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1 Rennie, John
[br]b. 7 June 1761 Phantassie, East Linton, East Lothian, Scotlandd. 4 October 1821 Stamford Street, London, England[br]Scottish civil engineer.[br]Born into a prosperous farming family, he early demonstrated his natural mechanical and structural aptitude. As a boy he spent a great deal of time, often as a truant, near his home in the workshop of Andrew Meikle. Meikle was a millwright and the inventor of a threshing machine. After local education and an apprenticeship with Meikle, Rennie went to Edinburgh University until he was 22. He then travelled south and met James Watt, who in 1784 offered him the post of Engineer at the Albion Flour Mills, London, which was then under construction. Rennie designed all the mill machinery, and it was while there that he began to develop an interest in canals, opening his own business in 1791 in Blackfriars. He carried out work on the Kennet and Avon Canal and in 1794 became Engineer for the company. He meanwhile carried out other surveys, including a proposed extension of the River Stort Navigation to the Little Ouse and a Basingstoke-to-Salisbury canal, neither of which were built. From 1791 he was also engaged on the Rochdale Canal and the Lancaster Canal, as well as the great masonry aqueduct carrying the latter canal across the river Lune at Lancaster. He also surveyed the Ipswich and Stowmarket and the Chelmer and Blackwater Navigations. He advised on the Horncastle Canal in 1799 and on the River Ancholme in 1799, both of which are in Lincolnshire. In 1802 he was engaged on the Royal Canal in Ireland, and in the same year he was commissioned by the Government to prepare a plan for flooding the Lea Valley as a defence on the eastern approach to London in case Napoleon invaded England across the Essex marshes. In 1809 he surveyed improvements on the Thames, and in the following year he was involved in a proposed canal from Taunton to Bristol. Some of his schemes, particularly in the Fens and Lincolnshire, were a combination of improvements for both drainage and navigation. Apart from his canal work he engaged extensively in the construction and development of docks and harbours including the East and West India Docks in London, Holyhead, Hull, Ramsgate and the dockyards at Chatham and Sheerness. In 1806 he proposed the great breakwater at Plymouth, where work commenced on 22 June 1811.He was also highly regarded for his bridge construction. These included Kelso and Musselburgh, as well as his famous Thames bridges: London Bridge (uncompleted at the time of his death), Waterloo Bridge (1810–17) and Southwark Bridge (1815–19). He was elected a Fellow of the Royal Society in 1798.[br]Principal Honours and DistinctionsFRS 1798.Further ReadingC.T.G.Boucher, 1963, John Rennie 1761–1821, Manchester University Press. W.Reyburn, 1972, Bridge Across the Atlantic, London: Harrap.JHB -
2 Rennie dock
док Ренни, полусекцнонный плавучий докБольшой англо-русский и русско-английский словарь > Rennie dock
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3 Rennie dock
док Ренни, полусекцнонный плавучий док -
4 Rennie dock
Техника: док Ренни, полусекционный плавучий док -
5 rennie dock
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6 rennie dock
floating dry dock workshop — плавучий док — мастерская
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7 Barnett, James Rennie
SUBJECT AREA: Ports and shipping[br]b. 6 September 1864 Johnstone, Renfrewshire, Scotlandd. 13 January 1965 Glasgow, Scotland[br]Scottish naval architect described as one of the "Fathers of the Modern Lifeboat Fleet".[br]Barnett studied naval architecture at the University of Glasgow and served an apprenticeship under the yacht designer George L. Watson. This was unusual as most undergraduates tended, then as now, to spend their initial years in the various departments of a shipyard, with concentration on the work of the drawing office. In 1904 Barnett succeeded Watson as Principal of the firm, and was simultaneously appointed Consulting Naval Architect to the Royal National Lifeboat Institution (RNLI), a post he held until his retirement in 1947. During this period many changes in lifeboat design brought increasing efficiency, better ranges of stability and improvements in operational safety. The RNLI recognized the great service of Barnett and his predecessor by naming two lifeboat types after them: the Watson and the Barnett.[br]Principal Honours and DistinctionsOBE 1918. Royal National Lifeboat Institution Gold Medal.BibliographyBarnett was a member of both the Institution of Naval Architects and the Institution of Engineers and Shipbuilders in Scotland. Between 1900 and 1931 he presented a total of six papers to these institutions, on steam yachts, sailing yachts, motor yachts and on lifeboat design.FMW -
8 док ренни
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9 Giles, Francis
