subject+to+damage

1) Общая лексика: подверженный порче

2) Экономика: подвергать порче

1. n

1) повреждение, поломка; порча; ущерб, убыток

2) pl возмещение ущерба, убытков, компенсация за убытки

2. v

SUBJECT AREA: Land transport, Mining and extraction technology, Railways and locomotives

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In 1808 Blenkinsop became agent to J.C.Brandling, MP, owner of Middleton Colliery, from which coal was carried to Leeds over the Middle-ton Waggonway. This had been built by Brandling's ancestor Charles Brandling, who in 1758 obtained an Act of Parliament to establish agreements with owners of land over which the wagon way was to pass. That was the first railway Act of Parliament.

By 1808 horse haulage was becoming uneconomic because the price of fodder had increased due to the Napoleonic wars. Brandling probably saw the locomotive Catch-Me- Who-Can demonstrated by Richard Trevithick. In 1811 Blenkinsop patented drive by cog-wheel and rack rail, the power to be provided preferably by a steam engine. His object was to produce a locomotive able to haul a substantial load, while remaining light enough to minimize damage to rails made from cast iron which, though brittle, was at that date the strongest material from which rails could be made. The wagonway, formerly of wood, was relaid with iron-edge rails; along one side rails cast with rack teeth were laid beside the running surface. Locomotives incorporating Blenkinsop's cog-wheel drive were designed by Matthew Murray and built by Fenton Murray \& Wood. The design was developed from Trevithick's to include two cylinders, for easier starting and smoother running. The first locomotive was given its first public trial on 24 June 1812, when it successfully hauled eight wagons of coal, on to which fifty spectators climbed. Locomotives of this type entered regular service later in the summer and proved able to haul loads of 110 tons; Trevithick's locomotive of 1804 had managed 25 tons.

Blenkinsop-type locomotives were introduced elsewhere in Britain and in Europe, and those upon the Kenton \& Coxlodge Wagonway, near Newcastle upon Tyne, were observed by George Stephenson. The Middleton locomotives remained at work until 1835.

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SUBJECT AREA: Horology

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When Breguet was 11 years old his father died and his mother married a Swiss watchmaker who had Paris connections. His stepfather introduced him to horology and this led to an apprenticeship in Paris, during which he also attended evening classes in mathematics at the Collège Mazarin. In 1775 he married and set up a workshop in Paris, initially in collaboration with Xavier Gide. There he established a reputation among the aristocracy for elegant and innovative timepieces which included a perpétuelle, or self-winding watch, which he developed from the ideas of Perrelet. He also enjoyed the patronage of Marie Antoinette and Louis XVI. During the French Revolution his life was in danger and in 1793 he fled to Neuchâtel. The two years he spent there comprised what was intellectually one of his most productive periods and provided many of the ideas that he was able to exploit after he had returned to Paris in 1795. By the time of his death he had become the most prestigious watchmaker in Europe: he supplied timepieces to Napoleon and, after the fall of the Empire, to Louis XVIII, as well as to most of the crowned heads of Europe.

Breguet divided his contributions to horology into three categories: improvements in appearance and functionality; improvements in durability; and improvements in timekeeping. His pendule sympathique was in the first category and consisted of a clock which during the night set a watch to time, regulated it and wound it. His parachute, a spring-loaded bearing, made a significant contribution to the durability of a watch by preventing damage to its movement if it was dropped. Among the many improvements that Breguet made to timekeeping, two important ones were the introduction of the overcoil balance spring and the tourbillon. By bending the outside end of the balance spring over the top of the coils Breguet was able to make the oscillations of the balance isochronous, thus achieving for the flat spring what Arnold had already accomplished for the cylindrical balance spring. The timekeeping of a balance is also dependent on its position, and the tourbillon was an attempt to average-out positional errors by placing the balance wheel and the escapement in a cage that rotated once every minute. This principle was revived in a simplified form in the karussel at the end of the nineteenth century.

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SUBJECT AREA: Canals

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Admitted in 1797 as a Gentleman Cadet in the Royal Military Academy at Woolwich, By was commissioned on 1 August 1799 as a second lieutenant in the Royal Artillery, but was soon transferred to the Royal Engineers. Posted to Plymouth upon the development of the fortifications, he was further posted to Canada, arriving there in August 1802.

