well-established principal

1. n

1) принципал; доверитель; комитент

2) основная сумма (долга, кредита, займа, инвестиций)

3) капитал (сумма, на которую начисляются проценты)

2. adj

el participio

◊ suele venir una vez a la semana she usually comes once a week;

a) ‹argumento/razonamiento› solid, sound;

b) ‹ empresa› sound;

a) (Fís, Mat) solid

◊ sólidos sustantivo masculino plural (Med) solids (pl)

SUBJECT AREA: Automotive engineering, Mechanical, pneumatic and hydraulic engineering

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Ernest-Sylvain Bollée was the founder of an extensive dynasty of bellfounders based in Le Mans and in Orléans. He and his three sons, Amédée (1844–1917), Ernest-Sylvain fils (1846–1917) and Auguste (1847-?), were involved in work and patents on steam-and petrol-driven cars, on wind engines and on hydraulic rams. The presence of the Bollées' car industry in Le Mans was a factor in the establishment of the car races that are held there.

In 1868 Ernest-Sylvain Bollée père took out a patent for a wind engine, which at that time was well established in America and in England. In both these countries, variable-shuttered as well as fixed-blade wind engines were in production and patented, but the Ernest-Sylvain Bollée patent was for a type of wind engine that had not been seen before and is more akin to the water-driven turbine of the Jonval type, with its basic principle being parallel to the "rotor" and "stator". The wind drives through a fixed ring of blades on to a rotating ring that has a slightly greater number of blades. The blades of the fixed ring are curved in the opposite direction to those on the rotating blades and thus the air is directed onto the latter, causing it to rotate at a considerable speed: this is the "rotor". For greater efficiency a cuff of sheet iron can be attached to the "stator", giving a tunnel effect and driving more air at the "rotor". The head of this wind engine is turned to the wind by means of a wind-driven vane mounted in front of the blades. The wind vane adjusts the wind angle to enable the wind engine to run at a constant speed.

The fact that this wind engine was invented by the owner of a brass foundry, with all the gear trains between the wind vane and the head of the tower being of the highest-quality brass and, therefore, small in scale, lay behind its success. Also, it was of prefabricated construction, so that fixed lengths of cast-iron pillar were delivered, complete with twelve treads of cast-iron staircase fixed to the outside and wrought-iron stays. The drive from the wind engine was taken down the inside of the pillar to pumps at ground level.

Whilst the wind engines were being built for wealthy owners or communes, the work of the foundry continued. The three sons joined the family firm as partners and produced several steam-driven vehicles. These vehicles were the work of Amédée père and were l'Obéissante (1873); the Autobus (1880–3), of which some were built in Berlin under licence; the tram Bollée-Dalifol (1876); and the private car La Mancelle (1878). Another important line, in parallel with the pumping mechanism required for the wind engines, was the development of hydraulic rams, following the Montgolfier patent. In accordance with French practice, the firm was split three ways when Ernest-Sylvain Bollée père died. Amédée père inherited the car side of the business, but it is due to Amédée fils (1867– 1926) that the principal developments in car manufacture came into being. He developed the petrol-driven car after the impetus given by his grandfather, his father and his uncle Ernest-Sylvain fils. In 1887 he designed a four-stroke single-cylinder engine, although he also used engines designed by others such as Peugeot. He produced two luxurious saloon cars before putting Torpilleur on the road in 1898; this car competed in the Tour de France in 1899. Whilst designing other cars, Amédée's son Léon (1870–1913) developed the Voiturette, in 1896, and then began general manufacture of small cars on factory lines. The firm ceased work after a merger with the English firm of Morris in 1926. Auguste inherited the Eolienne or wind-engine side of the business; however, attracted to the artistic life, he sold out to Ernest Lebert in 1898 and settled in the Paris of the Impressionists. Lebert developed the wind-engine business and retained the basic "stator-rotor" form with a conventional lattice tower. He remained in Le Mans, carrying on the business of the manufacture of wind engines, pumps and hydraulic machinery, describing himself as a "Civil Engineer".

The hydraulic-ram business fell to Ernest-Sylvain fils and continued to thrive from a solid base of design and production. The foundry in Le Mans is still there but, more importantly, the bell foundry of Dominique Bollée in Saint-Jean-de-Braye in Orléans is still at work casting bells in the old way.

