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1 ferronnerie
ferronnerie [feʀɔnʀi]feminine noun( = métier) ironwork ; ( = objets) ironware* * *feʀɔnʀi1) ( lieu) ironworks2) ( travail) ( du fer forgé) wrought ironwork; ( du fer) ironwork* * *feʀɔnʀi nf* * *ferronnerie nf2 ( travail) ( du fer forgé) wrought iron work; ( du fer) ironwork; ferronnerie d'art wrought iron work; apprendre la ferronnerie to learn to work in iron;3 ( ouvrage) wrought iron work ¢; une ferronnerie a piece of wrought iron.[fɛrɔnri] nom féminin1. [art]2. [ouvrage]une belle ferronnerie du XVIIIe siècle a fine piece of 18th-century wrought ironwork ou wrought-iron workdes ferronneries, de la ferronnerie wrought ironwork, wrought-iron work3. [atelier] ironworks (singulier ou pluriel)de ferronnerie locution adjectivale,en ferronnerie locution adjectivalewrought-iron (modificateur) -
2 Schmiedearbeit
f forging; (Produkt) wrought-iron work* * *Schmie|de|ar|beitf(= das Schmieden) forging; (Gegenstand) piece of wrought-iron work* * *Schmie·de·ar·beitf metalwork* * * -
3 Gitterwerk
n latticework* * *das Gitterwerkgrating* * *Git·ter·werknt wrought-iron work* * *Gitterwerk n latticework* * *n.wattle n.wattling n. -
4 Schmiedekunst
f blacksmith’s art* * *Schmie|de|kunstfskill in wrought-iron work* * *Schmiedekunst f blacksmith’s art -
5 Kunstschmiedearbeit
Kunstschmiedearbeit f ornamental ironwork, decorative ironwork, wrought-iron work, ironworkDeutsch-Englisch Fachwörterbuch Architektur und Bauwesen > Kunstschmiedearbeit
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6 Schmiedekunst
Deutsch-Englisch Fachwörterbuch Architektur und Bauwesen > Schmiedekunst
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7 Schmiedearbeit
fwrought-iron work -
8 желязо
ironсъбир. iron (work)желязо на пръчки bar-/strip ironжелязо на листа iron plate. sheet ironжелязото се кове, докато е горещо strike while the iron is hot, make hay while the sun shines* * *желя̀зо,ср., само ед. хим. iron; събир. iron(work); ( пръчка) an iron bar; бетонно \желязо bar iron, reinforcing bars; валцово \желязо rolled iron; \желязо на пръчки bar-/strip-iron; квадратно \желязо square bar; ковано \желязо wrought iron, hammered ironwork; toreutics; кръгло \желязо round iron; лято \желязо cast iron; обшит с \желязо iron-clad; плоско \желязо strip/flat iron; профилно \желязо iron sections; старо \желязо scrap iron; съдържащ \желязо ferriferous, ferruginous; ъглово \желязо angle iron; • \желязото се кове, докато е горещо strike while the iron is hot, make hay while the sun shines.* * *iron: a piece of желязо - парче желязо* * *1. iron 2. ЖЕЛЯЗО на листа iron plate. sheet iron 3. ЖЕЛЯЗО на пръчки bar-/strip iron 4. ЖЕЛЯЗОто се кове, докато е горещо strike while the iron is hot, make hay while the sun shines 5. бетонно ЖЕЛЯЗО bar iron, reinforcing bars 6. валцово ЖЕЛЯЗО rolled iron 7. квадратно ЖЕЛЯЗО square bar 8. ковано ЖЕЛЯЗО wrought iron, hammered ironwork;toreutics 9. кръгло ЖЕЛЯЗО round iron 10. лято ЖЕЛЯЗО cast iron 11. обшит с ЖЕЛЯЗО iron-clad 12. парче ЖЕЛЯЗО a piece of iron, (пръчка) an iron bar 13. плоско ЖЕЛЯЗО strip/flat iron 14. профилно ЖЕЛЯЗО iron sections 15. старо ЖЕЛЯЗО scrap iron 16. събир. iron(work) 17. съдържащ ЖЕЛЯЗО ferriferous. ferruginous 18. ъглово ЖЕЛЯЗО angle iron -
9 ferronnier
ferronnier [feʀɔnje]masculine noun( = artisan) craftsman in (wrought) iron* * *feʀɔnjenom masculin1) ( fabricant) iron craftsman2) ( commerçant) iron work merchant* * *feʀɔnje nmcraftsman in wrought iron, (= marchand) ironware merchant* * *1 ( fabricant) iron craftsman; ferronnier d'art wrought-iron craftsman; ouvrier ferronnier ironworker;2 ( commerçant) iron work merchant.[fɛrɔnje] nom masculin -
10 Kirkaldy, David
[br]b. 4 April 1820 Mayfield, Dundee, Scotlandd. 25 January 1897 London, England[br]Scottish engineer and pioneer in materials testing.