin, until 1893 when he set up on his own account as a consulting engineer specializing in management organization. In 1898 he was retained exclusively by the Bethlehem Steel Company, and there continued his work on the metal-cutting process that he had started at Midvale. In collaboration with J.Maunsel White (1856–1912) he developed high-speed tool steels and their heat treatment which increased cutting capacity by up to 300 per cent. He resigned from the Bethlehem Steel Company in 1901 and devoted the remainder of his life to expounding the principles of scientific management which became known as "Taylorism". The Society to Promote the Science of Management was established in 1911, renamed the Taylor Society after his death. He was an active member of the American Society of Mechanical Engineers and was its President in 1906; his presidential address "On the Art of Cutting Metals" was reprinted in book form.[br]Principal Honours and DistinctionsParis Exposition Gold Medal 1900. Franklin Institute Elliott Cresson Gold Medal 1900. President, American Society of Mechanical Engineers 1906. Hon. ScD, University of Pennsylvania 1906. Hon. LLD, Hobart College 1912.BibliographyF.W.Taylor was the author of about 100 patents, several papers to the American Society of Mechanical Engineers, On the Art of Cutting Metals (1907, New York) and The Principles of Scientific Management (1911, New York) and, with S.E.Thompson, 1905 A Treatise on Concrete, New York, and Concrete Costs, 1912, New York.Further ReadingThe standard biography is Frank B.Copley, 1923, Frederick W.Taylor, Father of Scientific Management, New York (reprinted 1969, New York) and there have been numerous commentaries on his work: see, for example, Daniel Nelson, 1980, Frederick W.Taylor and the Rise of Scientific Management, Madison, Wis.RTSBiographical history of technology > Taylor, Frederick Winslow
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13 Vignoles, Charles Blacker
[br]b. 31 May 1793 Woodbrook, Co. Wexford, Irelandd. 17 November 1875 Hythe, Hampshire, England[br]English surveyor and civil engineer, pioneer of railways.[br]Vignoles, who was of Huguenot descent, was orphaned in infancy and brought up in the family of his grandfather, Dr Charles Hutton FRS, Professor of Mathematics at the Royal Military Academy, Woolwich. After service in the Army he travelled to America, arriving in South Carolina in 1817. He was appointed Assistant to the state's Civil Engineer and surveyed much of South Carolina and subsequently Florida. After his return to England in 1823 he established himself as a civil engineer in London, and obtained work from the brothers George and John Rennie.In 1825 the promoters of the Liverpool \& Manchester Railway (L \& MR) lost their application for an Act of Parliament, discharged their engineer George Stephenson and appointed the Rennie brothers in his place. They in turn employed Vignoles to resurvey the railway, taking a route that would minimize objections. With Vignoles's route, the company obtained its Act in 1826 and appointed Vignoles to supervise the start of construction. After Stephenson was reappointed Chief Engineer, however, he and Vignoles proved incompatible, with the result that Vignoles left the L \& MR early in 1827.Nevertheless, Vignoles did not sever all connection with the L \& MR. He supported John Braithwaite and John Ericsson in the construction of the locomotive Novelty and was present when it competed in the Rainhill Trials in 1829. He attended the opening of the L \& MR in 1830 and was appointed Engineer to two railways which connected with it, the St Helens \& Runcorn Gap and the Wigan Branch (later extended to Preston as the North Union); he supervised the construction of these.After the death of the Engineer to the Dublin \& Kingstown Railway, Vignoles supervised construction: the railway, the first in Ireland, was opened in 1834. He was subsequently employed in surveying and constructing many railways in the British Isles and on the European continent; these included the Eastern Counties, the Midland Counties, the Sheffield, Ashton-under-Lyme \& Manchester (which proved for him a financial disaster from which he took many years to recover), and the Waterford \& Limerick. He probably discussed rail of flat-bottom section with R.L. Stevens during the winter of 1830–1 and brought it into use in the UK for the first time in 1836 on the London \& Croydon Railway: subsequently rail of this section became known as "Vignoles rail". He considered that a broader gauge than 4 ft 8½ in. (1.44 