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@nuno_g_teixeira has gone way above and beyond with this custom Renault turbo !! It's an honor to present you his modded version of the 1981 Rallye of Monte-Carlo winner, driven by Jean Ragnotti and Jean-Marc Andrié 💪💛💥
Massive work in changing all the color parts to look as close as possible as the real one and:
- all around DYI stickers
- 3D printed rims
- 3D printed Renault steering wheel
- 3D printed Recaro seats with belts
- 3D printed shifter
- interior redesign with full real speedometer and manometers
- interior roll cage
- spare tyre
- chromed parts
#renault
Hier zien we de zware Siemens Schuckert snelschakelkast van de Haagse buitenlijnmotorwagen 57. Sinds 1952 beschikt deze motorwagen over twee van de afgebeelde schakelkasten. De andere oorspronkelijke buitenlijners kregen in tegenstelling tot de 57 nieuwe schakelkasten van Oerlikon. Toch waren deze zware voor 1200 en 600 Volt geschikte schakelkasten niet vreemd op de buitenlijnen van de HTM. De uit Limburg overgenomen motorwagens 81-90 waren immers ook met een Siemens-kast uitgerust.
De kleine manometer rechts is van het fabrikaat Knorr. Deze meter was vanaf het begin in de wagens gemonteerd en diende voor het aangeven van de luchtdruk in het oorspronkelijk eenkamer remsysteem van de Knorr-eenleidingrem. Na ombouw van het remsysteem tot het Westinghouse-tweeleidingprincipe is de grote meter van Westinghouse toegevoegd aan het instrumentarium.
De keuzeschakelaar en de twee rode verklikkerlichtjes zijn van de nadien aangebrachte richtingaanwijzer.
De groene drukknop op het kastje onder de remdrukmeters is voor het inschakelen van veldverzwakking bij dienst onder de 600 Volt bovenleiding, door toepassing van veldverzwakking kon onder de lage bovenleidingspanning van het stadsnet toch nog met een aanvaardbare snelheid gereden worden.
Net buiten beeld aan de rechterzijde bevindt zich de kraan voor bediening van de luchtrem.
Meer foto's van schakelkasten en bestuurderscabines vindt u in de set at the controls.
Bekijk mijn fotoalbum in de klassieke versie.
The MIR space station carried a few of these manometers to measure the internal air pressure, an essential indicator for safety and leak detection. This is Serial Number 19, a flight spare from 1988.
It is still accurate today (1 ATM = 760mm Hg).
Mir (Russian: Мир, meaning 'peace' or 'world') flew from 1986 to 2001, with a greater mass than any previous spacecraft. Mir was the first continuously inhabited long-term research station in orbit and held the record for the longest continuous human presence in space at 3,644 days, until it was surpassed by the ISS in 2010. Mir was occupied for a total of 12.5 years, having the capacity to support a resident crew of three. When complete, the station consisted of seven pressurized modules and several unpressurized components. Mir was deorbited in March 2001 after funding was cut off. The cost of the Mir program is estimated at $4.2 billion.
It displays pressure from 0 to 960mm on an overlapping display. The sub-dial with red numbers indicates a coarse measurement, so the reader knows which of the outer rim scales to use.
Over the range of 10-800mm, the accuracy is +/- 2mm Hg. It is designed for operation at temperatures from 0 to 40°С and relative air humidity from 20 to 85%, which contains oxygen up to 40%, helium up to 2%, carbon dioxide up to 2% by volume. It can withstand acceleration of 2.7 g’s along all three axes and shocks of up to 30 g’s. It has also been tested across a range of vibration frequencies to simulate launch and orbital insertion.
The VK-316M “Mir” designation is a newer model from the VK-316 that flew on the earlier Salyut and Almaz space stations. The latter VK-316M-67 and VK-316M-110 and other M-numbered units were not flown in space.
An artifact in the Future Ventures’ 🚀 Space Collection.
This manometer was responsible to monitor the pressure in mechanical water pumps in Piracicaba. But I'm afraid it couldn't stand the load.
Description The researcher is sitting above the exit cone of the 5-foot Vertical Wind Tunnel and is examining the new 6-component spinning balance. This balance was developed between 1930 and 1933. It was an important advance in the technology of rotating or rolling balances.
As M.J. Bamber and C.H. Zimmerman wrote in NACA TR 456: "Data upon the aerodynamic characteristics of a spinning airplane may be obtained in several ways; namely, flight tests with full-scale airplanes, flight tests with balanced models, strip-method analysis of wind-tunnel force and moment tests, and wind-tunnel tests of rotating models." Further, they note: "Rolling-balance data have been of limited value because it has not been possible to measure all six force and moment components or to reproduce a true spinning condition. The spinning balance used in this investigation is a 6-component rotating balance from which it is possible to obtain wind-tunnel data for any of a wide range of possible spinning conditions."
Bamber and Zimmerman described the balance as follows: "The spinning balance consists of a balance head that supports the model and contains the force-measuring units, a horizontal turntable supported by streamline struts in the center of the jet and, outside the tunnel, a direct-current driving motor, a liquid tachometer, an air compressor, a mercury manometer, a pair of indicating lamps, and the necessary controls. The balance head is mounted on the turntable and it may be set to give any radius of spin between 0 and 8 inches."
In an earlier report, NACA TR 387, Carl Wenzinger and Thomas Harris supply this description of the tunnel: "The vertical open-throat wind tunnel of the National Advisory Committee for Aeronautics ... was built mainly for studying the spinning characteristics of airplane models, but may be used as well for the usual types of wind-tunnel tests. A special spinning balance is being developed to measure the desired forces and moments with the model simulating the actual spin of an airplane. Satisfactory air flow has been attained with a velocity that is uniform over the jet to within 0.5 per cent. The turbulence present in the tunnel has been compared with that of several other tunnels by means of the results of sphere drag tests and was found to average well with the values of those tunnels. Included also in the report are comparisons of results of stable autorotation and of rolling-moment tests obtained both in the vertical tunnel and in the old horizontal 5-foot atmospheric tunnel."
The design of a vertical tunnel having a 5-foot diameter jet was accordingly started by the National Advisory Committee for Aeronautics in 1928. Actual construction of the new tunnel was completed in 1930, and the calibration tests were then made.
Credit: NASA
Image Number: EL-1999-00434 or L-6680
Date: July 12, 1932
Zur Ausrüstung eines jeden Atemgerätes gehört natürlich das Manometer um die noch verbleibende Atemluft zu kennen.
Zware 1500 Volt gelijkspanningsschakelkast van "Rakéta-motorwagen" 22 van de smalspoorlijn in de Hoge Tatra. De schakelkast is van het Hongaarse fabrikaat Ganz. Opmerkelijk is dat naast het schakelrad voor de rij- en remstanden ook voor de selectie van de motorgroepen en voor- en achteruit een klein rad is toegepast. Rechts naast de schakelkast zien we de bedieningskraan van de luchtrem en de manometer van het luchtremsysteem.
Meer foto's van schakelkasten en bestuurderscabines vindt u in de set at the controls.
Bekijk mijn fotoalbum in de klassieke versie.
An old manometer taken at the Physics Department in Catania
Have a great day and many thanks : )
Camera Nikon D7000
Shutter speed 0,013 sec (1/80)
Aperture f/4.8
Lens 42 mm
ISO 400
© All rights reserved
Ricoh XR20
Auto-Beroflex 28/2,8
Fuji Superia X-tra 400
Around 300meters from reactor 4th where was an explosion in 1986. Geiger manometer shows 135 units, normal radiation is around 15-18 units per hour.
@nuno_g_teixeira has gone way above and beyond with this custom Renault turbo !! It's an honor to present you his modded version of the 1981 Rallye of Monte-Carlo winner, driven by Jean Ragnotti and Jean-Marc Andrié 💪💛💥
Massive work in changing all the color parts to look as close as possible as the real one and:
- all around DYI stickers
- 3D printed rims
- 3D printed Renault steering wheel
- 3D printed Recaro seats with belts
- 3D printed shifter
- interior redesign with full real speedometer and manometers
- interior roll cage
- spare tyre
- chromed parts
#renault
Citromobile 2018, Vijfhuizen, Netherlands.
