been absorbed into the

1) всасывать, впитывать; абсорбировать; поглощать

2) увлекать, поглощать

3) включать в своё число, присоединять; принимать

4) понимать, постигать

5) оплачивать, брать на себя ( расходы)

6) вынести, выдержать; переносить

7) амортизировать ( толчки)

SUBJECT AREA: Electricity

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Although he developed dynamos for electroplating and lighting, Weston's major contribution to technology was his invention of a moving-coil voltmeter and the standard cell which bears his name. After some years as a medical student, during which he gained a knowledge of chemistry, he abandoned his studies. Emigrating to New York in 1870, he was employed by a manufacturer of photographic chemicals. There followed a period with an electroplating company during which he built his first dynamo. In 1877 some business associates financed a company to build these machines and, later, arc-lighting equipment. By 1882 the Weston Company had been absorbed into the United States Electric Lighting Company, which had a counterpart in Britain, the Maxim Weston Company. By the time Weston resigned from the company, in 1886, he had been granted 186 patents. He then began the work in which he made his greatest contribution, the science of electrical measurement.

The Weston meter, the first successful portable measuring instrument with a pivoted coil, was made in 1886. By careful arrangement of the magnet, coil and control springs, he achieved a design with a well-damped movement, which retained its calibration. These instruments were produced commercially on a large scale and the moving-coil principle was soon adopted by many manufacturers. In 1892 he invented manganin, an alloy with a small negative temperature coefficient, for use as resistances in his voltmeters.

The Weston standard cell was invented in 1892. Using his chemical knowledge he produced a cell, based on mercury and cadmium, which replaced the Clark cell as a voltage reference source. The Weston cell became the recognized standard at the International Conference on Electrical Units and Standards held in London in 1908.

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SUBJECT AREA: Civil engineering

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The third son of a merchant sea captain, he was at first educated in the village school. At the age of 17 he was working under a Mr Larmer, a civil engineer, constructing the Lancaster and Carlisle railway. He later moved to be a resident engineer on the Stockton \& Darlington Railway, and from 1849 was Engineer and Manager of the Edinburgh \& Northern Railway. In this last position he became aware of the great inconvenience caused to traffic by the broad estuaries of the Tay and the Forth on the eastern side of Scotland. The railway later became the Edinburgh, Perth \& Dundee, and was then absorbed into the North British in 1854 when Bouch produced his first plans for a bridge across the Tay at an estimated cost of £200,000. A bill was passed for the building of the bridge in 1870. Prior to this, Bouch had built many bridges up to the Redheugh Viaduct, at Newcastle upon Tyne, which had two spans of 240 ft (73 m) and two of 260 ft (79 m). He had also set up in business on his own. He is said to have designed nearly 300 miles (480 km) of railway in the north, as well as a "floating railway" of steam ferries to carry trains across the Forth and the Tay. The Tay bridge, however, was his favourite project; he had hawked it for some twenty years before getting the go-ahead, and the foundation stone of the bridge was laid on 22 July 1871. The total length of the bridge was nearly two miles (3.2 km), while the shore-to-shore distance over the river was just over one mile (1.6 km). It consisted of eighty-five spans, thirteen of which, i.e. "the high girders", were some 245 ft (75 m) long and 100 ft (30 m) above water level to allow for shipping access to Perth, and was a structure of lattice girders on brick and masonry piers topped with ironwork. The first crossing of the bridge was made on 26 September 1877, and the official opening was on 31 May 1878. On Sunday 28 December 1879, at about 7.20 pm, in a wind of probably 90 mph (145 km/h), the thirteen "high girders" were blown into the river below, drowning the seventy-five passengers and crew aboard the 5.20 train from Burntisland. A Court of Enquiry was held and revealed design faults in that the effect of wind pressure had not been adequately taken into account, faults in manufacture in the plugging of flaws in the castings, and inadequate inspection and maintenance; all of these faults were attributed to Bouch, who had been knighted for the building of the bridge. He died at his house in Moffat four months after the enquiry.

