-
121 Huygens, Christiaan
SUBJECT AREA: Horology[br]b. 14 April 1629 The Hague, the Netherlandsd. 8 June 1695 The Hague, the Netherlands[br]Dutch scientist who was responsible for two of the greatest advances in horology: the successful application of both the pendulum to the clock and the balance spring to the watch.[br]Huygens was born into a cultured and privileged class. His father, Constantijn, was a poet and statesman who had wide interests. Constantijn exerted a strong influence on his son, who was educated at home until he reached the age of 16. Christiaan studied law and mathematics at Ley den University from 1645 to 1647, and continued his studies at the Collegium Arausiacum in Breda until 1649. He then lived at The Hague, where he had the means to devote his time entirely to study. In 1666 he became a Member of the Académie des Sciences in Paris and settled there until his return to The Hague in 1681. He also had a close relationship with the Royal Society and visited London on three occasions, meeting Newton on his last visit in 1689. Huygens had a wide range of interests and made significant contributions in mathematics, astronomy, optics and mechanics. He also made technical advances in optical instruments and horology.Despite the efforts of Burgi there had been no significant improvement in the performance of ordinary clocks and watches from their inception to Huygens's time, as they were controlled by foliots or balances which had no natural period of oscillation. The pendulum appeared to offer a means of improvement as it had a natural period of oscillation that was almost independent of amplitude. Galileo Galilei had already pioneered the use of a freely suspended pendulum for timing events, but it was by no means obvious how it could be kept swinging and used to control a clock. Towards the end of his life Galileo described such a. mechanism to his son Vincenzio, who constructed a model after his father's death, although it was not completed when he himself died in 1642. This model appears to have been copied in Italy, but it had little influence on horology, partly because of the circumstances in which it was produced and possibly also because it differed radically from clocks of that period. The crucial event occurred on Christmas Day 1656 when Huygens, quite independently, succeeded in adapting an existing spring-driven table clock so that it was not only controlled by a pendulum but also kept it swinging. In the following year he was granted a privilege or patent for this clock, and several were made by the clockmaker Salomon Coster of The Hague. The use of the pendulum produced a dramatic improvement in timekeeping, reducing the daily error from minutes to seconds, but Huygens was aware that the pendulum was not truly isochronous. This error was magnified by the use of the existing verge escapement, which made the pendulum swing through a large arc. He overcame this defect very elegantly by fitting cheeks at the pendulum suspension point, progressively reducing the effective length of the pendulum as the amplitude increased. Initially the cheeks were shaped empirically, but he was later able to show that they should have a cycloidal shape. The cheeks were not adopted universally because they introduced other defects, and the problem was eventually solved more prosaically by way of new escapements which reduced the swing of the pendulum. Huygens's clocks had another innovatory feature: maintaining power, which kept the clock going while it was being wound.Pendulums could not be used for portable timepieces, which continued to use balances despite their deficiencies. Robert Hooke was probably the first to apply a spring to the balance, but his efforts were not successful. From his work on the pendulum Huygens was well aware of the conditions necessary for isochronism in a vibrating system, and in January 1675, with a flash of inspiration, he realized that this could be achieved by controlling the oscillations of the balance with a spiral spring, an arrangement that is still used in mechanical watches. The first model was made for Huygens in Paris by the clockmaker Isaac Thuret, who attempted to appropriate the invention and patent it himself. Huygens had for many years been trying unsuccessfully to adapt the pendulum clock for use at sea (in order to determine longitude), and he hoped that a balance-spring timekeeper might be better suited for this purpose. However, he was disillusioned as its timekeeping proved to be much more susceptible to changes in temperature than that of the pendulum clock.