In 1803 By was engaged in canal work, assisting Captain Bruyères in the construction of a short canal (1,500 ft (460 m) long) at the Cascades on the Grand, now the Ottawa, River. In 1805 he was back at the Cascades repairing ice damage caused during the previous winter. He was promoted Captain in 1809. Meanwhile he worked on the fortifications of Quebec and in 1806–7 he built a scale model of the Citadel, which is now in the National War Museum of Canada. He returned to England in 1810 and served in Portugal in 1811. Back in England at the end of the year, he was appointed Royal Engineer Officer in charge at the Waltham Abbey Gunpowder Works on 1 January 1812 and later planned the new Small Arms Factory at Enfield; both works were on the navigable River Lee.

In the post-Napoleonic period Major By, as he then was, retired on half-pay but was promoted to Lieu tenant-Colonel on 2 December 1824. Eighteen months later, in March 1826, he returned to Canada on active duty to build the Rideau Canal. This was John By's greatest work. It was conceived after the American war of 1812–14 as a connection for vessels to reach Kingston and the Great Lakes from Montreal while avoiding possible attack from the United States forces. Ships would pass up the Ottawa River using the already-constructed locks and bypass channels and then travel via a new canal cut through virgin forest southwards to the St Lawrence at Kingston. By based his operational headquarters at the Ottawa River end of the new works and in a forest clearing he established a small settlement. Because of the regard in which By was held, this settlement became known as By town. In 1855, long after By's death, the settlement was designated by Queen Victoria as capital of United Canada (which was to become a self-governing Dominion in 1867) and renamed Ottawa; as a result of the presence of the national government, the growth of the town accelerated greatly.

Between 1826–7 and 1832 the Rideau Canal was constructed. It included the massive engineering works of Jones Falls Dam (62 ft 6 in. (19 m) high) and 47 locks. By exercised an almost paternal care over those employed under his direction. The canal was completed in June 1832 at a cost of £800,000. By was summoned back to London to face virulent and unjust criticism from the Treasury. He was honoured in Canada but vilified by the British Government.

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SUBJECT AREA: Weapons and armour

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He was the eldest son of Lieutenant-General Sir William Congreve, Colonel Commandant of the Royal Artillery, Superintendent of Military Machines and Superintendent Comptroller of the Royal Laboratory at Woolwich, and the daughter of a naval officer. Congreve passed through the Naval Academy at Woolwich and in 1791 was attached to the Royal Laboratory (formerly known as the Woolwich Arsenal), of which his father was then in command. In the 1790s, an Indian prince, Hyder Ali, had had some success against British troops with solid-fuelled rockets, and young Congreve set himself to develop the idea. By about 1806 he had made some 13,000 rockets, each with a range of about 2 km (1¼ miles). The War Office approved their use, and they were first tested in action at sea during the sieges of Boulogne and Copenhagen in 1806 and 1807 respectively. Congreve was commissioned to raise two companies of rocket artillery; in 1813 he commanded one of his rocket companies at the Battle of Leipzig, where although the rockets did little damage to the enemy, the noise and glare of the explosions had a considerable effect in frightening the French and caused great confusion; for this, the Tsar of Russia awarded Congreve a knighthood. The rockets were similarly effective in other battles, including the British attack on Fort McHenry, near Baltimore, in 1814; it is said that this was the inspiration for the lines "the rocket's red glare, the bombs bursting in air" in Francis Scott Key's poem The Star Spangled Banner, which became the United States' national anthem.

Congreve's father died in 1814, and he succeeded him in the baronetcy and as Comptroller of the Royal Laboratory and Superintendent of Military Machines, holding this post until his death. For the last ten years of his life he was Member of Parliament for Plymouth, having previously represented Gatton when elected for that constituency in 1812.

