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1 JOHN
чаще всего означает туалет. Так прямо на кабинках и пишут (см. рис.
(К слову andy gump. John (см. надпись) - это горшок. А перевозной горшок в кабинке - это уже портативный туалет (Port-Able-John или Andy Gump, см. верхнее фото). На нижнем снимке - натуральный исторический туалет во дворе (outhouse), в доме-музее Линкольна. Раньше все же туалеты далеко не возили, и все было понятно без подписи)). Интересующимся туалетным вопросом (а иных нет - каждый из нас периодами думает только об этом) предлагаем прочесть восхитительную историю сэра Джона Креппера (см. CRAP) и внимательно изучить рис. 
(Авторы этого указателя хотели привести слово "туалет" на разных языках. Но видите, что получается, если подписи небрежно использовать? The Jon, обычное, простецкое название унитаза. Более вежливые названия туалета, для общественных мест, - bathroom или restroom. У нас тоже иногда, стараясь быть деликатными, говорят, что нужно сходить в ванную (bathroom), но мы-то понимаем, что ванна и горшок - вещи разные. А англоязычный читатель после такой картинки может решить, что унитаз у нас именно ванной и называется или что мы для этих дел ванну обычно и употребляем). Синонимов масса. Официальные: public convenience, lavatory, W.C., bathroom, restroom, toilet. А неофициальных еще больше (самые грубые - (*) shithouse и (*) crapper). О терминах andy gump, loo, pot и can вы можете прочесть в нашем словаре. Заметим, что в глубокую старину, скажем, в 16-м веке, в том же значении говорили Jack.Забавно, что имена John (Joe) и Jack используются и просто в значении "man" - мужчина. Это не очень уважительные термины, к примеру, john - распространенное название клиентов проститутки. "She killed the men - johns who picked her up on the road - in order to rob them" (D.Denby, из истории приключений одной замечательной американской женщины, ее звали Aileen Wuornos).Кроме того, термином Big John (Long John) иногда называют и главную мужскую принадлежность (см. рис.
(Так пишут только для мужчин и понятно где)).Go to the john (to) — идти на горшок.
John Doe — средний, рядовой человек (в полицейском контексте - неизвестный). Jane Doe - такая же женщина.
Joe Shit the Ragman — обидная кличка рядового американской армии (переведите в качестве самостоятельного упражнения сами). Как можно назвать солдата нейтрально мы уже упоминали (см. GI).
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2 Metcalf, John
[br]b. 1717 Knaresborough, Yorkshire, England d. 1810[br]English pioneer road builder.[br]The son of poor working parents, at the age of 6 an attack of smallpox left him blind; however, this did not restrict his future activities, which included swimming and riding. He learned the violin and was much employed as the fiddle-player at country parties. He saved enough money to buy a horse on which he hunted. He took part in bowls, wrestling and boxing, being a robust six foot two inches tall. He rode to Whitby and went thence by boat to London and made other trips to York, Reading and Windsor. In 1740 Colonel Liddell offered him a seat in his coach from London to Harrogate, but he declined and got there more quickly on foot. He set up a one-horse chaise and a four-wheeler for hire in Harrogate, but the local innkeepers set up in competition in the public hire business. He went into the fish business, buying at the coast and selling in Leeds and other towns, but made little profit so he took up his violin again. During the rebellion of 1745 he recruited for Colonel Thornton and served to fight at Hexham, Newcastle and Falkirk, returning home after the Battle of Culloden. He then started travelling between Yorkshire, where be bought cotton and worsted stockings, and Aberdeen, where he sold horses. He set up a twice-weekly service of stage wagons between Knaresborough and York.In 1765 an Act was passed for a turnpike road between Harrogate and Boroughbridge and he offered to build the Master Surveyor, a Mr Ostler, three miles (5 km) of road between Minskip and Fearnly, selling his wagons and his interest in the carrying business. The road was built satisfactorily and on time. He then quoted for a bridge at Boroughbridge and for a turnpike road between Knaresborough and Harrogate. He built many other roads, always doing the survey of the route on his own. The roads crossed bogs on a base of ling and furze. Many of his roads outside Yorkshire were in Lancashire, Cheshire