[br]Principal Honours and DistinctionsFRS 1663. Member of the Académie Royale des Sciences 1666.BibliographyFor his complete works, see Oeuvres complètes de Christian Huygens, 1888–1950, 22 vols, The Hague.1658, Horologium, The Hague; repub., 1970, trans. E.L.Edwardes, AntiquarianHorology 7:35–55 (describes the pendulum clock).1673, Horologium Oscillatorium, Paris; repub., 1986, The Pendulum Clock or Demonstrations Concerning the Motion ofPendula as Applied to Clocks, trans.R.J.Blackwell, Ames.The balance spring watch was first described in Journal des Sçavans 25 February 1675, and translated in Philosophical Transactions of the Royal Society (1675) 4:272–3.Further ReadingH.J.M.Bos, 1972, Dictionary of Scientific Biography, ed. C.C.Gillispie, Vol. 6, New York, pp. 597–613 (for a fuller account of his life and scientific work, but note the incorrect date of his death).R.Plomp, 1979, Spring-Driven Dutch Pendulum Clocks, 1657–1710, Schiedam (describes Huygens's application of the pendulum to the clock).S.A.Bedini, 1991, The Pulse of Time, Florence (describes Galileo's contribution of the pendulum to the clock).J.H.Leopold, 1982, "L"Invention par Christiaan Huygens du ressort spiral réglant pour les montres', Huygens et la France, Paris, pp. 154–7 (describes the application of the balance spring to the watch).A.R.Hall, 1978, "Horology and criticism", Studia Copernica 16:261–81 (discusses Hooke's contribution).DV -
122 Issigonis, Sir Alexander Arnold Constantine (Alec)
[br]b. 18 November 1906 Smyrna (now Izmir), Turkeyd. 2 October 1988 Birmingham, England[br]British automobile designer whose work included the Morris Minor and the Mini series.[br]His father was of Greek descent but was a naturalized British subject in Turkey who ran a marine engineering business. After the First World War, the British in Turkey were evacuated by the Royal Navy, the Issigonis family among them. His father died en route in Malta, but the rest of the family arrived in England in 1922. Alec studied engineering at Battersea Polytechnic for three years and in 1928 was employed as a draughtsman by a firm of consulting engineers in Victoria Street who were working on a form of automatic transmission. He had occasion to travel frequently in the Midlands at this time and visited many factories in the automobile industry. He was offered a job in the drawing office at Humber and lived for a couple of years in Kenilworth. While there he met Robert Boyle, Chief Engineer of Morris Motors (see Morris, William Richard), who offered him a job at Cowley. There he worked at first on the design of independent front suspension. At Morris Motors, he designed the Morris Minor, which entered production in 1948 and continued to be manufactured until 1971. Issigonis disliked mergers, and after the merger of Morris with Austin to form the British Motor Corporation (BMC) he left to join Alvis in 1952. The car he designed there, a V8 saloon, was built as a prototype but was never put into production. Following his return to BMC to become Technical Director in 1955, his most celebrated design was the Mini series, which entered production in 1959. This was a radically new concept: it was unique for its combination of a transversely mounted engine in unit with the gearbox, front wheel drive and rubber suspension system. This suspension system, designed in cooperation with Alex Moulton, was also a fundamental innovation, developed from the system designed by Moulton for the earlier Alvis prototype. Issigonis remained as Technical Director of BMC until his retirement.[br]Further ReadingPeter King, 1989, The Motor Men. Pioneers of the British Motor Industry, London: Quiller Press.IMcNBiographical history of technology > Issigonis, Sir Alexander Arnold Constantine (Alec)
-
123 Jessop, William
[br]b. 23 January 1745 Plymouth, Englandd. 18 November 1814[br]English engineer engaged in river, canal and dock construction.[br]William Jessop inherited from his father a natural ability in engineering, and because of his father's association with John Smeaton in the construction of Eddystone Lighthouse he was accepted by Smeaton as a pupil in 1759 at the age of 14. Smeaton was so impressed with his ability that Jessop was retained as an assistant after completion of his pupilage in 1767. As such he carried out field-work, making surveys on his own, but in 1772 he was recommended to the Aire and Calder Committee as an independent engineer and his first personally prepared report was made on the Haddlesey Cut, Selby Canal. It was in this report that he gave his first evidence before a Parliamentary Committee. He later became Resident Engineer on the Selby Canal, and soon after he was elected to the Smeatonian Society of Engineers, of which he later became Secretary for twenty years. Meanwhile he accompanied Smeaton to Ireland to advise on the Grand Canal, ultimately becoming Consulting Engineer until 1802, and was responsible for Ringsend Docks, which connected the canal to the Liffey and were opened in 1796. From 1783 to 1787 he advised on improvements to the River Trent, and his ability was so recognized that it made his reputation. From then on he was consulted on the Cromford Canal (1789–93), the Leicester Navigation (1791–4) and the Grantham Canal (1793–7); at the same time he was Chief Engineer of the Grand Junction Canal from 1793 to 1797 and then Consulting Engineer until 1805. He also engineered the Barnsley and Rochdale Canals. In fact, there were few canals during this period on which