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81 cessation
nпрекращение; остановка -
82 relationship
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83 security
n1) безопасность2) гарантия, обеспечение3) юр. обеспечение; гарантия, залог4) обыкн. pl ценные бумаги• -
84 accumulation
1. n накопление; аккумуляция2. n сбор3. n груда; масса; скопление4. n унив. соединение в один нескольких экзаменов; совокупная сдача экзаменов5. n унив. получение одновременно нескольких учёных степеней6. n унив. сдача экзаменов в более сжатые сроки, чем обычно7. n юр. совпадение юридических прав на одно имущество8. n юр. совпадение разных обстоятельств, подтверждающих один и тот же факт9. n юр. фин. накопление капитала путём присоединения к нему невыплаченных дивидендовСинонимический ряд:1. accretion (noun) accretion; amassing; collecting; gathering; growth; intensification; multiplication2. agglomeration (noun) agglomeration; aggregation; amassment; assemblage; collection; colluvies; conglomeration; cumulation; cumulus; garner; trove3. heap (noun) heap; hoard; mass; pile; quantity; supply4. increase (noun) build-up; development; enlargement; increase; increment; proliferation -
85 level
1. n одинаковый уровень2. n ступень, степень; уровеньto rise to higher levels — подниматься на более высокую ступень, достигать более высокого уровня
no-observed level — уровень, не вызывающий видимого эффекта
linguistic level — языковый уровень; лингвистический уровень
3. n плоскость, ровная горизонтальная поверхность; горизонтальная линия4. n равнина5. n горизонтальное положение6. n редк. поверхность Земли7. n уровень; ватерпас; нивелир8. n измерение уровня нивелиром9. n ряд10. n горн. этаж, горизонт11. n горн. горизонтальная выработка, штольня12. n горн. дренажная труба или канава13. n горн. ав. горизонтальный полёт14. n горн. радио уровень15. n горн. уст. прицеливаниеis it on the level? — это правда?;
16. a ровный; плоский; горизонтальныйlevel stretch — ровный участок, ровная местность
level route — маршрут, проходящий по ровной местности
17. a находящийся на одном уровнеin the spring the rivers are often level with their bank — весной реки часто поднимаются до самых берегов
18. a кул. без верха19. a равный, одинаковый; ровный, равномерныйlevel life — размеренная, спокойная жизнь
20. a уравновешенный; спокойный; ровный21. adv ровно; вровень; наравне22. v выравнивать, делать ровным, гладким23. v приводить в горизонтальное положение24. v наводить, нацеливать; направлять25. v направлять, бросать26. v сровнять с землёй; полностью уничтожитьlevel off — выровнять, сровнять
my level best — все; что в моих силах
27. v редк. сбить с ног; свалить на землю28. v нивелировать, уравнивать, сглаживать различияrun a level — нивелировал; нивелированный
29. v геод. определять разность высот, нивелировать30. v лингв. сводить два или несколько звуков к одному31. v сл. говорить правду; быть откровенным или честнымon the level — честно; правдиво
Синонимический ряд:1. aligned (adj.) aligned; balanced; horizontal; matched2. equal (adj.) equal; equivalent; on a par3. flat (adj.) commensurate; equable; even; flat; flush; plain; planate; plane; proportional; smooth; straight; uniform4. altitude (noun) altitude; elevation; height5. amount (noun) amount; degree; measure; quantity6. class (noun) class; stage; standing; status7. layer (noun) layer; plane; story; tier8. step (noun) grade; notch; peg; rung; step9. align (verb) align; smooth; surface10. destroy (verb) demolish; destroy; dismantle; flatten; knock down; pull down; pulverise; raze; tear down; topple; wreck11. direct (verb) address; aim; cast; direct; guide; head; incline; point; position; present; set; sight; train; turn; zero in12. even (verb) equal; equalise; equalize; equate; even; flatten; flush; grade; lay; plane; press; smoothen; square13. fell (verb) bowl down; bowl over; bring down; cut down; deck; down; drop; fell; floor; ground; knock over; lay low; mow down; prostrate; throw; throw down; tumble14. plane (verb) flatten; planeАнтонимический ряд:broken; build; declivity; dishonest; furrow; graduate; hilly; inconsistent; inequality; irregular; leaning; perpendicular; plumb; rough; rugged; uneven -
86 strengthen
1. укреплять; укрепляться; крепнуть2. крепь3. усилить; усиливать; укреплять; укрепить; усилиться; усиливаться4. усиливатьСинонимический ряд:1. confirm (verb) confirm; fortify; harden2. encourage (verb) animate; cheer; chirk up; embolden; empower; encourage; enhearten; hearten; inspirit; nerve; pep up; rally; reanimate; recover one's strength; refresh; restore one's strength3. enhance (verb) enhance; improve; renew4. make stronger (verb) build up; energize; intensify; invigorate; make stronger; reinforce; restore; support; tighten5. ready (verb) brace; forearm; gird; prepare; ready; steel6. substantiate (verb) authenticate; back up; bolster; corroborate; prop up; substantiate; validate; verify7. toughen (verb) toughenАнтонимический ряд:diminish; erode; weaken -
