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21 shore
[ʃɔː]nберег (моря, озера, океана, но не реки), побережьеThe road follows/runs along the shores of Baikal. — Дорога идет по берегам Байкала.
- sandy shore- low shore
- steep shore
- native shores
- shores of England
- shores of the Baltic Sea
- few miles off the shore
- on the shore of the Mediterranean Sea
- off shores of France
- on shore
- off the shore
- go on shore
- border on the shores of the sea
- wash the shores
- be washed on shore
- drive on the shore
- return along the shore
- stroll along the shore
- sweep a ship off the shore
- shores are washed by the Pacific
- waves beat against the shoreUSAGE:(1.) Русское берег моря соответствует английским shore и coast, которые описывают одну и ту же часть пространства. Их различие связано с различной позицией наблюдателя или говорящего: если наблюдатель смотрит со стороны моря, то эта часть пространства называется coast, если с суши, то эта же часть пространства называется shore. (2.) See coast, n (3.) See bank, n -
22 add insult to injury
наносить новые оскорбления [этим. лат. injuriae qui addideris contumeliam]‘Yes, but that ain't all,’ said Sam again directing his master's attention to the coach door: ‘not content with writin' up Pickwick they puts Moses afore it vich [= which] I call addin' insult to injury, as the parrot said ven they not only took him from his native land but made him talk the English langwidge [= language] afterwards.’ (Ch. Dickens, ‘Pickwick Papers’, ch. XXXV) — - Да, но это не все, - сказал Сэм, снова привлекая внимание своего хозяина к дверце кареты. - Им мало было написать "Пиквик", они еще поставили перед ним "Мозес", а это уж я называю прибавлять к обиде оскорбление, как сказал попугай, когда его не только увезли из родной страны, но заставили еще потом говорить по-английски.
To add insult to injury, President Woodrow Wilson yielded to threats by K. K. K. elements that the American Negro soldiers returning from France and expecting social equality would be treated with lynch violence. (W. Foster, ‘The Negro People in American History’, ch. 40) — Президент Вудро Вильсон, точно мало было других несправедливостей в отношении негров-солдат, пошел на уступки Ку-клукс-клану, грозившему подвергнуть расправе и линчеванию негров, которые возвращались из Франции с надеждой, что на родине им будет теперь предоставлено социальное равенство.
Gentlemen of the jury, before I call my evidence, I direct your attention to the bandage the accused is still wearing. He gave himself this wound with his Army razor, adding, if I may say so, insult to the injury he was inflicting on his country. (J. Galsworthy, ‘Caravan’, ‘The Juryman’) — Господа присяжные заседатели, прежде чем я вызову моих свидетелей, я хочу обратить ваше внимание на повязку, которую все еще носит подсудимый. Он сам нанес себе эту рану своей армейской бритвой и этим, если можно так выразиться, помимо увечья себе, нанес также оскорбление своей родине.
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23 know the ropes
досконально знать, быть в курсе дела, разбираться, хорошо ориентироваться; ≈ знать все входы и выходыAnywhere from Tonga to the Admiralty Isles, he knew the ropes and could lie in the native dialect. (R. L. Stevenson and L. Osbourne, ‘The Wrecker’, ch. XXII) — Повсюду от Тонги до Адмиралтейских островов он был как дома и мог врать на любом местном диалекте.
Besides Bannal's knowledge of the theatre is an inside knowledge; we know him, and he knows us. He knows the ropes. (B. Shaw, ‘Fanny's First Play’, ‘Induction’) — Вдобавок Баннель знаком с закулисной стороной театра. Мы его знаем, и он нас знает. Он знает все входы и выходы.
‘Mr. Twigg,’ he cried, addressing Mr. Golspie, ‘and Mr. Dersingham, you can rely on me. I know the trade. I know the people. I know the ropes, if you don't mind me saying so.’ (J. B. Priestley, ‘Angel Pavement’, ch. III) — - Мистер Твигг! - воскликнул он (обращаясь к мистеру Голспи), - и мистер Дерсингем! Вы можете на меня положиться! Я дело знаю. Я знаком с нужными людьми. Я, если позволите так выразиться, на этом собаку съел.