he was not consulted. It has now been established that Jessop carried the responsibility for the Pont-Cysyllte Aqueduct in Wales and also prepared the estimates for the Caledonian Canal in 1804. In 1792 he became a partner in the Butterley ironworks and thus became interested in railways. He proposed the Surrey Iron Railway in 1799 and prepared for the estimates; the line was built and opened in 1805. He was also the Engineer for the 10 mile (16 km) long Kilmarnock \& Troon Railway, the Act for which was obtained in 1808 and was the first Act for a public railway in Scotland. Jessop's advice was sought on drainage works between 1785 and 1802 in the lowlands of the Isle of Axholme, Holderness, the Norfolk Marshlands, and the Axe and Brue area of the Somerset Levels. He was also consulted on harbour and dock improvements. These included Hull (1793), Portsmouth (1796), Folkestone (1806) and Sunderland (1807), but his greatest dock works were the West India Docks in London and the Floating Harbour at Bristol. He was Consulting Engineer to the City of London Corporation from 1796to 1799, drawing up plans for docks on the Isle of Dogs in 1796; in February 1800 he was appointed Engineer, and three years later, in September 1803, he was appointed Engineer to the Bristol Floating Harbour. Jessop was regarded as the leading civil engineer in the country from 1785 until 1806. He died following a stroke in 1814.[br]Further ReadingC.Hadfield and A.W.Skempton, 1979, William Jessop. Engineer, Newton Abbot: David \& Charles.JHB -
124 Laird, John
SUBJECT AREA: Ports and shipping[br]b. 1805 (?) Greenock, Scotlandd. 26 October 1874 Birkenhead, England[br]Scottish pioneer of large-scale iron shipbuilding.[br]When only 5 years old, Laird travelled with his family to Merseyside, where his father William Laird was setting up a ship-repair yard. Fourteen years later his father established the Birkenhead Ironworks for ship and engine repairs, which in later years was to achieve great things with John Laird at the helm. John Laird trained as a solicitor, but instead of going into practice he joined the family business. Between 1829 and 1832 they built three iron barges for inland use in Ireland; this form of construction had become less of a novelty and followed the example set by Thomas Wilson in 1819, but Laird was fired with enthusiasm for this mode of construction. New iron ships followed in rapid succession, with two of especial note: the paddle steamer Lady Lansdown of 1833, which was dismantled and later re-erected on the river Shannon, becoming one of Britain's first "knock-down" contracts; and the early steamer Robert F.Stockton, which had a double Ericsson screw propeller and the first iron transverse watertight bulkheads. With the good name of the shipyard secure, they received orders from MacGregor Laird (John Laird's younger brother) for iron ships for the West African trade. This African connection was to grow and the yard's products were to include the Ma Roberts for Dr David Livingstone. Being of steel and with constant groundings on African rivers, this craft only lasted 18 months in steady operation. In 1858 a new yard dedicated to iron construction was opened at Monk's Ferry. In 1861 John Laird was returned as the first Member of Parliament for Birkenhead and his sons took over the day-to-day affairs of the business. Laird was to suffer acute embarrassment by questions at Westminster over the building in the Birkenhead Works of the United States Confederate raider Alabama in 1862. In 1874 he suffered serious injuries in a riding accident; his health declined and he died later that year.[br]Bibliography1858, with Fairbairn, Forrester, Lang and Sea-ward, Steam Navigation, Vessels of Iron and Wood, the Steam Engine, etc. 2 vols, London: Weale.FMW -
125 Lombe, John
SUBJECT AREA: Textiles[br]b. c. 1693 probably Norwich, Englandd. 20 November 1722 Derby, England[br]English creator of the first successful powered textile mill in Britain.[br]John Lombe's father, Henry Lombe, was a worsted weaver who married twice. John was the second son of the second marriage and was still a baby when his father died in 1695. John, a native of the Eastern Counties, was apprenticed to a trade and employed by Thomas Cotchett in the erection of Cotchett's silk mill at Derby, which soon failed however. Lombe went to Italy, or was sent there by his elder half-brother, Thomas, to discover the secrets of their throwing machinery while employed in a silk mill in Piedmont. He returned to England in 1716 or 1717, bringing with him two expert Italian workmen.Thomas Lombe was a prosperous London merchant who financed the construction of a new water-powered silk mill at Derby which is said to have cost over £30,000. John arranged with the town Corporation for the lease of the island in the River Derwent, where Cotchett had erected his mill. During the four years of its construction, John first set up the throwing machines in other parts of the town. The machines were driven manually there, and their product helped