[br]b. 1787 Englandd. 4 March 1847 England[br]English civil engineer engaged in canal, harbour and railway construction.[br]Trained as a surveyor in John Rennie's organization, Giles carried out surveys on behalf of Rennie before setting up in practice on his own. His earliest survey seems to have been on the line of the proposed Weald of Kent Canal in 1809. Then in 1811 he surveyed the proposed London \& Cambridge Canal linking Bishops Stortford on the Stort with Cambridge and with a branch to Shefford on the Ivel. In the same year he surveyed the line of the Wey \& Arun Junction Canal, and in 1816, in the same area, the Portsmouth \& Arundel Canal. In 1819 he carried out what is regarded as his first independent commission—the extension of the River Ivel Navigation from Biggleswade to Shefford. At this time he was helping John Rennie on the Aire \& Calder Navigation and continued there after Rennie's death in 1821. In 1825 he was engaged on plans for a London to Portsmouth Ship Canal and also on a suggested link between the Basingstoke and Kennet \& Avon Canals. Later, on behalf of Sir George Duckett, he was Engineer to the Hertford Union Canal, which was completed in 1830, and linked the Regent's Canal to the Lee Navigation. In 1833 he completed the extension of the Sankey Brook Navigation from Fiddler's Ferry to the Mersey at Widnes. One of his last canal works was a survey of the River Lee in 1844. Apart from his canal work, he was appointed Engineer to the Newcastle \& Carlisle Railway in 1829 and designed, among other works, the fine viaducts at Wetheral and Cor by. He was also, for a very short time, Engineer to the London \& Southampton Railway. Among other commissions, he was involved in harbour surveys and works at Dover, Rye, Holyhead, Dundee, Bridport and Dun Laoghaire (Kingstown). He was elected a member of the Institution of Civil Engineers in 1842 and succeeded Telford on the Exchequer Bill Loans Board.[br]Further Reading1848, Memoir 17, London: Institution of Civil Engineers, 9.JHB -
10 Ewart, Peter
SUBJECT AREA: Textiles[br]b. 14 May 1767 Traquair, near Peebles, Scotlandd. September 1842 London, England[br]Scottish pioneer in the mechanization of the textile industry.[br]Peter Ewart, the youngest of six sons, was born at Traquair manse, where his father was a clergyman in the Church of Scotland. He was educated at the Free School, Dumfries, and in 1782 spent a year at Edinburgh University. He followed this with an apprenticeship under John Rennie at Musselburgh before moving south in 1785 to help Rennie erect the Albion corn mill in London. This brought him into contact with Boulton \& Watt, and in 1788 he went to Birmingham to erect a waterwheel and other machinery in the Soho Manufactory. In 1789 he was sent to Manchester to install a steam engine for Peter Drinkwater and thus his long connection with the city began. In 1790 Ewart took up residence in Manchester as Boulton \& Watt's representative. Amongst other engines, he installed one for Samuel Oldknow at Stockport. In 1792 he became a partner with Oldknow in his cotton-spinning business, but because of financial difficulties he moved back to Birmingham in 1795 to help erect the machines in the new Soho Foundry. He was soon back in Manchester in partnership with Samuel Greg at Quarry Bank Mill, Styal, where he was responsible for developing the water power, installing a steam engine, and being concerned with the spinning machinery and, later, gas lighting at Greg's other mills.In 1798, Ewart devised an automatic expansion-gear for steam engines, but steam pressures at the time were too low for such a device to be effective. His grasp of the theory of steam power is shown by his paper to the Manchester Literary and Philosophical Society in 1808, On the Measure of Moving Force. In 1813 he patented a power loom to be worked by the pressure of steam or compressed air. In 1824 Charles Babbage consulted him about automatic looms. His interest in textiles continued until at least 1833, when he obtained a patent for a self-acting spinning mule, which was, however, outclassed by the more successful one invented by Richard Roberts. Ewart gave much help and advice to others. The development of the machine tools at Boulton \& Watt's Soho Foundry has been mentioned already. He also helped James Watt with his machine for copying sculptures. While he continued to run his own textile mill, Ewart was also in partnership with Charles Macintosh, the pioneer of rubber-coated cloth. He was involved with William Fairbairn concerning steam engines for the boats that Fairbairn was building in Manchester, and it was through Ewart that Eaton Hodgkinson was introduced to Fairbairn and so made the tests and calculations for the tubes for the Britannia Railway Bridge across the Menai Straits. Ewart was involved with the launching of the Liverpool \& Manchester Railway as he was a director of the Manchester Chamber of Commerce at the time.In 1835 he uprooted himself from Manchester and became the first Chief Engineer for the Royal Navy, assuming responsibility for the steamboats, which by 1837 numbered 227 in service. He set up repair facilities and planned workshops for overhauling engines at Woolwich Dockyard, the first establishment of its type. It was here that he was killed in an accident when a chain broke while he was supervising the lifting of a large boiler. Engineering was Ewart's life, and it is possible to give only a brief account of his varied interests and connections here.