" Net na de oorlog plaatste Jean Federspiel antennes met ingenieuze techniek op de Eiffeltoren om Frankrijk aan radio- en televisiesignaal te helpen. De elektrotechnisch ingenieur was van meer markten thuis, en ontwikkelde ook een veersysteem dat comfortabel was, een constante rijhoogte kende en bovendien actief tegenhelde in bochten. Om het systeem te testen ontwikkelde hij diverse apparaten, onder andere een paar grote trommels waar de testauto op geplaatst kon worden. De trommels waren zo gemaakt dat er al hobbelend een vrij slechte weg gesimuleerd werd.
Als testauto gebruikte hij deze 2cv A uit ’50, No. 4286, een van de eerste eenden. Aan de trekstangen en draagarmen werd een hydraulische cilinder gemonteerd om de bewegingen te maken en op te vangen. De veerpotten en schokbrekers bleven in gebruik. Onder de motorkap werd een vloeistofreservoir geplaatst, een hydraulische pomp werd aangedreven door een riem vanaf de krukas. Het 9pk-sterke motortje zal het er zwaar mee hebben gehad.
In de cabine kwam allerlei regeltechniek: een pendel aan het dashboard om de helling te bepalen, ventielen onder de stoelen om de cilinders aan te sturen, een manometer, diverse afsluiters en een voorraadtank. En een hele bos leidingen. Tot nu toe dachten we dat we best technisch waren, maar van de spaghetti die hier in ligt hebben we nog geen sluitend verhaal weten te maken…
Federspiel ging met zijn vinding in ’55 naar Citroën, maar kwam gedesillusioneerd terug: ze bleken zelf al iets dergelijks ontwikkeld te hebben! Deze vering kwam eerst op de Traction op de markt, maar vooral in de DS bleek hij wonderbaarlijk te werken. Toch is het idee van de actieve vering met tegenhellen pas veel later opnieuw toegepast, in de Xantia Activa. Andere merken in het luxere segment volgden pas veel later. In een recente en een toekomstige editie van Citroexpert vind je ook artikelen over deze auto.
Het is een wonder dat een ruim 60 jaar oud prototype bewaard is gebleven, zeker omdat het project geen directe navolging heeft gehad. Eerst verbleef hij bij de familie, later bij een verzamelaar. Deze bood recent een paar eenden uit zijn verzameling aan op een veiling in Fontainebleau, waar we deze eend samen met een prachtig exemplaar uit ’49 (de oudste complete eend ter wereld?) aan hebben gekocht voor het mooiste museum van Nederland. Daar zijn ze op afspraak te bezichtigen."
Bron: Eendengarage Sander Aalderink.
@nuno_g_teixeira has gone way above and beyond with this custom Renault turbo !! It's an honor to present you his modded version of the 1981 Rallye of Monte-Carlo winner, driven by Jean Ragnotti and Jean-Marc Andrié 💪💛💥
Massive work in changing all the color parts to look as close as possible as the real one and:
- all around DYI stickers
- 3D printed rims
- 3D printed Renault steering wheel
- 3D printed Recaro seats with belts
- 3D printed shifter
- interior redesign with full real speedometer and manometers
- interior roll cage
- spare tyre
- chromed parts
#renault
Yes, I know this is quite different from my other pics, but I hope you enjoy this series, nevertheless.
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Assemblage art by Arman old manometers.
See more of him here: www.armanstudio.com/arman-artworks-3-1-eng.html
Druck-Messgerät für den Braunkohle-Brikett-Herstellungsprozess im Industriemuseum 'Energiefabrik Knappenrode', 2014
s424 8763 Handbuch Bronchial Catarrh Fig. 118
Die älteste Vorrichtung von Tabarié war einer Taucherglocke nachgebildet (vergl. Fig. 115 auf Seite 424). Aus fest geschmiedetem Eisenblech ist ein ellipsoider Raum hergestellt, welcher bis zwölf Personen aufzunehmen vermag. Das untere Dritteil des Raumes befindet sich unter der Erde. Über seinem Grunde ist ein horizontaler, vielfach durchlöcherter Boden angebracht, so daß die obere und untere Abteilung der Glocke durch die Öffnungen miteinander in Verbindung stehen. Der Raum besitzt Hausgerät. Die Fenster sind von sehr dickem Glas hergestellt. Die Türen lassen sich nur von innen öffnen. Unten mündet eine Röhre für den Zufluß der Luft in die Glocke, während oben eine Röhre für den Luftabfluß angebracht ist. Die Luft wird unten mit Hilfe einer Dampfmaschine hineingepumpt. Wird nun durch eine Hahnvorrichtung an der oberen Röhre der Luftabfluß beschränkt, so dab mehr Luft unten zuströmt als oben den Glockenraum verläßt, so ist die Möglichkeit gegeben, daß sich die in der Glocke enthaltene Luft mehr und mehr verdichtet; den Grad der Verdichtung gibt ein Manometer an.
Die pneumatischen Kabinette, deren Herstellungskosten sehr bedeutende sind, haben ın neuerer Zeit namentlich durch v. Liebig in Reichenhall wesentliche Vervollkommnungen erfahren. Stmonoff in Petersburg hat einen steinernen Apparat herstellen lassen, welcher sich kaum von einem gewöhnlichen Hause äußerlich unterscheidet.
Pneumatische Kabinette gibt es in Berlin, Dresden, Hamburg, Hannover, Frankfurt a.M., Wiesbaden, Baden-Baden, Stuttgart, Wien, Andreasberg im Harz, Reichenhall, Meran, Schöneck am Vierwaldstättersee, Lausanne, Genf, Nizza, Lyon, Stockholm, St. Petersburg, doch habe ich mehrfach die Erfahrung gemacht, daß Kranke, die ich zur Benutzung von pneumatischen Kammern fortgeschickt hatte, unverrichteter Sache wieder mit der Angabe zu mir zurückkehrten, man hätte die Kammern der großen Unkosten wegen nicht in Betrieb setzen wollen, so daß sie an manchen Orten nur noch als Schaustücke zu dienen scheinen.
Eine große Bedeutung hat bei der Behandlung chronischer Bronchialkatarrhe die Balneotherapie, und es kommen dabei sehr verschiedene Quellen in Betracht, namentlich aber Kochsalzbäder, alkalısche, alkalisch-muriatische, alkalisch-salinische, erdige und Schwefelquellen.
Unter den Kochsalzbädern oder Solbädern, deren Hauptbestandteil Chlornatrium ist, wären Bex (Schweiz), Krontal (Nassau), Homburg (Nassau), Kissingen (Bayern), Mergentheim (Württemberg), Nauheim (Hessen), Oeynhausen (Westfalen), Salzschlirf (Nassau), Rheinfelden (Schweiz) und Soden (Nassau) zu nennen, die über gute Räume zur Einatmung zerstäubter Sole verfügen.
Unter den alkalischen Quellen, deren Hauptbestandteile kohlensaures Natrium und Kohlensäure bilden, wären Bilin (Böhmen), Fachingen (Nassau), Geilnau (Nassau), Gießhübel (Böhmen), Neuenahr (Rheinprovinz), Salzbrunn (Schlesien), Teinach (Württemberg), Vals (Frankreich) und Vichy (Frankreich) anzuführen.
Zu den alkalisch-muriatischen Quellen, welche als Hauptbestandteile außer Kohlensäure und kohlensaurem Natrium auch noch Chlornatrium beherbergen, gehören Ems (Nassau), Gleichenberg (Steiermark), Luhatschowitz (Mähren), Radein (Steiermark), Roisdorf (Rheinprovinz), Royat (Frankreich) und Selters (Nassau).
Die alkalisch-salinischen Quellen zeichnen sich außer durch das Vokommen von Kohlensäure und kohlensaurem Natrium noch durch einen hohen Gehalt an schwefelsaurem Natrium (Glaubersalz) aus. Wir führen als solche an: Bertrich (Rheinprovinz), Karlsbad (Böhmen), Elster (Sächsisches Voigtland), Marienbad (Böhmen), Rohitsch (Steiermark), Tarasp (Schweiz).
Den Hauptbestandteil der erdigen Quellen bilden Kalk- und Magnesiasalze. Derartige Quellen sind Contrexeville (Frankreich), Driburg (Westfalen), Inselbad (Westfalen), Leuk (Schweiz), Lipspringe (Westfalen), Tennigerbad (Graubünden) und Weißenburg (Schweiz).