m) was desirable for railways, although most of those he built were to this gauge so that they might connect with others. He supported the atmospheric system of propulsion during the 1840s and was instrumental in its early installation on the Dublin \& Kingstown Railway's Dalkey extension. Between 1847 and 1853 he designed and built the noted multi-span suspension bridge at Kiev, Russia, over the River Dnieper, which is more than half a mile (800 m) wide at that point.Between 1857 and 1863 he surveyed and then supervised the construction of the 155- mile (250 km) Tudela \& Bilbao Railway, which crosses the Cantabrian Pyrenees at an altitude of 2,163 ft (659 m) above sea level. Vignoles outlived his most famous contemporaries to become the grand old man of his profession.[br]Principal Honours and DistinctionsFellow of the Royal Astronomical Society 1829. FRS 1855. President, Institution of Civil Engineers 1869–70.Bibliography1830, jointly with John Ericsson, British patent no. 5,995 (a device to increase the capability of steam locomotives on grades, in which rollers gripped a third rail).1823, Observations upon the Floridas, New York: Bliss \& White.1870, Address on His Election as President of the Institution of Civil Engineers.Further ReadingK.H.Vignoles, 1982, Charles Blacker Vignoles: Romantic Engineer, Cambridge: Cambridge University Press (good modern biography by his great-grandson).See also: Samuda, Joseph d'AguilarPJGRBiographical history of technology > Vignoles, Charles Blacker
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14 главный
имеет два основных значения: а) самый важный, основной; b) старший по положению, возглавляющий. Из приведенных английских эквивалентов только chief совпадает с ним в обоих значениях, остальные же подчеркивают разные аспекты важности.1. main — главный, основной, самый важный ( среди прочих): the main point — главный вопрос/самый важный вопрос; the main difference — основная разница; the main reason — самая важная причина/ самая главная причина; the main entrance —основной вход/парадный вход/ центральный вход; the main building — основное/главное здание; the main street — главная/центральная улица; the main office — головной офис/главный офис/центральный офис; the main road — главная дорога/магистраль: the main line — основная линия; the main pipe — магистральная труба; the main gates — главные вороты/центральные ворота; the main root — основной корень/центральный корень; the main character of the novel главный repoй романа/главный персонаж романа; the main event — главное событие; the main effort — основное усилие; the main attack — основной удар/главный удар The main thing is to get started. — Главное в том, чтобы начать.2. chief — (прилагательное chief многозначно): a) главный, основной, самый важный ( по значению): She had always considered her looks her chief asset. — Она всегда считала свою привлекательность главным достоинством. Unemployment is the chief cause of poverty. — Безработица — основная причина бедности. The chief event of the year was the purchase of a new house. Основным событием этого года была покупка нового дома./Самым важным событием этого года была покупка нового дома. b) самый главный, ведущий, стоящий во главе ( по положению): the government's Chief Medical Officer — министр здравоохранения страны/главный санитарный врач страны Не joined the company as a chief engineer. — Он поступил на работу в компанию в ранге главного инженера. Hе is considered the chief player in our team. — Его считают ведущим игроком в нашей команде.3. principle — основной, наиболее важный, самый главный ( по сравнению со всеми остальными): The principal aim of the project is to spread the knowledge among our peer. — Основная цель этого проекта в распространении знаний среди людей нашей профессии. The salary is good, but that's not the principal reason why I took the job. — Зарплата, конечно хорошая, но это не главная причина, по которой я согласилась на эту работу/Зарплата, конечно хорошая, но это не основная причина, по которой я взялась за эту работу.4. major — главный, большой, важный, первостепенный, крупный (по величине и значению среди других): major banks — крупные банки; major repairs — капитальный ремонт; major subjects — обязательные предметы/важные предметы/предметы специализации (в американских университетах); the major part of his life — основная часть его жизни; the major problem — главная проблема/самая важная проблема/первостепенная проблема; work of major Importance — работа большой важности/работа первостепенной важности -
15 за