[br]Further ReadingObituary, 1843, "Institution of Civil Engineers", Annual General Meeting, January. Obituary, 1843, Manchester Literary and Philosophical Society Memoirs (NS) 7. R.L.Hills, 1987–8, "Peter Ewart, 1767–1843", Manchester Literary and PhilosophicalSociety Memoirs 127.M.B.Rose, 1986, The Gregs of Quarry Bank Mill The Rise and Decline of a Family Firm, 1750–1914, Cambridge (covers E wart's involvement with Samuel Greg).R.L.Hills, 1970, Power in the Industrial Revolution, Manchester; R.L.Hills, 1989, Powerfrom Steam, Cambridge (both look at Ewart's involvement with textiles and steam engines).RLH -
11 Vignoles, Charles Blacker
[br]b. 31 May 1793 Woodbrook, Co. Wexford, Irelandd. 17 November 1875 Hythe, Hampshire, England[br]English surveyor and civil engineer, pioneer of railways.[br]Vignoles, who was of Huguenot descent, was orphaned in infancy and brought up in the family of his grandfather, Dr Charles Hutton FRS, Professor of Mathematics at the Royal Military Academy, Woolwich. After service in the Army he travelled to America, arriving in South Carolina in 1817. He was appointed Assistant to the state's Civil Engineer and surveyed much of South Carolina and subsequently Florida. After his return to England in 1823 he established himself as a civil engineer in London, and obtained work from the brothers George and John Rennie.In 1825 the promoters of the Liverpool \& Manchester Railway (L \& MR) lost their application for an Act of Parliament, discharged their engineer George Stephenson and appointed the Rennie brothers in his place. They in turn employed Vignoles to resurvey the railway, taking a route that would minimize objections. With Vignoles's route, the company obtained its Act in 1826 and appointed Vignoles to supervise the start of construction. After Stephenson was reappointed Chief Engineer, however, he and Vignoles proved incompatible, with the result that Vignoles left the L \& MR early in 1827.Nevertheless, Vignoles did not sever all connection with the L \& MR. He supported John Braithwaite and John Ericsson in the construction of the locomotive Novelty and was present when it competed in the Rainhill Trials in 1829. He attended the opening of the L \& MR in 1830 and was appointed Engineer to two railways which connected with it, the St Helens \& Runcorn Gap and the Wigan Branch (later extended to Preston as the North Union); he supervised the construction of these.After the death of the Engineer to the Dublin \& Kingstown Railway, Vignoles supervised construction: the railway, the first in Ireland, was opened in 1834. He was subsequently employed in surveying and constructing many railways in the British Isles and on the European continent; these included the Eastern Counties, the Midland Counties, the Sheffield, Ashton-under-Lyme \& Manchester (which proved for him a financial disaster from which he took many years to recover), and the Waterford \& Limerick. He probably discussed rail of flat-bottom section with R.L. Stevens during the winter of 1830–1 and brought it into use in the UK for the first time in 1836 on the London \& Croydon Railway: subsequently rail of this section became known as "Vignoles rail". He considered that a broader gauge than 4 ft 8½ in. (1.44 m) was desirable for railways, although most of those he built were to this gauge so that they might connect with others. He supported the atmospheric system of propulsion during the 1840s and was instrumental in its early installation on the Dublin \& Kingstown Railway's Dalkey extension. Between 1847 and 1853 he designed and built the noted multi-span suspension bridge at Kiev, Russia, over the River Dnieper, which is more than half a mile (800 m) wide at that point.Between 1857 and 1863 he surveyed and then supervised the construction of the 155- mile (250 km) Tudela \& Bilbao Railway, which crosses the Cantabrian Pyrenees at an altitude of 2,163 ft (659 m) above sea level. Vignoles outlived his most famous contemporaries to become the grand old man of his profession.[br]Principal Honours and DistinctionsFellow of the Royal Astronomical Society 1829. FRS 1855. President, Institution of Civil Engineers 1869–70.Bibliography1830, jointly with John Ericsson, British patent no. 5,995 (a device to increase the capability of steam locomotives on grades, in which rollers gripped a third rail).1823, Observations upon the Floridas, New York: Bliss \& White.1870, Address on His Election as President of the Institution of Civil Engineers.Further ReadingK.H.Vignoles, 1982, Charles Blacker Vignoles: Romantic Engineer, Cambridge: Cambridge University Press (good modern biography by his great-grandson).See also: Samuda, Joseph d'AguilarPJGRBiographical history of technology > Vignoles, Charles Blacker