Schwefelbäder, welche sich durch hohen Gehalt an Schwefelverbindungen auszeichnen, können kalte oder warme sein. Unter den warmen Schwefelquellen oder Schwefelthermen seien genannnt: Aachen (Rheinprovinz), Ajx-les-Bains (Savoyen), Baden (Österreich), Baden (Schweiz), Burtscheid (Rheinprovinz), Landeck (Preußisch-Schlesien), Mehadia (Ungarn), Pistyan (Ungarn) und die Pyrenäenbäder Südfrankreichs: Amelie-les-Bains, Bagneres de Luchore, Bareges, Cauteröts, Eaux-Bonnes, Eaux-Chaudes, Le Vernet, Saint-Sauveur, Uriage. Kalte Schwefelquellen findet man in Alveneu (Schweiz), Enghien (Frankreich), Gurnigl (Schweiz), Eilsen (Schaumburg-Lippe), Heustrich (Schweiz), Langenbrücken (Baden), Meinberg (Lippe-Detmold), Nenndorf (Hessen), Schimberg (Schweiz), Schinznach (Schweiz), Serneus (Schweiz), Stachelberg (Schweiz), Kainzenbad (Bayern), Weilbach (Nassau) und Wippfeld (Bayern).
Es läßt sich kaum behaupten, daß für jeden Kranken mit chronischem Bronchialkatarrh nur eine ganz bestimmte Quelle von Nutzen sein kann. Im Allgemeinen empfehle ich selbst Kranken mit Skrofulose und Tuberkulose die Kochsalzquellen, solchen mit gleichzeitigen chronischen Rachenkatarrhen die Schwefelquellen, bei Fettleibigkeit die alkalisch-salinischen Brunnen und bei reichlichem Auswurf das erdige Mineralwasser.
Najstarija naprava iz Tabariéa izrađena je po uzoru na ronilačko zvono (vidi sl. 115 na str. 424). Elipsoidna soba izrađena je od čvrsto kovanog željeznog lima i može primiti do dvanaest osoba. Donja trećina prostorije je podzemna. Iznad njegove osnove pričvršćen je horizontalni, višestruko perforirani pod, tako da su gornji i donji dio zvona međusobno povezani kroz otvore. Soba ima kućanske aparate. Prozori su izrađeni od vrlo debelog stakla. Vrata se mogu otvoriti samo iznutra. Na dnu se u zvono otvara cijev za dotok zraka, dok je na vrhu pričvršćena cijev za odvod zraka. Dolje se zrak upumpava uz pomoć parnog stroja. Ako je istjecanje zraka ograničeno uređajem za slavinu na gornjoj cijevi, tako da više zraka struji dolje nego što napušta prostor zvona iznad, postoji mogućnost da se zrak sadržan u zvonu sve više kondenzira; stupanj kompresije pokazuje manometar.
Pneumatske ormare, čiji su troškovi proizvodnje vrlo značajni, nedavno je uveo v. Liebig je doživio bitna poboljšanja u Reichenhallu. Stmonoff u Petersburgu dao je izraditi kameni aparat, koji se izvana gotovo ne razlikuje od obične kuće.
Pneumatski ormari postoje u Berlinu, Dresdenu, Hamburgu, Hannoveru, Frankfurtu aM, Wiesbadenu, Baden-Badenu, Stuttgartu, Beču, Andreasberg im Harz, Reichenhall, Meran, Schöneck am Vierwaldstättersee, Lausanne, Ženevi, Nici, St Lyonu, Stockholmu. Petersburgu, ali sam nekoliko puta imao iskustvo da su mi se pacijenti koje sam slao da koriste pneumatske komore vraćali, a da nisu obavili svoje, navodeći da komore nisu puštene u rad zbog velikih troškova, pa su u neka mjesta kao da služe samo kao eksponati.
Balneoterapija je od velike važnosti u liječenju kroničnog bronhijalnog katara, a u obzir dolaze vrlo različiti izvori, a posebno slane kupke, alkalne, lužnato-murijatske, alkalno-slane, zemljane i sumporne kupke.
Među običnim slanim kupkama ili slanim kupkama, čija je glavna komponenta natrijev klorid, bili bi Bex (Švicarska), Krontal (Nassau), Homburg (Nassau), Kissingen (Bavarska), Mergentheim (Württemberg), Nauheim (Hesse), Oeynhausen (Westphalia), Salzschlirf (Nassau), Rheinfelden (Švicarska) i Soden (Nassau), koji imaju dobre prostore za udisanje atomizirane slane vode.
Među alkalnim izvorima, čiji su glavni sastojci natrijev karbonat i ugljična kiselina, bili bi Bilin (Bohemija), Fachingen (Nassau), Geilnau (Nassau), Gießhübel (Bohemija), Neuenahr (pokrajina Rajna), Salzbrunn (Šlezija), Teinach (Württemberg), Vals (Francuska) i Vichy (Francuska).
Alkalno-murijatski izvori, koji osim ugljične kiseline i gaziranog natrija kao glavne komponente sadrže i natrijev klorid, uključuju Ems (Nassau), Gleichenberg (Štajerska), Luhatschowitz (Moravska), Radein (Štajerska), Roisdorf (pokrajina Rajna) , Royat (Francuska) i Selters (Nassau).
Alkalno-slane izvore karakterizira ne samo prisutnost ugljične kiseline i natrija ugljične kiseline, već i visoki sadržaj natrija sumporne kiseline (Glauberova sol). Kao takve navodimo: Bertrich (Pokrajina Rajna), Karlsbad (Bohemija), Elster (Saski Voigtland), Marienbad (Bohemija), Rohitsch (Štajerska), Tarasp (Švicarska).
Glavne komponente zemljanih izvora su vapno i magnezijeve soli. Takvi izvori su Contrexeville (Francuska), Driburg (Vestfalija), Inselbad (Vestfalija), Leuk (Švicarska), Lipspringe (Vestfalija), Tennigerbad (Graubünden) i Weißenburg (Švicarska).
Sumporne kupke, koje karakterizira visok sadržaj sumpornih spojeva, mogu biti hladne ili tople. Među toplim sumpornim izvorima ili sumpornim kupkama su: Aachen (Pokrajina Rajna), Ajx-les-Bains (Savoj), Baden (Austrija), Baden (Švicarska), Burtscheid (Pokrajina Rajna), Landeck (Pruska Šlezija), Mehadia (Mađarska), Pistyan (Mađarska) i Pirenejska kupališta južne Francuske: Amelie-les-Bains, Bagneres de Luchore, Bareges, Cauteröts, Eaux- Bonnes, Eaux -Chaudes, Le Vernet, Saint-Sauveur, Uriage. Izvori hladnog sumpora nalaze se u Alveneu (Švicarska), Enghienu (Francuska), Gurniglu (Švicarska), Eilsenu (Schaumburg-Lippe), Heustrichu (Švicarska), Langenbrückenu (Baden), Meinbergu (Lippe-Detmold), Nenndorfu (Hesse), Schimberg (Švicarska), Schinznach (Švicarska), Serneus (Švicarska), Stachelberg (Švicarska), Kainzenbad (Bavarska), Weilbach (Nassau) i Wippfeld (Bavarska).
Sumporne kupke, koje karakterizira visok sadržaj sumpornih spojeva, mogu biti hladne ili tople. Među toplim sumpornim izvorima ili sumpornim kupkama su: Aachen (Pokrajina Rajna), Ajx-les-Bains (Savoj), Baden (Austrija), Baden (Švicarska), Burtscheid (Pokrajina Rajna), Landeck (Pruska Šlezija), Mehadia (Mađarska), Pistyan (Mađarska) i Pirenejska kupališta južne Francuske: Amelie-les-Bains, Bagneres de Luchore, Bareges, Cauteröts, Eaux- Bonnes, Eaux -Chaudes, Le Vernet, Saint-Sauveur, Uriage. Izvori hladnog sumpora nalaze se u Alveneu (Švicarska), Enghienu (Francuska), Gurniglu (Švicarska), Eilsenu (Schaumburg-Lippe), Heustrichu (Švicarska), Langenbrückenu (Baden), Meinbergu (Lippe-Detmold), Nenndorfu (Hesse), Schimberg (Švicarska), Schinznach (Švicarska), Serneus (Švicarska), Stachelberg (Švicarska), Kainzenbad (Bavarska), Weilbach (Nassau) i Wippfeld (Bavarska).
Teško se može reći da postoji samo jedan poseban izvor koji može biti od koristi svakom bolesniku s kroničnim bronhijalnim katarom. Općenito, preporučam izvore soli čak i onima koji boluju od škrofule i tuberkuloze, izvore sumpora onima s kroničnim katarom ždrijela, alkalne slane bunare za pretilost i zemljanu mineralnu vodu za obilan ispljuvak.