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SUBJECT AREA: Land transport, Railways and locomotives, Telecommunications

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After private education and an engineering apprenticeship, Crampton worked under Marc Brunel, Daniel Gooch and the Rennie brothers before setting up as a civil engineer in 1848. His developing ideas on locomotive design were expressed through a series of five patents taken out between 1842 and 1849, each making a multiplicity of claims. The most typical feature of the Crampton locomotive, however, was a single pair of driving wheels set to the rear of the firebox. This meant they could be of large diameter, while the centre of gravity of the locomotive remained low, for the boiler barrel, though large, had only small carrying-wheels beneath it. The cylinders were approximately midway along the boiler and were outside the frames, as was the valve gear. The result was a steady-riding locomotive which neither pitched about a central driving axle nor hunted from side to side, as did other contemporary locomotives, and its working parts were unusually accessible for maintenance. However, adhesive weight was limited and the long wheelbase tended to damage track. Locomotives of this type were soon superseded on British railways, although they lasted much longer in Germany and France. Locomotives built to the later patents incorporated a long, coupled wheelbase with drive through an intermediate crankshaft, but they mostly had only short lives. In 1851 Crampton, with associates, laid the first successful submarine electric telegraph cable. The previous year the brothers Jacob and John Brett had laid a cable, comprising a copper wire insulated with gutta-percha, beneath the English Channel from Dover to Cap Gris Nez: signals were passed but within a few hours the cable failed. Crampton joined the Bretts' company, put up half the capital needed for another attempt, and designed a much stronger cable. Four gutta-percha-insulated copper wires were twisted together, surrounded by tarred hemp and armoured by galvanized iron wires; this cable was successful.

Crampton was also active in railway civil engineering and in water and gas engineering, and c. 1882 he invented a hydraulic tunnel-boring machine intended for a Channel tunnel.

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SUBJECT AREA: Aerospace

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Martin acquired a general knowledge of engineering as an industrial worker in Belfast. In 1929 he established the Martin Aircraft Company, which was merged five years later with another concern to form the Martin-Baker Aircraft Company at Denham, Buckinghamshire. They became known for designing and constructing efficient, lightweight military aircraft, and Martin supervised personally every aspect of the work of his factory. During the Second World War they developed a number of aircraft weapons, including an explosive device carried on a bomber's wings for cutting the cables of barrage balloons, the flat-feed system for the 20 mm Hispano cannon used on British fighter planes and the twelve-gun pack mounted in the nose of the Havoc night fighter. Martin began devising means of rapid escape from a disabled fighter plane. First came a quick-release canopy for the Spitfire, followed by an improved form sliding on guides set in the fuselage. Then came the Martin-Baker seat, which ejected the pilot from his plane by an explosive charge. Ground tests were made to determine the rates of acceleration that could be tolerated by the pilot, and the first test in the air with a pilot took place in July 1946 at a speed of 320 mph (515 km/h) and an altitude of 8,000 ft (2,400 m). Its first use in a genuine emergency was in May 1949.

After the Second World War, the firm specialized in making components, particularly the ejector seat, rather than complete aircraft. The higher speeds and altitudes of supersonic jet aircraft made it necessary to modify the ejector seat: a device to hold the pilot's legs together, to prevent their being broken, was incorporated. In addition, with the Institute of Aviation Medicine, Martin developed a face blind to prevent skin damage at low temperatures. Another modification was to allow the seat to fall freely for the first 10,000 ft (3,000 m) to enable the pilot to reach breathable air more quickly; in October 1959 a successful demonstration took place at 1,250 mph (2,000 km/h) and 40,000 ft (12,000 m) altitude. During the inventor's lifetime, it is estimated that his ejector seat saved the lives of some 4,700 airmen.

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SUBJECT AREA: Steam and internal combustion engines

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McCoy was born into a community of escaped African-American slaves. As a youth he went to Scotland and served an apprenticeship in Edinburgh in mechanical engineering. He returned to North America and ended up in Ypsilanti, Michigan, seeking employment at the headquarters of the Michigan Central Railroad Company. In spite of his training, the only job McCoy could obtain was that of locomotive fireman. Still, that enabled him to study at close quarters the problem of lubricating adequately the moving parts of a steam locomotive. Inefficient lubrication led to overheating, delays and even damage. In 1872 McCoy patented the first of his lubricating devices, applicable particularly to stationary engines. He assigned his patent rights to W. and S.C.Hamlin of Ypsilanti, from which he derived enough financial resources to develop his invention. A year later he patented an improved hydrostatic lubricator, which could be used for both stationary and locomotive engines, and went on to make further improvements. McCoy's lubricators were widely taken up by other railroads and his employers promoted him from the footplate to the task of giving instruction in the use of his lubricating equipment. Many others had been attempting to achieve the same result and many rival products were on the market, but none was superior to McCoy's, which came to be known as "the Real McCoy", a term that has since acquired a wider application than to engine lubricators. McCoy moved to Detroit, Michigan, as a patent consultant in the railroad business. Altogether, he took out over fifty patents for various inventions, so that he became one of the most prolific of nineteenth-century black inventors, whose activities had been so greatly stimulated by the freedoms they acquired after the American Civil War. His more valuable patents were assigned to investors, who formed the Elijah McCoy Manufacturing Company. McCoy himself, however, was not a major shareholder, so he seems not to have derived the benefit that was due to him.