I предл.1) (тв. - где?, вн. - куда?; позади) behind; ( через) over; (по ту сторону, дальше; тж. перен.) beyond, the other side of; (за пределами, вне) outside; beyond the boundsза шка́фом, за шкаф — behind the wardrobe
за воро́тами, за воро́та — outside the gate
за преде́лами, за преде́лы (рд.) — beyond the bounds (of)
за бо́ртом, за́ борт — overboard
за угло́м, за́ угол — round the corner
завора́чивать за́ угол — turn (round) the corner
2) (тв. - где?, вн. - куда?; около, у) atси́дя за пи́сьменным столо́м — sitting at the writing table
3) (тв.; во время, занимаясь чем-л) at; ( в процессе чего-л) in или не переводится, причём сущ. передаётся через pres partза уро́ком — at the lesson
за обе́дом — at dinner
за ша́хматами — at chess
проводи́ть ве́чер за чте́нием [игро́й] — spend the evening in reading [play], spend the evening reading [playing]
застава́ть кого́-л за чте́нием — find smb reading
4) (тв.; вслед, следуя, преследуя) afterбежа́ть / гна́ться за кем-л — run after smb
сле́довать за — follow (d)
охо́титься за волка́ми [за́йцами] — hunt wolves [wʊ-] [hares]
охо́титься за (тв.; тж. перен.) — hunt for / after
дверь затвори́лась за ним — the door closed on / behind him
5) (тв.; об однородной последовательности) afterкни́га за кни́гой — one book after another
кури́ть сигаре́ту за сигаре́той — chain-smoke
6) (тв.; с целью достать, привести и т.п.) for или инфинитив соотв глагола (get, fetch, buy, etc)посыла́ть за врачо́м — send for the doctor
е́здить за биле́тами — go to get tickets
сходи́ть, съе́здить за (тв.) — (go and) fetch / bring (d)
7) (тв.; по причине) because ofза недоста́тком / неиме́нием (рд.) — for want (of)
за отсу́тствием (рд.) — in the absence (of)
за мо́лодостью лет — because of one's youth
за ста́ростью лет — because of one's age
8) (вн.; ради, в пользу, в поддержку) forборо́ться за свобо́ду — fight for freedom
быть за что-л — be in favour of smth; support smth
голосова́ть за кого́-л — vote for smb
про́тив неё было по́дано 3 го́лоса и 4 го́лоса - за — there were three votes against her and four votes for her
я - то́лько за! разг. — I am all for it!
за и про́тив — for and against, pro and con; как сущ. мн. pros [-əʊz] and cons
есть мно́го за и про́тив — there are many pros and cons
9) (вн.; при выражении сопереживания) forра́доваться за кого́-л — be glad for smb [smb's sake]
он сча́стлив за неё — he is happy for her (sake)
беспоко́иться за кого́-л — be anxious for smb
10) (вн.; в качестве возмездия, награды, компенсации, платы и т.п.) for; (в обмен на что-л тж.) in exchange forнака́занный за что-л — punished ['pʌ-] for smth
благодари́ть кого́-л за что-л — thank smb for smth
получа́ть что-л за что-л — receive / get smth for smth
пла́та за что-л — pay for smth
за де́сять рубле́й — for ten roubles [ruː-]
вот вам за услу́ги — here's for your services
а что я за э́то получу́? — what do I get in exchange for that?
распи́сываться за кого́-л — sign for smb
рабо́тать за трои́х — work hard enough for three, do the work of three
рабо́тать за гла́вного инжене́ра — act as [substitute for] the chief engineer
за Н.... (подпись) — N. per procurationem... [-ʃɪ'əʊn-] (обыкн. сокр. per pro., p.p.)
за дире́ктора За Ивано́в — Director p.p. A. Ivanov
12) (вн.; на протяжении истекшего периода) over, for; ( в какие-то моменты в течение истекшего периода) during; (в, в пределах) in, withinза после́дние де́сять лет — over / for the last ten years
за пять дней, кото́рые он провёл там — during the five days he spent there
э́то мо́жно сде́лать за час — it can be done in / within an hour
13) (вн.; раньше на) не переводитсяза неде́лю до пра́здников — a week before the holidays
за ме́сяц до э́того — a month [mʌ-] before
14) (вн.; на расстоянии) at a distance of или не переводитсяза два́дцать киломе́тров от Москвы́ — (at a distance of) twenty kilometres (away) from Moscow
15) (вн.; при обозначении части предмета, через которую он подвергается действию) byбрать [вести́] кого́-л за́ руку — take [lead ] smb by the hand
дёргать / тяну́ть кого́-л за́ волосы — pull smb by the hair
16) (тв.; о чьей-л обязанности, чьём-л долге, обещании; об ожидании каких-л действий от кого-л)за ва́ми долг — you owe me
пода́рок за мной — I owe you a present
за ва́ми э́тот уча́сток рабо́ты — you are in charge of this (area of) work
о́чередь за ним — см. очередь
17) (тв.; о предназначенности кому-л) forэ́тот но́мер за ва́ми — the hotel room is reserved for you
18) (вн.; старше) overему́ за со́рок (лет) — he is over forty
19) (вн.; позже) pastза́ полночь — past midnight
она́ за инжене́ром — she is married to an engineer
пойдёшь за меня́? — will you marry me?