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SUBJECT AREA: Ports and shipping

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Elgar enjoyed a fascinating professional life, during which he achieved distinction in the military, merchant, academic and political aspects of his profession. At the age of 14 he was apprenticed as a shipwright to the Royal Dockyard at Portsmouth but when he was in his late teens he was selected as one of the Admiralty students to further his education at the Royal School of Naval Architecture at South Kensington, London. On completion of the course he was appointed to Birkenhead, where the ill-fated HMS Captain was being built, and then to Portsmouth Dockyard. In 1870 the Captain was lost at sea and Francis Elgar was called on to prepare much of the evidence for the Court Martial. This began his life-long interest in ship stability and in ways of presenting this information in an easily understood form to ship operators.

In 1883 he accepted the John Elder Chair of Naval Architecture at Glasgow University, an appointment which formalized the already well-established teaching of this branch of engineering at Glasgow. However, after only three years he returned to public service in the newly created post of Director of Royal Dockyards, a post that he held for a mere six years but which brought about great advances in the speed of warship construction, with associated reductions in cost. In 1892 he was made Naval Architect and Director of the Fairfield Shipbuilding Company in Glasgow, remaining there until he retired in 1907. The following year he accepted the post of Chairman of the Birkenhead shipyard of Cammell Laird \& Co.; this was a recent amalgamation of two companies, and he retained this position until his death. Throughout his life, Elgar acted on many consultative bodies and committees, including the 1884 Ship Load Line Enquiry. His work enabled him to keep abreast of all current thinking in ship design and construction.

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SUBJECT AREA: Chemical technology, Synthetic materials

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Staudinger studied chemistry at the universities of Halle, Darmstadt and Munich, originally as a preparation for botanical studies, but chemistry claimed his full attention. He followed an academic career, with professorships at Karlsruhe in 1908, Zurich in 1912 and Freiberg from 1926 until his retirement in 1951. Staudinger began his work as an organic chemist by following well-established lines of research, but from 1920 he struck out in a new direction. Until that time, rubber and other apparently non-crystalline materials with high molecular weight were supposed to consist of a disordered collection of small molecules. Staudinger investigated the structure of rubber and realized that it was made up of very large molecules with many basic groups of atoms held together by normal chemical bonds. Substances formed in this way are known as "polymers". Staudinger's views first met with opposition, but he developed methods of determining the molecular weights of these "high polymers". Finally, the introduction of X-ray crystallographic investigation of chemical structure confirmed his views. This discovery has proved to be the basis of a new branch of chemistry with momentous consequences for industry. From it stemmed the synthetic rubber, plastics, fibres, adhesives and other industries, with all their multifarious applications in everyday life. The Staudinger equation, linking viscosity with molecular weight, is still widely used, albeit with some reservations, in the polymer industry.

During the 1930s, Staudinger turned his attention to biopolymers and foresaw the discovery some twenty years later that these macromolecules were the building blocks of life. In 1953 he belatedly received the Nobel Prize in Chemistry.

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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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SUBJECT AREA: Electricity, Electronics and information technology, Public utilities

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After attending Owens College, Manchester, Hopkinson was admitted to Trinity College, Cambridge, in 1867 to read for the Mathematical Tripos. An appointment in 1872 with the lighthouse department of the Chance Optical Works in Birmingham directed his attention to electrical engineering. His most noteworthy contribution to lighthouse engineering was an optical system to produce flashing lights that distinguished between individual beacons. His extensive researches on the dielectric properties of glass were recognized when he was elected to a Fellowship of the Royal Society at the age of 29. Moving to London in 1877 he became established as a consulting engineer at a time when electricity supply was about to begin on a commercial scale. During the remainder of his life, Hopkinson's researches resulted in fundamental contributions to electrical engineering practice, dynamo design and alternating current machine theory. In making a critical study of the Edison dynamo he developed the principle of the magnetic circuit, a concept also arrived at by Gisbert Kapp around the same time. Hopkinson's improvement of the Edison dynamo by reducing the length of the field magnets almost doubled its output. In 1890, in addition to-his consulting practice, Hopkinson accepted a post as the first Professor of Electrical Engineering and Head of the Siemens laboratory recently established at King's College, London. Although he was not involved in lecturing, the position gave him the necessary facilities and staff and student assistance to continue his researches. Hopkinson was consulted on many proposals for electric traction and electricity supply, including schemes in London, Manchester, Liverpool and Leeds. He also advised Mather and Platt when they were acting as contractors for the locomotives and generating plant for the City and South London tube railway. As early as 1882 he considered that an ideal method of charging for the supply of electricity should be based on a two-part tariff, with a charge related to maximum demand together with a charge for energy supplied. Hopkinson was one the foremost expert witnesses of his day in patent actions and was himself the patentee of over forty inventions, of which the three-wire system of distribution and the series-parallel connection of traction motors were his most successful. Jointly with his brother Edward, John Hopkinson communicated the outcome of his investigations to the Royal Society in a paper entitled "Dynamo Electric Machinery" in 1886. In this he also described the later widely used "back to back" test for determining the characteristics of two identical machines. His interest in electrical machines led him to more fundamental research on magnetic materials, including the phenomenon of recalescence and the disappearance of magnetism at a well-defined temperature. For his work on the magnetic properties of iron, in 1890 he was awarded the Royal Society Royal Medal. He was a member of the Alpine Club and a pioneer of rock climbing in Britain; he died, together with three of his children, in a climbing accident.