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12 dock
1) док; верфь; эллинг || доковать2) ангар3) причал6) помост8) космонавт. стыковаться•-
balance dock
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basin dock
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box dock
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building dock
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bulk-handling cargo dock
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dry dock
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ferry dock
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fitting-out dock
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floating dock
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fueling dock
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graving dock
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hydraulic lift dock
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hydraulic dock
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oil dock
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open dock
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outfitting dock
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principle dock
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railway dry dock
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Rennie dock
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self-docking floating dock
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single-walled floating dock
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slip dock
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train-ferry dock
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wet dock -
13 док Ренни
Engineering: Rennie dock -
14 полусекционный плавучий док
Engineering: Rennie dockУниверсальный русско-английский словарь > полусекционный плавучий док
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15 Students for a Democratic Society
сокр SDSСамая крупная организация "нового левого" [ New Left] движения 1960-х. Создана в 1960 и представляла собой собрание студенческих групп, разнородных по мировоззрению и политической ориентации. Часть членов организации выступала в защиту идеалов прямой демократии, призывая студентов к активному участию в политике. Активно участвовала в антивоенном движении [ antiwar movement]. Из числа руководителей движения стране стали известны имена Т. Хейдена [Hayden, Tom], Р. Дэвиса [Davis, Rennie] и др. "Новые левые" пытались создать союз с партией "Черные пантеры" [ Black Panthers]. Многих студентов привлекала среди "новых левых" группа "Йиппи" [ Yippies]. Общей идеологической платформой всех групп было убеждение в разложении и упадке буржуазного общества. В 1969 организация раскололась на отдельные фракцииEnglish-Russian dictionary of regional studies > Students for a Democratic Society
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16 camisa
сущ.; исп.; Mej., SK, DT 4блуза для верховой езды (вероятно, исключительно женская; от испанского рубашка, сорочка)The riding blouses were on hangers in the corner; they had come four days ago and Susan hadn’t even deigned to take them up to her room. There were three of them, one red, one green, one blue, all silk, all undoubtedly worth a small fortune. She loathed their pretension, and the overblown, blushy-frilly look of them: full sleeves to flutter artistically in the wind, great floppy foolish collars… and, of course, the low-scooped fronts which were probably all Thorin would see if she appeared before him dressed in one. / <…> / … If one of the Barony’s drovers should see you—even Rennie, he’s out that way all the time, as ye well know—it wouldn’t hurt for him to mention to Hart that he saw yer wearing one of the camisas that he so kindly gave to ye. — Блузы для верховой езды висели на плечиках в углу. Висели уже четыре дня, но Сюзан так и не собралась отнести их наверх, в свою комнату. Три: красная, зеленая и синяя, все шелковые, каждая, несомненно, стоила больших денег. Сюзан ненавидела всю эту роскошь, показуху. Широкие рукава, раздуваемые ветром, красивые отложные воротники и, ну как же без этого, вырез на груди, чтобы было куда посмотреть Торину, если он встретит ее в такой блузе. / <…> / … Но если один из конезаводчиков феода, к примеру, Ренни, он постоянно на Спуске, как ты знаешь, увидит тебя, будет совсем неплохо, если он упомянет при Торине, что ты скакала в блузе, которую подарил тебе мэр. (ТБ 4)
English-Russian dictionary of neologisms from a series of books by Stephen King "Dark Tower" > camisa
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17 Badger, Clarence G.
