Grand Junction

тж Grand River Valley (от старого названия р. Колорадо)

SUBJECT AREA: Canals

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Born into a wealthy Cornish family, he was educated at Eton and Magdalen College, Oxford. He was elected Member of Parliament for St Ives in 1774, but it was alleged that his father, who was a banker, had acted as agent for both his son and Drummond, the other candidate for the same party, in the course of which he advanced money to voters "on their notes payable with interest to the bank of Truro (Praed's bank)" but with the understanding that repayment would not be demanded from those who had voted for Praed and Drummond. Praed's election was therefore declared void on 8 May 1775. He was re-elected in 1780, by which time St Ives was virtually a Praed family monopoly. He served in successive Parliaments until 1806 and then represented Banbury until 1808. Meanwhile, in 1779 he had become a partner in his father's Truro bank, c. 1801 founded the London bank of Praed \& Co. at 189 Fleet Street.

While in Parliament, he was instrumental in obtaining and carrying into effect the Bill for the Grand Junction Canal from Braunston to London. He was elected Chairman of the company formed for constructing the canal and proved an excellent choice, serving the company faithfully for nearly thirty years until his resignation in 1821. Upon his marriage to Elizabeth Tyringham in 1778 he made his home at Tyringham Hall in Buckinghamshire and so was very much in the Grand Junction Canal Company's area. London's Praed Street, in which Paddington Station stands, is named in his honour and the canal basin is at the rear of this street. His monument in Tyringham Church bears a relief illustrating a pair of lock gates and a canal boat.

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1) Техника: grown-junction transistor

2) Аэропорты: Grand Junction, Colorado USA

SUBJECT AREA: Canals, Civil engineering, Ports and shipping, Railways and locomotives

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William Jessop inherited from his father a natural ability in engineering, and because of his father's association with John Smeaton in the construction of Eddystone Lighthouse he was accepted by Smeaton as a pupil in 1759 at the age of 14. Smeaton was so impressed with his ability that Jessop was retained as an assistant after completion of his pupilage in 1767. As such he carried out field-work, making surveys on his own, but in 1772 he was recommended to the Aire and Calder Committee as an independent engineer and his first personally prepared report was made on the Haddlesey Cut, Selby Canal. It was in this report that he gave his first evidence before a Parliamentary Committee. He later became Resident Engineer on the Selby Canal, and soon after he was elected to the Smeatonian Society of Engineers, of which he later became Secretary for twenty years. Meanwhile he accompanied Smeaton to Ireland to advise on the Grand Canal, ultimately becoming Consulting Engineer until 1802, and was responsible for Ringsend Docks, which connected the canal to the Liffey and were opened in 1796. From 1783 to 1787 he advised on improvements to the River Trent, and his ability was so recognized that it made his reputation. From then on he was consulted on the Cromford Canal (1789–93), the Leicester Navigation (1791–4) and the Grantham Canal (1793–7); at the same time he was Chief Engineer of the Grand Junction Canal from 1793 to 1797 and then Consulting Engineer until 1805. He also engineered the Barnsley and Rochdale Canals. In fact, there were few canals during this period on which he was not consulted. It has now been established that Jessop carried the responsibility for the Pont-Cysyllte Aqueduct in Wales and also prepared the estimates for the Caledonian Canal in 1804. In 1792 he became a partner in the Butterley ironworks and thus became interested in railways. He proposed the Surrey Iron Railway in 1799 and prepared for the estimates; the line was built and opened in 1805. He was also the Engineer for the 10 mile (16 km) long Kilmarnock \& Troon Railway, the Act for which was obtained in 1808 and was the first Act for a public railway in Scotland. Jessop's advice was sought on drainage works between 1785 and 1802 in the lowlands of the Isle of Axholme, Holderness, the Norfolk Marshlands, and the Axe and Brue area of the Somerset Levels. He was also consulted on harbour and dock improvements. These included Hull (1793), Portsmouth (1796), Folkestone (1806) and Sunderland (1807), but his greatest dock works were the West India Docks in London and the Floating Harbour at Bristol. He was Consulting Engineer to the City of London Corporation from 1796to 1799, drawing up plans for docks on the Isle of Dogs in 1796; in February 1800 he was appointed Engineer, and three years later, in September 1803, he was appointed Engineer to the Bristol Floating Harbour. Jessop was regarded as the leading civil engineer in the country from 1785 until 1806. He died following a stroke in 1814.