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SUBJECT AREA: Aerospace

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Geoffrey de Havilland started experimenting with aircraft and engines of his own design in 1908. In the following year, with the help of his friend Frank Hearle, he built and flew his first aircraft; it crashed on its first flight. The second aircraft used the same engine and made its first flight on 10 September 1910, and enabled de Havilland to teach himself to fly. From 1910 to 1914 he was employed at Farnborough, where in 1912 the Royal Aircraft Factory was established. As Chief Designer and Chief Test Pilot he was responsible for the BE 2, which was the first British military aircraft to land in France in 1914.

In May 1914 de Havilland went to work for George Holt Thomas, whose Aircraft Manufacturing Company Ltd (Airco) of Hendon was expanding to design and build aircraft of its own design. However, because de Havilland was a member of the Royal Flying Corps Reserve, he had to report for duty when war broke out in August. His value as a designer was recognized and he was transferred back to Airco, where he designed eight aircraft in four years. Of these, the DH 2, DH 4, DH 5, DH 6 and DH 9 were produced in large numbers, and a modified DH 4A operated the first British cross- Channel air service in 1919.

On 25 September 1920 de Havilland founded his own company, the De Havilland Aircraft Company Ltd, at Stag Lane near Edgware, London. During the 1920s and 1930s de Havilland concentrated on civil aircraft and produced the very successful Moth series of small biplanes and monoplanes, as well as the Dragon, Dragon Rapide, Albatross and Flamingo airliners. In 1930 a new site was acquired at Hatfield, Hertfordshire, and by 1934 a modern factory with a large airfield had been established. His Comet racer won the England-Australia air race in 1934 using de Havilland engines. By this time the company had established very successful engine and propeller divisions. The Comet used a wooden stressed-skin construction which de Havilland developed and used for one of the outstanding aircraft of the Second World War: the Mosquito. The de Havilland Engine Company started work on jet engines in 1941 and their Goblin engine powered the Vampire jet fighter first flown by Geoffrey de Havilland Jr in 1943. Unfortunately, Geoffrey Jr and his brother John were both killed in flying accidents. The Comet jet airliner first flew in 1949 and the Trident in 1962, although by 1959 the De Havilland Company had been absorbed into Hawker Siddeley Aviation.

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   Portugal is a small Western European nation with a large, distinctive past replete with both triumph and tragedy. One of the continent's oldest nation-states, Portugal has frontiers that are essentially unchanged since the late 14th century. The country's unique character and 850-year history as an independent state present several curious paradoxes. As of 1974, when much of the remainder of the Portuguese overseas empire was decolonized, Portuguese society appeared to be the most ethnically homogeneous of the two Iberian states and of much of Europe. Yet, Portuguese society had received, over the course of 2,000 years, infusions of other ethnic groups in invasions and immigration: Phoenicians, Greeks, Celts, Romans, Suevi, Visigoths, Muslims (Arab and Berber), Jews, Italians, Flemings, Burgundian French, black Africans, and Asians. Indeed, Portugal has been a crossroads, despite its relative isolation in the western corner of the Iberian Peninsula, between the West and North Africa, Tropical Africa, and Asia and America. Since 1974, Portugal's society has become less homogeneous, as there has been significant immigration of former subjects from its erstwhile overseas empire.

   Other paradoxes should be noted as well. Although Portugal is sometimes confused with Spain or things Spanish, its very national independence and national culture depend on being different from Spain and Spaniards. Today, Portugal's independence may be taken for granted. Since 1140, except for 1580-1640 when it was ruled by Philippine Spain, Portugal has been a sovereign state. Nevertheless, a recurring theme of the nation's history is cycles of anxiety and despair that its freedom as a nation is at risk. There is a paradox, too, about Portugal's overseas empire(s), which lasted half a millennium (1415-1975): after 1822, when Brazil achieved independence from Portugal, most of the Portuguese who emigrated overseas never set foot in their overseas empire, but preferred to immigrate to Brazil or to other countries in North or South America or Europe, where established Portuguese overseas communities existed.