and Derbyshire. In all he built some 180 miles (290 km) of road, for which he was paid some £65,000.He worked for thirty years on road building, retiring in old age to a cotton business in Stockport where he had six spinning jennies and a carding engine; however, he found there was little profit in this so he gave the machinery to his son-in-law. The last road he built was from Haslington to Accrington, but due to the rise in labour costs brought about by the demand from the canal boom, he only made £40 profit on a £3,000 contract; the road was completed in 1792, when he retired to his farm at Spofforth at the age of 75. There he died, leaving a wife, four children, twenty grandchildren and ninety greatgrandchildren. His wife was the daughter of the landlord of the Granby Inn, Knaresborough.[br]Further ReadingS.Smiles, Lives of the Engineers, Metcalfe, Telford: John Murray.IMcN -
3 McAdam, John Loudon
[br]b. 21 September 1756 Ayr, Ayrshire, Scotlandd. 26 November 1836 Moffat, Dumfriesshire, Scotland[br]Scottish road builder, inventor of the macadam road surface.[br]McAdam was the son of one of the founder of the first bank in Ayr. As an infant, he nearly died in a fire which destroyed the family's house of Laywyne, in Carsphairn parish; the family then moved to Blairquhan, near Straiton. Thence he went to the parish school in Maybole, where he is said to have made a model section of a local road. In 1770, when his father died, he was sent to America where he was brought up by an uncle who was a merchant in New York. He stayed in America until the close of the revolution, becoming an agent for the sale of prizes and managing to amass a considerable fortune. He returned to Scotland where he settled at Sauchrie in Ayrshire. There he was a magistrate, Deputy-Lieutenant of the county and a road trustee, spending thirteen years there. In 1798 he moved to Falmouth in Devon, England, on his appointment as agent for revictualling of the Royal Navy in western ports.He continued the series of experiments started in Ayrshire on the construction of roads. From these he concluded that a road should be built on a raised foundation with drains formed on either side, and should be composed of a number of layers of hard stone broken into angular fragments of roughly cubical shape; the bottom layer would be larger rocks, with layers of progressively smaller rocks above, all bound together with fine gravel. This would become compacted and almost impermeable to water by the action of the traffic passing over it. In 1815 he was appointed Surveyor-General of Bristol's roads and put his theories to the test.In 1823 a Committee of the House of Commons was appointed to consider the use of "macadamized" roads in larger towns; McAdam gave evidence to this committee, and it voted to give him £10,000 for his past work. In 1827 he was appointed Surveyor-General of Roads and moved to Hoddesdon, Hertfordshire. From there he made yearly visits to Scotland and it was while returning from one of these that he died, at Moffat in the Scottish Borders. He had married twice, both times to American women; his first wife was the mother of all seven of his children.McAdam's method of road construction was much cheaper than that of Thomas Telford, and did much to ease travel and communications; it was therefore adopted by the majority of Turnpike Trusts in Britain, and the macadamization process quickly spread to other countries.[br]Bibliography1819. A Practical Essay on the Scientific Repair and Preservation of Roads.1820. Present State of Road-Making.Further ReadingR.Devereux, 1936, John Loudon McAdam: A Chapter from the History of Highways, London: Oxford University Press.IMcN -
4 MacNeill, Sir John Benjamin
[br]b. 1793 (?) Mount Pleasant, near Dundalk, Louth, Irelandd. 2 March 1880[br]Irish railway engineer and educator.