[br]The son of a merchant of Dundee, Kirkaldy was educated there, then at Merchiston Castle School, Edinburgh, and at Edinburgh University. For a while he worked in his father's office, but with a preference for engineering, in 1843 he commenced an apprenticeship at the Glasgow works of Robert Napier. After four years in the shops he was transferred to the drawing office and in a very few years rose to become Chief. Here Kirkaldy demonstrated a remarkable talent both for the meticulous recording of observations and data and for technical drawing. His work also had an aesthetic appeal and four of his drawings of Napier steamships were shown at the Paris Exhibition of 1855, earning both Napier and Kirkaldy a medal. His "as fitted" set of drawings of the Cunard Liner Persia, which had been built in 1855, is now in the possession of the National Maritime Museum at Greenwich, London; it is regarded as one of the finest examples of its kind in the world, and has even been exhibited at the Royal Academy in London.With the impending order for the Royal Naval Ironclad Black Prince (sister ship to HMS Warrior, now preserved at Portsmouth) and for some high-pressure marine boilers and engines, there was need for a close scientific analysis of the physical properties of iron and steel. Kirkaldy, now designated Chief Draughtsman and Calculator, was placed in charge of this work, which included comparisons of puddled steel and wrought iron, using a simple lever-arm testing machine. The tests lasted some three years and resulted in Kirkaldy's most important publication, Experiments on Wrought Iron and Steel (1862, London), which gained him wide recognition for his careful and thorough work. Napier's did not encourage him to continue testing; but realizing the growing importance of materials testing, Kirkaldy resigned from the shipyard in 1861. For the next two and a half years Kirkaldy worked on the design of a massive testing machine that was manufactured in Leeds and installed in premises in London, at The Grove, Southwark.The works was open for trade in January 1866 and engineers soon began to bring him specimens for testing on the great machine: Joseph Cubitt (son of William Cubitt) brought him samples of the materials for the new Blackfriars Bridge, which was then under construction. Soon The Grove became too cramped and Kirkaldy moved to 99 Southwark Street, reopening in January 1874. In the years that followed, Kirkaldy gained a worldwide reputation for rigorous and meticulous testing and recording of results, coupled with the highest integrity. He numbered the most distinguished engineers of the time among his clients.After Kirkaldy's death, his son William George, whom he had taken into partnership, carried on the business. When the son died in 1914, his widow took charge until her death in 1938, when the grandson David became proprietor. He sold out to Treharne \& Davies, chemical consultants, in 1965, but the works finally closed in 1974. The future of the premises and the testing machine at first seemed threatened, but that has now been secured and the machine is once more in working order. Over almost one hundred years of trading in South London, the company was involved in many famous enquiries, including the analysis of the iron from the ill-fated Tay Bridge (see Bouch, Sir Thomas).[br]Principal Honours and DistinctionsInstitution of Engineers and Shipbuilders in Scotland Gold Medal 1864.Bibliography1862, Results of an Experimental Inquiry into the Tensile Strength and Other Properties of Wrought Iron and Steel (originally presented as a paper to the 1860–1 session of the Scottish Shipbuilders' Association).Further ReadingD.P.Smith, 1981, "David Kirkaldy (1820–97) and engineering materials testing", Transactions of the Newcomen Society 52:49–65 (a clear and well-documented account).LRD / FMW -
11 forjado
adj.wrought.past part.past participle of spanish verb: forjar.* * *► adjetivo1 forging1 ARQUITECTURA (entramado) framework————————1 ARQUITECTURA (entramado) framework* * *ADJ* * *
Del verbo forjar: ( conjugate forjar)
forjado es:
el participio
Multiple Entries:
forjado
forjar
forjar ( conjugate forjar) verbo transitivo
‹ metal› to work
‹ plan› to make;
‹ilusiones/esperanzas› to build up
‹amistad/alianza› to forge
forjarse verbo pronominal ‹ porvenir› to shape, forge;
‹ ilusiones› to build up
forjado,-a I adjetivo wrought, forged
II sustantivo masculino floor structure, framework: están tirando los forjados de madera que estaban carcomidos, they're getting rid of the wooden framework that was worm-eaten
forjar verbo transitivo
1 (un metal) to forge
2 (una empresa, una ilusión) to create, make
' forjado' also found in these entries:
Spanish:
forjada I
- hierro
English:
wrought iron
* * *forjado, -a♦ adj[hierro] wrought♦ nmforging -
12 Cort, Henry