   Portugal was a world power during the period 1415-1550, the era of the Discoveries, expansion, and early empire, and since then the Portuguese have experienced periods of decline, decadence, and rejuvenation. Despite the fact that Portugal slipped to the rank of a third- or fourth-rate power after 1580, it and its people can claim rightfully an unusual number of "firsts" or distinctions that assure their place both in world and Western history. These distinctions should be kept in mind while acknowledging that, for more than 400 years, Portugal has generally lagged behind the rest of Western Europe, although not Southern Europe, in social and economic developments and has remained behind even its only neighbor and sometime nemesis, Spain.

   Portugal's pioneering role in the Discoveries and exploration era of the 15th and 16th centuries is well known. Often noted, too, is the Portuguese role in the art and science of maritime navigation through the efforts of early navigators, mapmakers, seamen, and fishermen. What are often forgotten are the country's slender base of resources, its small population largely of rural peasants, and, until recently, its occupation of only 16 percent of the Iberian Peninsula. As of 1139—10, when Portugal emerged first as an independent monarchy, and eventually a sovereign nation-state, England and France had not achieved this status. The Portuguese were the first in the Iberian Peninsula to expel the Muslim invaders from their portion of the peninsula, achieving this by 1250, more than 200 years before Castile managed to do the same (1492).

   Other distinctions may be noted. Portugal conquered the first overseas empire beyond the Mediterranean in the early modern era and established the first plantation system based on slave labor. Portugal's empire was the first to be colonized and the last to be decolonized in the 20th century. With so much of its scattered, seaborne empire dependent upon the safety and seaworthiness of shipping, Portugal was a pioneer in initiating marine insurance, a practice that is taken for granted today. During the time of Pombaline Portugal (1750-77), Portugal was the first state to organize and hold an industrial trade fair. In distinctive political and governmental developments, Portugal's record is more mixed, and this fact suggests that maintaining a government with a functioning rule of law and a pluralist, representative democracy has not been an easy matter in a country that for so long has been one of the poorest and least educated in the West. Portugal's First Republic (1910-26), only the third republic in a largely monarchist Europe (after France and Switzerland), was Western Europe's most unstable parliamentary system in the 20th century. Finally, the authoritarian Estado Novo or "New State" (1926-74) was the longest surviving authoritarian system in modern Western Europe. When Portugal departed from its overseas empire in 1974-75, the descendants, in effect, of Prince Henry the Navigator were leaving the West's oldest empire.

   Portugal's individuality is based mainly on its long history of distinc-tiveness, its intense determination to use any means — alliance, diplomacy, defense, trade, or empire—to be a sovereign state, independent of Spain, and on its national pride in the Portuguese language. Another master factor in Portuguese affairs deserves mention. The country's politics and government have been influenced not only by intellectual currents from the Atlantic but also through Spain from Europe, which brought new political ideas and institutions and novel technologies. Given the weight of empire in Portugal's past, it is not surprising that public affairs have been hostage to a degree to what happened in her overseas empire. Most important have been domestic responses to imperial affairs during both imperial and internal crises since 1415, which have continued to the mid-1970s and beyond. One of the most important themes of Portuguese history, and one oddly neglected by not a few histories, is that every major political crisis and fundamental change in the system—in other words, revolution—since 1415 has been intimately connected with a related imperial crisis. The respective dates of these historical crises are: 1437, 1495, 1578-80, 1640, 1820-22, 1890, 1910, 1926-30, 1961, and 1974. The reader will find greater detail on each crisis in historical context in the history section of this introduction and in relevant entries.

   LAND AND PEOPLE

   The Republic of Portugal is located on the western edge of the Iberian Peninsula. A major geographical dividing line is the Tagus River: Portugal north of it has an Atlantic orientation; the country to the south of it has a Mediterranean orientation. There is little physical evidence that Portugal is clearly geographically distinct from Spain, and there is no major natural barrier between the two countries along more than 1,214 kilometers (755 miles) of the Luso-Spanish frontier. In climate, Portugal has a number of microclimates similar to the microclimates of Galicia, Estremadura, and Andalusia in neighboring Spain. North of the Tagus, in general, there is an Atlantic-type climate with higher rainfall, cold winters, and some snow in the mountainous areas. South of the Tagus is a more Mediterranean climate, with hot, dry, often rainless summers and cool, wet winters. Lisbon, the capital, which has a fifth of the country's population living in its region, has an average annual mean temperature about 16° C (60° F).