to defray the costs of the mill. The silk-throwing machine was very complex. The water wheel powered a horizontal shaft that was under the floor and on which were placed gearwheels to drive vertical shafts upwards through the different floors. The throwing machines were circular, with the vertical shafts running through the middle. The doubled silk threads had previously been wound on bobbins which were placed on spindles with wire flyers at intervals around the outer circumference of the machine. The bobbins were free to rotate on the spindles while the spindles and flyers were driven by the periphery of a horizontal wheel fixed to the vertical shaft. Another horizontal wheel set a little above the first turned the starwheels, to which were attached reels for winding the silk off the bobbins below. Three or four sets of these spindles and reels were placed above each other on the same driving shaft. The machine was very complicated for the time and must have been expensive to build and maintain.John lived just long enough to see the mill in operation, for he died in 1722 after a painful illness said to have been the result of poison administered by an Italian woman in revenge for his having stolen the invention and for the injury he was causing the Italian trade. The funeral was said to have been the most superb ever known in Derby.[br]Further ReadingSamuel Smiles, 1890, Men of Invention and Industry, London (probably the only biography of John Lombe).Rhys Jenkins, 1933–4, "Historical notes on some Derbyshire industries", Transactions of the Newcomen Society 14 (provides an acount of John Lombe and his part in the enterprise at Derby).R.L.Hills, 1970, Power in the Industrial Revolution, Manchester (briefly covers the development of early silk-throwing mills).W.English, 1969, The Textile Industry, London (includes a chapter on "Lombe's Silk Machine").P.Barlow, 1836, Treatise of Manufactures and Machinery of Great Britain, London (describes Lombe's mill and machinery, but it is not known how accurate the account may be).RLH -
126 Ohm, Georg Simon
SUBJECT AREA: Electricity[br]b. 16 March 1789 Erlangen, near Nuremberg, Germanyd. 6 July 1854 Munich, Germany[br]German physicist who laid the foundations of electrical science with his discovery of Ohm's Law.[br]Given the same first name as his father, Johann, at his baptism, Ohm was generally known by the name of Georg to avoid confusion. While still a child he became interested in science and learned many of his basic skills from his father, a mechanical engineer. After basic education he attended the Gymnasium at Erlangen for a year, then in 1805 he entered the University of Erlangen. Probably for financial reasons, he left after three terms in 1806 and obtained a post as a mathematics tutor at a school in Gottstadt, Switzerland, where he may well have begun to experiment with electrical circuits. In 1811 he returned to Erlangen. He appears to have obtained his doctorate in the same year. After studying physics for a year, he became a tutor at the Studienanstalt (girls' secondary school) at Bamberg in Bavaria. There, in 1817, he wrote a book on the teaching of geometry in schools, as a result of which King Freidrich Wilhelm III of Prussia had him appointed Oberlehrer (Senior Master) in Mathematics and Physics at the Royal Consistory in Cologne. He continued his electrical experiments and in 1826 was given a year's leave of absence to concentrate on this work, which culminated the following year in publication of his "Die galvanische Kette", in which he demonstrated his now-famous Law, that the current in a resistor is proportional to the applied voltage and inversely proportional to the resistance. Because he published only a theoretical treatment of his Law, without including the supporting experimental evidence, his conclusions were widely ignored and ridiculed by the eminent German scientists of his day; bitterly disappointed, he was forced to resign his post at the Consistory. Reduced to comparative poverty he took a position as a mathematics teacher at the Berlin Military School. Fortunately, news of his discovery became more widely known, and in 1833 he was appointed Professor at the Nuremberg Polytechnic School. Two years later he was given the Chair of Higher Mathematics at the University of Erlangen and the position of State Inspector of Scientific Education. Honoured by the Royal Society of London in 1841 and 1842, in 1849 he became Professor of Physics at Munich University, apost he held until his death.[br]Principal Honours and DistinctionsRoyal Society Copley Medal 1841. FRS 1842.Bibliography1817, "Grundlinien zu einer zweckmàssigen Behandlung der Geometric als hohern Bildungsmittels an vorbereitenden Lehranstalt".1827, "Die galvanische Kette, mathematische bearbeit".Further ReadingF.E.Terman, 1943, Radio Engineers' Handbook, New York: McGraw-Hill, Section 3 (for circuit theory based on Ohm's Law).See also: Thévénin, Léon CharlesKF -
127 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 -
128 part
pɑ:t
1. сущ.