••за́ городом, за́ город — out of town
говори́ть / бесе́довать за жизнь разг. шутл. — talk about life; have a heart-to-heart talk
за рубежо́м, за грани́цей — abroad [-ɔːd]
II частицаза́ полночь — past midnight
что за — what; (какого рода и т.п.) what kind / sort of; ( при восклицании) what (+ a, an, если данное слово может употребляться с неопределённым артиклем)
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16 Norton, Charles Hotchkiss
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 23 November 1851 Plainville, Connecticut, USAd. 27 October 1942 Plainville, Connecticut, USA[br]American mechanical engineer and machine-tool designer.[br]After an elementary education at the public schools of Plainville and Thomaston, Connecticut, Charles H.Norton started work in 1866 at the Seth Thomas Clock Company in Thomaston. He was soon promoted to machinist, and further progress led to his successive appointments as Foreman, Superintendent of Machinery and Manager of the department making tower clocks. He designed many public clocks.In 1886 he obtained a position as Assistant Engineer with the Brown \& Sharpe Manufacturing Company at Providence, Rhode Island, and was engaged in redesigning their universal grinding machine to give it more rigidity and make it more suitable for use as a production machine. In 1890 he left to become a partner in a newly established firm, Leland, Faulconer \& Norton Company at Detroit, Michigan, designing and building machine tools. He withdrew from this firm in 1895 and practised as a consulting mechanical engineer for a short time before returning to Brown \& Sharpe in 1896. There he designed a grinding machine incorporating larger and wider grinding wheels so that heavier cuts could be made to meet the needs of the mass-production industries, especially the automobile industry. This required a heavier and more rigid machine and greater power, but these ideas were not welcomed at Brown \& Sharpe and in 1900 Norton left to found the Norton Grinding Company in Worcester, Massachusetts. Here he was able to develop heavy-production grinding machines, including special machines for grinding crank-shafts and camshafts for the automobile industry.In setting up the Norton Grinding Company, Charles H.Norton received financial support from members of the Norton Emery Wheel Company (also of Worcester and known after 1906 as the Norton Company), but he was not related to the founder of that company. The two firms were completely independent until 1919 when they were merged. From that time Charles H.Norton served as Chief Engineer of the machinery division of the Norton Company, until 1934 when he became their Consulting Engineer.[br]Principal Honours and DistinctionsCity of Philadelphia, John Scott Medal 1925.BibliographyNorton was granted more than one hundred patents and was author of Principles of Cylindrical Grinding, 1917, 1921, Worcester, Mass.Further ReadingRobert S.Woodbury, 1959, History of the Grinding Machine, Cambridge, Mass, (contains biographical information and details of the machines designed by Norton).RTSBiographical history of technology > Norton, Charles Hotchkiss
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17 Ingenieur
Ingenieur
engineer, technical officer;
• ausführender Ingenieur project engineer;
• beratender Ingenieur consultant engineer, engineering consultant;
• leitender Ingenieur chief engineer;
• Ingenieurarbeit civil engineering work;
• Ingenieurbau constructural engineering;
• Ingenieurberuf engineering;
• Ingenieurfirma consulting engineering firm;
• Ingenieur wesen, Ingenieurwissenschaft[en] [science of] engineering. -
18 Brotan, Johann
SUBJECT AREA: Railways and locomotives[br]b. 24 June 1843 Kattau, Bohemia (now in the Czech Republic)d. 20 November 1923 Vienna, Austria[br]Czech engineer, pioneer of the watertube firebox for steam locomotive boilers.