87 Buçaco, Forest and Mountain of
On the boundary between Coimbra and Viseu districts, the Buçaco (former spelling: Bussaco or Busaco) forest and mountain (ca. 547 meters or 1,795 feet high), were the site of a famous Peninsular War victory of the Duke of Wellington over the French forces under Masséna on 27 September 1810. A monument remains to attest to this defeat of Napoleon. Not far from this spot is the Hotel-Palace of Buçaco, completed just before the monarchy was overthrown in the revolution of 5 October 1910. In Portuguese tradition, it is said that the royal family wished to build, in effect, the last royal palace of the dynasty, but could not afford the cost of such a construction and eventually converted the palace into a hotel open to the public. This magnificent palatial structure is now run as a hotel and combines various architectural styles, from Edwardian dining rooms and a billiards room to neo-Gothic, Arabic, and neo-Manueline rococo. Off the beaten track in the lovely Buçaco forest area, the Hotel-Palace remains a recent historic monument, and it is said that before it was completed, the last reigning Braganza, King Manuel II (1908-10), on more than one occasion met his French paramour there.Historical dictionary of Portugal > Buçaco, Forest and Mountain of
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88 By, Lieutenant-Colonel John
SUBJECT AREA: Canals[br]b. 7 (?) August 1779 Lambeth, London, Englandd. 1 February 1836 Frant, Sussex, England[br]English Engineer-in-Charge of the construction of the Rideau Canal, linking the St Lawrence and Ottawa Rivers in Canada.[br]Admitted in 1797 as a Gentleman Cadet in the Royal Military Academy at Woolwich, By was commissioned on 1 August 1799 as a second lieutenant in the Royal Artillery, but was soon transferred to the Royal Engineers. Posted to Plymouth upon the development of the fortifications, he was further posted to Canada, arriving there in August 1802.In 1803 By was engaged in canal work, assisting Captain Bruyères in the construction of a short canal (1,500 ft (460 m) long) at the Cascades on the Grand, now the Ottawa, River. In 1805 he was back at the Cascades repairing ice damage caused during the previous winter. He was promoted Captain in 1809. Meanwhile he worked on the fortifications of Quebec and in 1806–7 he built a scale model of the Citadel, which is now in the National War Museum of Canada. He returned to England in 1810 and served in Portugal in 1811. Back in England at the end of the year, he was appointed Royal Engineer Officer in charge at the Waltham Abbey Gunpowder Works on 1 January 1812 and later planned the new Small Arms Factory at Enfield; both works were on the navigable River Lee.In the post-Napoleonic period Major By, as he then was, retired on half-pay but was promoted to Lieu tenant-Colonel on 2 December 1824. Eighteen months later, in March 1826, he returned to Canada on active duty to build the Rideau Canal. This was John By's greatest work. It was conceived after the American war of 1812–14 as a connection for vessels to reach Kingston and the Great Lakes from Montreal while avoiding possible attack from the United States forces. Ships would pass up the Ottawa River using the already-constructed locks and bypass channels and then travel via a new canal cut through virgin forest southwards to the St Lawrence at Kingston. By based his operational headquarters at the Ottawa River end of the new works and in a forest clearing he established a small settlement. Because of the regard in which By was held, this settlement became known as By town. In 1855, long after By's death, the settlement was designated by Queen Victoria as capital of United Canada (which was to become a self-governing Dominion in 1867) and renamed Ottawa; as a result of the presence of the national government, the growth of the town accelerated greatly.Between 1826–7 and 1832 the Rideau Canal was constructed. It included the massive engineering works of Jones Falls Dam (62 ft 6 in. (19 m) high) and 47 locks. By exercised an almost paternal care over those employed under his direction. The canal was completed in June 1832 at a cost of £800,000. By was summoned back to London to face virulent and unjust criticism from the Treasury. He was honoured in Canada but vilified by the British Government.[br]Further ReadingR.F.Leggett, 1982, John By, Historical Society of Canada.—1976, Canals of Canada, Newton Abbot: David \& Charles.—1972, Rideau Waterway, Toronto: University of Toronto Press.Bernard Pothier, 1978, "The Quebec Model", Canadian War Museum Paper 9, Ottawa: National Museums of Canada.JHBBiographical history of technology > By, Lieutenant-Colonel John