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SUBJECT AREA: Ports and shipping

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Sir Alexander Kennedy was trained as a marine engineer. The son of a Congregational minister, he was educated at the City of London School and the School of Mines, Jermyn Street. He was then apprenticed to J. \& W.Dudgeon of Millwall, marine engineers, and went on to become a draughtsman to Sir Charles Marsh Palmer of Jarrow (with whom he took part in the development of the compound steam-engine for marine use) and T.M.Tennant \& Co. of Leith. In 1874 he was appointed Professor of Engineering at University College, London. He built up an influential School of Engineering, being the first in England to integrate laboratory work as a regular feature of instruction. The engineering laboratory that he established in 1878 has been described as "the first of its kind in England" (Proceedings of the Institution of Civil Engineers). He and his students conducted important experiments on the strength and elasticity of materials, boiler testing and related subjects. He followed the teaching of Franz Reuleaux, whose Kinematics of Machinery he translated from the German.

While thus breaking new educational ground at University College, Kennedy concurrently established a very thriving private practice as a consulting engineer in partnership with Bernard Maxwell Jenkin (the son of Fleeming Jenkin), to pursue which he relinquished his academic posts in 1889. He planned and installed the whole electricity system for the Westminster Electric Supply Corporation, and other electricity companies. He was also heavily involved in the development of electrically powered transport systems. During the First World War he served on a panel of the Munitions Invention Department, and after the war he undertook to record photographically the scenes of desolation in his book From Ypres to Verdun (1921). Towards the end of his life, he pursued his interest in archaeology with the exploration of Petra, recorded in a monograph: Petra. Its History and Monuments (1925). He also joined the Institution of Mechanical Engineers in 1879, becoming the President of that body in 1894, and he joined the Institution of Electrical Engineers in 1890. Kennedy was thus something of an engineering polymath, as well as being an outstanding engineering educationalist.

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   Although the Socialist Party's origins can be traced back to the 1850s, its existence has not been continuous. The party did not achieve or maintain a large base of support until after the Revolution of 25 April 1974. Historically, it played only a minor political role when compared to other European socialist parties.

   During the Estado Novo, the PS found it difficult to maintain a clandestine existence, and the already weak party literally withered away. Different groups and associations endeavored to keep socialist ideals alive, but they failed to create an organizational structure that would endure. In 1964, Mário Soares, Francisco Ramos da Costa, and Manuel Tito de Morais established the Portuguese Socialist Action / Acção Socialista Português (ASP) in Geneva, a group of individuals with similar views rather than a true political party. Most members were middle-class professionals committed to democratizing the nation. The rigidity of the Portuguese Communist Party (PCP) led some to join the ASP.

   By the early 1970s, ASP nuclei existed beyond Portugal in Paris, London, Rome, Brussels, Frankfurt, Sweden, and Switzerland; these consisted of members studying, working, teaching, researching, or in other activities. Extensive connections were developed with other foreign socialist parties. Changing conditions in Portugal, as well as the colonial wars, led several ASP members to advocate the creation of a real political party, strengthening the organization within Portugal, and positioning this to compete for power once the regime changed.