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SUBJECT AREA: Land transport, Railways and locomotives

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George Stephenson was the son of the fireman of the pumping engine at Wylam colliery, and horses drew wagons of coal along the wooden rails of the Wylam wagonway past the house in which he was born and spent his earliest childhood. While still a child he worked as a cowherd, but soon moved to working at coal pits. At 17 years of age he showed sufficient mechanical talent to be placed in charge of a new pumping engine, and had already achieved a job more responsible than that of his father. Despite his position he was still illiterate, although he subsequently learned to read and write. He was largely self-educated.

In 1801 he was appointed Brakesman of the winding engine at Black Callerton pit, with responsibility for lowering the miners safely to their work. Then, about two years later, he became Brakesman of a new winding engine erected by Robert Hawthorn at Willington Quay on the Tyne. Returning collier brigs discharged ballast into wagons and the engine drew the wagons up an inclined plane to the top of "Ballast Hill" for their contents to be tipped; this was one of the earliest applications of steam power to transport, other than experimentally.

In 1804 Stephenson moved to West Moor pit, Killingworth, again as Brakesman. In 1811 he demonstrated his mechanical skill by successfully modifying a new and unsatisfactory atmospheric engine, a task that had defeated the efforts of others, to enable it to pump a drowned pit clear of water. The following year he was appointed Enginewright at Killingworth, in charge of the machinery in all the collieries of the "Grand Allies", the prominent coal-owning families of Wortley, Liddell and Bowes, with authorization also to work for others. He built many stationary engines and he closely examined locomotives of John Blenkinsop's type on the Kenton \& Coxlodge wagonway, as well as those of William Hedley at Wylam.

It was in 1813 that Sir Thomas Liddell requested George Stephenson to build a steam locomotive for the Killingworth wagonway: Blucher made its first trial run on 25 July 1814 and was based on Blenkinsop's locomotives, although it lacked their rack-and-pinion drive. George Stephenson is credited with building the first locomotive both to run on edge rails and be driven by adhesion, an arrangement that has been the conventional one ever since. Yet Blucher was far from perfect and over the next few years, while other engineers ignored the steam locomotive, Stephenson built a succession of them, each an improvement on the last.

During this period many lives were lost in coalmines from explosions of gas ignited by miners' lamps. By observation and experiment (sometimes at great personal risk) Stephenson invented a satisfactory safety lamp, working independently of the noted scientist Sir Humphry Davy who also invented such a lamp around the same time.

In 1817 George Stephenson designed his first locomotive for an outside customer, the Kilmarnock \& Troon Railway, and in 1819 he laid out the Hetton Colliery Railway in County Durham, for which his brother Robert was Resident Engineer. This was the first railway to be worked entirely without animal traction: it used inclined planes with stationary engines, self-acting inclined planes powered by gravity, and locomotives.

On 19 April 1821 Stephenson was introduced to Edward Pease, one of the main promoters of the Stockton \& Darlington Railway (S \& DR), which by coincidence received its Act of Parliament the same day. George Stephenson carried out a further survey, to improve the proposed line, and in this he was assisted by his 18-year-old son, Robert Stephenson, whom he had ensured received the theoretical education which he himself lacked. It is doubtful whether either could have succeeded without the other; together they were to make the steam railway practicable.

At George Stephenson's instance, much of the S \& DR was laid with wrought-iron rails recently developed by John Birkinshaw at Bedlington Ironworks, Morpeth. These were longer than cast-iron rails and were not brittle: they made a track well suited for locomotives. In June 1823 George and Robert Stephenson, with other partners, founded a firm in Newcastle upon Tyne to build locomotives and rolling stock and to do general engineering work: after its Managing Partner, the firm was called Robert Stephenson \& Co.