[br]Sir John MacNeill became a pupil of Thomas Telford and served under him as Superintendent of the Southern Division of the Holyhead Road from London to Shrewsbury. In this capacity he invented a "Road Indicator" or dynamometer. Like other Telford followers, he viewed the advent of railways with some antipathy, but after the death of Telford in 1834 he quickly became involved in railway construction and in 1837 he was retained by the Irish Railway Commissioners to build railways in the north of Ireland (Vignoles received the commission for the south). Much of his subsequent career was devoted to schemes for Irish railways, both those envisaged by the Commissioners and other private lines with more immediately commercial objectives. He was knighted in 1844 on the completion of the Dublin \& Drogheda Railway along the east coast of Ireland. In 1845 MacNeill lodged plans for over 800 miles (1,300 km) of Irish railways. Not all of these were built, many falling victim to Irish poverty in the years after the Famine, but he maintained a large staff and became financially embarrassed. His other schemes included the Grangemouth Docks in Scotland, the Liverpool \& Bury Railway, and the Belfast Waterworks, the latter completed in 1843 and subsequently extended by Bateman.MacNeill was an engineer of originality, being the person who introduced iron-lattice bridges into Britain, employing the theoretical and experimental work of Fairbairn and Eaton Hodgkinson (the Boyne Bridge at Drogheda had two such spans of 250ft (76m) each). He also devised the Irish railway gauge of 5 ft 2 in. (1.57 m). Consulted by the Board of Trinity College, Dublin, regarding a School of Engineering in 1842, he was made an Honorary LLD of the University and appointed the first Professor of Civil Engineering, but he relinquished the chair to his assistant, Samuel Downing, in 1846. MacNeill was a large and genial man, but not, we are told, "of methodical and business habit": he relied heavily on his subordinates. Blindness obliged him to retire from practice several years before his death. He was an early member of the Institution of Civil Engineers, joining in 1827, and was elected a Fellow of the Royal Society in 1838.[br]Principal Honours and DistinctionsFRS 1838.Further ReadingDictionary of National Biography. Proceedings of the Institution of Civil Engineers73:361–71.ABBiographical history of technology > MacNeill, Sir John Benjamin
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5 Wyatt, John
[br]b. April 1700 Thickbroom, Weeford, near Lichfield, Englandd. 29 November 1766 Birmingham, England[br]English inventor of machines for making files and rolling lead, and co-constructor of a cotton-spinning machine.[br]John Wyatt was the eldest son of John and Jane Wyatt, who lived in the small village of Thickbroom in the parish of Weeford, near Lichfield. John the younger was educated at Lichfield school and then worked as a carpenter at Thickbroom till 1730. In 1732 he was in Birmingham, engaged by a man named Heely, a gunbarrel forger, who became bankrupt in 1734. Wyatt had invented a machine for making files and sought the help of Lewis Paul to manufacture this commercially.The surviving papers of Paul and Wyatt in Birmingham are mostly undated and show a variety of machines with which they were involved. There was a machine for "making lead hard" which had rollers, and "a Gymcrak of some consequence" probably refers to a machine for boring barrels or the file-making machine. Wyatt is said to have been one of the unsuccessful competitors for the erection of London Bridge in 1736. He invented and perfected the compound-lever weighing machine. He had more success with this: after 1744, machines for weighing up to five tons were set up at Birmingham, Chester, Gloucester, Hereford, Lichfield and Liverpool. Road construction, bridge building, hydrostatics, canals, water-powered engines and many other schemes received his attention and it is said that he was employed for a time after 1744 by Matthew Boulton.It is certain that in April 1735 Paul and Wyatt were working on their spinning machine and Wyatt was making a model of it in London in 1736, giving up his work in Birmingham. The first patent, in 1738, was taken out in the name of Lewis Paul. It is impossible to know which of these two invented what. This first patent covers a wide variety of descriptions of the vital roller drafting to draw out the fibres, and it is unknown which system was actually used. Paul's carding patent of 1748 and his second spinning patent of 1758 show that he moved away from the system and principles upon which Arkwright built his success. Wyatt and Paul's spinning machines were sufficiently promising for a mill to be set up in 1741 at the Upper Priory, Birmingham, that was powered by two asses. Wyatt was the person responsible for constructing the machinery. Edward Cave established another at Northampton powered by water while later Daniel Bourn built yet another at Leominster. Many others were interested too. The Birmingham mill did not work for long and seems to have been given up in 1743. Wyatt was imprisoned for debt in The Fleet in 1742, and when released in 1743 he tried for a time to run the Birmingham mill and possibly the Northampton one. The one at Leominster burned down in 1754, while the Northampton mill was advertised for sale in 1756. This last mill may have been used again in conjunction with the 1758 patent. It was Wyatt whom Daniel Bourn contacted about a grant for spindles for his Leominster mill in 1748, but this seems to have been Wyatt's last association with the spinning venture.