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89 Farman, Henri
SUBJECT AREA: Aerospace[br]b. 26 May 1874 Paris, Franced. 17 July 1958 Paris, France[br]French aeroplane designer who modified Voisin biplanes and later, with his brother Maurice (b. 21 March 1877 Paris, France; d. 26 February 1964 Paris, France), created a major aircraft-manufacturing company.[br]The parents of Henri and Maurice Farman were British subjects living in Paris, but their sons lived all their lives in France and became French citizens. As young men, both became involved in cycle and automobile racing. Henri (or Henry—he used both versions) turned his attention to aviation in 1907 when he bought a biplane from Gabriel Voisin. Within a short time he had established himself as one of the leading pilots in Europe, with many record-breaking flights to his credit. Farman modified the Voisin with his own improvements, including ailerons, and then in 1909 he designed the first Farman biplane. This became the most popular biplane in Europe from the autumn of 1909 until well into 1911 and is one of the classic aeroplanes of history. Meanwhile, Maurice Farman had also begun to design and build biplanes; his first design of 1909 was not a great success but from it evolved two robust biplanes nicknamed the "Longhorn" and the "Shorthorn", so called because of their undercarriage skids. In 1912 the brothers joined forces and set up a very large factory at Billancourt. The "Longhorn" and "Shorthorn" became the standard training aircraft in France and Britain during the early years of the First World War. The Farman brothers went on to produce a number of other wartime designs, including a large bomber. After the war the Farmans produced a series of large airliners which played a key role in establishing France as a major airline operator. Most famous of these was the Goliath, a twin-engined biplane capable of carrying up to twelve passengers. This was produced from 1918 to 1929 and was used by many airlines, including the Farman Line. The brothers retired when their company was nationalized in 1937.[br]Bibliography1910, The Aviator's Companion, London (with his brother Dick Farman).Further ReadingM.Farman, 1901, 3,000 kilomètres en ballon, Paris (an account of several balloon flights from 1894 to 1900).J.Liron, 1984, Les Avions Farman, Paris (provides comprehensive descriptions of all Farman aircraft).Jane's Fighting Aircraft of World War I, 1990, London (reprint) (gives details of all early Farman aircraft).J.Stroud, 1966, European Aircraft since 1910, London (provides details about Farman air-liners).JDS -
90 Harris, Alanson
SUBJECT AREA: Agricultural and food technology[br]b. 1816 Ingersoll, Ontario, Canadad. 1894 Canada[br]Canadian manufacturer of agricultural machinery and co-founder of the Massey Harris Company (later Massey Ferguson).[br]Alanson Harris was the first often children born to the wife of a circuit rider and preacher. His father's wanderings left Alanson at an early age in charge of the running of the family farm on the Grand River in Canada; also, his father's preference was for tinkering with machines rather than for farming. However, when he was 13 Alanson had to go out to work in order to bring badly needed cash to augment the family income. He worked at a sawmill in the small village of Boston, becoming Boss Sawyer and then Foreman after ten years. In 1839 the family moved to Mount Pleasant, and the following year Alanson married Mary Morgan, the daughter of a well-to-do pioneer Welsh farmer. He entered into a brief partnership with his father to build a sawmill at Whiteman's Creek, but within a few months his father returned to preaching and Alanson became the sole proprietor. After a successful early period Alanson recognized the signs of decline in the timber market, and in 1857 he sold the mill, moved to Beamsville, Niagara, and bought a small factory from which he produced the flop-over hay rake invented by his father. In 1863 he took his eldest son into partnership; the latter returned from a visit to the United States with the sole rights to produce the Kirby mower and reaper. The Crimean War created a market for corn, which gave a great boost to North American farming and, in its turn, to machinery production. This was reinforced by the tariff agreements between the United States and Canada. By the 1880s Harris and Massey between them accounted for two thirds of the harvesting machines sold in Canada, and they also supplied machines abroad. By the end of the decade the mutual benefits of joining forces were apparent and by 1891 an agreement was reached, with Alanson Harris and A.H.Massey on the first board.