   For a small country with an area of 92,345 square kilometers (35,580 square miles, including the Atlantic archipelagos of the Azores and the Madeiras), which is about the size of the state of Indiana in the United States, Portugal has a remarkable diversity of regional topography and scenery. In some respects, Portugal resembles an island within the peninsula, embodying a unique fusion of European and non-European cultures, akin to Spain yet apart. Its geography is a study in contrasts, from the flat, sandy coastal plain, in some places unusually wide for Europe, to the mountainous Beira districts or provinces north of the Tagus, to the snow-capped mountain range of the Estrela, with its unique ski area, to the rocky, barren, remote Trás-os-Montes district bordering Spain. There are extensive forests in central and northern Portugal that contrast with the flat, almost Kansas-like plains of the wheat belt in the Alentejo district. There is also the unique Algarve district, isolated somewhat from the Alentejo district by a mountain range, with a microclimate, topography, and vegetation that resemble closely those of North Africa.

   Although Portugal is small, just 563 kilometers (337 miles) long and from 129 to 209 kilometers (80 to 125 miles) wide, it is strategically located on transportation and communication routes between Europe and North Africa, and the Americas and Europe. Geographical location is one key to the long history of Portugal's three overseas empires, which stretched once from Morocco to the Moluccas and from lonely Sagres at Cape St. Vincent to Rio de Janeiro, Brazil. It is essential to emphasize the identity of its neighbors: on the north and east Portugal is bounded by Spain, its only neighbor, and by the Atlantic Ocean on the south and west. Portugal is the westernmost country of Western Europe, and its shape resembles a face, with Lisbon below the nose, staring into the

   Atlantic. No part of Portugal touches the Mediterranean, and its Atlantic orientation has been a response in part to turning its back on Castile and Léon (later Spain) and exploring, traveling, and trading or working in lands beyond the peninsula. Portugal was the pioneering nation in the Atlantic-born European discoveries during the Renaissance, and its diplomatic and trade relations have been dominated by countries that have been Atlantic powers as well: Spain; England (Britain since 1707); France; Brazil, once its greatest colony; and the United States.

   Today Portugal and its Atlantic islands have a population of roughly 10 million people. While ethnic homogeneity has been characteristic of it in recent history, Portugal's population over the centuries has seen an infusion of non-Portuguese ethnic groups from various parts of Europe, the Middle East, and Africa. Between 1500 and 1800, a significant population of black Africans, brought in as slaves, was absorbed in the population. And since 1950, a population of Cape Verdeans, who worked in menial labor, has resided in Portugal. With the influx of African, Goan, and Timorese refugees and exiles from the empire—as many as three quarters of a million retornados ("returned ones" or immigrants from the former empire) entered Portugal in 1974 and 1975—there has been greater ethnic diversity in the Portuguese population. In 2002, there were 239,113 immigrants legally residing in Portugal: 108,132 from Africa; 24,806 from Brazil; 15,906 from Britain; 14,617 from Spain; and 11,877 from Germany. In addition, about 200,000 immigrants are living in Portugal from eastern Europe, mainly from Ukraine. The growth of Portugal's population is reflected in the following statistics:

   1527 1,200,000 (estimate only)

   1768 2,400,000 (estimate only)

   1864 4,287,000 first census

   1890 5,049,700

   1900 5,423,000

   1911 5,960,000

   1930 6,826,000

   1940 7,185,143

   1950 8,510,000

   1960 8,889,000

   1970 8,668,000* note decrease

   1980 9,833,000

   1991 9,862,540

   1996 9,934,100

   2006 10,642,836

   2010 10,710,000 (estimated)

1) глубокий

2) широкий, глубокий

3) ( deep in) находящийся далеко от края, границы, начала чего-л.

4) глубокий ( о вдохе)

5) имеющий определённую глубину, глубиной в

6) (- deep) погружённый на столько-то

7) отличающийся глубиной, серьёзный, содержательный

8) таинственный; трудный для понимания

9) глубокий, сильный; крайний, чрезвычайный; тяжёлый, серьёзный

10) глубокий, сильный; искренний ( о чувстве)

11) насыщенный, тёмный, густой (о краске, цвете)

12) низкий ( о звуке)

13) ( deep in) погружённый во что-л., поглощённый, занятый чем-л.