[br]Further ReadingG.J.French, 1859, The Life and Times of Samuel Crompton, London (French collected many of the Paul and Wyatt papers; these should be read in conjunction with Hills 1970).R.L.Hills, 1970, Power in the Industrial Revolution, Manchester (Hills shows that the rollerdrafting system on this spinning machine worked on the wrong principles). A.P.Wadsworth and J.de L.Mann, 1931, The Cotton Trade and Industrial Lancashire, 1600–1780, Manchester (provides good coverage of the partnership of Paul and Wyatt and of the early mills).E.Baines, 1835, History of the Cotton Manufacture in Great Britain, London (this publication must be mentioned, although it is now out of date).W.English, 1969, The Textile Industry, London (a more recent account).W.A.Benton, "John Wyatt and the weighing of heavy loads", Transactions of the Newcomen Society 9 (for a description of Wyatt's weighing machine).RLH -
6 Levers (Leavers), John
SUBJECT AREA: Textiles[br]fl. 1812–21 Englandd. after 1821 Rouen, France[br]English improver of lace-making machines that formed the basis for many later developments.[br]John Heathcote had shown that it was possible to make lace by machine with his patents of 1808 and 1809. His machines were developed and improved by John Levers. Levers was originally a hosiery frame-smith and setter-up at Sutton-in-Ashfield but moved to Nottingham, where he extended his operations to the construction of point-net and warp-lace machinery. In the years 1812 and 1813 he more or less isolated himself in the garret of a house in Derby Road, where he assembled his lacemaking machine by himself. He was helped by two brothers and a nephew who made parts, but they saw it only when it was completed. Financial help for making production machines came from the firm of John Stevenson \& Skipwith, lace manufacturers in Nottingham. Levers never sought a patent, as he was under the mistaken impression that additions or improvements to an existing patented machine could not be protected. An early example of the machine survives at the Castle Museum in Nottingham. Although his prospects must have seemed good, for some reason Levers dissolved his partnership with Stevenson \& Co. and continued to work on improving his machine. In 1817 he altered it from the horizontal to the upright position, building many of the machines each year. He was a friendly, kind-hearted man, but he seems to have been unable to apply himself to his business, preferring the company of musicians—he was a bandmaster of the local militia—and was soon frequently without money, even to buy food for his family. He emigrated in 1821 to Rouen, France, where he set up his lace machines and where he subsequently died; when or in what circumstances is unknown. His machine continued to be improved and was adapted to work with the Jacquard mechanism to select the pattern.[br]Further ReadingW.Felkin, 1967, History of the Machine-wrought Hosiery and Lace Manufactures, reprint, Newton Abbot (orig. pub. 1867) (the main account of the Levers machine).W.English, 1969, The Textile Industry, London (a brief account of the Levers lace machine).D.M.Smith, 1965, Industrial Archaeology of the East Midlands, Dawlish (includes an illustration of Levers's machine).RLH -
7 Russell, John Scott