[br]Further ReadingG.Quick and W.Buchele, 1978, The Grain Harvesters, American Society of Agricultural Engineers (refers to Harris and Massey Harris Company in its account of the development of harvest machinery).M.Denison, 1949, Harvest Triumphant: The Story of Massey Harris, London (gives a more detailed account of Massey Harris Company).AP -
91 Trevithick, Richard
[br]b. 13 April 1771 Illogan, Cornwall, Englandd. 22 April 1833 Dartford, Kent, England[br]English engineer, pioneer of non-condensing steam-engines; designed and built the first locomotives.[br]Trevithick's father was a tin-mine manager, and Trevithick himself, after limited formal education, developed his immense engineering talent among local mining machinery and steam-engines and found employment as a mining engineer. Tall, strong and high-spirited, he was the eternal optimist.About 1797 it occurred to him that the separate condenser patent of James Watt could be avoided by employing "strong steam", that is steam at pressures substantially greater than atmospheric, to drive steam-engines: after use, steam could be exhausted to the atmosphere and the condenser eliminated. His first winding engine on this principle came into use in 1799, and subsequently such engines were widely used. To produce high-pressure steam, a stronger boiler was needed than the boilers then in use, in which the pressure vessel was mounted upon masonry above the fire: Trevithick designed the cylindrical boiler, with furnace tube within, from which the Cornish and later the Lancashire boilers evolved.Simultaneously he realized that high-pressure steam enabled a compact steam-engine/boiler unit to be built: typically, the Trevithick engine comprised a cylindrical boiler with return firetube, and a cylinder recessed into the boiler. No beam intervened between connecting rod and crank. A master patent was taken out.Such an engine was well suited to driving vehicles. Trevithick built his first steam-carriage in 1801, but after a few days' use it overturned on a rough Cornish road and was damaged beyond repair by fire. Nevertheless, it had been the first self-propelled vehicle successfully to carry passengers. His second steam-carriage was driven about the streets of London in 1803, even more successfully; however, it aroused no commercial interest. Meanwhile the Coalbrookdale Company had started to build a locomotive incorporating a Trevithick engine for its tramroads, though little is known of the outcome; however, Samuel Homfray's ironworks at Penydarren, South Wales, was already building engines to Trevithick's design, and in 1804 Trevithick built one there as a locomotive for the Penydarren Tramroad. In this, and in the London steam-carriage, exhaust steam was turned up the chimney to draw the fire. On 21 February the locomotive hauled five wagons with 10 tons of iron and seventy men for 9 miles (14 km): it was the first successful railway locomotive.Again, there was no commercial interest, although Trevithick now had nearly fifty stationary engines completed or being built to his design under licence. He experimented with one to power a barge on the Severn and used one to power a dredger on the Thames. He became Engineer to a project to drive a tunnel beneath the Thames at Rotherhithe and was only narrowly defeated, by quicksands. Trevithick then set up, in 1808, a circular tramroad track in London and upon it demonstrated to the admission-fee-paying public the locomotive Catch me who can, built to his design by John Hazledine and J.U. Rastrick.In 1809, by which date Trevithick had sold all his interest in the steam-engine patent, he and Robert Dickinson, in partnership, obtained a patent for iron tanks to hold liquid cargo in ships, replacing the wooden casks then used, and started to manufacture them. In 1810, however, he was taken seriously ill with typhus for six months and had to return to Cornwall, and early in 1811 the partners were bankrupt; Trevithick was discharged