1) а) доля, часть the (a) better part ≈ большая часть the better part of an hour ≈ большая часть часа, почти час to spend a part of ≈ потратить, потерять часть (чего-л.) ;
провести They spent the major part of their life in England. ≈ Они провели большую часть жизни в Англии. Respect is a very important part of any relationship. ≈ Уважение - очень важная часть любых отношений. Use turpentine and oil, two parts to one. ≈ Смешайте скипидар и масло в отношении два к одному. Syn: piece, portion, section, segment, subdivision Ant: entirety, entity, totality, unit, whole б) часть тела, член, орган It was a very severe accident and he lost part of his foot. ≈ Он попал в серьезную автомобильную катастрофу и потерял часть ноги. в) часть (книги), том, серия, выпуск Syn: passage г) деталь, часть automobile parts амер., motorcar parts брит. ≈ автомобильные детали defective part ≈ неисправная деталь spare parts ≈ запасные детали spare parts for military equipment ≈ запасные детали для военной техники This engine has only got three moving parts. ≈ У этого двигателя только три движущиеся части.
2) а) участие, доля в работе;
дело, обязанность It was not my part to interfere. ≈ Не мое было дело вмешиваться. to have part ≈ принимать участие, участвовать в чем-л. to take part ≈ принимать участие, участвовать в чем-л. б) роль to learn, memorize, study one's part ≈ выучить роль to understudy a part ≈ дублировать роль leading, major part ≈ главная, ведущая роль She had a bit part in the play. ≈ В этой пьесе она была занята в эпизодах. He offered her a large part in the play. ≈ Он предложил ей большую роль в пьесе. bit part ≈ эпизодическая роль speaking part ≈ роль со словами (в противоположность немой роли) walk-on part ≈ роль статиста play a part act a part в) муз. голос, партия г) сторона( в споре и т. п.) take the part of take part with д) амер. пробор( в волосах)
3) мн. края, местность
4) грам. часть, форма part of speech ≈ часть речи part of sentence ≈ член предложения ∙ part and parcel ≈ составная/неотъемлемая часть in good part ≈ без обиды;
благосклонно;
милостиво to take smth. in good part ≈ не обидеться in bad part, in evil part ≈ с обидой;
неблагосклонно to take smth. in bad part, to take smth. in evil part ≈ обидеться
2. нареч. частью, отчасти;
немного, несколько, частично The television producer today has to be part of news person, part educator. ≈ В настоящее время телекомментатор должен быть наполовину журналистом, наполовину преподавателем. Syn: rather
3. гл.
1) а) разделять(ся), отделять(ся), разрывать(ся) б) расступаться, раздвигать(ся) в) расчесывать, разделять на пробор г) расставаться, прощаться, разлучаться;
разг. расставаться с деньгами, платить
2) уст. делить (между кем-л.)
3) умирать Syn: die, pass away ∙ part from part over part with часть, доля - *s of a fraction доли дроби - the greater * of the population большая часть населения - in the early * of the week в начале недели - in * частично, частью - to pay in *s платить по частям - to contribute in * to smth. частично способствовать чему-либо - the best * of a week большая часть недели - during the early of the war в начале войны - the best * of a bottle of wine добрая половина бутылки вина - five *s of the whole пять частей от целого - in the hot * of the day в жаркое время дня - * of the house is to let сдается часть дома - it is a * of his functions это входит в его функции - it is no * of my intentions это не входит в мои намерения - in a greater * due to smth. в значительной степени обязан чему-либо - the most * большая часть - for the most * большей частью - the best * of smth. добрая половина чего-либо - to form a constituent * of smth. являться составной частью чего-либо - a corporate * of our own life неотъемлемая часть нашей жизни - to constitute a * of составлять часть чего-либо, являться компонентом чего-либо - to devote a * of one's time to smth., smb. посвятить часть своего времени чему-либо, кому-либо - English forms a * of the regular curriculum английский язык входит в учебную программу - he recieved * of his education in England он некоторое время обучался в Англии - the trip will occupy the better * of the year поездка займет добрую половину года - his failure was due in large * to his carelessness его неудача в основном объясняется небрежностью часть (единицы) ;
доля - an hour is the fourth * of the day час - одна двадцать четвертая часть суток - a seventh * одна седьмая - results accurate to one * in a million результаты с точностью до одной миллионной (редкое) группа, фракция участие (в работе) ;