SUBJECT AREA: Ports and shipping[br]b. 9 May 1808 Parkhead, near Glasgow, Scotlandd. 8 June 1882 Isle of Wight, England[br]Scottish engineer, naval architect and academic.[br]A son of the manse, Russell was originally destined for the Church and commenced studies at the University of St Andrews, but shortly afterwards he transferred to Glasgow, graduating MA in 1825 when only 17 years old. He began work as a teacher in Edinburgh, working up from a school to the Mechanics Institute and then in 1832 to the University, where he took over the classes in natural philosophy following the death of the professor. During this period he designed and advised on the application of steam power to road transport and to the Forth and Clyde Canal, thereby awakening his interest in ships and naval architecture.Russell presented papers to the British Association over several years, and one of them, The Wave Line Theory of Ship Form (although now superseded), had great influence on ship designers of the time and helped to establish the formal study of hydromechanics. With a name that was becoming well known, Russell looked around for better opportunities, and on narrowly missing appointment to the Chair of Mathematics at Edinburgh University he joined the upand-coming Clyde shipyard of Caird \& Co., Greenock, as Manager in 1838.Around 1844 Russell and his family moved to London; following some business problems he was in straitened circumstances. However, appointment as Secretary to the Committee setting up the Great Exhibition of 1851 eased his path into London's intellectual society and allowed him to take on tasks such as, in 1847, the purchase of Fairbairn's shipyard on the Isle of Dogs and the subsequent building there of I.K. Brunel's Great Eastern steamship. This unhappy undertaking was a millstone around the necks of Brunel and Russell and broke the health of the former. With the yard failing to secure the order for HMS Warrior, the Royal Navy's first ironclad, Russell pulled out of shipbuilding and for the remainder of his life was a designer, consultant and at times controversial, but at all times polished and urbane, member of many important committees and societies. He is remembered as one of the founders of the Institution of Naval Architects in 1860. His last task was to design a Swiss Lake steamer for Messrs Escher Wyss, a company that coincidentally had previously retained Sir William Fairbairn.[br]Principal Honours and DistinctionsFRS 1847.BibliographyJohn Scott Russell published many papers under the imprint of the British Association, the Royal Society of Arts and the Institution of Naval Architects. His most impressive work was the mammoth three-volume work on shipbuilding published in London in 1865 entitled The Modern System of Naval Architecture. Full details and plans of the Great Eastern are included.Further ReadingG.S.Emmerson, 1977, John Scott Russell, a Great Victorian Engineer and Naval Architect, London: MurrayFMW -
8 hit the road
1.сваливать, убираться, скатертью дорога, катись отсюда: — Where is John? I don't know. He said nothing and hit the road.—Джон? Не знаю, где он. Он ничего не сказал и просто свалил. 2.English-Russian slang from the book M. Goldenkova "Caution, hot dog" > hit the road
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9 Jervis, John Bloomfield
[br]b. 14 December 1795 Huntingdon, New York, USAd. 12 January 1885 Rome, New York, USA[br]American pioneer of civil engineering and locomotive design.[br]Jervis assisted in the survey and construction of the Erie Canal, and by 1827 was Chief Engineer of the Delaware \& Hudson Canal and, linked with it, the Carbondale Railroad. He instructed Horatio Allen to go to England to purchase locomotives in 1828, and the locomotive Stourbridge Lion, built by J.U. Rastrick, was placed on the railway in 1829. It was the first full-size locomotive to run in America, but the track proved too weak for it to be used regularly. In 1830 Jervis became Chief Engineer to the Mohawk \& Hudson Rail Road, which was the first railway in New York State and was opened the following year. In 1832 the 4–2–0 locomotive Experiment was built to his plans by West Point Foundry: it was the first locomotive to have a leading bogie or truck. Jervis was subsequently associated with many other extensive canals and railways and pioneered economic analysis of engineering problems to enable, for example, the best choice to be made between two possible routes for a railroad.[br]Bibliography1861, Railway Property, New York.Further ReadingJ.H.White Jr, 1979, A History of the American Locomotive-Its Development: 1830–1880, New York: Dover Publications Inc.J.K.Finch, 1931, "John Bloomfield Jervis, civil engineer", Transactions of the Newcomen Society, 11.PJGRBiographical history of technology > Jervis, John Bloomfield
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10 Knight, John Peake
