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1 as great as practicable
Engineering: AGAPУниверсальный русско-английский словарь > as great as practicable
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2 максимально возможный
максимально возможный
(напр. уровень облучения)
[А.С.Гольдберг. Англо-русский энергетический словарь. 2006 г.]Тематики
EN
Русско-английский словарь нормативно-технической терминологии > максимально возможный
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3 максимально возможный
1) General subject: all2) Naval: admissible3) Engineering: as great as practicable4) Mathematics: maximum possibleУниверсальный русско-английский словарь > максимально возможный
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4 отклонение
deviation
(от заданной величины, направления)
- (перемещение, смещение) — displacement, bias
- (угловое перемещение) — deflection, angular movement
диапазон отклонения триммера составляет +- град. от нейтрального положения. — angular deflection /movement/ of the trim tab is deg. each side of neutral position.
- блока на амортизаторах — unit sway on shockmounts /shock insulators, shock isolators/
-, боковое — lateral deviation /displacement/
-, боковое (до или от заданной траектории полета в горизонтальной плоскости) (рис. 128) — lateral displacement (to or from desired flight path)
-, боковое от заданного путевого угла (бу) — track angle error (тке). angle that aircraft track angle is to left or right of the desired track angle.
-, боковое (no курсу) от луча kpm — lateral deviation /displacement/ from center of localizer beam
- боковое стрелки к (прибоpa слепой посадки) — loc pointer lateral deviation /error/
the cross-pointers indicate vertical and lateral errors.
-, вертикапьное — vertical deviation /displacement/
- закрылка (угол) — flap setting
- закрылка, взлетное (угол) — flap takeotf setting
- (летчика) от его основного положения, (небольшое) — (minimum) practicable (pilot's) deviation from normal position
наблюдение за показаниями любого прибора рабочего места летчика не должно требовать значительного отклонения (изменения положения) летчика от своего основного положения. — each instrument for use by any pilot must be easily visible to him from his station with the minimum practicable deviation from his normal position.
- линейное боковое (лбо от линии заданного пути) (рис. 124) — crosstrack (хтк), crosstrack distance /deviation/ (from desired track)
- линии визирования — deflection of line of sight
- от главной ортодромии (линейное, напр., влево) — crosstrack distance (left) of great circle course
- от главной ортодромии (угловое, напр., влево) — track angle error (left) of great circle course
- от глиссады — glide slope-off-course, deviation from glide slope
- от допуска — variations on tolerance
- от допуска, предельное (верхнее, нижнее) — (high, low) tolerance limit's)
- от заданного крена — (selected) roll deviation
- от заданного курса — deviation /displacement/ from selected heading
- от заданного курса (лзп) — deviation from desired track (dsrtk)
- от заданной высоты (в вертикапьной плоскости) — altitude error (he). aircraft displacement from selected vertical path by an altitude error.
- от заданной линии пути (злп), боковое (линейное) — crosstrack distance /deviation/ (хтк)
- от заданной линии пути на 9-ти заранее запрограммированных участках маршрута — crosstrack distance /deviation/ with 9 wpts (waypoints) stored
- от заданной траектории горизонтальной плоскости) — lateral displacement (from desired or selected path)
- от заданных пределов — diversion from predetermined limits
- от курса на маяки вор и крм — deviation /displacement/ from vor and loc course /track/
- от линии горизонтального полета — deviation from level flight
- от линии заданного пути — deviation from desired track
- от линии заданного пути, боковое (линейное soтл) — crosstrack distance /deviation/ (хтк)
- от линии заданного пути, боковое (угловое) — track angle error (тке)
- от ортодромии, линейное (влево) — crosstrack distance (left) of great circle course
- от ортодромии, угловое (влево) — track angle error (left) of great circle course
- от правильного направления (при посадке по приборам) — deviation from on-course
- от путевого угла — track angle error (тке)
- от равносигнальной зоны глиссадного маяка — deviation from glide slope beacon equisignal zone, glide slope (tracking) error
- от равносигнапьной зоны курсового маяка — deviation from localizer equisignal zone, localizer (tracking) error, localizer course error
- от размера (детали, отверстия) — size variations
-, отрицательное отклонение поверхности управнения вниз или влево, — negative displacement causes the airfoil either to move down or to the left.