обязанность, дело - to take * in smth. участвовать в чем-либо - to take * in conversation принимать участие в разговоре - I had no * in it я в этом не принимал участия - it was done without my taking * in it это было сделано без моего участия - it was not my * to interfere не мое было дело вмешиваться - to do one's * делать свое дело - to do one's * for world peace внести свой вклад в борьбу за мир во всем мире - to fail to perform one's * of a contract не выполнить свои обязательства по договору - each one did his * каждый выполнил то, что ему полагалось - to take * in the action( военное) принимать участие в бою часть (книги), том;
серия - the story appeared in *s рассказ публикуется в нескольких номерах (журнала, газеты) - Dickens's works were published in *s романы Диккенса печатались выпусками часть тела, орган, член - privy *s (эвфмеизм) половые органы - the inner *s of a human body внутренние органы человеческого тела роль - a weighty * весомая роль - to assign a * to smb. отводить роль кому-либо - to cast *s to actors давать роли актерам - he was excellent in the * of Hamlet он был великолепен в роли Гамлета - she knew her * well она хорошо знала свою роль - to play the * играть роль - he filled his * with great success он справился со своей ролью с большим успехом - they gave her small *s ей давали маленькие роли - conversation is like an orchestra in which each one should bear a * беседа подобна оркестру, в котором кажлый должен исполнять свою партию роль, значение - a building that plays many *s здание, которое используется для различных целей;
полифункциональное здание - in all this imagination played a large * во всем этом воображение сыграло большую роль - he played no * in this business он не имел к этому никакого отношения сторона (тж. в споре) - for my * с моей стороны, что касается меня - for my * I know nothing about him что касается меня, то я ничего о нем не знаю - there was no objection on the * of the author со стороны автора возражений не было - I have a personal * in it я лично заинтересован в этом - the second cousin on the * of the father двоюродный брат со стороны отца сторона, аспект - the annoying * of the matter is that... неприятная сторона этого дела в том... - to take smb.'s *, to take * with smb. стать на чью-либо сторону - he always takes his brother's * он всегда встает на сторону брата (юридическое) сторона (в процессе, договоре) край, местность - in foreign *s в чужих краях - we are form the same *s мы земляки - in these *s of the world в этих местах - from a very far * of the world из далекого уголка мира - the five *s of the world пять частей света - malaria-stricken *s of the country районы страны, где свирепствует малярия - the most densely populated and poverty stricken * of London наиболее густонаселенные и бедные районы Лондона - remote *s of the country отдаленные районы страны - the terrestrial *s of the world суша - I am a stranger in these *s я здесь чужестранец - he spent most of his life in foreign *s он провел большую часть своей жизни на чужбине( устаревшее) способности - a man of (good) *s способный человек (американизм) пробор в волосах (грамматика) часть, форма - * of speech часть речи - to be careful of one's *s of speech следить за своим языком - pricipal *s of a verb основные формы глагола (техническое) деталь, часть - spare *s запасные части - * name наименование детали - *s list спецификация запасных частей - allthe working *s are replaseable все рабочие части заменяемы (музыкальное) партия, голос - orchestral *s оркестровые партии - the tenor * партия тенора - to sing in three *s петь на три голоса (архитектура) 1/30 часть модуля > * and parcel составная часть > this is * and parcel of my subject это неотъемлемая часть моей темы > on the one *... on the other *... с одной стороны... с другой стороны... > to have neither * nor lot in smth. не иметь ничего общего с чем-либо > in good * благосклонно, милостиво, без обиды > in bad * неблагосклонно, с обидой > to take smth. in good * не обидеться > he took my advice in good * он с благодарностью принял мой совет > not to want any * of smth. отвергать что-либо;
отрицательно относиться к чему-либо > I want no * in it я не хочу иметь к этому никакого отношения;
мне это совершенно не подходит разделять, отделять, делить на части - the island *s the river into two branches остров делит реку на два рукава - a smile *ed her lips ее губы раскрылись в улыбке - a strait *s the island from the mainland пролив отделяет остров от материка - the strain *ed the rope веревка порвалась от напряжения разделяться, отделяться;