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SUBJECT AREA: Agricultural and food technology

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The milking machine patented in 1889 by William Murchland, a sanitary engineer from Kilmarnock, applied a continuous suction to the teat of a cow by means of a vacuum produced by draining water from a sealed system. He first began experiments in response to a shortage of experienced milkers in his region. The apparatus was first erected on the farms of a Mr Shaw at Raining Mains and a John Spier of Newton, near Glasgow. The latter carried out a season of milking on his herd of 35 cows, but despite numerous modifications was unhappy with the yield and the veterinary problems encountered. The concept needed the addition of Shield's pulsator before it performed satisfactorily and without damage to the cow.

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SUBJECT AREA: Chemical technology

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Educated in Dublin, Muspratt was apprenticed at the age of 14 to a wholesale chemist and druggist, with whom he remained for three or four years. Muspratt then went in search of the Napoleonic War and found it first in Spain and finally as Second Officer on a naval vessel. Finding the life unpleasantly harsh, he left his ship off Swansea and returned to Dublin around 1814. Soon afterwards, he received an inheritance, much reduced and delayed by litigation in Chancery. He began manufacturing chemicals in a small way and from 1818 set up as a manufacturer of prussiate of potash. In 1823, Muspratt took advantage of the removal of the salt tax to establish the first plant in England for the largescale manufacture of soda by the Leblanc process. His first soda works was on the outskirts of Liverpool, but when this proved inadequate, he established a larger factory at St Helens, Lancashire, where the raw materials lay close at hand. This district has remained an important centre of the British chemical industry ever since. Although the plant was successful commercially, there were environmental problems. The equipment for condensing the hydrochloric acid gas produced were inadequate and this caused extensive damage to local vegetation, so that Muspratt had to contend with legal action lasting from 1832 to 1850. Eventually Muspratt moved his alkali manufacture to Widnes, which also became a great centre for the chemical industry.

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SUBJECT AREA: Architecture and building, Civil engineering

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Auguste Perret belonged to the family contracting firm of A. \& G.Perret, which early specialized in the use of reinforced concrete. His eight-storey building at 25 bis Rue Franklin in Paris, built in 1902–3, was the first example of frame construction in this material and established its viability for structural design. Both ground plan and façade are uncompromisingly modern, the simplicity of the latter being relieved by unobtrusive faience decoration. The two upper floors, which are set back, and the open terrace roof garden set a pattern for future schemes. All of Perret's buildings had reinforced-concrete structures and this was clearly delineated on the façade designs. The concept was uncommon in Europe at the time, when eclecticism still largely ruled, but was derived from the late nineteenth-century skyscraper façades built by Louis Sullivan in America. In 1905–6 came Perret's Garage Ponthieu in Paris; a striking example of exposed concrete, it had a central façade window glazed in modern design in rich colours. By the 1920s ferroconcrete was in more common use, but Perret still led the field in France with his imaginative, bold use of the material. His most original structure is the Church of Notre Dame at Le Raincy on the outskirts of Paris (1922–3). The imposing exterior with its tall tower in diminishing stages is finely designed, but the interior has magnificence. It is a wide, light church, the segmented vaulted roof supported on slender columns. The whole structure is in concrete apart from the glass window panels, which extend the full height of the walls all around the church. They provide a symphony of colour culminating in deep blue behind the altar. Because of the slenderness of the columns and the richness of the glass, this church possesses a spiritual atmosphere and unimpeded sight and sound of and from the altar for everyone. It became the prototype for churches all over Europe for decades, from Moser in prewar Switzerland to Spence's postwar Coventry Cathedral.