The oldest device from Tabarié was modeled on a diving bell (see Fig. 115 on page 424). An ellipsoidal room is made of firmly forged sheet iron and can accommodate up to twelve people. The lower third of the room is underground. A horizontal, multi-perforated floor is attached above its base, so that the upper and lower sections of the bell are connected to one another through the openings. The room has household appliances. The windows are made of very thick glass. The doors can only be opened from the inside. At the bottom a tube for the inflow of air opens into the bell, while a tube for the air outflow is attached at the top. The air is pumped in below with the help of a steam engine. If the outflow of air is restricted by a tap device on the upper tube, so that more air flows in below than leaves the bell space above, there is the possibility that the air contained in the bell condenses more and more; the degree of compression is indicated by a manometer.
The pneumatic cabinets, the production costs of which are very significant, have recently been introduced by v. Liebig experienced essential improvements in Reichenhall. Stmonoff in Petersburg had a stone apparatus made, which outwardly hardly differs from an ordinary house.
There are pneumatic cabinets in Berlin, Dresden, Hamburg, Hanover, Frankfurt aM, Wiesbaden, Baden-Baden, Stuttgart, Vienna, Andreasberg im Harz, Reichenhall, Meran, Schöneck am Vierwaldstättersee, Lausanne, Geneva, Nice, Lyon, Stockholm, St. Petersburg, but I have several times made the experience that patients whom I had sent away to use pneumatic chambers returned to me without having done their work, stating that the chambers were not supposed to be put into operation because of the great expense, so that they in some places only seem to serve as showpieces.
Balneotherapy is of great importance in the treatment of chronic bronchial catarrh, and very different sources come into consideration, but saline baths, alkaline, alkaline-muriatic, alkaline-saline, earthy and sulfur springs.
Among the common salt baths or brine baths, the main component of which is sodium chloride, would be Bex (Switzerland), Krontal (Nassau), Homburg (Nassau), Kissingen (Bavaria), Mergentheim (Württemberg), Nauheim (Hesse), Oeynhausen (Westphalia), Salzschlirf (Nassau), Rheinfelden (Switzerland) and Soden (Nassau), which have good spaces for inhaling atomized brine.
Among the alkaline sources, the main components of which are carbonate of sodium and carbonic acid, would be Bilin (Bohemia), Fachingen (Nassau), Geilnau (Nassau), Gießhübel (Bohemia), Neuenahr (Rhine province), Salzbrunn (Silesia), Teinach (Württemberg), Vals (France) and Vichy (France).
The alkaline-muriatic sources, which in addition to carbonic acid and carbonated sodium also contain sodium chloride as the main components, include Ems (Nassau), Gleichenberg (Styria), Luhatschowitz (Moravia), Radein (Styria), Roisdorf (Rhine province), Royat (France) and Selters (Nassau).
The alkaline-saline springs are characterized not only by the presence of carbonic acid and carbonated sodium, but also by a high content of sulfuric acid sodium (Glauber's salt). We list as such: Bertrich (Rhine Province), Karlsbad (Bohemia), Elster (Saxon Voigtland), Marienbad (Bohemia), Rohitsch (Styria), Tarasp (Switzerland).
The main components of the earthy springs are lime and magnesia salts. Such sources are Contrexeville (France), Driburg (Westphalia), Inselbad (Westphalia), Leuk (Switzerland), Lipspringe (Westphalia), Tennigerbad (Graubünden) and Weißenburg (Switzerland).
Sulfur baths, which are characterized by a high content of sulfur compounds, can be cold or warm. Among the warm sulfur springs or sulfur baths are mentioned: Aachen (Rhine Province), Ajx-les-Bains (Savoy), Baden (Austria),. Baden (Switzerland), Burtscheid (Rhine Province), Landeck (Prussian Silesia), Mehadia (Hungary), Pistyan (Hungary) and the Pyrenees baths of southern France: Amelie-les-Bains, Bagneres de Luchore, Bareges, Cauteröts, Eaux-Bonnes, Eaux -Chaudes, Le Vernet, Saint-Sauveur, Uriage. Cold sulfur springs can be found in Alveneu (Switzerland), Enghien (France), Gurnigl (Switzerland), Eilsen (Schaumburg-Lippe), Heustrich (Switzerland), Langenbrücken (Baden), Meinberg (Lippe-Detmold), Nenndorf (Hesse), Schimberg (Switzerland), Schinznach (Switzerland), Serneus (Switzerland), Stachelberg (Switzerland), Kainzenbad (Bavaria), Weilbach (Nassau) and Wippfeld (Bavaria).
It can hardly be said that there is only one source that can be of use to any patient with chronic bronchial catarrh. In general, I recommend the salt springs even to those with scrofula and tuberculosis, the sulfur springs to those with chronic pharyngeal catarrh, the alkaline saline wells for obesity and the earthy mineral water for copious sputum.
Pneumatisches Kbinett Nach Tabarié Der Speziellen Pathologie Und Therapie Innerer Krankheiten, Krankheiten Des Zirkulations-Und Respirations-Apparates Erster band Von Dr Hermann Eichhorst 1849-1921 Sechste, umgearbeitete und vermehrte Auflage 193 Abbildungen Urban & Schwarzenberg Berlin N., Friedrichstrasse 105 Wien I, Maximilianstrasse 4, 1904.
@nuno_g_teixeira has gone way above and beyond with this custom Renault turbo !! It's an honor to present you his modded version of the 1981 Rallye of Monte-Carlo winner, driven by Jean Ragnotti and Jean-Marc Andrié 💪💛💥
Massive work in changing all the color parts to look as close as possible as the real one and:
- all around DYI stickers
- 3D printed rims
- 3D printed Renault steering wheel
- 3D printed Recaro seats with belts
- 3D printed shifter
- interior redesign with full real speedometer and manometers
- interior roll cage
- spare tyre
- chromed parts
#renault
Citromobile 2018, Vijfhuizen, Netherlands.
" Net na de oorlog plaatste Jean Federspiel antennes met ingenieuze techniek op de Eiffeltoren om Frankrijk aan radio- en televisiesignaal te helpen. De elektrotechnisch ingenieur was van meer markten thuis, en ontwikkelde ook een veersysteem dat comfortabel was, een constante rijhoogte kende en bovendien actief tegenhelde in bochten. Om het systeem te testen ontwikkelde hij diverse apparaten, onder andere een paar grote trommels waar de testauto op geplaatst kon worden. De trommels waren zo gemaakt dat er al hobbelend een vrij slechte weg gesimuleerd werd.
Als testauto gebruikte hij deze 2cv A uit ’50, No. 4286, een van de eerste eenden. Aan de trekstangen en draagarmen werd een hydraulische cilinder gemonteerd om de bewegingen te maken en op te vangen. De veerpotten en schokbrekers bleven in gebruik. Onder de motorkap werd een vloeistofreservoir geplaatst, een hydraulische pomp werd aangedreven door een riem vanaf de krukas. Het 9pk-sterke motortje zal het er zwaar mee hebben gehad.
In de cabine kwam allerlei regeltechniek: een pendel aan het dashboard om de helling te bepalen, ventielen onder de stoelen om de cilinders aan te sturen, een manometer, diverse afsluiters en een voorraadtank. En een hele bos leidingen. Tot nu toe dachten we dat we best technisch waren, maar van de spaghetti die hier in ligt hebben we nog geen sluitend verhaal weten te maken…
Federspiel ging met zijn vinding in ’55 naar Citroën, maar kwam gedesillusioneerd terug: ze bleken zelf al iets dergelijks ontwikkeld te hebben! Deze vering kwam eerst op de Traction op de markt, maar vooral in de DS bleek hij wonderbaarlijk te werken. Toch is het idee van de actieve vering met tegenhellen pas veel later opnieuw toegepast, in de Xantia Activa. Andere merken in het luxere segment volgden pas veel later. In een recente en een toekomstige editie van Citroexpert vind je ook artikelen over deze auto.
Het is een wonder dat een ruim 60 jaar oud prototype bewaard is gebleven, zeker omdat het project geen directe navolging heeft gehad. Eerst verbleef hij bij de familie, later bij een verzamelaar. Deze bood recent een paar eenden uit zijn verzameling aan op een veiling in Fontainebleau, waar we deze eend samen met een prachtig exemplaar uit ’49 (de oudste complete eend ter wereld?) aan hebben gekocht voor het mooiste museum van Nederland. Daar zijn ze op afspraak te bezichtigen."