[br]Brotan, who was Chief Engineer of the main workshops of the Royal Austrian State Railways at Gmund, found that locomotive inner fireboxes of the usual type were both expensive, because the copper from which they were made had to be imported, and short-lived, because of corrosion resulting from the use of coal with high sulphur content. He designed a firebox of which the side and rear walls comprised rows of vertical watertubes, expanded at their lower ends into a tubular foundation ring and at the top into a longitudinal water/steam drum. This projected forward above the boiler barrel (which was of the usual firetube type, though of small diameter), to which it was connected. Copper plates were eliminated, as were firebox stays.The first boiler to incorporate a Brotan firebox was built at Gmund under the inventor's supervision and replaced the earlier boiler of a 0−6−0 in 1901. The increased radiantly heated surface was found to produce a boiler with very good steaming qualities, while the working pressure too could be increased, with consequent fuel economies. Further locomotives in Austria and, experimentally, elsewhere were equipped with Brotan boilers.Disadvantages of the boiler were the necessity of keeping the tubes clear of scale, and a degree of structural weakness. The Swiss engineer E. Deffner improved the latter aspect by eliminating the forward extension of the water/steam drum, replacing it with a large-diameter boiler barrel with the rear section of tapered wagon-top type so that the front of the water/steam drum could be joined directly to the rear tubeplate. The first locomotives to be fitted with this Brotan-Deffner boiler were two 4−6−0s for the Swiss Federal Railways in 1908 and showed very favourable results. However, steam locomotive development ceased in Switzerland a few years later in favour of electrification, but boilers of the Brotan-Deffner type and further developments of it were used in many other European countries, notably Hungary, where more than 1,000 were built. They were also used experimentally in the USA: for instance, Samuel Vauclain, as President of Baldwin Locomotive Works, sent his senior design engineer to study Hungarian experience and then had a high-powered 4−8−0 built with a watertube firebox. On stationary test this produced the very high figure of 4,515 ihp (3,370 kW), but further development work was frustrated by the trade depression commencing in 1929. In France, Gaston du Bousquet had obtained good results from experimental installations of Brotan-Deffner-type boilers, and incorporated one into one of his high-powered 4−6−4s of 1910. Experiments were terminated suddenly by his death, followed by the First World War, but thirty-five years later André Chapelon proposed using a watertube firebox to obtain the high pressure needed for a triple-expansion, high-powered, steam locomotive, development of which was overtaken by electrification.[br]Further ReadingG.Szontagh, 1991, "Brotan and Brotan-Deffner type fireboxes and boilers applied to steam locomotives", Transactions of the Newcomen Society 62 (an authoritative account of Brotan boilers).PJGR -
19 Porsche, Ferdinand
[br]b. 3 September 1875 Maffersdorf, Austriad. 30 January 1952 Stuttgart, Baden-Württemberg, Germany[br]Austrian automobile engineer, designer of the Volkswagen car.[br]At the age of fifteen, Porsche built a complete electrical installation for his home. In 1894 he went to technical school in Vienna. Four years later he became Manager of the test department of the Bela Egger concern, which later became part of the Brown Boveri organization where he became the first Assistant in the calculating section. In 1899 he joined the long-established coachbuilders Jacob Lohner, and in 1902 a car of his design with mixed drive won the 1,000 kg (2,200 lb) class in the Exelberg races. In 1905 he joined the Austro-Daimler Company as Technical Director; his subsequent designs included an 85 hp mixed-drive racing car in 1907 and in 1912 an air-cooled aircraft engine which came to be known in later years as the "great-grandfather" of the Volkswagen engine. In 1916, he became Managing Director of Austro-Daimler.In 1921 he designed his first small car, which, appearing under the name of Sasch, won its class in the 1922 Targa Florio, a gruelling road-race in Italy. In 1923 Porsche left Austro-Daimler and joined the Daimler Company in Untertürk-heim, near Stuttgart, Germany. In 1929 he joined the firm of Steyr in Austria as a director and chief engineer, and in 1930 he set up his own independent design office in Stuttgart. In 1932 he visited Russia, and in the same year completed the design calculations for the Auto-Union racing car.In 1934, with his son Ferry (b. 1909), he prepared a plan for the construction of the German "people's car", a project