- от технических условий — departure from specifications
- от центра луча (на 1-1/4°) — 1-1/4 deg displacement from beam center
- no вертикали (напр., от луча глиссадного радиомаяка) — vertical deviation /displacement, error/
guide the aircraft to the glide slope beam in case of a vertical displacement.
- поверхности управления — control surface deflection
- no глиссаде (приборов пнп, кпп,псп) — glideslope deviation /displacement, error/
- no крену (тангажу) гироскопа — bank (pitch) displacement of
- no курсу — deviation in heading
- no курсу (приборов пнп, кпп, псп) — localizer deviation /displacement, error/
-, положительное — positive displacement
отклонение поверхности управления вверх или вправо, — causes the airfoil either to rise or to move to the right.
-, предепьное (от допуска, верхнее, нижнее (5@) — tolerance limit's)
- стрелки (прибора) — pointer deflection
- стрелки (прибора) в любую сторону (в обе стороны) — pointer deflection to either side
- стрелки (прибора), полное — full-scale pointer deflection
-, угловое (поверхности управпения) — angular deflection. the control surface moves through the full angular deflection range.
-, угловое (от лзп) — track angle error (tke)
-, чрезмерное (руля или органа управления) реакция на о. (руля высоты) — overcontrolling assume maximum pitch attitude and avoid overcontrolling response to (elevator) deflection
скорость о. (закрылков) — rate of (flaps) motion
угол о. (от направления) — angle of deviation
угол о. (подвижного элемента) — angle of deflection
угол о. (закрылка) — (flap) settingРусско-английский сборник авиационно-технических терминов > отклонение
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5 Daguerre, Louis Jacques Mandé
SUBJECT AREA: Photography, film and optics[br]b. 18 November 1787 Carmeilles-en-Parisis, Franced. 10 July 1851 Petit-Bry-sur-Marne, France[br]French inventor of the first practicable photographic process.[br]The son of a minor official in a magistrate's court, Daguerre showed an early aptitude for drawing. He was first apprenticed to an architect, but in 1804 he moved to Paris to learn the art of stage design. He was particularly interested in perspective and lighting, and later showed great ingenuity in lighting stage sets. Fascinated by a popular form of entertainment of the period, the panorama, he went on to create a variant of it called the diorama. It is assumed that he used a camera obscura for perspective drawings and, by purchasing it from the optician Chevalier, he made contact with Joseph Nicéphore Niepce. In 1829 Niepce and Daguerre entered into a formal partnership to perfect Niepce's heliographic process, but the partnership was dissolved when Niepce died in 1833, when only limited progress had been made. Daguerre continued experimenting alone, however, using iodine and silver plates; by 1837 he had discovered that images formed in the camera obscura could be developed by mercury vapour and fixed with a hot salt solution. After unsuccessfully attempting to sell his process, Daguerre approached F.J.D. Arago, of the Académie des Sciences, who announced the discovery in 1839. Details of Daguerre's work were not published until August of that year when the process was presented free to the world, except England. With considerable business acumen, Daguerre had quietly patented the process through an agent, Miles Berry, in London a few days earlier. He also granted a monopoly to make and sell his camera to a Monsieur Giroux, a stationer by trade who happened to be a relation of Daguerre's wife. The daguerreotype process caused a sensation when announced. Daguerre was granted a pension by a grateful government and honours were showered upon him all over the world. It was a direct positive process on silvered copper plates and, in fact, proved to be a technological dead end. The future was to lie with negative-positive photography devised by Daguerre's British contemporary, W.H.F. Talbot, although Daguerre's was the first practicable photographic process to be announced. It captured the public's imagination and in an improved form was to dominate professional photographic practice for more than a decade.