Bron: Eendengarage Sander Aalderink.
"Oregon visit"
Oregon "United States"
Cascadia "Pacific Northwest" "Cascade Range"
"Columbia River Gorge"
"Multnomah County"
"sunny and clear" spring
"late afternoon"
outing sightseeing
"US 30" "US30" "Bonneville Lock and Dam" "US Army Corps of Engineers"
"facility tour" "Powerhouse 1" "hydroelectric power" "New Deal era" "Great Depression" "display gallery" history museum "electrical measuring instruments" "manometer" "U-tube"
@nuno_g_teixeira has gone way above and beyond with this custom Renault turbo !! It's an honor to present you his modded version of the 1981 Rallye of Monte-Carlo winner, driven by Jean Ragnotti and Jean-Marc Andrié 💪💛💥
Massive work in changing all the color parts to look as close as possible as the real one and:
- all around DYI stickers
- 3D printed rims
- 3D printed Renault steering wheel
- 3D printed Recaro seats with belts
- 3D printed shifter
- interior redesign with full real speedometer and manometers
- interior roll cage
- spare tyre
- chromed parts
#renault
@nuno_g_teixeira has gone way above and beyond with this custom Renault turbo !! It's an honor to present you his modded version of the 1981 Rallye of Monte-Carlo winner, driven by Jean Ragnotti and Jean-Marc Andrié 💪💛💥
Massive work in changing all the color parts to look as close as possible as the real one and:
- all around DYI stickers
- 3D printed rims
- 3D printed Renault steering wheel
- 3D printed Recaro seats with belts
- 3D printed shifter
- interior redesign with full real speedometer and manometers
- interior roll cage
- spare tyre
- chromed parts
#renault
Description Manometer Board Setup in the 18 x 18 inch Supersonic Wind Tunnel at Lewis.
Credit: NASA
Image Number: C-1949-23011
Date: February 24, 1949
ACEC- (Ateliers de Construction Électrique de Charleroi) schakelkast van NMVB-standaardmotorwagen 9994. Achter de schakelkast bevindt zich de schakelaar met controlelampen voor het pinkerlicht (de richtingaanwijzers).
De schakelkruk draait hier over de achterkant van de kast heen. Vergelijk dit met de ACEC-schakelkast in de Brusselse serie 5000 waar de kruk juist over de voorzijde van de kast draait.
Meer foto's van schakelkasten en bestuurderscabines vindt u in de set at the controls.
Bekijk mijn fotoalbum in de klassieke versie.
Die beiden beweglichen Tragwerkteile (Baskülen) können bis zu einem Winkel von 86 Grad hochgeklappt werden, um großen Schiffen die Durchfahrt zu ermöglichen.
Das Öffnen und Schließen der Baskülen erfolgt durch ein – ursprünglich auf Wasserdruck basierendes – hydraulisches System. Mit Hilfe von zwei Kolbendampfmaschinen von W. G. Armstrong Mitchell & Company (360 PS) wurde unter einem Druck von 50 bar (750 psi) Wasser in große Druckspeicher, die sogenannten Akkumulatoren, gepumpt. Die damit abrufbare Leistung wurde so effizient in mechanische Arbeit umgesetzt, dass die Fahrbahnen in zwei Minuten hochgeklappt werden konnten .
@nuno_g_teixeira has gone way above and beyond with this custom Renault turbo !! It's an honor to present you his modded version of the 1981 Rallye of Monte-Carlo winner, driven by Jean Ragnotti and Jean-Marc Andrié 💪💛💥
Massive work in changing all the color parts to look as close as possible as the real one and:
- all around DYI stickers
- 3D printed rims
- 3D printed Renault steering wheel
- 3D printed Recaro seats with belts
- 3D printed shifter
- interior redesign with full real speedometer and manometers
- interior roll cage
- spare tyre
- chromed parts
#renault
Kjeller Flydagen 2022 at Kjeller Airport (ENKJ) on June 18, 2022. Private Fieseler Fi-156C Storch LN-WNS (cn 1816). The instrument panel in the cockpit. This image illustrates the incredibly high standard and autenticity of the restoration of this warbird. The flight instruments are clockwise starting at the top left: Airspeed indicator, Turn- and bank indicator, Variometer, Rev counter, Oil temperature gauge, Multi-manometer (pressure indicator) and Altimeter. In the center is a Clock.
George Adlam & Sons was a British company founded in 1800 which by the 20th century specialized in metalwork and the manufacture of equipment for the brewing and chocolate industries. During WW II they manufactured a hand pump desiccator for British Barr & Stroud naval binoculars as well as designing a Royal Navy brewing ship to supply soldiers in the Pacific with beer. The desiccator was actually most likely designed by Barr & Stroud in 1937 who subsequently published a manual for its use (William Reid, “Barr & Stroud ‘Nitrogen-filled Binoculars’: the facts” Bulletin of the Scientific Instrument Society No. 81, 2004, p. 34).
Adlam’s hand pump desiccator was used to fill the Barr & Stroud CF41 7x50, Britain’s primary WW II handheld naval binocular, with dry air to prevent internal condensation and fungus. Although the CF41 which entered service in 1935 was not originally equipped with desiccator connections for dry air purging, at some point during the war they were added to new CF41’s and CF42’s, and older CF41’s, CF42’s as well as some CF30’s were retrofitted with them (Reid, page 35). See: www.flickr.com/photos/binocwpg/4408164546/in/photolist-7H... for more information about the CF41, and www.flickr.com/photos/binocwpg/4407463057/in/set-72157623... for a view of the desiccator tubes inside its prism box. It is a misconception (often originating in eBay sales) that the dry air ports found on CF41 and other WW II binoculars such as the Canadian REL 7x50’s and British Bino Prisms No. 2 and 5 were for nitrogen purging. This is not true. During WW II no countries manufactured nitrogen filled handheld binoculars, and this did not become a common practice until the early 1970’s.
The Adlam Pump Desiccator weighs approximately 25 kilograms and fits in a wooden storage box (see View 2: www.flickr.com/photos/binocwpg/19975967603/in/dateposted/ ). It is operated by connecting a rubber outlet tube (1) and inlet tube (2) to the dry air connections on the prism box of the binocular (3- a CF41). Then, the apparatus is hand pumped to draw the air from inside the binocular through a silica gel filled container (4) within the desiccator (See View 3: www.flickr.com/photos/binocwpg/20603416811/in/photostream/ ) for drying before being pumped back into the binocular. Several pumpings may be required before the air is satisfactorily de-humidified which is measured by a hygrometer (5) attached to the unit (see View 4: www.flickr.com/photos/binocwpg/20587802952/in/photostream/ ). There is also a manometer (6) attached to the desiccator (see View 5: www.flickr.com/photos/binocwpg/20570545056/in/photostream/ ) which may have been used to test the air-tightness of the system including testing the binocular to locate any leakage points, and finally there is a screw-down valve (7) for reducing pressure.
See Views 6 and 7: www.flickr.com/photos/binocwpg/20596725635/in/photostream/ and www.flickr.com/photos/binocwpg/19974122004/in/photostream/ for close-ups of the markings on the base of the desiccator and View 8: www.flickr.com/photos/binocwpg/19975766523/in/photostream/ for “parking” i.e. storage of the rubber tubes when not in use.
Note: If you have a vintage binocular you either wish to sell or would just like some information about, I can be contacted at flagorio12@gmail.com .
Set to 11 inches of H2O, while the furnace or water heater is operating.
Leaks can be detected by shutting the supply of and watching for pressure drop, over time.
The digital manometer costs about $20, found on Amazon.
By now it was raining quite hard, so I grabbed a couple of shots from the other side of the road before going in.
Hello I said to the churchwarden, we've come to photograph the church.
Oh I don't know if that's possible, you might be journalists. What do you want the pictures for?
I explained about the website and liking churches and that we had come from Dover to see this church. I gave he my Moo card, and she siad it was OK. And then would not shut up, she told us all about the history of the church, the town, businesses. All nice, but I wanted to snap the church.
In the end, Jools took over and I set about snapping. And very fine it is too.