SUBJECT AREA: Metallurgy[br]b. 1740 Lancaster, Englandd. 1800 Hampstead, near London, England[br]English ironmaster, inventor of the puddling process and grooved rollers for forming iron into bars.[br]His father was a mason and brickmaker but, anxious to improve himself, Cort set up in London in 1765 as a navy agent, said to have been a profitable business. He recognized that, at that time, the conversion of pig iron to malleable or wrought iron, which was needed in increasing quantities as developments in industry and mechanical engineering gathered pace, presented a bottleneck in the ironmaking process. The finery hearth was still in use, slow and inefficient and requiring the scarce charcoal as fuel. To tackle this problem, Cort gave up his business and acquired a furnace and slitting mill at Fontley, near Fareham in Hampshire. In 1784 he patented his puddling process, by which molten pig iron on the bed of a reverberatory furnace was stirred with an iron bar and, by the action of the flame and the oxygen in the air, the carbon in the pig iron was oxidized, leaving nearly pure iron, which could be forged to remove slag. In this type of furnace, the fuel and the molten iron were separated, so that the cheaper coal could be used as fuel. It was the stirring action with the iron bar that gave the name "puddling" to the process. Others had realized the problem and reached a similar solution, notably the brothers Thomas and George Cranage, but only Cort succeeded in developing a commercially viable process. The laborious hammering of the ball of iron thus produced was much reduced by an invention of the previous year, 1783. This too was patented. The iron was passed between grooved rollers to form it into bars. Cort entered into an agreement with Samuel Jellico to set up an ironworks at Gosport to exploit his inventions. Samuel's father Adam, Deputy Paymaster of the Navy, advanced capital for this venture, Cort having expended much of his own resources in the experimental work that preceded his inventions. However, it transpired that Jellico senior had, unknown to Cort, used public money to advance the capital; the Admiralty acted to recover the money and Cort lost heavily, including the benefits from his patents. Rival ironmasters were quick to pillage the patents. In 1790, and again the following year, Cort offered unsuccessfully to work for the military. Finally, in 1794, at the instigation of the Prime Minister, William Pitt the Younger, Cort was paid a pension of £200 per year in recognition of the value of his improvements in the technology of ironmaking, although this was reduced by deductions to £160. After his death, the pension to his widow was halved, while some of his children received a pittance. Without the advances made by Cort, however, the iron trade could not have met the rapidly increasing demand for iron during the industrial revolution.[br]Bibliography1787, A Brief State of Facts Relative to the New Method of Making Bar Iron with Raw Pit Coal and Grooved Rollers (held in the Science Museum Library archive collection).Further ReadingH.W.Dickinson, 1941, "Henry Cort's bicentary", Transactions of the Newcomen Society 21: 31–47 (there are further references to grooved rollers and the puddling process in Vol. 49 of the same periodical (1978), on pp. 153–8).R.A.Mott, 1983, Henry Con, the Great Finery Creator of Puddled Iron, Sheffield: Historical Metallurgy Society.LRD -
13 Bollée, Ernest-Sylvain
[br]b. 19 July 1814 Clefmont (Haute-Marne), Franced. 11 September 1891 Le Mans, France[br]French inventor of the rotor-stator wind engine and founder of the Bollée manufacturing industry.[br]Ernest-Sylvain Bollée was the founder of an extensive dynasty of bellfounders based in Le Mans and in Orléans. He and his three sons, Amédée (1844–1917), Ernest-Sylvain fils (1846–1917) and Auguste (1847-?), were involved in work and patents on steam-and petrol-driven cars, on wind engines and on hydraulic rams. The presence of the Bollées' car industry in Le Mans was a factor in the establishment of the car races that are held there.In 1868 Ernest-Sylvain Bollée père took out a patent for a wind engine, which at that time was well established in America and in England. In both these countries, variable-shuttered as well as fixed-blade wind engines were in production and patented, but the Ernest-Sylvain Bollée patent was for a type of wind engine that had not been seen before and is more akin to the water-driven turbine of the Jonval type, with its basic principle being parallel to the "rotor" and "stator". The wind drives through