[br]b. 1828d. 1886[br]English railway engineer, inventor of the first road traffic lights in Britain.[br]Knight was initially employed as a clerk at the Midland Railway in Derby, and in 1846 he had a job in the audit office of the Brighton Railway. From 1854 to 1869 he was Superintendent of the South Eastern Railway and then became manager of the London, Brighton and South Coast Railway, a post he held until his death. During this period many improvements were put in hand, including the interlocking of signals, the block system, the incorporation of Westinghouse brakes (in 1878), Pullman cars (1877) and electric lighting.In 1868 it was decided to erect the first set of traffic lights in London in Bridge Street, New Palace Yard, Westminster, and the authorities naturally sought the advice of an engineer familiar with railway practice. Thus John Knight was called in, and red and green lights mounted on the ends of semaphore arms were duly installed. Unfortunately, a fault in the gas supply of this set of lights caused an explosion which killed a police constable.[br]Principal Honours and DistinctionsLieutenant-Colonel, Engineer and Railway Volunteer Staff Corps 1870–86. Associate, Institution of Civil Engineers 1872. Legion of Honour 1878.Further ReadingObituary, 1886, The Engineer 62.IMcN -
11 Forbes Road
Дорога через западную Пенсильванию, проложенная в 1758 для экспедиции Дж. Форбса [ Forbes, John] на форт Дюкен [ Fort Duquesne]. Начиналась к западу от г. Бедфорда и шла через Аллеганы [ Allegheny Mountains] к Питсбургу. Потеряв военно-стратегическое значение после Войны французами и индейцами [ French and Indian War], дорога в течении 30 лет служила основным связующим звеном между восточной частью страны и долиной [ Ohio River], когда по ней прошли тысячи переселенцев. Параллельно дороге Форбса теперь проходит современное шоссе [U.S. 30]English-Russian dictionary of regional studies > Forbes Road
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12 Forbes, John
(1710-1759) Форбс, ДжонБританский генерал, активно участвовавший в Войне с французами и индейцами [ French and Indian War]. В 1758 возглавил экспедицию по взятию французского форта Дюкен [ Fort Duquesne] на р. Огайо [ Ohio River]. Перекрыл дорогу через Аллеганы [ Allegheny Mountains], позднее названную его именем [ Forbes Road]. Разделил своих людей на три бригады, одной из которых командовал Дж. Вашингтон [ Washington, George], и атаковал форт, который французы оставили, но предварительно сожгли. На его месте Форбс заложил форт Питт [ Fort Pitt]English-Russian dictionary of regional studies > Forbes, John
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13 Roebling, John Augustus
SUBJECT AREA: Civil engineering[br]b. 12 July 1806 Muhlhausen, Prussiad. 22 July 1869 Brooklyn, New York, USA[br]German/American bridge engineer and builder.[br]The son of Polycarp Roebling, a tobacconist, he studied mathematics at Dr Unger's Pedagogium in Erfurt and went on to the Royal Polytechnic Institute in Berlin, from which he graduated in 1826 with honours in civil engineering. He spent the next three years working for the Prussian government on the construction of roads and bridges. With his brother and a group of friends, he emigrated to the United States, sailing from Bremen on 23 May 1831 and docking in Philadelphia eleven weeks later. They bought 7,000 acres (2,800 hectares) in Butler County, western Pennsylvania, and established a village, at first called Germania but later known as Saxonburg. Roebling gave up trying to establish himself as a farmer and found work for the state of Pennsylvania as Assistant Engineer on the Beaver River canal and others, then surveying a railroad route across the Allegheny Mountains. During his canal work, he noted the failings of the hemp ropes that were in use at that time, and recalled having read of wire ropes in a German journal; he built a rope-walk at his Saxonburg farm, bought a supply of iron wire and trained local labour in the method of wire twisting.At this time, many canals crossed rivers by means of aqueducts. In 1844, the Pennsylvania Canal aqueduct across the Allegheny River was due to be renewed, having become unsafe. Roebling made proposals which were accepted by the canal company: seven wooden spans of 162 ft (49 m) each were supported on either side by a 7 in. (18 cm) diameter cable, Roebling himself having to devise all the machinery required for the erection. He subsequently built four more suspension aqueducts, one of which was converted to a toll bridge and was still in use a century later.In 1849 