разъединяться - our roads * here здесь наши пути расходятся - the crowd *ed and let him pass толпа расступилась и дала ему пройти - the clouds *ed тучи разошлись - the policemen *ed the crowd полицейские заставили толпу расступиться разлучать, разъединять - the lovers were *ed любовники были разлучены - till death do us * (возвышенно) пока смерть нас не разлучит (часто from) разлучаться, расставаться - iet us * friends расстанемся друзьями - to * in anger разойтись, обозлившись друг на друга - to * from one's native shore покидать родные берега - we'll * no more мы больше никогда не расстанемся - I *ed from him at the railway station я расстался с ним на вокзале разнимать - to * fighters разнимать дерущихся расчесывать на пробор (волосы) - * one's hair in the middle расчесывать волосы на прямой пробор отличать, выделять( что-либо) - to * error from crime отличать ошибку от преступления (разговорное) расставаться (с чем-либо) - I would not * with it for the world я ни за что с этим не расстанусь - to * with money расставаться с деньгами - he is a difficult man to * from his cash из него не выжмешь и гроша платить - the lodger rarely *ed before Monday жилец редко платил раньше понедельника - he won't * он не заплатит - he is unwilling to * он не любит платить умирать (устаревшее) делить (между кем-либо) - to * the booty делить добычу - to * rice among the poor раздавать рис беднякам (морское) срываться с якоря - to * with the cable расклепывать (и вытравливать) якорную цепь > to * company( with) разъехаться;
расстаться;
поссориться, прекратить дружбу;
разойтись во мнениях > on that question I * company with you по этому вопросу мы с вами расходимся во мнениях > to * brass rags with smb. (сленг) порвать с кем-либо (дружбу, отношения) > a fool and his money are soon *ed (пословица) у дурака деньги долго не держатся частью;
отчасти;
частично be ~ of быть частью component ~ составная часть constituent ~ составная часть declaration ~ вчт. раздел описаний it was not my ~ to interfere не мое было дело вмешиваться;
to do one's part делать свое дело;
сделать свое дело finished ~ обработанная деталь ~ сторона (в споре и т. п.) ;
for my part с моей стороны, что касается меня;
on the part (of smb.) с (чьей-л.) стороны fractional ~ мантисса ~ архит. 1/30 часть модуля;
to have neither part nor lot (in smth.) не иметь ничего общего( с чем-л.) ~ разг. расставаться (с деньгами и т. п.) ;
платить;
he won't part он не заплатит ~ pl края, местность;
in foreign parts в чужих краях;
in these parts в этих местах, здесь;
in all parts of the world повсюду в мире, во всем мире in good ~ без обиды;
благосклонно;
милостиво;
in bad (или evil) part с обидой;
неблагосклонно ~ pl края, местность;
in foreign parts в чужих краях;
in these parts в этих местах, здесь;
in all parts of the world повсюду в мире, во всем мире in good ~ без обиды;
благосклонно;
милостиво;
in bad (или evil) part с обидой;
неблагосклонно ~ часть, доля;
for the most part большей частью;
in part частично, частью;
one's part in a conversation (чье-л.) высказывание в разговоре in ~ частично ~ pl края, местность;
in foreign parts в чужих краях;
in these parts в этих местах, здесь;
in all parts of the world повсюду в мире, во всем мире integral ~ неотъемлемая часть integrated ~ составная часть it was not my ~ to interfere не мое было дело вмешиваться;
to do one's part делать свое дело;
сделать свое дело ~ разделять(ся) ;
отделять(ся) ;
расступаться;
разрывать(ся) ;
разнимать;
разлучать(ся) ;
let us part friends расстанемся друзьями machine ~ деталь машины ~ pl уст. способности;
a man of (good) parts способный человек ~ сторона (в споре и т. п.) ;
for my part с моей стороны, что касается меня;
on the part (of smb.) с (чьей-л.) стороны ~ часть, доля;
for the most part большей частью;
in part частично, частью;
one's part in a conversation (чье-л.) высказывание в разговоре part грам.: part of speech часть речи;
part of sentence член предложения ~ выделять ~ группа ~ уст. делить (между кем-л.) ;
part from расстаться (или распрощаться) (с кем-л.) ~ делить на части ~ деталь ~ доля ~ запасная часть ~ pl края, местность;
in foreign parts в чужих краях;
in these parts в этих местах, здесь;
in all parts of the world повсюду в мире, во всем мире ~ отделять ~ отличать ~ муз. партия, голос ~ амер. пробор (в волосах) ~ разделять(ся) ;
отделять(ся) ;
расступаться;
разрывать(ся) ;
разнимать;
разлучать(ся) ;
let us part friends расстанемся друзьями ~ разделять ~ разг. расставаться (с деньгами и т. п.) ;
платить;
he won't part он не заплатит ~ расчесывать, разделять на пробор ~ роль ~ серия ~ pl уст. способности;
a man of (good) parts способный человек ~ сторона (в споре и т. п.) ;
for my part с моей стороны, что касается меня;
on the part (of smb.) с (чьей-л.) стороны ~ сторона ~ сторона в договоре ~ сторона в процессе ~ сторона в споре ~ умирать ~ участие, доля в работе;
обязанность, дело;