a fixed ring of blades on to a rotating ring that has a slightly greater number of blades. The blades of the fixed ring are curved in the opposite direction to those on the rotating blades and thus the air is directed onto the latter, causing it to rotate at a considerable speed: this is the "rotor". For greater efficiency a cuff of sheet iron can be attached to the "stator", giving a tunnel effect and driving more air at the "rotor". The head of this wind engine is turned to the wind by means of a wind-driven vane mounted in front of the blades. The wind vane adjusts the wind angle to enable the wind engine to run at a constant speed.The fact that this wind engine was invented by the owner of a brass foundry, with all the gear trains between the wind vane and the head of the tower being of the highest-quality brass and, therefore, small in scale, lay behind its success. Also, it was of prefabricated construction, so that fixed lengths of cast-iron pillar were delivered, complete with twelve treads of cast-iron staircase fixed to the outside and wrought-iron stays. The drive from the wind engine was taken down the inside of the pillar to pumps at ground level.Whilst the wind engines were being built for wealthy owners or communes, the work of the foundry continued. The three sons joined the family firm as partners and produced several steam-driven vehicles. These vehicles were the work of Amédée père and were l'Obéissante (1873); the Autobus (1880–3), of which some were built in Berlin under licence; the tram Bollée-Dalifol (1876); and the private car La Mancelle (1878). Another important line, in parallel with the pumping mechanism required for the wind engines, was the development of hydraulic rams, following the Montgolfier patent. In accordance with French practice, the firm was split three ways when Ernest-Sylvain Bollée père died. Amédée père inherited the car side of the business, but it is due to Amédée fils (1867– 1926) that the principal developments in car manufacture came into being. He developed the petrol-driven car after the impetus given by his grandfather, his father and his uncle Ernest-Sylvain fils. In 1887 he designed a four-stroke single-cylinder engine, although he also used engines designed by others such as Peugeot. He produced two luxurious saloon cars before putting Torpilleur on the road in 1898; this car competed in the Tour de France in 1899. Whilst designing other cars, Amédée's son Léon (1870–1913) developed the Voiturette, in 1896, and then began general manufacture of small cars on factory lines. The firm ceased work after a merger with the English firm of Morris in 1926. Auguste inherited the Eolienne or wind-engine side of the business; however, attracted to the artistic life, he sold out to Ernest Lebert in 1898 and settled in the Paris of the Impressionists. Lebert developed the wind-engine business and retained the basic "stator-rotor" form with a conventional lattice tower. He remained in Le Mans, carrying on the business of the manufacture of wind engines, pumps and hydraulic machinery, describing himself as a "Civil Engineer".The hydraulic-ram business fell to Ernest-Sylvain fils and continued to thrive from a solid base of design and production. The foundry in Le Mans is still there but, more importantly, the bell foundry of Dominique Bollée in Saint-Jean-de-Braye in Orléans is still at work casting bells in the old way.[br]Further ReadingAndré Gaucheron and J.Kenneth Major, 1985, The Eolienne Bollée, The International Molinological Society.Cénomane (Le Mans), 11, 12 and 13 (1983 and 1984).KM -
14 battere
1. v/i (bussare, dare colpi) knock2. v/t beatrecord breaksenza battere ciglio without batting an eyelidbattere le mani clap (one's hands)battere i piedi stamp one's feetbatteva i denti dal freddo his teeth were chattering with coldbattere a macchina typebattere bandiera fly a flag* * *battere v.tr.1 to beat*; to hit*; to strike*: battere un tappeto, to beat a carpet; battere con un bastone, to beat with a stick; battere col martello, to hit with a hammer; battere la testa contro il muro, to beat (o to bash) one's head against a wall; battere la schiena cadendo, to hit one's back falling // battere le ali, to beat (o to flutter) one's wings // batteva i denti, ( dal freddo) his teeth were chattering // battere le mani, to clap (one's hands) // battersi il petto, to beat (o to pound) one's chest; (fig.) to