----------------------------------------
Holy Trinity Church, which dominates the High Street, was built by Bishop Gundulf c.1080. There is good evidence to suggest that a much earlier church occupied the site in Saxon times. The church provided a focus for the religious and ceremonial life of medieval Dartford. The building was significantly enlarged during the reign of Henry III (1216-72) to accommodate a new chapel dedicated to St Thomas of Canterbury for use by visiting pilgrims. Pilgrimages to Canterbury ceased in 1538 during the reign of Henry VIII. At this time, Becket’s altar was removed from the church, his festivals abolished, and the local trade in pilgrim souvenirs was halted. Consequently, many Dartford traders lost a valuable source of income.
Further extensions were added to the church during the reigns of Edward I (1272-1307) and Edward II (1307-27). In 1313, Thomas de Wouldham, Bishop of Rochester, visited the church to inspect a new window, which his chaplain Hamo de Hethe commissioned. About 1470, bells were hung in the newly heightened tower.
Regular maintenance and upkeep of the church property was an expensive business, the cost being borne by the parishioners. In 1470 the church roof had to be re-covered with lead. Shortly afterwards, the church tower was heightened. A document of 1453 confirms that the church administered its own cemetery sited right next to the church building.
Prior to the Reformation, the church had no seats or pews for worshippers. The congregation remained standing during services. At least four main altars and other shrines decorated the church. The high altar was dedicated to the Holy Trinity. Three additional altars were dedicated to St Thomas of Canterbury, St Mary, and St Ann. Statues of the Virgin Mary and St Anthony occupied a prominent position. A niche known as Sepulchre was used to display a crucifix during Holy Week. The front of the church was dominated by a large illuminated rood or cross.
Masses were said in the church for the souls of the departed. Singing or chanting in Latin formed an integral part of the worship. In c.1485, a magnificent fresco depicting St George slaying the dragon was painted on the east wall of St Mary's chapel. This painting can still be seen in the church today. Some of Dartford’s wealthy residents, like Thomas Bond, asked to be buried close to the main altar in the church. Prominent local worthies were commemorated in the church when they died. A fine commemorative brass can still be seen in the church today commemorating Richard Martyn who died 18 February 1402. A chantry or chapel known as Stampit Chantry was founded by Thomas de Dertford at Holy Trinity church in 1338.
dartfordparishchurch.org/history/index.html
Richard Trevithick (13 April 1771 – 22 April 1833) was a British inventor and mining engineer from Cornwall.[1] Born in the mining heartland of Cornwall, Trevithick was immersed in mining and engineering from a young age. The son of a mining captain, he performed poorly in school, but went on to be an early pioneer of steam-powered road and rail transport. His most significant contribution was to the development of the first high-pressure steam engine, he also built the first full-scale working railway steam locomotive. On 21 February 1804 the world's first locomotive-hauled railway journey took place as Trevithick's unnamed steam locomotive hauled a train along the tramway of the Penydarren Ironworks, in Merthyr Tydfil, Wales.[2][3]
Turning his interests abroad, Trevithick also worked as a mining consultant in Peru and later explored parts of Costa Rica. Throughout his professional career, he went through many ups and downs, and at one point faced financial ruin, also suffering from the strong rivalry of many mining and steam engineers of the day. During the prime of his career, he was a well-respected and known figure in mining and engineering, but near the end of his life and after he fell out of the public eye. Today, his legacy is mostly known to the mining, engineering, and railway circles.
Richard Trevithick was born at Tregajorran (in the parish of Illogan), between Camborne and Redruth, in the heart of one of the rich mineral mining areas of Cornwall. He was the youngest-but-one child and the only boy in a family of six children. He was very tall for the era at 6 ft 2in, as well as athletic and concentrated more on sport than schoolwork. Sent to the village school at Camborne, he did not take much advantage of the education provided – one of his school masters described him as "a disobedient, slow, obstinate, spoiled boy, frequently absent and very inattentive". An exception was arithmetic, for which he had an aptitude, but arrived at the correct answers by unconventional means.[4]
Trevithick was the son of mine "captain" Richard Trevithick (1735–1797) and of miner's daughter Ann Teague (died 1810). As a child he would watch steam engines pump water from the deep tin and copper mines in Cornwall. For a time he was a neighbour to William Murdoch, the steam carriage pioneer, and would have been influenced by his experiments with steam-powered road locomotion.[5]
Trevithick first went to work at the age of 19 at the East Stray Park Mine. He was enthusiastic and quickly gained the status as a consultant, unusual for such a young person. He was popular with the miners because of the respect they had for his father.
In 1797, Trevithick married Jane Harvey of Hayle. They raised six children.
Jane's father, John Harvey, formerly a blacksmith from Carnhell Green, formed the local foundry, Harveys of Hayle. His company became famous worldwide for building huge stationary "beam" engines for pumping water, usually from mines, based on Newcomen's and Watt's engines.
Until this time, such steam engines were of the condensing or atmospheric type, originally invented by Thomas Newcomen in 1712, and which also became known as low-pressure engines. James Watt, on behalf of his partnership with Matthew Boulton, held a number of patents for improving the efficiency of Newcomen's engine, including the "separate condenser patent" – which proved the most contentious.
Trevithick became engineer at the Ding Dong Mine in 1797, and there (in conjunction with Edward Bull) he pioneered the use of high-pressure steam. He worked on building and modifying steam engines to avoid the royalties due to Watt on the separate condenser patent. At Ding Dong Boulton and Watt served an injunction on him and posted it "on the minestuffs" and "most likely on the door" of the Count (Account) House which, although now a ruin, is the only surviving building from Trevithick's time at Ding Dong.
He also experimented with the plunger-pole pump, a type of pump – with a beam engine – used widely in Cornwall's tin mines, in which he reversed the plunger to change it into a water-power engine.
As his experience grew, he realised that improvements in boiler technology now permitted the safe production of high-pressure steam, which could move a piston in a steam engine on its own account, instead of using pressure near to atmospheric in a condensing engine.
He was not the first to think of so-called "strong steam". William Murdoch had developed and demonstrated a model steam carriage, starting in 1784, and demonstrated it to Trevithick at his request in 1794. In fact, Trevithick lived next door to Murdoch in Redruth in 1797 and 1798. Oliver Evans in the U.S. had also concerned himself with the concept, but there is no indication that his ideas had ever come to Trevithick's attention.[6]
Independently of this, Arthur Woolf was experimenting with higher pressures whilst working as the Chief Engineer of the Griffin Brewery (proprietors Meux and Reid). This was an Engine designed by Hornblower and Maberly, and the proprietors were keen to have the best steam engine in London. Around 1796, Woolf believed he could save substantial amounts of coal consumption.
According to his son Francis, Trevithick was the first to make high-pressure steam work in England in 1799. Not only would a high-pressure steam engine eliminate the condenser, but it would allow the use of a smaller cylinder, saving space and weight. He reasoned that his engine could now be more compact, lighter and small enough to carry its own weight even with a carriage attached. (Note this did not use the expansion of the steam, so-called "expansive working" came later).
Trevithick started building his first models of high-pressure (meaning a few atmospheres) steam engines, initially a stationary one and then one attached to a road carriage. A double-acting cylinder was used, with steam distribution by means of a four-way valve. Exhaust steam was vented via a vertical pipe or chimney straight into the atmosphere, thus avoiding a condenser and any possible infringements of Watt's patent. The linear motion was directly converted into circular motion via a crank instead of using a more cumbersome beam.
Trevithick built a full-size steam road locomotive in 1801 on a site near the present day Fore Street at Camborne.[7] (A steam wagon built in 1770 by Nicolas-Joseph Cugnot may have an earlier claim.) Trevithick named his carriage 'Puffing Devil' and on Christmas Eve that year, he demonstrated it by successfully carrying several men up Fore Street and then continuing on up Camborne Hill, from Camborne Cross, to the nearby village of Beacon. His cousin and associate, Andrew Vivian, steered the machine. This is widely recognised as the first demonstration of transportation powered by steam. It inspired the popular Cornish folk song "Camborne Hill".
During further tests, Trevithick's locomotive broke down three days later after passing over a gully in the road. The vehicle was left under some shelter with the fire still burning whilst the operators retired to a nearby public house for a meal of roast goose and drinks. Meanwhile the water boiled off, the engine overheated and the machine burned, destroying it. Trevithick did not consider this a serious setback, but rather operator error.