from bankruptcy only in 1814.In the meantime he continued as a steam engineer and produced a single-acting steam engine in which the cut-off could be varied to work the engine expansively by way of a three-way cock actuated by a cam. Then, in 1813, Trevithick was approached by a representative of a company set up to drain the rich but flooded silver-mines at Cerro de Pasco, Peru, at an altitude of 14,000 ft (4,300 m). Low-pressure steam engines, dependent largely upon atmospheric pressure, would not work at such an altitude, but Trevithick's high-pressure engines would. Nine engines and much other mining plant were built by Hazledine and Rastrick and despatched to Peru in 1814, and Trevithick himself followed two years later. However, the war of independence was taking place in Peru, then a Spanish colony, and no sooner had Trevithick, after immense difficulties, put everything in order at the mines then rebels arrived and broke up the machinery, for they saw the mines as a source of supply for the Spanish forces. It was only after innumerable further adventures, during which he encountered and was assisted financially by Robert Stephenson, that Trevithick eventually arrived home in Cornwall in 1827, penniless.He petitioned Parliament for a grant in recognition of his improvements to steam-engines and boilers, without success. He was as inventive as ever though: he proposed a hydraulic power transmission system; he was consulted over steam engines for land drainage in Holland; and he suggested a 1,000 ft (305 m) high tower of gilded cast iron to commemorate the Reform Act of 1832. While working on steam propulsion of ships in 1833, he caught pneumonia, from which he died.[br]BibliographyTrevithick took out fourteen patents, solely or in partnership, of which the most important are: 1802, Construction of Steam Engines, British patent no. 2,599. 1808, Stowing Ships' Cargoes, British patent no. 3,172.Further ReadingH.W.Dickinson and A.Titley, 1934, Richard Trevithick. The Engineer and the Man, Cambridge; F.Trevithick, 1872, Life of Richard Trevithick, London (these two are the principal biographies).E.A.Forward, 1952, "Links in the history of the locomotive", The Engineer (22 February), 226 (considers the case for the Coalbrookdale locomotive of 1802).See also: Blenkinsop, JohnPJGR -
92 Türr, Istvan (Stephen, Etienne)
[br]b. 10 August 1825 Baja, Hungaryd. 3 May 1908 Budapest, Hungary[br]Hungarian army officer and canal entrepreneur.[br]He entered the Austro-Hungarian Imperial Army in 1842 and, as a lieutenant, fought against the Piedmontese in 1848. In January 1849 he deserted to the Piedmontese and tried to form a Hungarian legion against Austria. Defeated at Novara he fled to London and intrigued with Kossuth and Pulszky against Austria. In 1852 he was Kossuth's agent in Italy and was involved with Mazzini in the Milan rising of 1853. He was expelled from Italy and joined the Turkish army as a volunteer until 1854. The Crimean War saw him as a British agent procuring horses in the Balkans for the British forces, but he was caught by the Austrians and sentenced to death as a deserter. Through English intervention the sentence was commuted to banishment. He was ill until 1859, but then returned to Genoa and offered his services to Garibaldi, becoming his Aide-de-Camp in the invasion of Sicily in 1860. On the unification of Italy he joined the regular Italian army as a general, and from 1870 was Honorary Aide-de-Camp to King Victor Emanuel II.From then on he was more interested in peaceful projects. Jointly with Lucien Wyse, he obtained a concession in 1875 from the Columbian government to build a canal across Panama and formed the Société Civile Internationale du Canal Interocéanique du Darien. In 1879 he sold the concession to de Lesseps, and with the money negotiated a concession from King George of Greece for building the Corinth Canal. A French company undertook the work in April 1882, but financial problems led to the collapse of the company in 1889, at the same time as de Lesseps's financial storm. A Greek company then took over and completed the canal in 1893.The canal was formally opened on 6 August 1893 by King George on his royal yacht; the king paid tribute to General Turr, who was accompanying him, saying that he had completed the work the Romans had begun. The general's later years were devoted to peace propaganda and he attended every peace conference held during those years.JHBBiographical history of technology > Türr, Istvan (Stephen, Etienne)
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