repent // battere i piedi, to stamp (one's feet) // battere i tacchi, to click one's heels // battere qlcu. sulla spalla, to pat s.o. on the shoulder // non saper dove battere il capo, to be at a loss // battere il naso in qlcu., to run into s.o. // battere sullo stesso tasto, to harp on the same subject // battere il tempo, to beat time; l'orologio ha battuto le cinque, the clock struck five // battere la campagna, to scour the countryside // battere un sentiero, to beat a path // battere il marciapiede, to walk the streets // questa costa è spesso battuta da tempeste, this coastline is often lashed by storms // in un batter d'occhio, in the twinkling of an eye // senza batter ciglio, without batting an eyelid // battere la fiacca, to loaf about // battere cassa, to cadge // battersela, to beat it2 ( sconfiggere) to beat*; to defeat; to overcome*; fu battuto tre volte di fila, he was beaten three times running; non verremo battuti!, we shan't be defeated! (o overcome!); battere un primato, to beat a record3 ( dattiloscrivere) to type, to typewrite*4 (metall.) to hammer; ( coniare) to mint: ferro battuto, wrought iron; battere moneta, to mint coin // battere il ferro finché è caldo, (prov.) to strike while the iron is hot6 ( trebbiare) to thresh, to thrash7 (lino, canapa) to swingle8 ( calcio) to kick; ( tennis) to serve; tocca a me battere, it's my turn to serve; battere un rigore, to kick a penalty◆ v. intr.1 ( dar colpi) to beat*; to knock; ( piano) to tap: non battere sulla parete!, don't beat on the wall!; battere alla porta di qlcu., to knock at s.o.'s door; batti piano due volte alla finestra, tap twice on the window // battere in testa, ( di motore) to knock (o to pink) // la lingua batte dove il dente duole, (prov.) the tongue ever turns to the aching tooth2 ( insistere) to go* on (about sthg.); to harp (on sthg.); to keep* on (about sthg.): il preside batte molto sulla disciplina durante l'intervallo, the headmaster is always going on about discipline during break; batte sempre sui soldi, he's always harping on (o keeping on about) money // batti e ribatti, ce la faremo!, we'll make it, if we try hard enough!3 ( pulsare) to beat*; to throb: mi batte forte il cuore, my heart's beating fast; vederla gli fece battere il cuore, seeing her sent his heart throbbing4 ( prostituirsi) to walk the streets.◆ v.rifl. to beat* oneself.* * *['battere]1. vt1) (percuotere: persona) to beat, strike, hit, (panni, tappeti) to beat, (ferro) to hammer, (grano) to threshbattersi il petto — to beat one's breast, fig to repent
battere il tempo; battere il ritmo Mus — to beat time
2) (avversario) to beat, defeat, (concorrenza, record) to beat3) (urtare: parte del corpo) to hit4) (sbattere: ali) to beat5) (rintoccare: le ore) to strike6) Culin to beat7) (Sport: palla) to hitbattere un rigore Calcio — to take a penalty
8) (percorrere: campagna, paese) to scour, comb, Caccia to beatbattere (il marciapiede) — (esercitare la prostituzione) to be on the game
9)10) Fin1) (cuore, polso) to beat(pioggia, sole)
gli batteva forte il cuore — his heart was beating fastla pioggia batteva sui vetri — the rain beat o lashed against the window panes
battere in testa Auto — to knock
2)battere su — to insist on3)battere (a) — to knock (at)4)battere in ritirata — to beat a retreat, fall back
3. vip (battersi)(lottare) to fight, fig to fight, battle* * *['battere] 1.verbo transitivo1) (sconfiggere) to beat*, to defeat [ avversario]; (migliorare) to break* [ record]2) (dare dei colpi a) to beat* [ tappeto]battere il pugno sul tavolo — to bang o slam one's fist on the table, to bang the table with one's fist
3) (urtare)battere la testa contro qcs. — to bump o hit o knock one's head on sth
4) (muovere rapidamente) [ uccello] to beat*, to flap, to flutter [ ali]5) (coniare)battere moneta — to mint o strike coin
6) mus.battere il tempo — to beat o mark time
7) (perlustrare) to scour, to comb, to search [ zona]; to beat* [ sentiero]8) (suonare)9) (dattiloscrivere) to type [ lettera]10) sport11) mar.2.1) (cadere, picchiare)battere su — [ pioggia] to beat against, to hammer on, to lash [ finestra]
battere sulla spalla di qcn. — to tap sb. on the shoulder
battere alla porta — to pound on the door, to beat the door
3) (pulsare) [cuore, polso] to beat*, to pulse, to throb5) fig. (insistere)6) (prostituirsi) to take* to the streets, to be* on the streets, to walk the streets7) sport (effettuare la battuta) to serve3.verbo pronominale battersi1) (lottare) to fight*- rsi il petto — to beat one's breast, to pound one's chest