he moved to Trenton, New Jersey, where he set up a new wire rope plant. In 1851 he started the construction (completed in 1855) of an 821 ft (250 m) long suspension railroad bridge across the Niagara River, 245 ft (75 m) above the rapids; each cable consisted of 3,640 wrought iron wires. A lower deck carried road traffic. He also constructed a bridge across the Ohio River between Cincinnati and Covington, a task which was much protracted due to the Civil War; this bridge was finally completed in 1866.Roebling's crowning achievement was to have been the design and construction of the bridge over the Hudson River between Brooklyn and Staten Island, New York, but he did not live to see its completion. It had a span of 1,595 ft (486 m), designed to bear a load of 18,700 tons (19,000 tonnes) with a headroom of 135 ft (41 m). The work of building had barely started when, at the Brooklyn wharf, a boat crushed Roebling's foot against the timbering and he died of tetanus three weeks later. His son, Washington Augustus Roebling, then took charge of this great work.[br]Further ReadingD.B.Steinman and S.R.Watson, 1941, Bridges and their Builders, New York: Dover Books.D.McCullough, 1982, The Great Bridge: The Epic Story of the Building of the Brooklyn Bridge, New York: Simon \& Schuster.IMcNBiographical history of technology > Roebling, John Augustus
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14 saint
[seint, ]( before a name[) snt]1) ((often abbreviated to St, especially when used in the names of places, plants etc) a title given especially by the Roman Catholic and Orthodox churches to a very good or holy person after his death: Saint Matthew; St John's Road.) sankt2) (a very good, kind person: You really are a saint to put up with her.) helgen•- saintly- saintliness* * *[seint, ]( before a name[) snt]1) ((often abbreviated to St, especially when used in the names of places, plants etc) a title given especially by the Roman Catholic and Orthodox churches to a very good or holy person after his death: Saint Matthew; St John's Road.) sankt2) (a very good, kind person: You really are a saint to put up with her.) helgen•- saintly- saintliness -
15 saint
seint, ]( before a name) snt1) ((often abbreviated to St, especially when used in the names of places, plants etc) a title given especially by the Roman Catholic and Orthodox churches to a very good or holy person after his death: Saint Matthew; St John's Road.) santo, santa2) (a very good, kind person: You really are a saint to put up with her.) santo, trozo de pan•- saintly- saintliness
saint n santo1 (before most masculine names) san; (before masculine names beginning with Do- or To-) santo; (before feminine names) santa: santo m, -ta fSaint Francis: San FranciscoSaint Rose: Santa Rosaadj.• santo, -a adj.n.• san s.m.• santa s.f.• santo s.m.seɪnta) ( canonized person) santo, -ta m,fb) Saint seɪnt, sənt (before name) san, santa [santo is used before Domingo, Tomás, Tomé and Toribio]Saint Patrick's Day — el día or la fiesta de San Patricio
c) ( unselfish person) santo, -ta m,f[seɪnt]1. N1) santo(-a) m / fsaint's day — fiesta f (de santo)
All Saints' Day — día m de Todos los Santos (1 noviembre)
my mother was a saint — (fig) mi madre era una santa
she's no saint — iro ella no es una santa, que digamos
2) (in names)Saint Bernard — (=dog) perro m de San Bernardo
Saint Elmo's fire — fuego m de Santelmo
Saint Kitts — (in West Indies) San Cristóbal
Saint Patrick's Day — el día or la fiesta de San Patricio
valentineSaint Vitus' dance — baile m de San Vito
2.CPD•
the Saint Lawrence (River) — el (río) San Lorenzo* * *[seɪnt]a) ( canonized person) santo, -ta m,fb) Saint [seɪnt, sənt] (before name) san, santa [santo is used before Domingo, Tomás, Tomé and Toribio]Saint Patrick's Day — el día or la fiesta de San Patricio
c) ( unselfish person) santo, -ta m,f -
16 Saint
1. adjectiveSaint Michael/Helena — der heilige Michael/die heilige Helena; Sankt Michael/Helena
2. nounsaint Michael's [Church] — die Michaelskirche
Heilige, der/diemake or declare somebody a saint — (RC Ch.) jemanden heilig sprechen