[br]Principal Honours and DistinctionsOfficier de la Légion d'honneur 1839. Honorary FRS 1839. Honorary Fellow of the National Academy of Design, New York, 1839. Honorary Fellow of the Vienna Academy 1843. Pour le Mérite, bestowed by Frederick William IV of Prussia, 1843.Bibliography14 August 1839, British patent no. 8,194 (daguerrotype photographic process).The announcement and details of Daguerre's invention were published in both serious and popular English journals. See, for example, 1839 publications of Athenaeum, Literary Gazette, Magazine of Science and Mechanics Magazine.Further ReadingH.Gernsheim and A.Gernsheim, 1956, L.J.M. Daguerre (the standard account of Daguerre's work).—1969, The History of Photography, rev. edn, London (a very full account).J.M.Eder, 1945, History of Photography, trans. E. Epstean, New York (a very full account).JWBiographical history of technology > Daguerre, Louis Jacques Mandé
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6 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 -
7 Stephenson, Robert
[br]b. 16 October 1803 Willington Quay, Northumberland, Englandd. 12 October 1859 London, England[br]English engineer who built the locomotive Rocket and constructed many important early trunk railways.[br]Robert Stephenson's father was George Stephenson, who ensured that his son was educated to obtain the theoretical knowledge he lacked himself. In 1821 Robert Stephenson assisted his father in his survey of the Stockton \& Darlington Railway and in 1822 he assisted William James in the first survey of the Liverpool \& Manchester Railway. He then went to Edinburgh University for six months, and the following year Robert Stephenson \& Co. was named after him as Managing Partner when it was formed by himself, his father and others. The firm was to build stationary engines, locomotives and railway rolling stock; in its early years it also built paper-making machinery and did general engineering.In 1824, however, Robert Stephenson accepted, perhaps in reaction to an excess of parental control, an invitation by a group of London speculators called the Colombian Mining Association to lead an expedition to South America to use steam power to reopen gold and silver mines. He subsequently visited North America before returning to England in 1827 to rejoin his father as an equal and again take charge of Robert Stephenson \& Co. There he set about altering the design of steam locomotives to improve both their riding and their steam-generating capacity. Lancashire Witch, completed in July 1828, was the first locomotive mounted on steel springs and had twin furnace tubes through the boiler to produce a large heating surface. Later that year Robert Stephenson \& Co. supplied the Stockton \& Darlington Railway with a wagon, mounted for the first time on springs and with outside bearings. It was to be the prototype of the standard British railway wagon. Between April and September 1829 Robert Stephenson built, not without difficulty, a multi-tubular boiler, as suggested by Henry Booth to George Stephenson, and incorporated it into the locomotive Rocket which the three men entered in the Liverpool \& Manchester Railway's Rainhill Trials in October. Rocket, was outstandingly successful and demonstrated that the long-distance steam railway was practicable.Robert Stephenson continued to develop the locomotive. Northumbrian, built in 1830, had for the first time, a smokebox at the front of the boiler and also the firebox built integrally with the rear of the boiler. Then in Planet, built later the same year, he adopted a layout for the working parts used earlier by steam road-coach pioneer Goldsworthy Gurney, placing the cylinders, for the first time, in a nearly horizontal position beneath the smokebox, with the connecting rods driving a cranked axle. He had evolved the definitive form for the steam locomotive.Also in 1830, Robert Stephenson surveyed the London \& Birmingham Railway, which was authorized by Act of Parliament in 1833. Stephenson became Engineer for construction of the 112-mile (180 km) railway, probably at that date the greatest task ever undertaken