In 1824 the promoters of the Liverpool \& Manchester Railway (L \& MR) invited George Stephenson to resurvey their proposed line in order to reduce opposition to it. William James, a wealthy land agent who had become a visionary protagonist of a national railway network and had seen Stephenson's locomotives at Killingworth, had promoted the L \& MR with some merchants of Liverpool and had carried out the first survey; however, he overreached himself in business and, shortly after the invitation to Stephenson, became bankrupt. In his own survey, however, George Stephenson lacked the assistance of his son Robert, who had left for South America, and he delegated much of the detailed work to incompetent assistants. During a devastating Parliamentary examination in the spring of 1825, much of his survey was shown to be seriously inaccurate and the L \& MR's application for an Act of Parliament was refused. The railway's promoters discharged Stephenson and had their line surveyed yet again, by C.B. Vignoles.

The Stockton \& Darlington Railway was, however, triumphantly opened in the presence of vast crowds in September 1825, with Stephenson himself driving the locomotive Locomotion, which had been built at Robert Stephenson \& Co.'s Newcastle works. Once the railway was at work, horse-drawn and gravity-powered traffic shared the line with locomotives: in 1828 Stephenson invented the horse dandy, a wagon at the back of a train in which a horse could travel over the gravity-operated stretches, instead of trotting behind.

Meanwhile, in May 1826, the Liverpool \& Manchester Railway had successfully obtained its Act of Parliament. Stephenson was appointed Engineer in June, and since he and Vignoles proved incompatible the latter left early in 1827. The railway was built by Stephenson and his staff, using direct labour. A considerable controversy arose c. 1828 over the motive power to be used: the traffic anticipated was too great for horses, but the performance of the reciprocal system of cable haulage developed by Benjamin Thompson appeared in many respects superior to that of contemporary locomotives. The company instituted a prize competition for a better locomotive and the Rainhill Trials were held in October 1829.

Robert Stephenson had been working on improved locomotive designs since his return from America in 1827, but it was the L \& MR's Treasurer, Henry Booth, who suggested the multi-tubular boiler to George Stephenson. This was incorporated into a locomotive built by Robert Stephenson for the trials: Rocket was entered by the three men in partnership. The other principal entrants were Novelty, entered by John Braithwaite and John Ericsson, and Sans Pareil, entered by Timothy Hackworth, but only Rocket, driven by George Stephenson, met all the organizers' demands; indeed, it far surpassed them and demonstrated the practicability of the long-distance steam railway. With the opening of the Liverpool \& Manchester Railway in 1830, the age of railways began.

Stephenson was active in many aspects. He advised on the construction of the Belgian State Railway, of which the Brussels-Malines section, opened in 1835, was the first all-steam railway on the European continent. In England, proposals to link the L \& MR with the Midlands had culminated in an Act of Parliament for the Grand Junction Railway in 1833: this was to run from Warrington, which was already linked to the L \& MR, to Birmingham. George Stephenson had been in charge of the surveys, and for the railway's construction he and J.U. Rastrick were initially Principal Engineers, with Stephenson's former pupil Joseph Locke under them; by 1835 both Stephenson and Rastrick had withdrawn and Locke was Engineer-in-Chief. Stephenson remained much in demand elsewhere: he was particularly associated with the construction of the North Midland Railway (Derby to Leeds) and related lines. He was active in many other places and carried out, for instance, preliminary surveys for the Chester \& Holyhead and Newcastle \& Berwick Railways, which were important links in the lines of communication between London and, respectively, Dublin and Edinburgh.

He eventually retired to Tapton House, Chesterfield, overlooking the North Midland. A man who was self-made (with great success) against colossal odds, he was ever reluctant, regrettably, to give others their due credit, although in retirement, immensely wealthy and full of honour, he was still able to mingle with people of all ranks.

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SUBJECT AREA: Land transport, Railways and locomotives

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Booth followed his father as a Liverpool corn merchant but had great mechanical aptitude. In 1824 he joined the committee for the proposed Liverpool \& Manchester Railway (L \& MR) and after the company obtained its Act of Parliament in 1826 he was appointed Treasurer.