   The current PS was founded clandestinely on 19 April 1973, by a group of 27 exiled Portuguese and domestic ASP representatives at the Kurt Schumacher Academy of the Friedrich Ebert Stiftung in Bad Munstereifel, West Germany. The founding philosophy was influenced by nondogmatic Marxism as militants sought to create a classless society. The rhetoric was to be revolutionary to outflank its competitors, especially the PCP, on its left. The party hoped to attract reform-minded Catholics and other groups that were committed to democracy but could not support the communists.

   At the time of the 1974 revolution, the PS was little more than an elite faction based mainly among exiles. It was weakly organized and had little grassroots support outside the major cities and larger towns. Its organization did not improve significantly until the campaign for the April 1975 constituent elections. Since then, the PS has become very pragmatic and moderate and has increasingly diluted its socialist program until it has become a center-left party. Among the party's most consistent principles in its platform since the late 1970s has been its support for Portugal's membership in the European Economic Community (EEC) and the European Union (EU), a view that clashed with those of its rivals to the left, especially the PCP. Given the PS's broad base of support, the increased distance between its leftist rhetoric and its more conservative actions has led to sharp internal divisions in the party. The PS and the Social Democratic Party (PSD) are now the two dominant parties in the Portuguese political party system.

   In doctrine and rhetoric the PS has undergone a de-Marxification and a movement toward the center as a means to challenge its principal rival for hegemony, the PSD. The uneven record of the PS in general elections since its victory in 1975, and sometimes its failure to keep strong legislative majorities, have discouraged voters. While the party lost the 1979 and 1980 general elections, it triumphed in the 1983 elections, when it won 36 percent of the vote, but it still did not gain an absolute majority in the Assembly of the Republic. The PSD led by Cavaco Silva dominated elections from 1985 to 1995, only to be defeated by the PS in the 1995 general elections. By 2000, the PS had conquered the commanding heights of the polity: President Jorge Sampaio had been reelected for a second term, PS prime minister António Guterres was entrenched, and the mayor of Lisbon was João Soares, son of the former socialist president, Mário Soares (1986-96).

   The ideological transformation of the PS occurred gradually after 1975, within the context of a strong PSD, an increasingly conservative electorate, and the de-Marxification of other European Socialist parties, including those in Germany and Scandinavia. While the PS paid less attention to the PCP on its left and more attention to the PSD, party leaders shed Marxist trappings. In the 1986 PS official program, for example, the text does not include the word Marxism.

   Despite the party's election victories in the mid- and late-1990s, the leadership discovered that their grasp of power and their hegemony in governance at various levels was threatened by various factors: President Jorge Sampaio's second term, the constitution mandated, had to be his last.

   Following the defeat of the PS by the PSD in the municipal elections of December 2001, Premier Antônio Guterres resigned his post, and President Sampaio dissolved parliament and called parliamentary elections for the spring. In the 17 March 2002 elections, following Guterres's resignation as party leader, the PS was defeated by the PSD by a vote of 40 percent to 38 percent. Among the factors that brought about the socialists' departure from office was the worsening post-September 11 economy and disarray within the PS leadership circles, as well as charges of corruption among PS office holders. However, the PS won 45 percent of the vote in parliamentary elections of 2005, and the leader of the party, José Sócrates, a self-described "market-oriented socialist" became prime minister.

SUBJECT AREA: Land transport, Railways and locomotives

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Fairlie worked on railways in Ireland and India, and established himself as a consulting engineer in London by the early 1860s. In 1864 he patented his design of locomotive: it was to be carried on two bogies and had a double boiler, the barrels extending in each direction from a central firebox. From smokeboxes at the outer ends, return tubes led to a single central chimney. At that time in British practice, locomotives of ever-increasing size were being carried on longer and longer rigid wheelbases, but often only one or two of their three or four pairs of wheels were powered. Bogies were little used and then only for carrying-wheels rather than driving-wheels: since their pivots were given no sideplay, they were of little value. Fairlie's design offered a powerful locomotive with a wheelbase which though long would be flexible; it would ride well and have all wheels driven and available for adhesion.

The first five double Fairlie locomotives were built by James Cross \& Co. of St Helens during 1865–7. None was particularly successful: the single central chimney of the original design had been replaced by two chimneys, one at each end of the locomotive, but the single central firebox was retained, so that exhaust up one chimney tended to draw cold air down the other. In 1870 the next double Fairlie, Little Wonder, was built for the Festiniog Railway, on which C.E. Spooner was pioneering steam trains of very narrow gauge. The order had gone to George England, but the locomotive was completed by his successor in business, the Fairlie Engine \& Steam Carriage Company, in which Fairlie and George England's son were the principal partners. Little Wonder was given two inner fireboxes separated by a water space and proved outstandingly successful. The spectacle of this locomotive hauling immensely long trains up grade, through the Festiniog Railway's sinuous curves, was demonstrated before engineers from many parts of the world and had lasting effect. Fairlie himself became a great protagonist of narrow-gauge railways and influenced their construction in many countries.