Jo-jo... was an expert forager. He knew the ropes all over France. No one was more adept at driving a bargain in the market or at picking up a stray chicken from a road-side farm. (A. J. Cronin, ‘A Thing of Beauty’, part II, ch. VII) — Джо-Джо.... был великим мастером раздобывать пропитание. У него имелись знакомства во всех уголках Франции. Никто не умел так торговаться на рынке, как он, или стянуть отбившегося от наседки цыпленка с придорожной фермы.
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24 Southern
1. n «южный диалект», диалект некоторых южных штатов США2. a южный; относящийся к югу3. a находящийся на юге4. a выходящий на юг, обращённый к югу5. a дующий с юга6. a амер. относящийся к южным штатам СШАSouthern senators — сенаторы, представляющие южные штаты
7. a амер. ист. относящийся к южанам8. v редк. поворачивать, уклоняться на юг -
25 Mexican Drawnwork
Native handwork, done by Mexican women, designed of small medallions either single or in strips and with the threads so drawn as to form a wheel. Teneriffe drawnwork is the same. It is now machine-made in France and England. -
26 Montichicour
A fabric of silk warp and cotton weft, imported by France during the 17th and 18th centuries for drapery and bedcovers. It was also called Montichour. Made in Madras from native silk. -
27 Slavery and Slave trade, Portuguese
The Portuguese role in the Atlantic slave trade (ca. 1500-1850), next to Portugal's motives for empire and the nature of her colonial rule, remains one of the most controversial historical questions. The institution of slavery was conventional in Roman and Visigothic Portugal, and the Catholic Church sanctioned it. The origins of an international traffic in enslaved African captives in the Atlantic are usually dated to after the year 1411, when the first black African slaves were brought to Portugal (Lagos) and sold, but there were activities a century earlier that indicated the beginnings. In the 1340s, under King Afonso IV, Portuguese had captured native islanders on voyages to the Canary Islands and later used them as slave labor in the sugar plantations of Madeira. After 1500, and especially after the 1550s, when African slave-worked plantations became established in Brazil and other American colonies, the Atlantic slave trade became a vast international enterprise in which Portugal played a key role. But all the European maritime powers were involved in the slave trade from 1500 to 1800, including Great Britain, France, and Holland, those countries that eventually pressured Portugal to cease the slave trade in its empire.No one knows the actual numbers of Africans enslaved in the nefarious business, but it is clear that millions of persons during more than three-and-a-half centuries were forcibly stolen from African societies and that the survivors of the terrible slave voyages helped build the economies of the Americas. Portugal's role in the trade was as controversial as its impact on Portuguese society. Comparatively large numbers of African slaves resided in Portugal, although the precise number remains a mystery; by the last quarter of the 18th century, when the prime minister of King José I, the Marquis of Pombal abolished slavery in Portugal, the African racial element had been largely absorbed in Portuguese society.Great Portuguese fortunes were built on the African slave trade in Portugal, Brazil, and Angola, and the slave trade continued in the Portuguese empire until the 1850s and 1860s. The Angolan slave trade across the Atlantic was doomed after Brazil banned the import of slaves in 1850, under great pressure from Britain. As for slavery in Portugal's African empire, various forms of this institution, including forced labor, continued in Angola and Mozambique until the early 1960s. A curious vestige of the Portuguese role in the African slave trade over the centuries is found in the family name, appearing in Lisbon telephone books, of Negreiro, which means literally, "One who trades in (African) Negro slaves."Historical dictionary of Portugal > Slavery and Slave trade, Portuguese
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28 Bodmer, Johann Georg