In a long working life Perret designed buildings for a wide range of purposes, adhering to his preference for ferroconcrete and adapting its use according to each building's needs. In the 1940s he was responsible for the railway station at Amiens, the Atomic Centre at Saclay and, one of his last important works, the redevelopment after wartime damage of the town centre of Le Havre. For the latter, he laid out large open squares enclosed by prefabricated units, which display a certain monotony, despite the imposing town hall and Church of St Joseph in the Place de L'Hôtel de Ville.

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SUBJECT AREA: Ports and shipping

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Symington was the son of the Superintendent of the Mines Company in Lanarkshire, and attended the local school. When he was 22 years old he was sent by Gilbert Meason, Manager of the Wanlockhead mines, to Edinburgh University. In 1779 he was working on the assembly of a Watt engine as an apprentice to his brother, George, and in 1786 he started experiments to modify a Watt engine in order to avoid infringing the separate condenser patent. He sought a patent for his alternative, which was paid for by Meason. He constructed a model steam road carriage which was completed in 1786; it was shown in Edinburgh by Meason, attracting interest but inadequate financial support. It had a horizontal cylinder and was non-condensing. No full-sized engine was ever built but the model secured the interest of Patrick Miller, an Edinburgh banker, who ordered an engine from Symington to drive an experimental boat, 25 ft (7.6 m) long with a dual hull, which performed satisfactorily on Dalswinton Loch in 1788. In the following year Miller ordered a larger engine for a bigger boat which was tried on the Forth \& Clyde Canal in December 1789, the component parts having been made by the Carron Company. The engine worked perfectly but had the effect of breaking the paddle wheels. These were repaired and further trials were successful but Miller lost interest and his experiments lapsed. Symington devoted himself thereafter to building stationary engines. He built other engines for mine pumping at Sanquhar and Leadhills before going further afield. In all, he built over thirty engines, about half of them being rotary. In 1800–1 he designed the engine for a boat for Lord Dundas, the Charlotte Dundas; this was apparently the first boat of that name and sailed on both the Forth and Clyde rivers. A second Charlotte Dundas with a horizontal cylinder was to follow and first sailed in January 1803 for the Forth \& Clyde Canal Company. The speed of the boat was only 2 mph (3 km/h) and much was made by its detractors of the damage said to be caused to the canal banks by its wash. Lord Dundas declined to authorize payment of outstanding accounts; Symington received little reward for his efforts. He died in the house of his son-in-law, Dr Robert Bowie, in Wapping, amidst heated controversy about the true inventor of steam navigation.

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SUBJECT AREA: Electricity, Land transport, Railways and locomotives

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Volk was the son of a German immigrant clockmaker and continued the business with his mother after his father died in 1869, although when he married in 1879 his profession was described as "electrician". He installed Brighton's first telephone the same year and in 1880 he installed electric lighting in his own house, using a Siemens Brothers dynamo (see Siemens, Dr Ernst Werner von) driven by a Crossley gas engine. This was probably one of the first half-dozen such installations in Britain. Magnus Volk \& Co. became noted electrical manufacturers and contractors, and, inter alia, installed electric light in Brighton Pavilion in place of gas.

By 1883 Volk had moved house. He had kept the dynamo and gas engine used to light his previous house, and he also had available an electric motor from a cancelled order. After approaching the town clerk of Brighton, he was given permission for a limited period to build and operate a 2 ft (61 cm) gauge electric railway along the foreshore. Using the electrical equipment he already had, Volk built the line, a quarter of a mile (400 m) long, in eight weeks. The car was built by a local coachbuilder, with the motor under the seat; electric current at 50 volts was drawn from one running rail and returned through the other.

The railway was opened on 4 August 1883. It operated regularly for several months and then, permission to run it having been renewed, it was rebuilt for the 1884 season to 2 ft 9 in. (84 cm) gauge, with improved equipment. Despite storm damage from time to time, Volk's Electric Railway, extended in length, has become an enduring feature of Brighton's sea front. In 1887 Volk made an electric dogcart, and an electric van which he built for the Sultan of Turkey was probably the first motor vehicle built in Britain for export. In 1896 he opened the Brighton \& Rottingdean Seashore Electric Tramroad, with very wide-gauge track laid between the high-and low-tide lines, and a long-legged, multi-wheel car to run upon it, through the water if necessary. This lasted only until 1901, however. Volk subsequently became an early enthusiast for aircraft.