3) battersela colloq. to clear o take off••battere il ferro finché è caldo — to strike while the iron is hot, to make hay while the sun shines
* * *battere/'battere/ [2]2 (dare dei colpi a) to beat* [ tappeto]; battere il pugno sul tavolo to bang o slam one's fist on the table, to bang the table with one's fist; battere le mani to clap one's hands; battere i piedi to stamp one's feet8 (suonare) l'orologio battè le due the clock struck two9 (dattiloscrivere) to type [ lettera]10 sport battere un rigore to take a penalty11 mar. battere bandiera italiana to sail under the Italian flag(aus. avere)2 (dare dei colpi) battere sulla spalla di qcn. to tap sb. on the shoulder; battere alla porta to pound on the door, to beat the door3 (pulsare) [cuore, polso] to beat*, to pulse, to throb; le batteva forte il cuore her heart was thudding4 (dattiloscrivere) battere a macchina to type5 fig. (insistere) battere sullo stesso tasto to harp on the same subject; batti e ribatti by dint of insisting6 (prostituirsi) to take* to the streets, to be* on the streets, to walk the streets7 sport (effettuare la battuta) to serveIII battersi verbo pronominale1 (lottare) to fight*; - rsi in duello to fight a duel2 (percuotersi) - rsi il petto to beat one's breast, to pound one's chestbattere in ritirata to beat a retreat; batteva i denti dal freddo his teeth were chattering with cold; battere il ferro finché è caldo to strike while the iron is hot, to make hay while the sun shines; battere la fiacca not to do a stroke of work; il motore batte in testa the engine knocks. -
15 Hodgkinson, Eaton
[br]b. 26 February 1789 Anderton, Cheshire, Englandd. 18 June 1861 near Manchester, England[br]English engineer who devised d new form of cast-iron girder.[br]Eaton Hodgkinson's father, a farmer, died when he was 6 years old, but his mother was a resourceful woman who set up a business in Salford and ensured that her son received a sound schooling. Most important for his education, however, was his friendship with the Manchester scientific luminary Dr. Dalton, who instructed him in practical mathematics. These studies led Hodgkinson to devise a new form of cast-iron girder, carefully tested by experiments and which was widely adopted for fire-proof structures in the nineteenth century. Following Dalton, Hodgkinson became an active member of the Manchester Philosophical Society, of which he was elected President in 1848. He also became an active member of the British Association for the Advancement of Science. Hodgkinson's work on cast-iron girders secured him a Fellowship of the Royal Society, and the Royal Medal of the Society, in 1841. It was Hodgkinson also who verified the mathematical value of the pioneering experiments carried out by William Fairbairn for Robert Stephenson's proposed wrought-iron tube structure which, in 1849, became the Britannia Bridge over the Menai Straits. He received a Silver Medal for this work at the Paris Exhibition of 1858. Hodgkinson served as a member of the Royal Commission appointed to enquire into the application of iron to railway structures. In 1847 he was appointed Professor of the Mechanical Principles of Engineering at University College, London, but his health began to fail shortly after. He was elected an Honorary Member of the Institution of Civil Engineers in 1851. Described as "singularly simple and guileless", he was widely admired and respected.[br]Principal Honours and DistinctionsPresident, Manchester Philosophical Society 1848. FRS 1841. Royal Society Medal 1841.Further ReadingDictionary of National Biography, London.Proceedings of the Institution of Civil Engineers 21:542–5.AB -
16 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 -
17 forja
f.1 forge.2 forging.pres.indicat.3rd person singular (él/ella/ello) present indicative of spanish verb: forjar.imperat.2nd person singular (tú) Imperative of Spanish verb: forjar.* * *1 (fragua) forge2 (forjado) forging3 (ferrería) ironworks, foundry4 figurado (formación) formation* * *noun f.* * *SF1) (=fragua) forge; (=fundición) foundry2) (=acción) forging* * ** * *= forge.Ex. Greeks and Egyptians first used bellows before 1500 B.C to heat up furnaces in forges.* * ** * *= forge.Ex: Greeks and Egyptians first used bellows before 1500 B.C to heat up furnaces in forges.