in of civil engineering. In this he was greatly assisted by G.P.Bidder, who as a child prodigy had been known as "The Calculating Boy", and the two men were to be associated in many subsequent projects. On the London \& Birmingham Railway there were long and deep cuttings to be excavated and difficult tunnels to be bored, notoriously at Kilsby. The line was opened in 1838.In 1837 Stephenson provided facilities for W.F. Cooke to make an experimental electrictelegraph installation at London Euston. The directors of the London \& Birmingham Railway company, however, did not accept his recommendation that they should adopt the electric telegraph and it was left to I.K. Brunel to instigate the first permanent installation, alongside the Great Western Railway. After Cooke formed the Electric Telegraph Company, Stephenson became a shareholder and was Chairman during 1857–8.Earlier, in the 1830s, Robert Stephenson assisted his father in advising on railways in Belgium and came to be increasingly in demand as a consultant. In 1840, however, he was almost ruined financially as a result of the collapse of the Stanhope \& Tyne Rail Road; in return for acting as Engineer-in-Chief he had unwisely accepted shares, with unlimited liability, instead of a fee.During the late 1840s Stephenson's greatest achievements were the design and construction of four great bridges, as part of railways for which he was responsible. The High Level Bridge over the Tyne at Newcastle and the Royal Border Bridge over the Tweed at Berwick were the links needed to complete the East Coast Route from London to Scotland. For the Chester \& Holyhead Railway to cross the Menai Strait, a bridge with spans as long-as 460 ft (140 m) was needed: Stephenson designed them as wrought-iron tubes of rectangular cross-section, through which the trains would pass, and eventually joined the spans together into a tube 1,511 ft (460 m) long from shore to shore. Extensive testing was done beforehand by shipbuilder William Fairbairn to prove the method, and as a preliminary it was first used for a 400 ft (122 m) span bridge at Conway.In 1847 Robert Stephenson was elected MP for Whitby, a position he held until his death, and he was one of the exhibition commissioners for the Great Exhibition of 1851. In the early 1850s he was Engineer-in-Chief for the Norwegian Trunk Railway, the first railway in Norway, and he also built the Alexandria \& Cairo Railway, the first railway in Africa. This included two tubular bridges with the railway running on top of the tubes. The railway was extended to Suez in 1858 and for several years provided a link in the route from Britain to India, until superseded by the Suez Canal, which Stephenson had opposed in Parliament. The greatest of all his tubular bridges was the Victoria Bridge across the River St Lawrence at Montreal: after inspecting the site in 1852 he was appointed Engineer-in-Chief for the bridge, which was 1 1/2 miles (2 km) long and was designed in his London offices. Sadly he, like Brunel, died young from self-imposed overwork, before the bridge was completed in 1859.[br]Principal Honours and DistinctionsFRS 1849. President, Institution of Mechanical Engineers 1849. President, Institution of Civil Engineers 1856. Order of St Olaf (Norway). Order of Leopold (Belgium). Like his father, Robert Stephenson refused a knighthood.Further ReadingL.T.C.Rolt, 1960, George and Robert Stephenson, London: Longman (a good modern biography).J.C.Jeaffreson, 1864, The Life of Robert Stephenson, London: Longman (the standard nine-teenth-century biography).M.R.Bailey, 1979, "Robert Stephenson \& Co. 1823–1829", Transactions of the Newcomen Society 50 (provides details of the early products of that company).J.Kieve, 1973, The Electric Telegraph, Newton Abbot: David \& Charles.PJGR -
8 Locke, Joseph