In 1829 the L \& MR announced a prize competition, the Rainhill Trials, for an improved steam locomotive: Booth, realizing that the power of a locomotive depended largely upon its capacity to raise steam, had the idea that this could be maximized by passing burning gases from the fire through the boiler in many small tubes to increase the heating surface, rather than in one large one, as was then the practice. He was apparently unaware of work on this type of boiler even then being done by Marc Seguin, and the 1791 American patent by John Stevens. Booth discussed his idea with George Stephenson, and a boiler of this type was incorporated into the locomotive Rocket, which was built by Robert Stephenson and entered in the Trials by Booth and the two Stephensons in partnership. The boiler enabled Rocket to do all that was required in the trials, and far more: it became the prototype for all subsequent conventional locomotive boilers.

After the L \& MR opened in 1830, Booth as Treasurer became in effect the general superintendent and was later General Manager. He invented screw couplings for use with sprung buffers. When the L \& MR was absorbed by the Grand Junction Railway in 1845 he became Secretary of the latter, and when, later the same year, that in turn amalgamated with the London \& Birmingham Railway (L \& BR) to form the London \& North Western Railway (L \& NWR), he became joint Secretary with Richard Creed from the L \& BR.

Earlier, completion in 1838 of the railway from London to Liverpool had brought problems with regard to local times. Towns then kept their own time according to their longitude: Birmingham time, for instance, was 7¼ minutes later than London time. This caused difficulties in railway operation, so Booth prepared a petition to Parliament on behalf of the L \& MR that London time should be used throughout the country, and in 1847 the L \& NWR, with other principal railways and the Post Office, adopted Greenwich time. It was only in 1880, however, that the arrangement was made law by Act of Parliament.

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SUBJECT AREA: Railways and locomotives

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Brassey was initially a surveyor and road builder; his first railway contract was for ten miles (16 km) of the Grand Junction Railway in 1835, for which the engineer was Joseph Locke, with whom Brassey became closely associated. Gaining a justified reputation for integrity, Brassey built much of the London \& Southampton, Chester \& Crewe, and Sheffield Ashton-under-Lyne \& Manchester Railways, the Le Havre \& Rouen Railway and many others: by the late 1840s he was employing some 75,000 workers on his contracts. Subsequently, as sole contractor or with partners, Brassey built railways in many European countries, and in Canada, India, Australia and other countries. Between 1848 and 1861 he constructed 2,374 miles (3,820 km) of railway.

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SUBJECT AREA: Civil engineering, Land transport, Railways and locomotives

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Joseph Locke was the son of a colliery viewer who had known George Stephenson in Northumberland before moving to Yorkshire: Locke himself became a pupil of Stephenson in 1823. He worked with Robert Stephenson at Robert Stephenson \& Co.'s locomotive works and surveyed railways, including the Leeds \& Selby and the Canterbury \& Whitstable, for George Stephenson.

When George Stephenson was appointed Chief Engineer for construction of the Liverpool \& Manchester Railway in 1826, the first resident engineer whom he appointed to work under him was Locke, who took a prominent part in promoting traction by locomotives rather than by fixed engines with cable haulage. The pupil eventually excelled the master and in 1835 Locke was appointed in place of Stephenson as Chief Engineer for construction of the Grand Junction Railway. He introduced double-headed rails carried in chairs on wooden sleepers, the prototype of the bullhead track that became standard on British railways for more than a century. By preparing the most detailed specifications, Locke was able to estimate the cost of the railway much more accurately than was usual at that time, and it was built at a cost close to the estimate; this made his name. He became Engineer to the London \& Southampton Railway and completed the Sheffield, Ashton-under-Lyme \& Manchester Railway, including the 3-mile (3.8 km) Woodhead Tunnel, which had been started by Charles Vignoles. He was subsequently responsible for many British main lines, including those of the companies that extended the West Coast Route northwards from Preston to Scotland. He was also Engineer to important early main lines in France, notably that from Paris to Rouen and its extension to Le Havre, and in Spain and Holland. In 1847 Locke was elected MP for Honiton.

Locke appreciated early in his career that steam locomotives able to operate over gradients steeper than at first thought practicable would be developed. Overall his monument is not great individual works of engineering, such as the famous bridges of his close contemporaries Robert Stephenson and I.K. Brunel, but a series of lines built economically but soundly through rugged country without such works; for example, the line over Shap, Cumbria.