initiated by Adolf Hitler and his Nazi regime; in June of that year he signed a contract for the design work on the Volkswagen. Racing cars of his design were also successful in 1934: the rear-engined Auto-Union won the German Grand Prix, and another Au to-Union car took the Flying Kilometre speed record at 327 km/h (203.2 mph). In 1935 Daimler-Benz started preproduction on the Volkswagen. The first trials of the cars took place in the autumn of 1936, and the following year thirty experimental cars were built by Daimler-Benz. In that year, Porsche visited the United States, where he met Henry Ford; in October an Auto-Union took the Flying Five Kilometre record at 404.3 km/h (251.2 mph). On 26 May 1938, the foundation stone of the Volkswagen factory was laid in Wolfsburg, near Braunschweig, Germany.In October 1945 Ferdinand Porsche was arrested by a unit of the United States Army and taken to Hessen; the French army removed him to Baden-Baden, then to Paris and later to Dijon. During this time he was consulted by Renault engineers regarding the design of their 4CV and designed a diesel-engined tractor. He was finally released on 5 August 1947. His last major work before his death was the approval of the design for the Cisitalia Grand Prix car.[br]Principal Honours and DistinctionsPoetting Medal 1905. Officer's Cross of Franz Josef 1916. Honorary PhD, Vienna Technical University 1916. Honorary PhD, University of Stuttgart 1924.Further ReadingK.Ludvigsen, 1983, Porsche: Excellence Was Expected: The Complete History of the Sports and Racing Cars, London: Frederick Muller.T.Shuler and G.Borgeson, 1985, "Origin and Evolution of the VW Beetle", AutomobileQuarterly (May).M.Toogood, 1991, Porsche—Germany's Legend, London: Apple Press.IMcN -
20 Carroll, Thomas
SUBJECT AREA: Agricultural and food technology[br]b. 1888 Melbourne, Victoria, Australiad. 22 February 1968 Australia[br]Australian engineer responsible for many innovations in combine-harvester design, and in particular associated with the Massey Harris No. 20 used in the "Harvest Brigade" during the Second World War.[br]Carroll worked first with the Buckeye Harvester Co., then with J.J.Mitchell \& Co. In 1911 he was hired by the Argentinian distributor for Massey Harris to help in the introduction of their new horse-drawn reaper-thresher. Carroll recommended modifications to suit Argentinian conditions, and these resulted in the production of a new model. In 1917 he joined the Toronto staff of Massey Harris as a product design leader, the No. 5 reaper-thresher being the first designed under him. Many significant new developments can be attributed to Carroll: welded sections, roller chains, oil-bath gears, antifriction ball bearings and the detachable cutting table allowing easy transfer of combines between fields were all innovations of which he was the source.In the 1930s he became Chief Engineer with responsibility for the design of a self-propelled harvester. The 20 SP was tested in Argentina only eight months after design work had begun, and it was to this machine that the name "combine harvester" was applied for the first time. Improvements to this original design produced a lighter 12 ft (3.65 m) cut machine which came off the production line in 1941. Three years later 500 of these machines were transported to the southern United States, and then gradually harvested their way northwards as the corn ripened. It has been estimated that the famous "Harvest Brigade" harvested over 1 million acres, putting 25 million bushels into store, with a saving in excess of 300,000 labour hours and half a million gallons of fuel.Carroll retired from Massey Ferguson in 1961.[br]Principal Honours and DistinctionsAmerican Society of Agricultural Engineers C.H. McCormick Gold Medal 1958.Bibliography1948, "Basic requirements in the design and development of the self propelled combine"Agricultural Engineer. 29(3), 101–5.Further ReadingG.Quick and W.Buchele, 1978, The Grain Harvesters, American Society of Agricultural Engineers (provides a detailed account of the development of the combine harvester).K.M.Coppick, 1972, gave an account of the wartime effort, which he mistakenly called "Massey Ferguson Harvest Brigade", presented to the Canadian Society forAgricultural Engineers, Paper 72–313.AP
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