[br]b. 9 August 1805 Attercliffe, Yorkshire, Englandd. 18 September 1860 Moffat, Scotland[br]English civil engineer who built many important early main-line railways.[br]Joseph Locke was the son of a colliery viewer who had known George Stephenson in Northumberland before moving to Yorkshire: Locke himself became a pupil of Stephenson in 1823. He worked with Robert Stephenson at Robert Stephenson \& Co.'s locomotive works and surveyed railways, including the Leeds \& Selby and the Canterbury \& Whitstable, for George Stephenson.When George Stephenson was appointed Chief Engineer for construction of the Liverpool \& Manchester Railway in 1826, the first resident engineer whom he appointed to work under him was Locke, who took a prominent part in promoting traction by locomotives rather than by fixed engines with cable haulage. The pupil eventually excelled the master and in 1835 Locke was appointed in place of Stephenson as Chief Engineer for construction of the Grand Junction Railway. He introduced double-headed rails carried in chairs on wooden sleepers, the prototype of the bullhead track that became standard on British railways for more than a century. By preparing the most detailed specifications, Locke was able to estimate the cost of the railway much more accurately than was usual at that time, and it was built at a cost close to the estimate; this made his name. He became Engineer to the London \& Southampton Railway and completed the Sheffield, Ashton-under-Lyme \& Manchester Railway, including the 3-mile (3.8 km) Woodhead Tunnel, which had been started by Charles Vignoles. He was subsequently responsible for many British main lines, including those of the companies that extended the West Coast Route northwards from Preston to Scotland. He was also Engineer to important early main lines in France, notably that from Paris to Rouen and its extension to Le Havre, and in Spain and Holland. In 1847 Locke was elected MP for Honiton.Locke appreciated early in his career that steam locomotives able to operate over gradients steeper than at first thought practicable would be developed. Overall his monument is not great individual works of engineering, such as the famous bridges of his close contemporaries Robert Stephenson and I.K. Brunel, but a series of lines built economically but soundly through rugged country without such works; for example, the line over Shap, Cumbria.[br]Principal Honours and DistinctionsOfficier de la Légion d'honneur, France. FRS. President, Institution of Civil Engineers 1858–9.Further ReadingObituary, 1861, Minutes of Proceedings of the Institution of Civil Engineers 20. L.T.C.Rolt, 1962, Great Engineers, London: G. Bell \& Sons, ch. 6.Industrial Heritage, 1991, Vol. 9(2):9.See also: Brassey, ThomasPJGR -
9 Straße
Straße f 1. GEN street; 2. LOGIS road (Rd)* * ** * *Straße
(Fernstraße) highway, highroad, route (US), (Landstraße) road;
• an der Straße wayside;
• auf der Straße on the road, in the street;
• auf offener Straße in a public thoroughfare, in broad daylight;
• Baustelle, Straße gesperrt! (Verkehrsschild) danger, road closed (up)!;
• aufgeweichte Straße heavy road;
• autobahnähnliche Straße express highway (US);
• nur auf einer Seite bebaute Straße one-sided road;
• befahrbare Straße vehicular road, road fit for traffic (practicable for vehicles);
• nicht befahrbare Straße impassable road;
• nur für Busse befahrbare Straße exclusive bus lane;
• häufig (stark) befahrene Straße frequented road;
• kümmerlich beleuchtete Straße scantily lighted street;
• ungenügend beschilderte Straße inadequately sign-posted road;
• durchgehende Straße crosstown street;
• erstklassige Straße first-class road;
• feste Straße covered road;
• freie Straße clear road;
• für den öffentlichen Verkehr freigegebene Straße road open to traffic;
• gebührenfreie Straße free road;
• gebührenpflichtige (mautpflichtige) Straße toll road;
• gesperrte Straße pent-road;
• für den Autoverkehr gesperrte Straße road closed to motor traffic;
• wegen Instandsetzungsarbeiten gesperrte Straße road under repair;
• LKW-Straße truckway;
• mautpflichtige Straße turnpike road, toll highway (US);
• öffentliche Straße public road (thoroughfare, highway);
• nicht öffentliche Straße private road;
• parkfähige Straße unrestricted street;
• [nicht] vom Kommunalverband (von der Gemeinde) unterhaltene Straße [un]adopted road;
• von der Stadt unterhaltene Straße township road (US);
• keiner Geschwindigkeitsbegrenzung unterliegende Straße derestricted road;