1880-1964Nacido en San Francisco y procedente, profesionalmente, del mundo de la fotografia, Clarence G. Bad ger se introduce en el mundo del cine por azar, en 1915. Guionista en el periodo mudo, realiza muchos cortometrajes en la decada de los anos diez, sobre todo comedias para Mack Sennett –hasta 1917–, y para el productor Samuel Goldwyn a partir de esa fecha. A mediados de los anos veinte pasa a Pa ramount. Incorporado al cine sonoro, llega a dirigir do ce peliculas, ninguna de las cuales tiene el menor interes, incluidos los tres westerns que realiza, el ultimo de los cuales se desarrolla en Australia, pais al que emigra Badger en 1936.The Bad Man (El hombre malo). 1930. 77 minutos. Blanco y Negro. First National. Walter Huston, Dorothy Revier, James Rennie, Sidney Blackmer, O. P. Heggie.Woman Hungry. 1931. 65 minutos. Primitivo color. WB. Sidney Blackmer, Lila Lee.Rangle River. 1936. 86 minutos. Blanco y Negro. Hoffberg Productions (Columbia). Victor Jory, Margaret Dare.English-Spanish dictionary of western films > Badger, Clarence G.
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18 Dillon, John Francis
1884-1934Muerto en 1934, este prolifico actor y director em pezo su carrera a principios de los 10, con Keystone; su mundo es, pues, el de la comedia. Dirige unas pocas peliculas sonoras hasta su muerte y, entre ellas, un western poco destacable.The Girl of the Golden West (La chica del dorado Oeste). 1930. 81 minutos. Blanco y Negro. First National. Ann Harding, James Rennie, Harry Bannister.English-Spanish dictionary of western films > Dillon, John Francis
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19 Lloyd, Frank
1886-1976Sera siempre recordado como el director de Rebe lion a bordo (Mutiny on the Bounty, 1935), interpretada por Clark Gable y Charles Laughton, que consiguio el Oscar a la Mejor Pelicula. Escoces de nacimiento, fue actor de teatro en Inglaterra, antes de llegar a los Estados Unidos en 1913. En America empieza actuando para pasar a ser, algo mas tarde, guionista y director. Fue uno de los fundadores de la Academia de Hollywood, de la que fue presidente entre 1934 y 1935. Dirige mas de 130 peliculas, de las que cien corresponden al periodo mudo. No es un especialista del western aunque dirige algunos de cierto prestigio. Aparte del resenado Mutiny on the Bounty sus mejores filmes son, sin duda, Cabalgata (Cavalcade, 1933), y Si yo fuera rey (If I Were King, 1938), ambas de la decada de los 30, que fue con claridad la mejor para Lloyd desde el punto de vista creativo.The Lash (Sin patria). 1930. 75 minutos. Blanco y Negro. First National. Richard Barthelmess, James Rennie, Mary Astor.Wells Fargo (Una nacion en marcha). 1937. 115 minutos. Blanco y Negro. Paramount. Joel McCrea, Bob Burns, Frances Dee, Lloyd Nolan.Lady from Cheyenne (Una mujer de caracter). 1941. 88 minutos. Blanco y Negro. Universal. Loretta Young, Robert Preston, Edward Arnold.The Last Command (Ultima orden). 1955. 110 minutos. Trucolor. Republic. Sterling Hayden, Anna Maria Alberguetti, Richard Carlson. -
20 McEveety, Bernard
1924-2004Fue director de innumerables capitulos de series de television, medio en el que se inicio como director en 1959. Solo unas pocas peliculas, y en particular un par de westerns, lo avalan como director de cine. Hijo del tambien director del mismo nombre y apellido, la hipotetica confusion entre ambos queda dese chada porque este solo trabajo en el periodo mudo.Ride Beyond Vengeance (Noche de violencia). 1966. 101 minutos. Pathe color. Columbia. Chuck Connors, Michael Rennie, Kathryn Hays, Joan Blondell, Gloria Grahame.One Little Indian. 1973. 90 minutos. Technicolor. Walt Disney. James Garner, Vera Miles, Pat Hingle.English-Spanish dictionary of western films > McEveety, Bernard
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