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See also: Brassey, Thomas

SUBJECT AREA: Land transport, Railways and locomotives

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John Urpeth Rastrick, son of an engineer, was initially articled to his father and then moved to Ketley Ironworks, Shropshire, c. 1801. In 1808 he entered into a partnership with John Hazledine at Bridgnorth, Shropshire: Hazledine and Rastrick built many steam engines to the designs of Richard Trevithick, including the demonstration locomotive Catch-Me-Who-Can. The firm also built iron bridges, notably the bridge over the River Wye at Chepstow in 1815–16.

Between 1822 and 1826 the Stratford \& Moreton Railway was built under Rastrick's direction. Malleable iron rails were laid, in one of the first instances of their use. They were supplied by James Foster of Stourbridge, with whom Rastrick went into partnership after the death of Hazledine. In 1825 Rastrick was one of a team of engineers sent by the committee of the proposed Liverpool \& Manchester Railway (L \& MR) to carry out trials of locomotives built by George Stephenson on the Killingworth Waggonway. Early in 1829 the directors of the L \& MR, which was by then under construction, sent Rastrick and James Walker to inspect railways in North East England and report on the relative merits of steam locomotives and fixed engines with cable haulage. They reported, rather hesitantly, in favour of the latter, particularly the reciprocal system of Benjamin Thompson. In consequence the Rainhill Trials, at which Rastrick was one of the judges, were held that October. In 1829 Rastrick constructed the Shutt End colliery railway in Worcestershire, for which Foster and Rastrick built the locomotive Agenoria; this survives in the National Railway Museum. Three similar locomotives were built to the order of Horatio Allen for export to the USA.

From then until he retired in 1847 Rastrick found ample employment surveying railways, appearing as a witness before Parliamentary committees, and supervising construction. Principally, he surveyed the southern part of the Grand Junction Railway, which was built for the most part by Joseph Locke, and the line from Manchester to Crewe which was eventually built as the Manchester \& Birmingham Railway. The London \& Brighton Railway (Croydon to Brighton) was his great achievement: built under Rastrick's supervision between 1836 and 1840, it included three long tunnels and the magnificent Ouse Viaduct. In 1845 he was Engineer to the Gravesend \& Rochester Railway, the track of which was laid through the Thames \& Medway Canal's Strood Tunnel, partly on the towpath and partly on a continuous staging over the water.

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See also: Stephenson, Robert

SUBJECT AREA: Land transport, Railways and locomotives

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Worsdell \& Son, Coachbuilders, was set up in Liverpool by Thomas Clarke Worsdell and his son Nathaniel in 1827. They were introduced to George Stephenson and built the tender for Rocket. More importantly, they designed and built for the Liverpool \& Manchester Railway coaches of a type comprising three coach bodies, of contemporary road-coach pattern, mounted together on a rail-wagon underframe. This became the prototype for the conventional, compartment railway coach. Nathaniel Worsdell subsequently became Carriage Superintendent of the Grand Junction Railway and patented the first mail-bag-exchange apparatus early in 1838. The terms he required for its use by the Post Office were too steep, however, and the first bagexchange apparatus of the type subsequently used extensively on British railways was designed later the same year by John Ramsey, a senior Post Office clerk.

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1) Компьютерная техника: Generic Java

2) Медицина: [gastric juice] желудочный сок

3) Спорт: Game Jockey

4) Техника: germanium junction

5) Шутливое выражение: Genius Jenny

6) Политика: Grenada

7) Сокращение: grown junction

8) Физика: гигаДжоуль (GigaJoule)

9) Электроника: Gap Junction

10) СМИ: Greatest Journal

11) Имена и фамилии: George Jefferson

12) Федеральное бюро расследований: Grand Jury

1) Компьютерная техника: Generic Java

2) Медицина: [gastric juice] желудочный сок

3) Спорт: Game Jockey

4) Техника: germanium junction

5) Шутливое выражение: Genius Jenny

6) Политика: Grenada

7) Сокращение: grown junction

8) Физика: гигаДжоуль (GigaJoule)