• verkehrsreiche Straße congested street, road carrying a great deal of traffic;
• parallel zu einer Autobahn verlaufende Straße frontage road (US);
• verstopfte Straße congested ([traffic-]jammed) street;
• vorfahrtberechtigte Straße major highway;
• allgemein zugängliche Straße open road;
• Straße mit zwei [getrennten] Fahrbahnen two-lane road, double (US) (dual, Br.) carriageway;
• Straße mit Gegenverkehr two-way street;
• Straße ohne Geschwindigkeitsbeschränkung (Geschwindigkeitsbegrenzung) decontrolled (derestricted) road;
• Straße für Lastwagen truckway (US);
• Straße erster Ordnung main highway, classified road (Br.);
• Straße absperren to bar a street;
• an eine öffentliche Straße angrenzen to touch a public road;
• Straße bauen to build (make, construct) a road;
• Straße blockieren to beset a street;
• Straße verkehrstechnisch erschließen to open a road to traffic;
• Straße mit Kommunalobligationen finanzieren to bond a road;
• Straße für den öffentlichen Verkehr freigeben to open a road for traffic, to dedicate a highway;
• auf die Straße gehen to make a demonstration, to take to the streets;
• Straße dem öffentlichen Verkehr öffnen to dedicate a highway;
• auf die Straße setzen (entlassen) to chuck out (sl.);
• Arbeiter auf die Straße setzen to put the workers onto the street;
• Straße instand setzen to fit a road for traffic;
• Straße sperren to block a road;
• Straße verkehrswidrig überqueren to jaywalk;
• Straße unterhalten to keep a road in repair;
• über die Straße verkaufen to sell for consumption off the premises;
• Straße mit Barrikaden versperren to obstruct a highway;
• sein Geld auf die Straße werfen to throw one’s money out of the window. -
10 цель цел·ь
1) (то, к чему стремятся) aim, end, goal, object, objective, purposeбьющий в цель перен. — well-directed
добиться своей цели — to achieve / to effect one's aim / purpose, to secure one's aim / ends
достичь своей цели — to achieve / to gain one's ends, to achieve / to attain one's object, to attain / to gain one's aim, to achieve / to get / to reach a goal
не попасть в цель — to miss one's aim
отвечать цели — to answer / to meet the purpose
преследовать цель — to pursue an aim / an objective
приближаться к цели — to near one's goal
ставить цель — to make it one's aim, to set forth an aim
главная / основная цель — principal / main / central purpose
истинная цель — genuine / true goal
конечная цель — final / ultimate aim / goal
определённая цель — special / settled purpose
отойти от согласованной цели — to go astray / to drift away from the objective agreed
достижение целей — achievement / attainment of objectives
несовместимость целей — difference in / of aims
в целях укрепления безопасности — with the purpose / in pursuit of strengthening security
с единственной целью — with the sole purpose / object (of)
с целью чего-л. — with a view to smth.
с этой целью — with that end in view, to that end
2) (для стрельбы) targetбыть целью (для) — to be a target (for)
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11 настоящее
Currently имя прилагательное: -
12 настоящий
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13 work
[wəːk]1. noun1) effort made in order to achieve or make something:عَمَل، جُهْد2) employment:شُغلI cannot find work in this town.
3) a task or tasks; the thing that one is working on:مُهِمَّه، عَمَل يقوم به الشَّخْصPlease clear your work off the table.
4) a painting, book, piece of music etc:the works of Van Gogh / Shakespeare/Mozart
عَمَل فَنّيThis work was composed in 1816.
5) the product or result of a person's labours:نَتيجَة العَمَل، مَنْتوجHis work has shown a great improvement lately.
6) one's place of employment:He left (his) work at 5.30 p.m.
مَكان العَمَلI don't think I'll go to work tomorrow.
2. verb1) to (cause to) make efforts in order to achieve or make something:يَشْتَغِل، يُشَغِّلI've been working on/at a new project.
2) to be employed:يَشْتَغِلAre you working just now?
3) to (cause to) operate (in the correct way):He has no idea how that machine works / how to work that machine
تَعْمَل، تَشتَغِلThat machine doesn't/won't work, but this one's working.