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1) (less, or little, in importance, size etc: Always halt when driving from a minor road on to a major road; She has to go into hospital for a minor operation.) menor

2) ((American) a secondary subject that a student chooses to study at university or college: Her major is in physics, but she has a minor in computer science.) secundario

- minority

minor¹ adj

1. pequeño / de poca importancia

2. secundario

minor² n menor / menor de edad

tr['maɪnə^SMALLr/SMALL]

adjective

1 (unimportant) menor; (secondary) secundario,-a

■ it caused minor damage ocasionó daños menores

■ he got a minor part in a film consiguió un papel secundario en una película

■ a minor operation una operación de poca importancia

2 SMALLMUSIC/SMALL menor

■ in a minor key en tono menor

■ in F minor en fa menor

noun

1 SMALLLAW/SMALL menor nombre masulino o femenino

■ he's a minor es menor de edad

\

minor offence SMALLLAW/SMALL delito de menor cuantía

minor planet asteroide nombre masculino

minor ['maɪnər] adj

: menor

minor n

1) : menor mf (de edad)

2) : asignatura f secundaria (de estudios)

• menor adj.

• secundario, -a adj.

• sin importancia adj.

• subalterno, -a adj.

• asignatura secundaria s.f.

• menor s.m.

• menor de edad s.m.

1) ( unimportant) <poet/work> menor; < role> secundario, menor; < road> ( in UK) secundario; < operation> de poca importancia or gravedad

2) ( Mus) menor

1) ( Law) menor mf (de edad)

2) ( Educ) asignatura f secundaria

3) minors pl ( in US) ( Sport colloq)

intransitive verb ( in US) ( Educ)

1. ADJ

1) (=small, unimportant) [problem] de poca importancia; [adjustment, detail] menor, de poca importancia; [change, damage, poet, work] menor; [role] (in film, play) secundario; (in negotiations) de poca importancia; [road] secundario

2) (=not serious) [injury] leve; [illness] poco grave; [surgery, operation] de poca importancia

3) (Mus) [chord] menor

4) (Brit)

2. N

1) (Jur) menor mf (de edad)

2) (US) (Univ) asignatura f secundaria

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1) ( unimportant) <poet/work> menor; < role> secundario, menor; < road> ( in UK) secundario; < operation> de poca importancia or gravedad

2) ( Mus) menor

1) ( Law) menor mf (de edad)

2) ( Educ) asignatura f secundaria

3) minors pl ( in US) ( Sport colloq)

intransitive verb ( in US) ( Educ)

1) (important) [change, event, role] importante; [damage, crisis] grave; [influence, difference, difficulty] grande

2) (main) principale

3) mus. maggiore

4) BE scol.

1) mil. maggiore m.

2) AE univ. materia f. di specializzazione

3) dir. maggiorenne m. e f.

4) mus. tono m. maggiore

verbo intransitivo AE univ.

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1) ((often abbreviated to Maj. when written) the rank next below lieutenant-colonel.) maggiore

2) ((American) the subject in which you specialize at college or university: a major in physics; Her major is psychology.)

- majority

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1 (mil., in GB e in USA) maggiore

2 (aeron. mil., in USA) maggiore (cfr. ingl. squadron leader, sotto squadron)

● Major General, (mil., in GB e in USA) Maggior Generale, ( un tempo) Generale di Divisione; (aeron. mil., in USA) Generale di Divisione Aerea (cfr. ingl. Air Vice Marshal, sotto air).

A a.

1 maggiore; più grande; più importante; di primaria importanza; di maggior peso (o rilievo): Milton's major works, le opere maggiori di Milton; the major share of the profits, la maggior parte degli utili; DIALOGO → - Dental fees- Obviously, if there's any major dental work to do that will cost more, naturalmente se fosse necessario un lavoro dentistico più consistente costerà di più; a major disaster, un disastro gravissimo; a major problem, un problema grave; major road, arteria principale; strada maestra; (med.) major surgery, alta chirurgia

2 (geom.) maggiore: major axis, asse maggiore

3 (leg.) maggiorenne

4 (mus.) maggiore: major key [interval, scale], chiave [intervallo, scala] maggiore; concert in G major, concerto in sol maggiore

5 ( un tempo, nelle scuole inglesi; posposto al cognome) il maggiore ( di due studenti con lo stesso cognome, fratelli o no): Smith major, il maggiore dei due Smith

6 (filos.) maggiore: major premise, premessa maggiore

7 ( slang USA) grandioso; favoloso; magnifico; eccezionale; splendido

B n.