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering, Railways and locomotives, Steam and internal combustion engines, Textiles, Weapons and armour[br]b. 9 December 1786 Zurich, Switzerlandd. 30 May 1864 Zurich, Switzerland[br]Swiss mechanical engineer and inventor.[br]John George Bodmer (as he was known in England) showed signs of great inventive ability even as a child. Soon after completing his apprenticeship to a local millwright, he set up his own work-shop at Zussnacht. One of his first inventions, in 1805, was a shell which exploded on impact. Soon after this he went into partnership with Baron d'Eichthal to establish a cotton mill at St Blaise in the Black Forest. Bodmer designed the water-wheels and all the machinery. A few years later they established a factory for firearms and Bodmer designed special machine tools and developed a system of interchangeable manufacture comparable with American developments at that time. More inventions followed, including a detachable bayonet for breech-loading rifles and a rifled, breech-loading cannon for 12 lb (5.4 kg) shells.Bodmer was appointed by the Grand Duke of Baden to the posts of Director General of the Government Iron Works and Inspector of Artillery. He left St Blaise in 1816 and entered completely into the service of the Grand Duke, but before taking up his duties he visited Britain for the first time and made an intensive five-month tour of textile mills, iron works, workshops and similar establishments.In 1821 he returned to Switzerland and was engaged in setting up cotton mills and other engineering works. In 1824 he went back to England, where he obtained a patent for his improvements in cotton machinery and set up a mill near Bolton incorporating his ideas. His health failing, he was obliged to return to Switzerland in 1828, but he was soon busy with engineering works there and in France. In 1833 he went to England again, first to Bolton and four years later to Manchester in partnership with H.H.Birley. In the next ten years he patented many more inventions in the fields of textile machinery, steam engines and machine tools. These included a balanced steam engine, a mechanical stoker, steam engine valve gear, gear-cutting machines and a circular planer or vertical lathe, anticipating machines of this type later developed in America by E.P. Bullard. The metric system was used in his workshops and in gearing calculations he introduced the concept of diametral pitch, which then became known as "Manchester Pitch". The balanced engine was built in stationary form and in two locomotives, but although their running was remarkably smooth the additional complication prevented their wider use.After the death of H.H.Birley in 1846, Bodmer removed to London until 1848, when he went to Austria. About 1860 he returned to his native town of Zurich. He remained actively engaged in all kinds of inventions up to the end of his life. He obtained fourteen British patents, each of which describes many inventions; two of these patents were extended beyond the normal duration of fourteen years. Two others were obtained on his behalf, one by his brother James in 1813 for his cannon and one relating to railways by Charles Fox in 1847. Many of his inventions had little direct influence but anticipated much later developments. His ideas were sound and some of his engines and machine tools were in use for over sixty years. He was elected a Member of the Institution of Civil Engineers in 1835.[br]Bibliography1845, "The advantages of working stationary and marine engines with high-pressure steam, expansively and at great velocities; and of the compensating, or double crank system", Minutes of the Proceedings of the Institution of Civil Engineers 4:372–99.1846, "On the combustion of fuel in furnaces and steam-boilers, with a description of Bodmer's fire-grate", Minutes of the Proceedings of the Institution of Civil Engineers 5:362–8.Further ReadingObituary, 1868–9, Minutes of the Proceedings of the Institution of Civil Engineers 28:573–608.H.W.Dickinson, 1929–30, "Diary of John George Bodmer, 1816–17", Transactions of the Newcomen Society 10:102–14.D.Brownlie, 1925–6, John George Bodmer, his life and work, particularly in relation to the evolution of mechanical stoking', Transactions of the Newcomen Society 6:86–110.W.O.Henderson (ed.), 1968, Industrial Britain Under the Regency: The Diaries of Escher, Bodmer, May and de Gallois 1814–1818, London: Frank Cass (a more complete account of his visit to Britain).RTS -
29 Bulleid, Oliver Vaughan Snell
[br]b. 19 September 1882 Invercargill, New Zealandd. 25 April 1970 Malta[br]New Zealand (naturalized British) locomotive engineer noted for original experimental work in the 1940s and 1950s.