4) to be practicable and/or successful:يَعْمَل، يَنْجَحIf my scheme works, we'll be rich!
5) to make (one's way) slowly and carefully with effort or difficulty:يشُقُّ طَريقَه بِصُعوبَهShe worked her way up the rock face.
6) to get into, or put into, a stated condition or position, slowly and gradually:يأخُذُ مَكانَه بصورَةٍ بَطيئَه وتَدريجِيَّهThe wheel worked loose.
7) to make by craftsmanship:يَعْمَلُ بِحِرْفَةٍThe ornaments had been worked in gold.
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14 Farnsworth, Philo Taylor
[br]b. 19 August 1906 Beaver, Utah, USAd. 11 March 1971 Salt Lake City, Utah, USA[br]American engineer and independent inventor who was a pioneer in the development of television.[br]Whilst still in high school, Farnsworth became interested in the possibility of television and conceived many of the basic features of a practicable system of TV broadcast and reception. Following two years of study at the Brigham Young University in Provo, Utah, in 1926 he cofounded the Crocker Research Laboratories in San Francisco, subsequently Farnsworth Television Inc. (1929) and Farnsworth Radio \& Television Corporation, Fort Wayne, Indiana (1938). There he began a lifetime of research, primarily in the field of television. In 1927, with the backing of the Radio Corporation of America (RCA) and the collaboration of Vladimir Zworykin, he demonstrated the first all-electronic television system, based on his early ideas for an image dissector tube, the first electronic equivalent of the Nipkow disc. With this rudimentary sixty-line system he was able to transmit a recognizable dollar sign and file the first of many TV patents. From then on he contributed to a variety of developments in the fields of vacuum tubes, radar and atomic-power generation, with patents on cathode ray tubes, amplifying and pick-up tubes, electron multipliers and photoelectric materials.[br]Principal Honours and DistinctionsInstitute of Radio Engineers Morris Leibmann Memorial Prize 1941.Bibliography1930, British patent nos. 368,309 and 368,721 (for his image dissector).1934, "Television by electron image scanning", Journal of the Franklin Institute 218:411 (describes the complete image-dissector system).Further ReadingJ.H.Udelson, 1982, The Great Television Race: A History of the American Television Industry 1925–1941, University of Alabama Press.O.E.Dunlop Jr, 1944, Radio's 100 Men of Science.G.R.M.Garratt \& A.H.Mumford, 1952, "The history of television", Proceedings of the Institution of Electrical Engineers III A Television 99.KFBiographical history of technology > Farnsworth, Philo Taylor
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15 Gestetner, David
SUBJECT AREA: Paper and printing[br]b. March 1854 Csorna, Hungaryd. 8 March 1939 Nice, France[br]Hungarian/British pioneer of stencil duplicating.[br]For the first twenty-five years of his life, Gestetner was a rolling stone and accordingly gathered no moss. Leaving school in 1867, he began working for an uncle in Sopron, making sausages. Four years later he apprenticed himself to another uncle, a stockbroker, in Vienna. The financial crisis of 1873 prompted a move to a restaurant, also in the family, but tiring of a menial existence, he emigrated to the USA, travelling steerage. He began to earn a living by selling Japanese kites: these were made of strong Japanese paper coated with lacquer, and he noted their long fibres and great strength, an observation that was later to prove useful when he was searching for a suitable medium for stencil duplicating. However, he did not prosper in the USA and he returned to Europe, first to Vienna and finally to London in 1879. He took a job with Fairholme \& Co., stationers in Shoe Lane, off Holborn; at last Gestetner found an outlet for his inventive genius and he began his life's work in developing stencil duplicating. His first patent was in 1879 for an application of the