14) психол. подсознательный

15) лингв. глубинный

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1) ( the deep) поэт. морская пучина; море, океан

2) книжн.; = deeps глубь, глубина; бездна, пропасть

3) книжн. время наиболее сильного проявления чего-л.

4) глубокая яма ( в земле), провал

5) мор. отрезок между двумя отметками на лоте, следующими друг за другом ( измеряется в морских саженях)

1) глубоко

2) сильно, серьёзно

3) низко (о звуке, голосе)

4) во столько-то рядов, шеренг

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SUBJECT AREA: Land transport, Railways and locomotives

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Churchward was articled to the Locomotive Superintendent of the South Devon Railway in 1873, and when the South Devon was absorbed by the Great Western Railway in 1876 he moved to the latter's Swindon works. There he rose by successive promotions to become Works Manager in 1896, and in 1897 Chief Assistant to William Dean, who was Locomotive Carriage and Wagon Superintendent, in which capacity Churchward was allowed extensive freedom of action. Churchward eventually succeeded Dean in 1902: his title changed to Chief Mechanical Engineer in 1916.

In locomotive design, Churchward adopted the flat-topped firebox invented by A.J.Belpaire of the Belgian State Railways and added a tapered barrel to improve circulation of water between the barrel and the firebox legs. He designed valves with a longer stroke and a greater lap than usual, to achieve full opening to exhaust. Passenger-train weights had been increasing rapidly, and Churchward produced his first 4–6– 0 express locomotive in 1902. However, he was still developing the details—he had a flair for selecting good engineering practices—and to aid his development work Churchward installed at Swindon in 1904 a stationary testing plant for locomotives. This was the first of its kind in Britain and was based on the work of Professor W.F.M.Goss, who had installed the first such plant at Purdue University, USA, in 1891. For comparison with his own locomotives Churchward obtained from France three 4–4–2 compound locomotives of the type developed by A. de Glehn and G. du Bousquet. He decided against compounding, but he did perpetuate many of the details of the French locomotives, notably the divided drive between the first and second pairs of driving wheels, when he introduced his four-cylinder 4–6–0 (the Star class) in 1907. He built a lone 4–6–2, the Great Bear, in 1908: the wheel arrangement enabled it to have a wide firebox, but the type was not perpetuated because Welsh coal suited narrow grates and 4–6–0 locomotives were adequate for the traffic. After Churchward retired in 1921 his successor, C.B.Collett, was to enlarge the Star class into the Castle class and then the King class, both 4–6–0s, which lasted almost as long as steam locomotives survived in service. In Church ward's time, however, the Great Western Railway was the first in Britain to adopt six-coupled locomotives on a large scale for passenger trains in place of four-coupled locomotives. The 4–6–0 classes, however, were but the most celebrated of a whole range of standard locomotives of advanced design for all types of traffic and shared between them many standardized components, particularly boilers, cylinders and valve gear.

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See also: Gresley, Sir Herbert Nigel; Stanier, Sir William Arthur

SUBJECT AREA: Aerospace, Steam and internal combustion engines

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Giffard entered the works of the Western Railway of France at the age of 16 but became absorbed by the problem of steam-powered aerial navigation. He proposed a steam-powered helicopter in 1847, but he then turned his attention to an airship. He designed a lightweight coke-burning, single-cylinder steam engine and boiler which produced just over 3 hp (2.2 kW) and mounted it below a cigar-shaped gas bag 44 m (144 ft) in length. A triangular rudder was fitted at the rear to control the direction of flight. On 24 September 1852 Giffard took off from Paris and, at a steady 8 km/h (5 mph), he travelled 28 km (17 miles) to Trappes. This can be claimed to be the first steerable lighter-than-air craft, but with a top speed of only 8 km/h (5 mph) even a modest headwind would have reduced the forward speed to nil (or even negative). Giffard built a second airship, which crashed in 1855, slightly injuring Giffard and his companion; a third airship was planned with a very large gas bag in order to lift the inherently heavy steam engine and boiler, but this was never built. His airships were inflated by coal gas and refusal by the gas company to provide further supplies brought these promising experiments to a premature end.