[br]Bulleid's father died in 1889 and mother and son returned to the UK from New Zealand; Bulleid himself became a premium apprentice under H.A. Ivatt at Doncaster Works, Great Northern Railway (GNR). After working in France and for the Board of Trade, Bulleid returned to the GNR in 1912 as Personal Assistant to Chief Mechanical Engineer H.N. Gresley. After a break for war service, he returned as Assistant to Gresley on the latter's appointment as Chief Mechanical Engineer of the London \& North Eastern Railway in 1923. He was closely associated with Gresley during the late 1920s and early 1930s.In 1937 Bulleid was appointed Chief Mechanical Engineer of the Southern Railway (SR). Concentration of resources on electrification had left the Southern short of up-to-date steam locomotives, which Bulleid proceeded to provide. His first design, the "Merchant Navy" class 4–6– 2, appeared in 1941 with chain-driven valve gear enclosed in an oil-bath, and other novel features. A powerful "austerity" 0−6−0 appeared in 1942, shorn of all inessentials to meet wartime conditions, and a mixed-traffic 4−6−2 in 1945. All were largely successful.Under Bulleid's supervision, three large, mixed-traffic, electric locomotives were built for the Southern's 660 volt DC system and incorporated flywheel-driven generators to overcome the problem of interruptions in the live rail. Three main-line diesel-electric locomotives were completed after nationalization of the SR in 1948. All were carried on bogies, as was Bulleid's last steam locomotive design for the SR, the "Leader" class 0−6−6−0 originally intended to meet a requirement for a large, passenger tank locomotive. The first was completed after nationalization of the SR, but the project never went beyond trials. Marginally more successful was a double-deck, electric, suburban, multiple-unit train completed in 1949, with alternate high and low compartments to increase train capacity but not length. The main disadvantage was the slow entry and exit by passengers, and the type was not perpetuated, although the prototype train ran in service until 1971.In 1951 Bulleid moved to Coras Iompair Éireann, the Irish national transport undertaking, as Chief Mechanical Engineer. There he initiated a large-scale plan for dieselization of the railway system in 1953, the first such plan in the British Isles. Simultaneously he developed, with limited success, a steam locomotive intended to burn peat briquettes: to burn peat, the only native fuel, had been a long-unfulfilled ambition of railway engineers in Ireland. Bulleid retired in 1958.[br]BibliographyBulleid took out six patents between 1941 and 1956, covering inter alia valve gear, boilers, brake apparatus and wagon underframes.Further ReadingH.A.V.Bulleid, 1977, Bulleid of the Southern, Shepperton: Ian Allan (a good biography written by the subject's son).C.Fryer, 1990, Experiments with Steam, Wellingborough: Patrick Stephens (provides details of the austerity 0–6–0, the "Leader" locomotive and the peat-burning locomotive: see Chs 19, 20 and 21 respectively).PJGRBiographical history of technology > Bulleid, Oliver Vaughan Snell
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30 Colt, Samuel
SUBJECT AREA: Weapons and armour[br]b. 19 July 1814 Hartford, Connecticut, USAd. 10 January 1862 Hartford, Connecticut, USA[br]American inventor of the revolver.[br]The son of a textile manufacturer, as a youth Colt displayed an interest in chemistry, largely through bleaching and dyeing processes used in his father's business, and lectured to lay audiences on it. In 1832 he took ship as a deckhand on a voyage to India; the concept of the revolver is supposed to have come to him from watching the ship's wheel.Upon his return to the USA he described the idea to the US Patent Office, but did not register it until four years later, having taken out patents in Britain and France during a visit to Europe in 1835. He formed a company to manufacture his invention, but it failed in 1842. Even so, note had been taken of his weapon, and in 1846, upon the outbreak of the war with Mexico, the US Government placed an order for his revolver that was executed by the Eli Whitney arms factory in his native Hartford. Thereafter Colt set up another company, this time successfully. He also took an interest in other fields, experimenting with a submarine battery and electrically detonated mines, and opened a submarine telegraph between New York and Coney Island in 1843.CM -
31 Lenoir, Jean Joseph Etienne
SUBJECT AREA: Metallurgy, Railways and locomotives, Steam and internal combustion engines, Telecommunications[br]b. 1822 Mussey-la-Ville, Belgiumd. 1900 Verenna Saint-Hildar, France[br]Belgian (naturalized French in 1870) inventor of internal combustion engines, an electroplating process and railway telegraphy systems.[br]Leaving his native village for Paris at the age of 16, Lenoir became a metal enameller. Experiments with various electroplating processes provided a useful knowledge of electricity that showed in many of his later ideas. Electric ignition, although somewhat unreliable, was a feature of the Lenoir gas engine which appeared in 1860. Resembling the steam engine of the day, Lenoir engines used a non-compression cycle of operations, in which the gas-air mixture of about atmospheric pressure was being ignited at one-third of the induction stroke. The engines were double acting. About five hundred of Lenoir's engines were built, mostly in Paris by M.Hippolyte Marinoni and by Lefébvre; the Reading Ironworks in England built about one hundred. Many useful applications of the engine are recorded, but the explosive shock that occurred on ignition, together with the unreliable ignition systems, prevented large-scale acceptance of the engine in industry. However, Lenoir's effort and achievements stimulated much discussion, and N.A. Otto is reported to have carried out his first experiments on a Lenoir engine.