Towards the end of the 1860s, Fairlie was designing steam carriages or, as they would now be called, railcars, but only one was built before the death of George England Jr precipitated closure of the works in 1870. Fairlie's business became a design agency and his patent locomotives were built in large numbers under licence by many noted locomotive builders, for narrow, standard and broad gauges. Few operated in Britain, but many did in other lands; they were particularly successful in Mexico and Russia.

Many Fairlie locomotives were fitted with the radial valve gear invented by Egide Walschaert; Fairlie's role in the universal adoption of this valve gear was instrumental, for he introduced it to Britain in 1877 and fitted it to locomotives for New Zealand, whence it eventually spread worldwide. Earlier, in 1869, the Great Southern \& Western Railway of Ireland had built in its works the first "single Fairlie", a 0–4–4 tank engine carried on two bogies but with only one of them powered. This type, too, became popular during the last part of the nineteenth century. In the USA it was built in quantity by William Mason of Mason Machine Works, Taunton, Massachusetts, in preference to the double-ended type.

Double Fairlies may still be seen in operation on the Festiniog Railway; some of Fairlie's ideas were far ahead of their time, and modern diesel and electric locomotives are of the powered-bogie, double-ended type.

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SUBJECT AREA: Aerospace

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Anthony Fokker was born in Java, where his Dutch father had a coffee plantation. The family returned to the Netherlands and, after schooling, young Anthony went to Germany to study aeronautics. With the aid of a friend he built his first aeroplane, the Spin, in 1910: this was a monoplane capable of short hops. By 1911 Fokker had improved the Spin and gained a pilot's licence. In 1912 he set up a company called Fokker Aeroplanbau at Johannistal, outside Berlin, and a series of monoplanes followed.

When war broke out in 1914 Fokker offered his designs to both sides, and the Germans accepted them. His E I monoplane of 1915 caused a sensation with its manoeuvrability and forward-firing machine gun. Fokker and his collaborators improved on the French deflector system introduced by Raymond Saulnier by fitting an interrupter gear which synchronized the machine gun to fire between the blades of the rotating propeller. The Fokker Dr I triplane and D VII biplane were also outstanding German fighters of the First World War. Fokker's designs were often the work of an employee who received little credit: nevertheless, Fokker was a gifted pilot and a great organizer. After the war, Fokker moved back to the Netherlands and set up the Fokker Aircraft Works in Amsterdam. In 1922, however, he emigrated to the USA and established the Atlantic Aircraft Corporation in New Jersey. His first significant success there came the following year when one of his T-2 monoplanes became the first aircraft to fly non-stop across the USA, from New York to San Diego. He developed a series of civil aircraft using the well-proven method of construction he used for his fighters: fuselages made from steel tubes and thick, robust wooden wings. Of these, probably the most famous was the F VII/3m, a high-wing monoplane with three engines and capable of carrying about ten passengers. From 1925 the F VII/3m airliner was used worldwide and made many record-breaking flights, such as Lieutenant-Commander Richard Byrd's first flight over the North Pole in 1926 and Charles Kingsford-Smith's first transpacific flight in 1928. By this time Fokker had lost interest in military aircraft and had begun to see flight as a means of speeding up global communications and bringing people together. His last years were spent in realizing this dream, and this was reflected in his concentration on the design and production of passenger aircraft.

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SUBJECT AREA: Electricity, Ports and shipping, Public utilities

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Mavor came from a distinguished Scottish family with connections in medicine, industry and the arts. On completion of his education at Glasgow University, he joined R.J.Crompton \& Co.; then in 1883, along with William C.Muir, he established the Glasgow firm which later became well known as Mavor and Coulson. It pioneered the supply of electricity to public undertakings and equipped the first two generating stations in Scotland. Mavor and his fellow directors appreciated the potential demand by industry in Glasgow for electricity. Two industries were especially well served; first, the coal-mines, where electric lighting and power transformed efficiency and safety beyond recognition; and second, marine engineering. Here Mavor recognized the importance of the variable-speed motor in working with marine propellers which have a tighter range of efficient working speeds. In 1911 he built a 50 ft (15 m) motor launch, appropriately named Electric Arc, at Dumbarton and fitted it with an alternating-current motor driven by a petrol engine and dynamo. Within two years British shipyards were building electrically powered ships, and by the beginning of the First World War the United States Navy had a 20,000-ton collier with this new form of propulsion.