As a draughtsman Giffard had the opportunity to travel on locomotives and he observed the inadequacies of the feed pumps then used to supply boiler feedwater. To overcome these problems he invented the injector with its series of three cones: in the first cone (convergent), steam at or below boiler pressure becomes a high-velocity jet; in the second (also convergent), it combines with feedwater to condense and impart high velocity to it; and in the third (divergent), that velocity is converted into pressure sufficient to overcome the pressure of steam in the boiler. The injector, patented by Giffard, was quickly adopted by railways everywhere, and the royalties provided him with funds to finance further experiments in aviation. These took the form of tethered hydrogen-inflated balloons of successively larger size. At the Paris Exposition of 1878 one of these balloons carried fifty-two passengers on each tethered "flight". The height of the balloon was controlled by a cable attached to a huge steam-powered winch, and by the end of the fair 1,033 ascents had been made and 35,000 passengers had seen Paris from the air. This, and similar balloons, greatly widened the public's interest in aeronautics. Sadly, after becoming blind, Giffard committed suicide; however, he died a rich man and bequeathed large sums of money to the State for humanitarian an scientific purposes.

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SUBJECT AREA: Chemical technology

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At the age of 12 he was working for his father, who was a chemist and druggist. When he was old enough, he started in the same trade on his own account at Leamington, but soon turned to the making of salt and alkali at a works in Stoke Prior, Worcestershire. In 1850 he moved to Widnes, Lancashire, and established a plant for the manufacture of alkali and soap. Gossage's soap became famous, and some 200,000 tons of it were sold during the period 1862 to 1887. Gossage made important improvements to the Leblanc process. Hitherto, the large quantities of hydrogen chloride discharged into the atmosphere had been a considerable nuisance and a cause of much litigation from aggrieved parties. Gossage introduced the absorption tower, in which the ascending hydrogen chloride was absorbed by a descending stream of water. An outcome of this improvement was the Alkali Act of 1863, which required manufacturers to absorb up to 95 per cent of the offending gas. Gossage later took out many other industrial chemical patents, and for a time he was engaged in copper smelting with works in both Widnes and Neath, South Wales.

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   1) Thoughts, Feelings, and Actions of Sentient Beings Are Not a Subject of Science

   It is a common notion, or at least it is implied in many common modes of speech, that the thoughts, feelings, and actions of sentient beings are not a subject of science.... This notion seems to involve some confusion of ideas, which it is necessary to begin by clearing up. Any facts are fitted, in themselves, to be a subject of science, which follow one another according to constant laws; although those laws may not have been discovered, nor even to be discoverable by our existing resources. (Mill, 1900, B. VI, Chap. 3, Sec. 1)

   2) Two Contending But Complementary Philosophies of Science

   One class of natural philosophers has always a tendency to combine the phenomena and to discover their analogies; another class, on the contrary, employs all its efforts in showing the disparities of things. Both tendencies are necessary for the perfection of science, the one for its progress, the other for its correctness. The philosophers of the first of these classes are guided by the sense of unity throughout nature; the philosophers of the second have their minds more directed towards the certainty of our knowledge. The one are absorbed in search of principles, and neglect often the peculiarities, and not seldom the strictness of demonstration; the other consider the science only as the investigation of facts, but in their laudable zeal they often lose sight of the harmony of the whole, which is the character of truth. Those who look for the stamp of divinity on every thing around them, consider the opposite pursuits as ignoble and even as irreligious; while those who are engaged in the search after truth, look upon the other as unphilosophical enthusiasts, and perhaps as phantastical contemners of truth.... This conflict of opinions keeps science alive, and promotes it by an oscillatory progress. (Oersted, 1920, p. 352)

   3) The Fundamental Ideas of Science Are Essentially Simple

   Most of the fundamental ideas of science are essentially simple, and may, as a rule, be expressed in a language comprehensible to everyone. (Einstein & Infeld, 1938, p. 27)