In 1802, Trevithick took out a patent for his high-pressure steam engine.[8][9] To prove his ideas, he built a stationary engine at the Coalbrookdale Company's works in Shropshire in 1802, forcing water to a measured height to measure the work done. The engine ran at forty piston strokes a minute, with an unprecedented boiler pressure of 145 psi.
The Coalbrookdale company then built a rail locomotive for him, but little is known about it, including whether or not it actually ran. To date, the only known information about it comes from a drawing preserved at the Science Museum, London, together with a letter written by Trevithick to his friend, Davies Giddy. The design incorporated a single horizontal cylinder enclosed in a return-flue boiler. A flywheel drove the wheels on one side through spur gears, and the axles were mounted directly on the boiler, with no frame.[10] On the drawing, the piston-rod, guide-bars and cross-head are located directly above the firebox door, thus making the engine extremely dangerous to fire while moving.[11]
This is the drawing used as the basis of all images and replicas of the later "Pen-y-darren" locomotive, as no plans for that locomotive have survived.
The Puffing Devil was unable to maintain sufficient steam pressure for long periods, and would have been of little practical use. In 1803 he built another steam-powered road vehicle called the London Steam Carriage, which attracted much attention from the public and press when he drove it that year in London from Holborn to Paddington and back. It was uncomfortable for passengers and proved more expensive to run than a horse-drawn carriage and was abandoned.
Also in 1803, one of Trevithick's stationary pumping engines in use at Greenwich exploded, killing four men. Although Trevithick considered the explosion was caused by another case of careless operation rather than design error, the incident was exploited relentlessly by Watt and Boulton (competitors and promoters of the low-pressure engine) who highlighted the perceived risks of using high-pressure steam.
Trevithick's response was to incorporate two safety valves into future designs, only one of which could be adjusted by the operator.[13] The adjustable valve comprised a disk covering a small hole at the top of the boiler above the water level in the steam chest. The force exerted by the steam pressure was equalised by an opposite force created by a weight attached to a pivoted lever. The position of the weight on the lever was adjustable thus allowing the operator to set the maximum steam pressure. Trevithick also added a fusible plug of lead, positioned in the boiler just below the minimum safe water level. Under normal operation the water temperature could not exceed that of boiling water and kept the lead below its melting point. If the water ran low, it exposed the lead plug, and the cooling effect of the water was lost. The temperature would then rise sufficiently to melt the lead, releasing steam into the fire, reducing the boiler pressure and providing an audible alarm in sufficient time for the operator to damp the fire, and let the boiler cool before damage could occur. He also introduced the hydraulic testing of boilers, and the use of a mercury manometer to indicate the pressure.
In 1802, Trevithick built one of his high-pressure steam engines to drive a hammer at the Pen-y-Darren Ironworks in Merthyr Tydfil, South Wales. With the assistance of Rees Jones, an employee of the iron works and under the supervision of Samuel Homfray, the proprietor, he mounted the engine on wheels and turned it into a locomotive. In 1803, Trevithick sold the patents for his locomotives to Samuel Homfray.
Homfray was so impressed with Trevithick's locomotive that he made a bet with another ironmaster, Richard Crawshay, for 500 guineas that Trevithick's steam locomotive could haul ten tons of iron along the Merthyr Tydfil Tramroad from Penydarren (51°45′03″N 3°22′33″W) to Abercynon (51°38′44″N 3°19′27″W), a distance of 9.75 miles (16 km). Amid great interest from the public, on 21 February 1804 it successfully carried 10 tons of iron, 5 wagons and 70 men the full distance in 4 hours and 5 minutes, an average speed of approximately 2.4 mph (3.9 km/h).[14] As well as Homfray, Crawshay and the passengers, other witnesses included Mr. Giddy, a respected patron of Trevithick and an 'engineer from the Government'.[15] The engineer from the government was probably a safety inspector and particularly interested in the boiler's ability to withstand high steam pressures.
The configuration of the Pen-y-darren engine differed from the Coalbrookdale engine. The cylinder was moved to the other end of the boiler so that the firedoor was out of the way of the moving parts. This obviously also involved putting the crankshaft at the chimney end. The locomotive comprised a boiler with a single return flue mounted on a four wheel frame[citation needed]. At one end, a single cylinder with very long stroke was mounted partly in the boiler, and a piston rod crosshead ran out along a slidebar, an arrangement that looked like a giant trombone. As there was only one cylinder, this was coupled to a large flywheel mounted on one side. The rotational inertia of the flywheel would even out the movement that was transmitted to a central cog-wheel that was, in turn connected to the driving wheels. It used a high-pressure cylinder without a condenser, the exhaust steam was sent up the chimney assisting the draught through the fire, increasing efficiency even more.
The bet was won. Despite many people's doubts, it had been shown that, provided that the gradient was sufficiently gentle, it was possible to successfully haul heavy carriages along a "smooth" iron road using the adhesive weight alone of a suitably heavy and powerful steam locomotive. Trevithick's was probably the first to do so;[16] however some of the short cast iron plates of the tramroad broke under the locomotive as they were intended only to support the lighter axle load of horse-drawn wagons and so the tramroad returned to horse power after the initial test run.
Homfray was pleased he won his bet. The engine was placed on blocks and reverted to its original stationary job of driving hammers.
In modern Merthyr, behind the momument to Trevithick's locomotive is a stone wall, the sole remainder of the former boundary wall of Homfray's Penydarren House.[17]
A full-scale working reconstruction of the Pen-y-darren locomotive was commissioned in 1981 and delivered to the Welsh Industrial and Maritime Museum in Cardiff; when that closed, it was moved to the National Waterfront Museum in Swansea. Several times a year it is run on a 40m length of rail outside the museum.
Christopher Blackett, proprietor of the Wylam colliery near Newcastle, heard of the success in Wales and wrote to Trevithick asking for locomotive designs. These were sent to John Whitfield at Gateshead, Trevithick's agent, who built what was probably the first locomotive to have flanged wheels.[18] Blackett was using wooden rails for his tramway and, once again, Trevithick's machine was to prove too heavy for its track.
In 1808, Trevithick publicised his steam railway locomotive expertise by building a new locomotive called 'Catch me who can', built for him by John Hazledine and John Urpeth Rastrick at Bridgnorth in Shropshire, and named by Mr. Giddy's daughter. The configuration differed from the previous locomotives in that the cylinder was mounted vertically and drove a pair of wheels directly with the connecting rods, without flywheel or gearing. This was probably Trevithick's fourth locomotive, after those used at Coalbrookdale, Pen-y-darren ironworks and the Wylam colliery. He ran it on a circular track just south of the present day Euston Square tube station in London. The site in Bloomsbury has recently been identified archaeologically as that occupied by the Chadwick Building, part of University College London.[20]
Admission to the "steam circus" was one shilling including a ride and it was intended to show that rail travel was faster than by horse. This venture also suffered from weak tracks and public interest was limited.
Trevithick was disappointed by the response and designed no more railway locomotives. It was not until 1812 that twin cylinder steam locomotives, built by Matthew Murray in Holbeck, successfully started replacing horses for hauling coal wagons on the edge railed, rack and pinion Middleton Railway from Middleton colliery to Leeds, West Yorkshire.
In 1805 Robert Vazie, another Cornish engineer, was selected by the Thames Archway Company to drive a tunnel under the River Thames at Rotherhithe. Vazie encountered serious problems with water influx and got no further than sinking the end shafts when the directors called in Trevithick for consultation. The directors agreed to pay Trevithick £1000 (the equivalent of £67,387 as of 2013[21]) if he could successfully complete the tunnel, a length of 1220 feet (366 m). In August 1807 Trevithick began driving a small pilot tunnel or driftway 5 feet (1.5 m) high tapering from 2 feet 6 inches (0.75 m) at the top to 3 feet (0.9 m) at the bottom. By 23 December after it had progressed 950 feet (285 m) progress was delayed after a sudden inrush of water and only one month later on 26 Jan 1808, at 1040 feet (312 m), a more serious inrush occurred. The tunnel was flooded and Trevithick, being the last to leave, was nearly drowned. Clay was dumped on the river bed to seal the hole and the tunnel was drained but mining was now more difficult. Progress stalled and a few of the directors attempted to discredit Trevithick but the quality of his work was eventually upheld by two colliery engineers from the North of England. Despite suggesting various building techniques to complete the project, including a submerged cast iron tube, Trevithick's links with the company ceased and the project was never actually completed.