[br]Principal Honours and DistinctionsAcadémie des Sciences Prix Montyon Prize 1870. Société d'Encouragement, Silver Prize of 12,000 francs. Légion d'honneur 1881 (for his work in telegraphy).Bibliography8 February 1860, British patent no. 335 (the first Lenoir engine).1861, British patent no. 107 (the Lenoir engine).Further ReadingDugald Clerk, 1895, The Gas and Oil Engine, 6th edn, London, pp. 13–15, 30, 118, 203.World Who's Who in Science, 1968 (for an account of Lenoir's involvement in technology).KABBiographical history of technology > Lenoir, Jean Joseph Etienne
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32 Nobel, Immanuel
[br]b. 1801 Gävle, Swedend. 3 September 1872 Stockholm, Sweden[br]Swedish inventor and industrialist, particularly noted for his work on mines and explosives.[br]The son of a barber-surgeon who deserted his family to serve in the Swedish army, Nobel showed little interest in academic pursuits as a child and was sent to sea at the age of 16, but jumped ship in Egypt and was eventually employed as an architect by the pasha. Returning to Sweden, he won a scholarship to the Stockholm School of Architecture, where he studied from 1821 to 1825 and was awarded a number of prizes. His interest then leaned towards mechanical matters and he transferred to the Stockholm School of Engineering. Designs for linen-finishing machines won him a prize there, and he also patented a means of transforming rotary into reciprocating movement. He then entered the real-estate business and was successful until a fire in 1833 destroyed his house and everything he owned. By this time he had married and had two sons, with a third, Alfred (of Nobel Prize fame; see Alfred Nobel), on the way. Moving to more modest quarters on the outskirts of Stockholm, Immanuel resumed his inventions, concentrating largely on India rubber, which he applied to surgical instruments and military equipment, including a rubber knapsack.It was talk of plans to construct a canal at Suez that first excited his interest in explosives. He saw them as a means of making mining more efficient and began to experiment in his backyard. However, this made him unpopular with his neighbours, and the city authorities ordered him to cease his investigations. By this time he was deeply in debt and in 1837 moved to Finland, leaving his family in Stockholm. He hoped to interest the Russians in land and sea mines and, after some four years, succeeded in obtaining financial backing from the Ministry of War, enabling him to set up a foundry and arms factory in St Petersburg and to bring his family over. By 1850 he was clear of debt in Sweden and had begun to acquire a high reputation as an inventor and industrialist. His invention of the horned contact mine was to be the basic pattern of the sea mine for almost the next 100 years, but he also created and manufactured a central-heating system based on hot-water pipes. His three sons, Ludwig, Robert and Alfred, had now joined him in his business, but even so the outbreak of war with Britain and France in the Crimea placed severe pressures on him. The Russians looked to him to convert their navy from sail to steam, even though he had no experience in naval propulsion, but the aftermath of the Crimean War brought financial ruin once more to Immanuel. Amongst the reforms brought in by Tsar Alexander II was a reliance on imports to equip the armed forces, so all domestic arms contracts were abruptly cancelled, including those being undertaken by Nobel. Unable to raise money from the banks, Immanuel was forced to declare himself bankrupt and leave Russia for his native Sweden. Nobel then reverted to his study of explosives, particularly of how to adapt the then highly unstable nitroglycerine, which had first been developed by Ascanio Sobrero in 1847, for blasting and mining. Nobel believed that this could be done by mixing it with gunpowder, but could not establish the right proportions. His son Alfred pursued the matter semi-independently and eventually evolved the principle of the primary charge (and through it created the blasting cap), having taken out a patent for a nitroglycerine product in his own name; the eventual result of this was called dynamite. Father and son eventually fell out over Alfred's independent line, but worse was to follow. In September 1864 Immanuel's youngest son, Oscar, then studying chemistry at Uppsala University, was killed in an explosion in Alfred's laboratory: Immanuel suffered a stroke, but this only temporarily incapacitated him, and he continued to put forward new ideas. These included making timber a more flexible material through gluing crossed veneers under pressure and bending waste timber under steam, a concept which eventually came to fruition in the form of plywood.In 1868 Immanuel and Alfred were jointly awarded the prestigious Letterstedt Prize for their work on explosives, but Alfred never for-gave his father for retaining the medal without offering it to him.