to take (или to have) part (in smth.) участвовать (в чем-л.) ~ участие в переговорах ~ фракция ~ частичный, неполный ~ часть (книги), том, серия, выпуск ~ часть, доля, участие ~ часть, доля;
for the most part большей частью;
in part частично, частью;
one's part in a conversation (чье-л.) высказывание в разговоре ~ часть ~ архит. 1/30 часть модуля;
to have neither part nor lot (in smth.) не иметь ничего общего (с чем-л.) ~ часть тела, член, орган;
the (privy) parts половые органы ~ частью, отчасти;
частично ~ экземпляр ~ уст. делить (между кем-л.) ;
part from расстаться (или распрощаться) (с кем-л.) ~ with = part from ~ of act раздел закона part грам.: part of speech часть речи;
part of sentence член предложения part грам.: part of speech часть речи;
part of sentence член предложения ~ of world часть света ~ with = part from ~ with отдавать, передавать( что-л.) ~ with отпускать( прислугу) with: part ~ расставаться ~ часть тела, член, орган;
the (privy) parts половые органы parts: parts: materials and ~ материалы и комплектующие изделия to play (или to act) a ~ играть роль to play (или to act) a ~ притворяться real ~ вещественная часть replacement ~ запасная деталь replacement ~ запасная часть replacement ~ сменная деталь residential ~ заселенная часть substantial ~ важная часть to take (smth.) in good ~ не обидеться;
to take (smth.) in bad (или evil) part обидеться to take (smth.) in good ~ не обидеться;
to take (smth.) in bad (или evil) part обидеться ~ участие, доля в работе;
обязанность, дело;
to take (или to have) part (in smth.) участвовать (в чем-л.) take ~ принимать участие take ~ участвовать to take the ~ (of smb.), to take ~ (with smb.) стать на (чью-л.) сторону take: to ~ part участвовать, принимать участие to take the ~ (of smb.), to take ~ (with smb.) стать на (чью-л.) сторону
Страницы
См. также в других словарях:
father — fa|ther1 [ faðər ] noun count *** 1. ) your male parent. People often call their father Dad or, especially if they are young children, Daddy. In the past, people often called their father Father or Papa: My father taught me to drive. George… … Usage of the words and phrases in modern English
father — I UK [ˈfɑːðə(r)] / US [ˈfɑðər] noun Word forms father : singular father plural fathers *** 1) [countable] your male parent. People often call their father Dad or, especially if they are young children, Daddy. In the past, people often called… … English dictionary
Father Ryan High School — is a private, Roman Catholic high school in Nashville, Tennessee. It is located in the Roman Catholic Diocese of Nashville and named for Father Abram J. Ryan.Infobox Secondary school name = Father Ryan High School motto = type = Private High… … Wikipedia
Father Callahan — Gender Male Occupation Priest Allies Enemies Vamp … Wikipedia
Three Sisters (play) — Three Sisters (Russian: Три сестры Tri sestry) is a play, written in 1900 and first produced in 1901, by Russian author Anton Chekhov. It is considered among Chekhov s major plays. CharactersThe Prozorovs* Andrei Sergeyevich Prozorov The brother… … Wikipedia
Three Days As the Crow Flies — is a novel by art impressario Danny Simmons. A slice of life , all of the events of the book unfold within an three day period. Published in 2004, Three Days As The Crow Flies gives the reader a glimpse of the 1980 s art scene in downtown… … Wikipedia
Three Little Wolves (film) — Three Little Wolves is a Silly Symphonies cartoon. Released on April 18th, 1936, and directed by Dave Hand. It was the third Silly Symphony cartoon starring the Three Little Pigs (film). It introduces the Big Bad Wolf s sons, the Three Little… … Wikipedia
Father Prout — Father Prout † Catholic Encyclopedia ► Father Prout The name by which the Rev. Francis Sylvester Mahony (O Mahony), author of The Bells of Shandon , is generally known; b. at Cork, 31 Dec., 1804; d. in Paris, 18 May, 1866. Educated at … Catholic encyclopedia
Father, Dear Father — was a British television sitcom produced by Thames Television for ITV from 1968 to 1973 (which was followed by the 1978 sequel series Father, Dear Father, in Australia , which was filmed and set in Australia).A divorced British novelist Patrick… … Wikipedia
Father William Gleeson — [ The Late Reverend Father William Gleeson, by Bryan J. Clinch, Dominicana, Dominican College, San Rafael, California, Volume 4 (1903), pages 110 112.] was a Roman Catholic priest, missionary, linguist, and historian.He was born January 29, 1827 … Wikipedia
Father Damien — Father Damien (Joseph de Veuster) † Catholic Encyclopedia ► Father Damien (Joseph de Veuster) Missionary priest, born at Tremeloo, Belgium, 3 January 1840; died at Molokai, Hawaii, 15 April 1889. His father, a small farmer, sent… … Catholic encyclopedia