The first successful tunnel under the Thames would be started by Sir Marc Isambard Brunel in 1823, three quarters of a mile upstream, assisted by his son Isambard Kingdom Brunel (who also nearly died in a tunnel collapse). Marc Brunel finally completed it in 1843, the delays being due to problems with funding.
Trevithick's suggestion of a submerged tube approach was successfully implemented for the first time across the Detroit River in Michigan with the construction of the Michigan Central Railway Tunnel, under the engineering supervision of The New York Central Railway's engineering vice president, William J Wilgus. Construction began in 1903 and was completed in 1910. The Detroit–Windsor Tunnel which was completed in 1930 for automotive traffic, and the tunnel under the Hong Kong harbour were also submerged tube designs.
Trevithick went on to research other projects to exploit his high-pressure steam engines: boring brass for cannon manufacture, stone crushing, rolling mills, forge hammers, blast furnace blowers as well as the traditional mining applications. He also built a barge powered by paddle wheels and several dredgers.
Trevithick saw opportunities in London and persuaded his wife and 4 children reluctantly to join him in 1808 for two and a half years lodging first in Rotherhithe and then in Limehouse
In 1808, Trevithick entered a partnership with Robert Dickinson, a West India merchant. Dickinson supported several of Trevithick's patents. The first of these was the 'Nautical Labourer'; a steam tug with a floating crane propelled by paddle wheels. However, it did not meet the fire regulations for the docks, and the Society of Coal Whippers, worried about losing their livelihood, even threatened the life of Trevithick.
Another patent was for the installation of iron tanks in ships for storage of cargo and water instead of in wooden casks. A small works was set up at Limehouse to manufacture them, employing 3 men. The tanks were also used to raise sunken wrecks by placing them under the wreck and creating buoyancy by pumping them full of air. In 1810 a wreck near Margate was raised in this way but there was a dispute over payment and Trevithick was driven to cut the lashings loose and let it sink again.
In 1809, Trevithick worked on various ideas on improvements for ships: iron floating docks, iron ships, telescopic iron masts, improved ship structures, iron buoys and using heat from the ships boilers for cooking.
In May 1810, he caught typhoid and nearly died. By September, he had recovered sufficiently to travel back to Cornwall by ship and in February 1811 he and Dickinson were declared bankrupt. They were not discharged until 1814, Trevithick having paid off most of the partnership debts from his own funds.
In about 1812, Trevithick designed the ‘Cornish boiler’. These were horizontal, cylindrical boilers with a single internal fire tube or flue passing horizontally through the middle. Hot exhaust gases from the fire passed through the flue thus increasing the surface area heating the water and improving efficiency. These types were installed in the Boulton and Watt pumping engines at Dolcoath and more than doubled their efficiency.
Again in 1812, he installed a new 'high-pressure' experimental steam engine also with condensing at Wheal Prosper. This became known as the 'Cornish engine' and was the most efficient in the world at that time. Other Cornish engineers contributed to its development but Trevithick's work was predominant. In the same year he installed another high-pressure engine, though non-condensing, in a threshing machine on a farm at Probus, Cornwall. It was very successful and proved to be cheaper to run than the horses it replaced. It ran for 70 years and was then exhibited at the Science Museum.
In one of Trevithick's more unusual projects, he attempted to build a 'recoil engine' similar to the aeolipile described by Hero of Alexandria in about AD 50. Trevithick's engine comprised a boiler feeding a hollow axle to route the steam to a catherine wheel with two fine-bore steam jets on its circumference. The first wheel was 15 feet (4.6 m) in diameter and a later attempt was 24 feet (7.3 m) in diameter. To get any usable torque, steam had to issue from the nozzles at a very high velocity and in such large volume that it proved not to operate with adequate efficiency. Today this would be recognised as a reaction turbine.
In 1811 draining water from the rich silver mines of Cerro de Pasco in Peru at an altitude of 14,000 feet (4267 m) posed serious problems for the man in charge, Francisco Uville. The low pressure condensing engines by Boulton and Watt developed so little power as to be useless at this altitude, and they could not be dismantled into sufficiently small pieces to be transported there along mule tracks. Uville was sent to England to investigate using Trevithick's high-pressure steam engine. He bought one for 20 guineas, transported it back and found it to work quite satisfactorily. In 1813 Uville set sail again for England and, having fallen ill on the way, broke his journey via Jamaica. When he had recovered he boarded the Falmouth packet ship 'Fox' coincidentally with one of Trevithick's cousins on board the same vessel. Trevithick's home was just a few miles from Falmouth so Uville was able to meet him and tell him about the project.
On 20 October 1816 Trevithick left Penzance on the whaler ship Asp accompanied by a lawyer named Page and a boilermaker bound for Peru. He was received by Uville with honour initially but relations soon broke down and Trevithick left in disgust at the accusations directed at him. He travelled widely in Peru acting as a consultant on mining methods. The government granted him certain mining rights and he found mining areas, but did not have the funds to develop them, with the exception of a copper and silver mine at Caxatambo. After a time serving in the army of Simon Bolivar he returned to Caxatambo but due to the unsettled state of the country and presence of the Spanish army he was forced to leave the area and abandon £5000 worth of ore ready to ship. Uville died in 1818 and Trevithick soon returned to Cerro de Pasco to continue mining. However, the war of liberation denied him several objectives. Meanwhile, back in England, he was accused of neglecting his wife Jane and family in Cornwall.
After leaving Cerro de Pasco, Trevithick passed through Ecuador on his way to Bogotá in Colombia. He arrived in Costa Rica in 1822 hoping to develop mining machinery. He spent time looking for a practical route to transport ore and equipment, settling on using the San Juan River, the Sarapiqui River, and then a railway to cover the remaining distance. In a biography his son wrote that Trevithick had in mind a steam-driven railway and not mule-driven.
The initial party comprised Trevithick, Scottish mining projector James Gerard,[22] two schoolboys: José Maria Montealegre (a future president of Costa Rica) and his brother Mariano, whom Gerard intended to enrol in Highgate School, North London,[23] and seven natives, three of whom returned home after guiding them through the first part of their journey. The journey was treacherous – one of the party was drowned in a raging torrent and Trevithick was nearly killed on at least two occasions. In the first he was saved from drowning by Gerard, and in the second he was nearly devoured by an alligator following a dispute with a local man whom he had in some way offended. He made his way to Cartagena where he met Robert Stephenson who was on his way home from Colombia. It had been many years since they last met (when Stephenson was just a baby). Stephenson gave Trevithick £50 to help his passage home. He arrived at Falmouth in October 1827 with few possessions other than the clothes he was wearing. Trevithick never returned to Costa Rica.
Taking encouragement from earlier inventors who had achieved some successes with similar endeavours, Trevithick petitioned Parliament for a grant but he was unsuccessful in acquiring one.
In 1829 he built a closed cycle steam engine followed by a vertical tubular boiler.
In 1830 he invented an early form of storage room heater. It comprised a small fire tube boiler with a detachable flue which could be heated either outside or indoors with the flue connected to a chimney. Once hot the hot water container could be wheeled to where heat was required and the issuing heat could be altered using adjustable doors.
To commemorate the passing of the Reform Bill in 1832 he designed a massive column to be 1000 feet (300 m) high, being 100 feet (30 m) in diameter at the base tapering to 12 feet (3.6 m) at the top where a statue of a horse would have been mounted. It was to be made of 1500 10-foot-square (3 m) pieces of cast iron and would have weighed 6000 tons. There was substantial public interest in the proposal, but it was never built.
bout the same time he was invited to do some development work on an engine of a new vessel at Dartford by John Hall, the founder of J & E Hall Limited. The work involved a reaction turbine for which Trevithick earned £1200. He lodged at The Bull hotel in the High Street, Dartford, Kent.
After he had been working in Dartford for about a year, Trevithick was taken ill with pneumonia and had to retire to bed at The Bull hotel, where he was lodging at the time. Following a week's confinement in bed he died on the morning of 22 April 1833. He was penniless, and no relatives or friends had attended his bedside during his illness. His colleagues at Hall's works made a collection for his funeral expenses and acted as bearers. They also paid a night watchman to guard his grave at night to deter grave robbers, as body snatching was common at that time.
Trevithick was buried in an unmarked grave in St Edmunds Burial Ground, East Hill, Dartford. The burial ground closed in 1857, with the gravestones being removed in the 1960s. A plaque marks the approximate spot believed to be the site of the grave.[24] The plaque lies on the side of the park, near the East Hill gate, and an unlinked path.