9) Электроника: Gap Junction

10) СМИ: Greatest Journal

11) Имена и фамилии: George Jefferson

12) Федеральное бюро расследований: Grand Jury

entrée [ɑ̃tʀe]

1. feminine noun

   a. ( = arrivée) entry

• à son entrée, tous se sont tus when he came in, everybody fell silent

• elle a fait une entrée remarquée she made quite an entrance

• faire son entrée dans le salon to enter the lounge

• entrée illégale dans un pays illegal entry into a country

• l'entrée de la Finlande dans l'Union européenne Finland's entry into the European Union

• l'entrée des jeunes dans la vie active est souvent difficile young people often find it difficult to enter the job market

   b. [comédien] faire son entrée to make one's entrance

• rater son entrée (sur scène) to miss one's entrance

   c. ( = accès) entry (de, dans to)

• l'entrée est gratuite/payante there is no admission charge/there is an admission charge

• « entrée » (sur pancarte) "way in"

• « entrée libre » (dans boutique) "come in and look round" ; (dans musée) "admission free"

• « entrée interdite » "no entry"

• « entrée interdite à tout véhicule » "vehicles prohibited"

   d. ( = billet) ticket

• billet d'entrée entrance ticket

• ils ont fait 10 000 entrées they sold 10,000 tickets

• le film a fait 10 000 entrées 10,000 people went to see the film

   e. ( = porte, portail) entrance

• entrée principale main entrance

   f. ( = vestibule) entrance

   g. ( = plat) first course

   h. [de dictionnaire] headword (Brit), entry word (US)

   i. (Computing) input

• entrée-sortie input-output

2. compounds

► entrée des artistes stage door

► entrée de service [d'hôtel] service entrance ; [de villa] tradesmen's entrance

* * *

1) ( point d'accès) entrance (de to)

2) ( d'autoroute) (entry) slip road GB, on-ramp US

3) ( vestibule) gén hall; (d'hôtel, de lieu public) lobby; (porte, grille) entry

4) ( moment initial)

5) ( admission)

6) ( place) ticket

7) ( arrivée) ( de personne) gén, Théâtre entrance; (de véhicule, marchandises) entry

8) ( commencement)

9) Culinaire ( plat) starter

10) Technologie input [U]

11) Linguistique ( de dictionnaire) entry

12) ( de capitaux) inflow

13) ( en comptabilité)

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- entrée des artistes

- entrée en matière

- entrée de service

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* * *

1. nf

1) (lieu d'accès) [local, immeuble] entrance

2) (hall) hallway

3) (à un spectacle, une manifestation) admission

4) (= billet) ticket

5) (à une école) entrance

6) (dans un club ou une organisation) admission

7) (dans local ou domaine) entry

8) (= action d'entrer) entrance

9) CUISINE starter, first course

10) COMMERCE, [marchandises] entry

11) COMMERCE (dans un registre) entry

12) [données] entry, input

13) (autres locutions)

2. entrées nfpl

1)

2) (= recettes) receipts, incomings

* * *

entrée nf

1 ( point d'accès) entrance (de to); à l'entrée at the entrance; l'entrée du bâtiment/de la gare/du tunnel the entrance to the building/to the station/to the tunnel; l'hôtel a trois entrées the hotel has three entrances; ‘entrée’ (sur panneau de boutique, d'hôtel) ‘entrance’; (sur panneau de gare, grand magasin, parking) ‘way in’ GB, ‘entrance’; à l'entrée de la ville on the outskirts of the town; les entrées de Paris sont encombrées the roads into Paris are busy; il y a une pharmacie à l'entrée de la rue there's a chemist's where you turn into the street; se retrouver à l'entrée du bureau to meet outside the office; être arrêté à l'entrée du territoire to be arrested at the border;

2 ( d'autoroute) (entry) slip road GB, on-ramp US; avoir un accident à l'entrée de l'autoroute to have an accident at the motorway junction GB ou freeway junction US;

3 ( vestibule) gén hall; (d'hôtel, de lieu public) lobby; (porte, grille) entry; laisse ton manteau dans l'entrée leave your coat in the hall;

4 ( moment initial) trois mois après mon entrée à l'université three months after I got to university; depuis leur entrée dans notre entreprise since they joined the company; l'entrée dans la récession ne date pas d'hier the beginning of the recession was some time ago;