1 (leg.) maggiorenne

2 (econ., fin.) major; grande complesso; azienda di enorme importanza

3 (filos.) (la) maggiore; premessa maggiore

4 ( all'università: in USA, Canada, Austral. e NZ) disciplina scelta come prima materia ( in un corso di laurea); ( anche) studente che si specializza in ( una disciplina): a nuclear physics major, uno studente di (o che si specializza in) fisica nucleare

5 (mus.) chiave (o intervallo, scala) maggiore

6 ( baseball, football americano) (pl.) – the majors, le squadre maggiori

● (fin.) major shareholder, azionista principale; azionista di riferimento □ (stor. o scherz.) major-domo, maggiordomo □ (mil., mus.) major drum, tamburo maggiore □ ( nelle università USA, ecc.) major subject, materia di specializzazione □ ( nel bridge) major suit, seme di cuori (o di quadri).

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1) (important) [change, event, role] importante; [damage, crisis] grave; [influence, difference, difficulty] grande

2) (main) principale

3) mus. maggiore

4) BE scol.

1) mil. maggiore m.

2) AE univ. materia f. di specializzazione

3) dir. maggiorenne m. e f.

4) mus. tono m. maggiore

verbo intransitivo AE univ.

adjective (large in area or amount: extensive plantations; He suffered extensive injuries in the accident.) extenso, vasto

extensive adj extenso / amplio

tr[ɪk'stensɪv]

adjective

1 (area) extenso,-a, amplio,-a

■ the manor has extensive grounds la casa solariega tiene una gran extensión de terreno

2 (wide-ranging) vasto,-a, amplio,-a, extenso,-a; (thorough) exhaustivo, minucioso,-a

■ extensive knowledge of a subject conocimientos extensos de un tema

■ extensive coverage in the press amplia cobertura en la prensa

3 (very great in effect, widespread) importante, múltiple

■ extensive damage daños importantes

■ extensive alterations reformas importantes

\

to make extensive use of something hacer abundante uso de algo

extensive agriculture agricultura extensiva

extensive [ɪk'stɛntsɪv, ɛk-] adj

: extenso, vasto, amplio

♦ extensively adv

• abundante adj.

• amplio, -a adj.

• dilatado, -a adj.

• extensivo, -a adj.

• extenso, -a adj.

• grande adj.

• lato, -a adj.

adjective <area/field> extenso; < knowledge> vasto, extenso, amplio; <experience/coverage> amplio; <search/inquiries> exhaustivo; <damage/repairs> de consideración, importante

[ɪks'tensɪv]

1) (=covering large area) [grounds, estate, area] extenso; [network, tour] extenso, amplio; [surgery] de envergadura; [burns] de consideración

2) (=comprehensive) [collection, list] extenso; [range, reforms, interests] amplio; [enquiry, tests, research] exhaustivo; [knowledge] vasto, amplio

3) (=considerable) [damage, investments] considerable, importante; [experience] amplio, vasto; [repairs] de consideración; [powers] amplio

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adjective <area/field> extenso; < knowledge> vasto, extenso, amplio; <experience/coverage> amplio; <search/inquiries> exhaustivo; <damage/repairs> de consideración, importante

1) (important) [change, event, role] importante; [damage, crisis] grave; [influence, difference, difficulty] grande

2) (main) principale

3) mus. maggiore

4) BE scol.

1) mil. maggiore m.

2) AE univ. materia f. di specializzazione

3) dir. maggiorenne m. e f.

4) mus. tono m. maggiore

verbo intransitivo AE univ.

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1) ((often abbreviated to Maj. when written) the rank next below lieutenant-colonel.) maggiore

2) ((American) the subject in which you specialize at college or university: a major in physics; Her major is psychology.)

- majority

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1) (important) [change, event, role] importante; [damage, crisis] grave; [influence, difference, difficulty] grande

2) (main) principale

3) mus. maggiore

4) BE scol.

1) mil. maggiore m.

2) AE univ. materia f. di specializzazione

3) dir. maggiorenne m. e f.

4) mus. tono m. maggiore

verbo intransitivo AE univ.