By Jonathan Glancey
In Concorde, Jonathan Glancey tells the tale of this fabulous and highly well known airplane anew, taking the reader from the instant Captain Chuck Yeager first broke the sound barrier in 1947 via to the final advertisement flight of the supersonic airliner in 2003. it's a story of nationwide rivalries, technological leaps, bold prototypes, tightrope politics, and a dream of a Dan Dare destiny by no means really realized.
Jonathan Glancey strains the advance of Concorde not only via latest fabric and data, yet via interviews with those that lived with the supersonic venture from its inception. the result's a compelling mixture of overt technological optimism, a trust that Britain and France have been significant avid gamers on the planet of civil in addition to army aviation, and religion in an ever quicker, ever extra subtle future.
This is a party, in addition to a completely researched heritage, of a really incredible desktop that grew to become a sky god of its period.
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Extra resources for Concorde: The Rise and Fall of the Supersonic Airliner
In addition, the company agreed to pave and maintain a roadway between the tracks and for a certain distance on either side, as well as clearing snow. In getting authorization from municipal officials in the form of franchises—that is, a public privilege conferred by a governmental body—most street railway entrepreneurs would be obligated in a similar way. Long afterwards, this would become a significant financial burden, and an increasingly attractive inducement to switch from streetcars to conveyances that did not entail an obligation to take care of the street—the rubber-tired motorbus that became practical for mass transit about a century later.
FLUSH RAILS AND LIGHTWEIGHT CARS The New York & Harlem’s rails along Fourth Avenue had interfered with regular traffic, and coachmen and wagoners regarded them as an annoyance, to say the least. But in the early 1850s a French engineer named Alphonse Loubat began laying out another New York street railway, this one on Sixth Avenue, and his idea was to have the ties buried deeply enough so that the top of the rails were flush with the pavement, which was grooved for flanges. Soon there were horsecar lines on Second, Third, and Eighth avenues with tracks of this same sort that posed minimal interference to other traffic.
Before Sprague, motors had often been mounted inside the car or on the front platform, for ease of access when the brushes needed attention, as they so frequently did. They would be connected to an axle with transmission belts or with chains on the order of bicycle chains, which were subject to frequent failure. 1). Another feature of Sprague’s design was the arrangement for picking up power via a pole atop each car, at the end of which was a little wheel that was pushed up under an overhead wire by means of a spring at the base of the pole.