5 ( admission) l'entrée d'un pays dans une organisation ( accueil) the admission of a country to an organization; ( adhésion) the entry of a country into an organization; ‘entrée libre’ ( gratuite) ‘free admission’; ( publique) ( dans un magasin) ‘browsers welcome’; ( dans un monument) ‘visitors welcome’; l'entrée est gratuite admission is free; l'entrée est payante there's an admission charge; refuser l'entrée à qn to refuse sb entry; se voir refuser l'entrée to be refused entry; ‘entrée interdite’ ‘no admittance’, ‘no entry’;

6 ( place) ticket; deux entrées gratuites two free tickets; nous avons fait 300 entrées ( d'exposition) we had 300 visitors; (de théâtre, ballet) we sold 300 tickets; spectacle qui fait le plein d'entrées show that's a sell-out; c'est 10 euros l'entrée admission is 10 euros; ticket or billet d'entrée ticket;

7 ( arriv ée) ( de personne) gén, Théât entrance; (de véhicule, marchandises) entry; faire une entrée remarquée to make a spectacular entrance; faire/rater son entrée [acteur] to make/to miss one's entrance; réussir son entrée [acteur] to enter on cue; faire son entrée dans le monde/dans la vie professionnelle to enter society/professional life; à l'entrée du professeur dans la classe as ou when the teacher entered the classroom; juste à l'entrée de la voiture dans le virage just as the car went into the bend; faire une entrée discrète to enter discreetly;

8 ( commencement) à l'entrée de l'hiver at the beginning of winter; d'entrée (de jeu) from the outset, from the very start; dès l'entrée from the outset; d'entrée de jeu, il m'a proposé un marché he offered me a deal straight off ou right off;

9 Culin ( plat) starter;

10 Électron, Électrotech, Ordinat ( de donnée) input ¢;

11 Ling ( de dictionnaire) entry;

12 Comm ( marchandises) entrées incoming goods (in a given period);

13 Fin ( de capitaux) inflow;

14 Compta ( recettes) entrées receipts.

entrée d'air Aviat air intake; Mines intake; entrée des artistes Théât stage door; entrée des fournisseurs (d'hôtel, de restaurant) service ou trade entrance; (d'usine, entrepôt) goods entrance; entrée en matière introduction; ton entrée en matière a surpris the way you began surprised people; entrée du personnel staff entrance; entrée de service tradesmen's entrance GB, service entrance.

avoir ses entrées au gouvernement/chez le ministre to be an intimate in government circles/of the minister.

[ɑ̃tre] nom féminin

1. [arrivée] entrance, entry

faire son entrée dans le monde [demoiselle] to come out, to make one's debut in society

entrée en matière [d'un livre] introduction

2. THÉÂTRE entrance

3. [adhésion] entry, admission

4. [accès] entry, admission

a. [dans un magasin] ‘no obligation to buy’

b. [dans un musée] ‘free admission’

a. [dans un local] ‘no entry’, ‘keep out’

b. [pour empêcher le passage] ‘no way in’, ‘no access’

c. [dans un bois] ‘no trespassing’

5. [voie d'accès - à un immeuble] entrance (door) ; [ - à un tunnel, une grotte] entry, entrance, mouth

6. [vestibule - dans un lieu public] entrance (hall), lobby ; [ - dans une maison] hall, hallway

7. LOISIRS [billet] ticket

[spectateur] spectator

[visiteur] visitor

8. CUISINE first course, starter

[dans un repas de gala] entrée

9. INFORMATIQUE

a. [généralement] inputting of data, data input

b. [par saisie] keying in ou keyboarding of data

10. [inscription] entry

[dans un dictionnaire] headword, entry word (US)

11. TECHNOLOGIE

12. MUSIQUE entry

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entrées nom féminin pluriel

[en comptabilité] receipts, takings

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à l'entrée de locution prépositionnelle

1. [dans l'espace] at the entrance ou on the threshold of

2. (littéraire) [dans le temps] at the beginning of

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d'entrée locution adverbiale,

d'entrée de jeu locution adverbiale

from the outset, right from the beginning