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SUBJECT AREA: Agricultural and food technology

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A farmer's son, at the age of 17 McKay developed modifications to the existing stripper harvester and created a machine that would not only strip the seed from standing corn, but was able to produce a threshed, winnowed and clean sample in one operation. The prototype was produced in 1884 and worked well on the two acres of wheat that had been set aside on the family farm. By arrangement with a Melbourne plough maker, five machines were made and sold for the 1885 season. In 1886 the McKay Harvester Company was formed, with offices at Ballarat, from which the machines, built by various companies, were sold. The business expanded quickly, selling sixty machines in 1888, and eventually rising to the production of nearly 2,000 harvesters in 1905. The name "Sunshine" was given to the harvester, and the "Sun" prefix was to appear on all other implements produced by the company as it diversified its production interests. In 1902 severe drought reduced machinery sales and left 2,000 harvesters unsold. McKay was forced to look to export markets to dispose of his surplus machines. By 1914 a total of 10,000 machines were being exported annually. During the First World War McKay was appointed to the Business Board of the Defence Department. Increases in the scale of production resulted in the company moving to Melbourne, where it was close to the port of entry of raw materials and was able to export the finished article more readily. In 1909 McKay produced one of the first gas-engined harvesters, but its cost prevented it from being more than an experimental prototype. By this time McKay was the largest agricultural machinery manufacturer in the Southern hemisphere, producing a wide range of implements, including binders. In 1916 McKay hired Headlie Taylor, who had developed a machine capable of harvesting fallen crops. The jointly developed machine was a major success, coming as it did in what would otherwise have been a disastrous Australian harvest. Further developments included the "Sun Auto-header" in 1923, the first of the harvesting machines to adopt the "T" configuration to be seen on modern harvesters. The Australian market was expanding fast and a keen rivalry developed between McKay and Massey Harris. Confronted by the tariff regulations with which the Australian Government had protected its indigenous machinery industry since 1906, Massey Harris sold all its Australian assets to the H.V. McKay company in 1930. Twenty-three years later Massey Ferguson acquired the old Sunshine works and was still operating from there in the 1990s.

Despite a long-running history of wage disputes with his workforce, McKay established a retiring fund as well as a self-help fund for distressed cases. Before his death he created a charitable trust and requested that some funds should be made available for the "aerial experiments" which were to lead to the establishment of the Flying Doctor Service.

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SUBJECT AREA: Telecommunications

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Following early education at Phillips Academy, Andover, at the age of 14 years Morse went to Yale College, where he developed interests in painting and electricity. Upon graduating in 1810 he became a clerk to a Washington publisher and a pupil of Washington Allston, a well-known American painter. The following year he travelled to Europe and entered the London studio of another American artist, Benjamin West, successfully exhibiting at the Royal Academy as well as winning a prize and medal for his sculpture. Returning to Boston and finding little success as a "historical-style" painter, he built up a thriving portrait business, moving in 1818 to Charleston, South Carolina, where three years later he established the (now defunct) South Carolina Academy of Fine Arts. In 1825 he was back in New York, but following the death of his wife and both of his parents that year, he embarked on an extended tour of European art galleries. In 1832, on the boat back to America, he met Charles T.Jackson, who told him of the discovery of the electromagnet and fired his interest in telegraphy to the extent that Morse immediately began to make suggestions for electrical communications and, apparently, devised a form of printing telegraph. Although he returned to his painting and in 1835 was appointed the first Professor of the Literature of Art and Design at the University of New York City, he began to spend more and more time experimenting in telegraphy. In 1836 he invented a relay as a means of extending the cable distance over which telegraph signals could be sent. At this time he became acquainted with Alfred Vail, and the following year, when the US government published the requirements for a national telegraph service, they set out to produce a workable system, with finance provided by Vail's father (who, usefully, owned an ironworks). A patent was filed on 6 October 1837 and a successful demonstration using the so-called Morse code was given on 6 January 1838; the work was, in fact, almost certainly largely that of Vail. As a result of the demonstration a Bill was put forward to Congress for $30,000 for an experimental line between Washington and Baltimore. This was eventually passed and the line was completed, and on 24 May 1844 the first message, "What hath God wrought", was sent between the two cities. In the meantime Morse also worked on the insulation of submarine cables by means of pitch tar and indiarubber.