* * *[seint, ]( before a name[) snt]1) ((often abbreviated to St, especially when used in the names of places, plants etc) a title given especially by the Roman Catholic and Orthodox churches to a very good or holy person after his death: Saint Matthew; St John's Road.) der/die Heilige2) (a very good, kind person: You really are a saint to put up with her.) der/die Heilige•- academic.ru/63859/saintly">saintly- saintliness* * *[seɪnt, sənt]nto make sb a \saint jdn heiligsprechenS\saint Peter der heilige PetrusS\saint Paul's Cathedral Paulskathedrale fshe must be a real \saint to stay with him all these years sie muss wirklich ein Engel in Person sein, wenn sie all die Jahre bei ihm geblieben ist* * *[seɪnt]n1) Heilige(r) mf2)3) (fig) Heilige(r) mfshe is a saint to put up with that — sie muss ja eine Engelsgeduld haben, dass sie sich das gefallen lässt
* * *Joan of Arc, Saint [ˌdʒəʊnəvˈɑː(r)k] Eigenn die heilige Johanna von Orléans (1412?-31; Französische Nationalheldin)S. abk1. Sabbath2. Saint Hl.3. Saturday Sa.4. Saxon5. Senate6. Socialist7. Society Ges.8. Socius, Fellow9. south S10. southern südl.* * *1. adjectiveSaint Michael/Helena — der heilige Michael/die heilige Helena; Sankt Michael/Helena
2. nounsaint Michael's [Church] — die Michaelskirche
Heilige, der/diemake or declare somebody a saint — (RC Ch.) jemanden heilig sprechen
* * *n.Heilige -n m.,f. -
17 saint
1. adjectiveSaint Michael/Helena — der heilige Michael/die heilige Helena; Sankt Michael/Helena
2. nounsaint Michael's [Church] — die Michaelskirche
Heilige, der/diemake or declare somebody a saint — (RC Ch.) jemanden heilig sprechen
* * *[seint, ]( before a name[) snt]1) ((often abbreviated to St, especially when used in the names of places, plants etc) a title given especially by the Roman Catholic and Orthodox churches to a very good or holy person after his death: Saint Matthew; St John's Road.) der/die Heilige2) (a very good, kind person: You really are a saint to put up with her.) der/die Heilige•- academic.ru/63859/saintly">saintly- saintliness* * *[seɪnt, sənt]nto make sb a \saint jdn heiligsprechenS\saint Peter der heilige PetrusS\saint Paul's Cathedral Paulskathedrale fshe must be a real \saint to stay with him all these years sie muss wirklich ein Engel in Person sein, wenn sie all die Jahre bei ihm geblieben ist* * *[seɪnt]n1) Heilige(r) mf2)3) (fig) Heilige(r) mfshe is a saint to put up with that — sie muss ja eine Engelsgeduld haben, dass sie sich das gefallen lässt
* * *saint [seınt]A s1. ( vor Eigennamen Saint, meist abgekürzt St [snt; sənt; US auch seınt])REL, auch fig und iron Heilige(r) m/f(m):patience of a saint Engelsgeduld f;it is enough to try the patience of a saint das könnte sogar einen Engel zur Verzweiflung treiben;lead the life of a saint wie ein Heiliger leben;2. REL Selige(r) m/f(m)B v/t1. heiligsprechen2. heiligen:saint it → CC v/ia) wie ein Heiliger lebenb) den Heiligen spielen* * *1. adjectiveSaint Michael/Helena — der heilige Michael/die heilige Helena; Sankt Michael/Helena
2. nounsaint Michael's [Church] — die Michaelskirche
Heilige, der/diemake or declare somebody a saint — (RC Ch.) jemanden heilig sprechen
* * *n.Heilige -n m.,f. -
18 saint
seint, ]( before a name) snt1) ((often abbreviated to St, especially when used in the names of places, plants etc) a title given especially by the Roman Catholic and Orthodox churches to a very good or holy person after his death: Saint Matthew; St John's Road.) helgen; sankt, den hellige2) (a very good, kind person: You really are a saint to put up with her.) helgen•- saintly- saintlinesshelgen--------idealIsubst. \/seɪnt\/, trykksvakt: \/sənt\/, \/sɪnt\/( også overført) helgen, engelhave the patient of a saint ha en engels tålmodighetsaints de salige de helligeIIverb \/seɪnt\/1) kanonisere, opphøye til helgen2) helligeIIIadj. \/seɪnt\/, trykksvakt: \/sənt\/, \/sɪnt\/( foran navn) Sankt, Sankta, hellig, den hellige -
19 saint
[seint, ]( before a name[) snt]1) ((often abbreviated to St, especially when used in the names of places, plants etc) a title given especially by the Roman Catholic and Orthodox churches to a very good or holy person after his death: Saint Matthew; St John's Road.) dÿrlingur2) (a very good, kind person: You really are a saint to put up with her.) (algjör) dÿrlingur•- saintly- saintliness -
20 saint
szentté avat* * *[seint, ]( before a name[) snt]1) ((often abbreviated to St, especially when used in the names of places, plants etc) a title given especially by the Roman Catholic and Orthodox churches to a very good or holy person after his death: Saint Matthew; St John's Road.) szent2) (a very good, kind person: You really are a saint to put up with her.) szent•- saintly- saintliness
См. также в других словарях:
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