* * *(fragua, taller) forge; (acción) forgingla forja de su carácter the molding o forging of his character* * *
Del verbo forjar: ( conjugate forjar)
forja es:
3ª persona singular (él/ella/usted) presente indicativo2ª persona singular (tú) imperativo
Multiple Entries:
forja
forjar
forjar ( conjugate forjar) verbo transitivo
‹ metal› to work
‹ plan› to make;
‹ilusiones/esperanzas› to build up
‹amistad/alianza› to forge
forjarse verbo pronominal ‹ porvenir› to shape, forge;
‹ ilusiones› to build up
forja sustantivo femenino
1 forge
2 wrought iron: me he comprado unos muebles de jardín de forja, I bought some wrought-iron patio furniture
forjar verbo transitivo
1 (un metal) to forge
2 (una empresa, una ilusión) to create, make
' forja' also found in these entries:
English:
forge
* * *forja nf1. [taller] forge2. [forjadura] forging* * *f1 taller forge2 acción forging* * *forja nffragua: forge -
18 Roebling, John Augustus
SUBJECT AREA: Civil engineering[br]b. 12 July 1806 Muhlhausen, Prussiad. 22 July 1869 Brooklyn, New York, USA[br]German/American bridge engineer and builder.[br]The son of Polycarp Roebling, a tobacconist, he studied mathematics at Dr Unger's Pedagogium in Erfurt and went on to the Royal Polytechnic Institute in Berlin, from which he graduated in 1826 with honours in civil engineering. He spent the next three years working for the Prussian government on the construction of roads and bridges. With his brother and a group of friends, he emigrated to the United States, sailing from Bremen on 23 May 1831 and docking in Philadelphia eleven weeks later. They bought 7,000 acres (2,800 hectares) in Butler County, western Pennsylvania, and established a village, at first called Germania but later known as Saxonburg. Roebling gave up trying to establish himself as a farmer and found work for the state of Pennsylvania as Assistant Engineer on the Beaver River canal and others, then surveying a railroad route across the Allegheny Mountains. During his canal work, he noted the failings of the hemp ropes that were in use at that time, and recalled having read of wire ropes in a German journal; he built a rope-walk at his Saxonburg farm, bought a supply of iron wire and trained local labour in the method of wire twisting.At this time, many canals crossed rivers by means of aqueducts. In 1844, the Pennsylvania Canal aqueduct across the Allegheny River was due to be renewed, having become unsafe. Roebling made proposals which were accepted by the canal company: seven wooden spans of 162 ft (49 m) each were supported on either side by a 7 in. (18 cm) diameter cable, Roebling himself having to devise all the machinery required for the erection. He subsequently built four more suspension aqueducts, one of which was converted to a toll bridge and was still in use a century later.In 1849 he moved to Trenton, New Jersey, where he set up a new wire rope plant. In 1851 he started the construction (completed in 1855) of an 821 ft (250 m) long suspension railroad bridge across the Niagara River, 245 ft (75 m) above the rapids; each cable consisted of 3,640 wrought iron wires. A lower deck carried road traffic. He also constructed a bridge across the Ohio River between Cincinnati and Covington, a task which was much protracted due to the Civil War; this bridge was finally completed in 1866.Roebling's crowning achievement was to have been the design and construction of the bridge over the Hudson River between Brooklyn and Staten Island, New York, but he did not live to see its completion. It had a span of 1,595 ft (486 m), designed to bear a load of 18,700 tons (19,000 tonnes) with a headroom of 135 ft (41 m). The work of building had barely started when, at the Brooklyn wharf, a boat crushed Roebling's foot against the timbering and he died of tetanus three weeks later. His son, Washington Augustus Roebling, then took charge of this great work.[br]Further ReadingD.B.Steinman and S.R.Watson, 1941, Bridges and their Builders, New York: Dover Books.D.McCullough, 1982, The Great Bridge: The Epic Story of the Building of the Brooklyn Bridge, New York: Simon \& Schuster.IMcNBiographical history of technology > Roebling, John Augustus
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19 Edwards, Humphrey
SUBJECT AREA: Steam and internal combustion engines[br]fl. c.1808–25 London (?), Englandd. after 1825 France (?)[br]English co-developer of Woolf s compound steam engine.