With success achieved, Morse offered his invention to the Government for $100,000, but this was declined, so the invention remained in private hands. To exploit it, Morse founded the Magnetic Telephone Company in 1845, amalgamating the following year with the telegraph company of a Henry O'Reilly to form Western Union. Having failed to obtain patents in Europe, he now found himself in litigation with others in the USA, but eventually, in 1854, the US Supreme Court decided in his favour and he soon became very wealthy. In 1857 a proposal was made for a telegraph service across the whole of the USA; this was completed in just over four months in 1861. Four years later work began on a link to Europe via Canada, Alaska, the Aleutian Islands and Russia, but it was abandoned with the completion of the transatlantic cable, a venture in which he also had some involvement. Showered with honours, Morse became a generous philanthropist in his later years. By 1883 the company he had created was worth $80 million and had a virtual monopoly in the USA.

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SUBJECT AREA: Architecture and building, Civil engineering

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Nervi early established a reputation in the use of reinforced concrete with his stadium in Florence (1930–2). This elegant concrete structure combines graceful curves with functional solidity and is capable of seating some 35,000 spectators. The stadium was followed by the aircraft hangars built for the Italian Air Force at Orvieto and Ortebello, in which he spanned the vast roofs of the hangars with thin-shelled vaults supported by precast concrete beams and steel-reinforced ribs. The structural strength and subtle curves of these ribbed roofs set the pattern for Nervi's techniques, which he subsequently varied and elaborated on to solve problems that arose in further commissions.

Immediately after the Second World War Italy was short of supplies of steel for structural purposes so, in contrast to the USA, Britain and Germany, did not for some years construct any quantity of steel-framed rectangular buildinngs used for offices, housing or industrial use. It was Nervi who led the way to a ferroconcrete approach, using a new type of structure based on these materials in the form of a fine steel mesh sprayed with cement mortar and used to roof all kinds of structures. It was a method that resulted in expressionist curves instead of rectangular blocks, and the first of his great exhibition halls at Turin (1949), with a vault span of 240 ft (73 m), was an early example of this technique. Nervi continued to create original and beautiful ferroconcrete structures of infinite variety: for example, the hall at the Lido di Roma, Ostia; the terme at Chianciano; and the three buildings that he designed for the Rome Olympics in 1960. The Palazzetto dello Sport is probably the most famous of these, for which he co-operated with the architect Annibale Vitellozzi to construct a small sports palace seating 5,000 spectators under a concrete "big top" of 194 ft (59 m) diameter, its enclosing walls supported by thirtysix guy ropes of concrete; inside, the elegant roof displays a floral quality. In 1960 Nervi returned to Turin to build his imaginative Palace of Labour for the centenary celebrations of Garibaldi and Victor Emmanuel in the city. This vast hall, like the Crystal Palace in England a century earlier (see Paxton), had to be built quickly and be suitable for later adaptation. It was therefore constructed partly in steel, and the metal supporting columns rose to palm-leaf capitals reminiscent of those in ancient Nile palaces.

Nervi's aim was always to create functional buildings that simultaneously act by their aesthetic qualities as an effective educational influence. Functionalism for Nervi never became "brutalism". In consequence, his work is admired by the lay public as well as by architects. He collaborated with many of the outstanding architects of the day: with Gio Ponti on the Pirelli Building in Milan (1955–9); with Zehrfuss and Breuer on the Y-plan UNESCO Building in Paris (1953–7); and with Marcello Piacentini on the 16,000-seat Palazzo dello Sport in Rome. Nervi found time to write a number of books on building construction and design, lectured in the Universities of Rio de Janiero and Buenos Aires, and was for many years Professor of Technology and Technique of Construction in the Faculty of Architecture at the University of Rome. He continued to design new structures until well into the 1970s.

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1. n

- claims and arbitration

- adjudication of a claim

- just adjustment of a claim

- express waiver of the claims

- motion to secure a claim

- settlement of claims

- withdrawal of claims

- set up a claim to smth.