   4) A New Scientific Truth Triumphs Because Its Opponents Eventually Die

   A new scientific truth does not triumph by convincing its opponents and making them see the light, but rather because its opponents eventually die, and a new generation grows up that is familiar with it. (Planck, 1949, pp. 33-34)

   [Original quotation: "Eine neue wissenschaftliche Wahrheit pflegt sich nicht in der Weise durchzusetzen, dass ihre Gegner ueberzeugt werden und sich as belehrt erklaeren, sondern vielmehr dadurch, dass die Gegner allmaehlich aussterben und dass die heranwachsende Generation von vornherein mit der Wahrheit vertraut gemacht ist." (Planck, 1990, p. 15)]

   5) The Search for the Absolute

   I had always looked upon the search for the absolute as the noblest and most worth while task of science. (Planck, 1949, p. 46)

   6) When Your Scientific Doing Is Worthless

   If you cannot-in the long run-tell everyone what you have been doing, your doing has been worthless. (SchroЁdinger, 1951, pp. 7-8)

   7) Description in Plain Language Is a Criterion of Understanding

   Even for the physicist the description in plain language will be a criterion of the degree of understanding that has been reached. (Heisenberg, 1958, p. 168)

   8) The Tentativeness of Scientific Statements

   The old scientific ideal of episteґmeґ-of absolutely certain, demonstrable knowledge-has proved to be an idol. The demand for scientific objectivity makes it inevitable that every scientific statement must remain tentative forever. It may indeed be corroborated, but every corroboration is relative to other statements which, again, are tentative. Only in our subjective experiences of conviction, in our subjective faith, can we be "absolutely certain." (Popper, 1959, p. 280)

   9) Scientists Often Close Their Minds to New Scientific Evidence

   The layman, taught to revere scientists for their absolute respect for the observed facts, and for the judiciously detached and purely provisional manner in which they hold scientific theories (always ready to abandon a theory at the sight of any contradictory evidence) might well have thought that, at Miller's announcement of this overwhelming evidence of a "positive effect" [indicating that the speed of light is not independent from the motion of the observer, as Einstein's theory of relativity demands] in his presidential address to the American Physical Society on December 29th, 1925, his audience would have instantly abandoned the theory of relativity. Or, at the very least, that scientists-wont to look down from the pinnacle of their intellectual humility upon the rest of dogmatic mankind-might suspend judgment in this matter until Miller's results could be accounted for without impairing the theory of relativity. But no: by that time they had so well closed their minds to any suggestion which threatened the new rationality achieved by Einstein's world-picture, that it was almost impossible for them to think again in different terms. Little attention was paid to the experiments, the evidence being set aside in the hope that it would one day turn out to be wrong. (Polanyi, 1958, pp. 12-13)

    10) The Practice of Normal Science

   The practice of normal science depends on the ability, acquired from examplars, to group objects and situations into similarity sets which are primitive in the sense that the grouping is done without an answer to the question, "Similar with respect to what?" (Kuhn, 1970, p. 200)

    11) Of What Science Consists

   Science in general... does not consist in collecting what we already know and arranging it in this or that kind of pattern. It consists in fastening upon something we do not know, and trying to discover it. (Collingwood, 1972, p. 9)

    12) The Emergence of Scientific Fields

   Scientific fields emerge as the concerns of scientists congeal around various phenomena. Sciences are not defined, they are recognized. (Newell, 1973a, p. 1)

    13) We Do Not Take Our Theories Seriously Enough

   This is often the way it is in physics-our mistake is not that we take our theories too seriously, but that we do not take them seriously enough. I do not think it is possible really to understand the successes of science without understanding how hard it is-how easy it is to be led astray, how difficult it is to know at any time what is the next thing to be done. (Weinberg, 1977, p. 49)

    14) Science Takes away Philosophical Foundations

   Science is wonderful at destroying metaphysical answers, but incapable of providing substitute ones. Science takes away foundations without providing a replacement. Whether we want to be there or not, science has put us in a position of having to live without foundations. It was shocking when Nietzsche said this, but today it is commonplace; our historical position-and no end to it is in sight-is that of having to philosophize without "foundations." (Putnam, 1987, p. 29)