[br]When Arthur Woolf left the Griffin Brewery, London, in October 1808, he formed a partnership with Humphrey Edwards, described as a millwright at Mill Street, Lambeth, where they started an engine works to build Woolf's type of compound engine. A number of small engines were constructed and other ordinary engines modified with the addition of a high-pressure cylinder. Improvements were made in each succeeding engine, and by 1811 a standard form had been evolved. During this experimental period, engines were made with cylinders side by side as well as the more usual layout with one behind the other. The valve gear and other details were also improved. Steam pressure may have been around 40 psi (2.8 kg/cm2). In an advertisement of February 1811, the partners claimed that their engines had been brought to such a state of perfection that they consumed only half the quantity of coal required for engines on the plan of Messrs Boulton \& Watt. Woolf visited Cornwall, where he realized that more potential for his engines lay there than in London; in May 1811 the partnership was dissolved, with Woolf returning to his home county. Edwards struggled on alone in London for a while, but when he saw a more promising future for the engine in France he moved to Paris. On 25 May 1815 he obtained a French patent, a Brevet d'importation, for ten years. A report in 1817 shows that during the previous two years he had imported into France fifteen engines of different sizes which were at work in eight places in various parts of the country. He licensed a mining company in the north of France to make twenty-five engines for winding coal. In France there was always much more interest in rotative engines than pumping ones. Edwards may have formed a partnership with Goupil \& Cie, Dampierre, to build engines, but this is uncertain. He became a member of the firm Scipion, Perrier, Edwards \& Chappert, which took over the Chaillot Foundry of the Perrier Frères in Paris, and it seems that Edwards continued to build steam engines there for the rest of his life. In 1824 it was claimed that he had made about 100 engines in England and another 200 in France, but this is probably an exaggeration.The Woolf engine acquired its popularity in France because its compound design was more economical than the single-cylinder type. To enable it to be operated safely, Edwards first modified Woolf s cast-iron boiler in 1815 by placing two small drums over the fire, and then in 1825 replaced the cast iron with wrought iron. The modified boiler was eventually brought back to England in the 1850s as the "French" or "elephant" boiler.[br]Further ReadingMost details about Edwards are to be found in the biographies of his partner, Arthur Woolf. For example, see T.R.Harris, 1966, Arthur Woolf, 1766–1837, The Cornish Engineer, Truro: D.Bradford Barton; Rhys Jenkins, 1932–3, "A Cornish Engineer, Arthur Woolf, 1766–1837", Transactions of the Newcomen Society 13. These use information from the originally unpublished part of J.Farey, 1971, A Treatise on the Steam Engine, Vol. II, Newton Abbot: David \& Charles.RLH -
20 Eiffel, Alexandre Gustave
SUBJECT AREA: Civil engineering[br]b. 15 December 1832 Dijon, Franced. 27 December 1923 Paris, France[br]French engineer, best known for the famous tower in Paris that bears his name.[br]During his long life Eiffel, together with a number of architects, was responsible for the design and construction of a wide variety of bridges, viaducts, harbour installations, exhibition halls, galleries and department stores; he set up his own firm in 1867 to handle such construction. Of particular note were his great arched bridges, such as the 530 ft (162 m) span arch over the River Douro at Oporto in Portugal (1877–9) and the 550 ft (168 m) span of the Pont de Garabit over the Truyère in France (1880–4). He was responsible in 1884 for the protective iron-work for the Statue of Liberty in New York and, a year later, for the great dome over the Nice Observatory. In 1876 he had collaborated with Boileau to build the Bon Marché department store in Paris. The predominant material for all these structures was iron, and, in some cases glass was important. The famous Eiffel Tower in Paris is entirely of wrought iron, and the legs are supported on masonry piers that are each set into concrete beneath the ground. The idea of the tower was first conceived in 1884 by Maurice Koechlin and Emile Nougier, and Eiffel won a competition for the commission to built the structure. His imaginative and practical scheme was for a strong lightweight construction 984 ft (300 m) high, with its 12,000 sections to be prefabricated and riveted together largely before erection; the open, perforated design reduced the problems of wind resistance. The tower was constructed on schedule by 1889 to commemorate the centenary of the outbreak of the French Revolution and was the tallest structure in the world until the erection of the Empire State Building in New York in 1930–2.[br]Further ReadingJ.Harriss, 1975, The Tallest Tower: Eiffel and the Belle Epoque, Boston: Hough ton Mifflin.F.Poncetton, 1939, Eiffel: Le Magicien du Fer, Paris: Tournelle.DYBiographical history of technology > Eiffel, Alexandre Gustave
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Iron ore — Iron ores are rocks and minerals from which metallic iron can be economically extracted. The ores are usually rich in iron oxides and vary in colour from dark grey, bright yellow, deep purple, to rusty red. The iron itself is usually found in the … Wikipedia
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Iron crown — Iron I ron ([imac] [u^]rn), a. [AS. [=i]ren, [=i]sen. See {Iron}, n.] [1913 Webster] 1. Of, or made of iron; consisting of iron; as, an iron bar, dust. [1913 Webster] 2. Resembling iron in color; as, iron blackness. [1913 Webster] 3. Like iron in … The Collaborative International Dictionary of English
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