- establish a claim

- admit a claim

- renounce a claim

- institute a claim

- sustain a claim

- clearly valid claim

- clearing claim

- acknowledge a claim

- territorial claims

- counter claim

- claim for exoneration

- challenge smb.'s claim

- original claim

- principal claim

- submit a claim

- claim for exclusive jurisdiction

- exaggerated claims of smb.'s military strength

- well-grounded claims

- dispose of a claim

- monetary claim

- reject a claim

- wage claims

- defeat the claim

- claim to sovereignty

- make a claim for smth.

- claims to world domination

- claim to foreign territory

- expansionist claims

- lay a claim to smth.

- adjust a claim

- salvage claim

- outstanding claims

- make a claim against smb. for smth.

- acknowledge the claims of the other party

- make a claim to smth.

- claims of sovereignty

- advance claims

- examine a claim

- allow a claim

- claim to territorial title

- eventual claims

- claim of vessels to sail under a certain flag

- abandonment of claims

- prior claim

- relinquish a claim

- refuse to comply with the claim

- put in a claim for smth.

- claim to being a world power

- connected claim

- be accessible for claims

- notify the other party of the claim

- private claims

- phoney claim

- international claims

- claim for revenues

- abandon a claim

- claim to jurisdiction

- preserve a claim

- particular claims

- established claim

2. v

1) заявлять права (на что-л.); предъявлять претензию, требование, иск; требовать

- claim diplomatic immunities

- claim performance of the treaty

- claim privileges

- claim an interest in property

2) амер. разг. утверждать, заявлять

- claim responsibility for smth.

(CDS) / Centro Democrático E Social; renamed Popular Party ( Partido Popular / PP)

   Established originally as the Centro Democático e Social (CDS) in May 1974, following the fall of the Estado Novo, the CDS was supported by conservatives inspired by Christian humanism and Catholic social doctrines. In the first democratic elections after the Revolution of 25 April 1974, which were held on 25 April 1975, the CDS won only a disappointing 7.6 percent of the vote for the Constituent Assembly. In the following general elections for the Assembly of the Republic, in April 1976, however, the party more than doubled its votes to 16 percent and surpassed the number of votes for the Portuguese Communist Party (PCP). In 1979-80, the Christian Democrats joined the Social Democratic Party (PSD) in a coalition called the Aliança Democrática (Democratic Alliance), a grouping that defeated the Socialist Party (PS) in the succeeding elections. The Christian Democrats remained in the background as the principal party rivals for power were the PS and the PSD.

   In the 1990s, the CDS altered its name to the Partido Popular (PP) and featured new leaders such as party chief Paulo Portas. While the democratic Portuguese system had become virtually a two-party dominant system by the 1980s and 1990s, the PP would have opportunities, depending upon circumstances, to share power in another coalition with one of the two larger, major parties, the PS or PSD. Indeed, parliamentary election results in March 2002 gave the party just such an opportunity, as the PP won 14 percent of the vote, thus surpassing for the first time since the 1975 elections the PCP, which was reduced to 12 percent of the vote. The PP thus gained new influence as the PSD, which won the largest number of seats in this election, was obliged to share governance with the PP in order to have a working majority in the legislature.

   Various right-wing lobbies and interest groups influenced the PP. In early 2000, the PP proposed a law to the Assembly of the Republic whereby former colonists, now mainly resident in Portugal, who had lost property in Portugal's former colonies of Angola and Mozambique, would be compensated by Portugal for material losses during decolonization. The PP leadership argued that the manner in which the governments after the Revolution of 25 April 1974 administered the disputed, controversial decolonization process in these territories made the government responsible for compensating Portuguese citizens for such losses. The PS-dominated government of then prime minister, Antônio Guterres, argued, however, that independent governments of those former colonies were responsible for any compensation due. Thus, Guterres declined to accept the proposed legislation. This proposal by the PP and others like it followed upon other proposed laws such as Law 20, 19 June 1997, put before the Assembly of the Republic, which was passed under the aegis of the PS. This law pledged to compensate opposition militants (the survivors) who had opposed the Estado Novo and had spent years in exile, as well as in clandestine activities. Such compensations would come in the form of pensions and social security benefits. Given the strength of conservative constituencies and former settlers' lobbies, it is likely that the Christian Democrats will introduce more such proposed laws in future parliamentary sessions.