hectograph, an early method of duplicating documents. In 1881, he patented the toothed-wheel pen, or Cyclostyle, which made good ink-passing perforations in the stencil paper, with which he was able to pioneer the first practicable form of stencil duplicating. He then adopted a better stencil tissue of Japanese paper coated with wax, and later an improved form of pen. This assured the success of Gestetner's form of stencil duplicating and it became established practice in offices in the late 1880s. Gestetner began to manufacture the apparatus in premises in Sun Street, at first under the name of Fairholme, since they had defrayed the patent expenses and otherwise supported him financially, in return for which Gestetner assigned them his patent rights. In 1882 he patented the wheel pen in the USA and appointed an agent to sell the equipment there. In 1884 he moved to larger premises, and three years later to still larger premises. The introduction of the typewriter prompted modifications that enabled stencil duplicating to become both the standard means of printing short runs of copy and an essential piece of equipment in offices. Before the First World War, Gestetner's products were being sold around the world; in fact he created one of the first truly international distribution networks. He finally moved to a large factory to the north-east of London: when his company went public in 1929, it had a share capital of nearly £750,000. It was only with the development of electrostatic photocopying and small office offset litho machines that stencil duplicating began to decline in the 1960s. The firm David Gestetner had founded adapted to the new conditions and prospers still, under the direction of his grandson and namesake.[br]Further ReadingW.B.Proudfoot, 1972, The Origin of Stencil Duplicating London: Hutchinson (gives a good account of the method and the development of the Gestetner process, together with some details of his life).H.V.Culpan, 1951, "The House of Gestetner", in Gestetner 70th Anniversary Celebration Brochure, London: Gestetner.LRD -
16 גדר I
גֶּדֶרI m. (v. גָּדֵיר) fence, partition. Peah II, 3. Y. ib. 16d ג׳ מחובר a hedge, v. חָבַר. B. Kam.23a (read:) ונפל הג׳ (v. Rabb. D. S. a. l.) and the partition wall fell in; a. v. fr.Trnsf. guard against trespassing the law, restraint, preventive measure (v. גְּזֵרָה). Tosef.ShebiIII, 13 לא גזרו אלא ג׳ שיכול לעמוד they (the scholars) erect only such a fence as can stand, i. e. enact only practicable measures (v. גָּזַר). Snh.21a ג׳ גדול גָּדְרָהוכ׳ Tamar erected a great guard at the time (became a warning to girls). Lev. R. s. 26 the serpent פרץ גִּדְרוֹ של עולם made a breach in the fence of the world (opened the way to lawlessness). Ib. s. 24, a. fr. ג׳ ערוה guard against immorality, chastity, v. גָּדַר; a. fr.Y.Pes.I, 27c bot. ויש ג׳ לג׳ can a preventive rabbinical law (גְּזֵרָה) be enacted as a guard for another preventive law?Pl. גְּדֵרוֹת. Lev. R. s. 24; a. e., v. גָּדֵיר. -
17 גֶּדֶר
גֶּדֶרI m. (v. גָּדֵיר) fence, partition. Peah II, 3. Y. ib. 16d ג׳ מחובר a hedge, v. חָבַר. B. Kam.23a (read:) ונפל הג׳ (v. Rabb. D. S. a. l.) and the partition wall fell in; a. v. fr.Trnsf. guard against trespassing the law, restraint, preventive measure (v. גְּזֵרָה). Tosef.ShebiIII, 13 לא גזרו אלא ג׳ שיכול לעמוד they (the scholars) erect only such a fence as can stand, i. e. enact only practicable measures (v. גָּזַר). Snh.21a ג׳ גדול גָּדְרָהוכ׳ Tamar erected a great guard at the time (became a warning to girls). Lev. R. s. 26 the serpent פרץ גִּדְרוֹ של עולם made a breach in the fence of the world (opened the way to lawlessness). Ib. s. 24, a. fr. ג׳ ערוה guard against immorality, chastity, v. גָּדַר; a. fr.Y.Pes.I, 27c bot. ויש ג׳ לג׳ can a preventive rabbinical law (גְּזֵרָה) be enacted as a guard for another preventive law?Pl. גְּדֵרוֹת. Lev. R. s. 24; a. e., v. גָּדֵיר.
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