[br]Principal Honours and DistinctionsImperial Gold Medal (Russia) 1853. Swedish Academy of Science Letterstedt Prize (jointly with son Alfred) 1868.BibliographyImmanuel Nobel produced a short handwritten account of his early life 1813–37, which is now in the possession of one of his descendants. He also had published three short books during the last decade of his life— Cheap Defence of the Country's Roads (on land mines), Cheap Defence of the Archipelagos (on sea mines), and Proposal for the Country's Defence (1871)—as well as his pamphlet (1870) on making wood a more physically flexible product.Further ReadingNo biographies of Immanuel Nobel exist, but his life is detailed in a number of books on his son Alfred.CM -
33 Volta, Alessandro Giuseppe Antonio Anastasio
SUBJECT AREA: Electricity[br]b. 18 February 1745 Como, Italyd. 5 March 1827 Como, Italy[br]Italian physicist, discoverer of a source of continuous electric current from a pile of dissimilar metals.[br]Volta had an early command of English, French and Latin, and also learned to read Dutch and Spanish. After completing studies at the Royal Seminary in Como he was involved in the study of physics, chemistry and electricity. He became a teacher of physics in his native town and in 1779 was appointed Professor of Physics at the University of Pavia, a post he held for forty years.With a growing international reputation and a wish to keep abreast of the latest developments, in 1777 he began the first of many travels abroad. A journey started in 1781 to Switzerland, Germany, Belgium, Holland, France and England lasted about one year. By 1791 he had been elected to membership of many learned societies, including those in Zurich, Berlin, Berne and Paris. Volta's invention of his pile resulted from a controversy with Luigi Galvani, Professor of Anatomy at the University of Bologna. Galvani discovered that the muscles of frogs' legs contracted when touched with two pieces of different metals and attributed this to a phenomenon of the animal tissue. Volta showed that the excitation was due to a chemical reaction resulting from the contact of the dissimilar metals when moistened. His pile comprised a column of zinc and silver discs, each pair separated by paper moistened with brine, and provided a source of continuous current from a simple and accessible source. The effectiveness of the pile decreased as the paper dried and Volta devised his crown of cups, which had a longer life. In this, pairs of dissimilar metals were placed in each of a number of cups partly filled with an electrolyte such as brine. Volta first announced the results of his experiments with dissimilar metals in 1800 in a letter to Sir Joseph Banks, President of the Royal Society. This letter, published in the Transactions of the Royal Society, has been regarded as one of the most important documents in the history of science. Large batteries were constructed in a number of laboratories soon after Volta's discoveries became known, leading immediately to a series of developments in electrochemistry and eventually in electromagnetism. Volta himself made little further contribution to science. In recognition of his achievement, at a meeting of the International Electrical Congress in Paris in 1881 it was agreed to name the unit of electrical pressure the "volt".[br]Principal Honours and DistinctionsFRS 1791. Royal Society Copley Medal 1794. Knight of the Iron Crown, Austria, 1806. Senator of the Realm of Lombardy 1809.Bibliography1800, Philosophical Transactions of the Royal Society 18:744–6 (Volta's report on his discovery).Further ReadingG.Polvani, 1942, Alessandro Volta, Pisa (the best account available).B.Dibner, 1964, Alessandro Volta and the Electric Battery, New York (a detailed account).C.C.Gillispie (ed.), 1976, Dictionary of Scientific Biography, Vol. XIV, New York, pp.66–82 (includes an extensive biography).F.Soresni, 1988, Alessandro Volta, Milan (includes illustrations of Volta's apparatus, with brief text).GWBiographical history of technology > Volta, Alessandro Giuseppe Antonio Anastasio
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