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  • 1 tardar

    v.
    1 to take (time).
    tardó un año en hacerlo she took a year to do it
    tardó en darse cuenta it took him a while o he took a while to realize
    ¿cuánto tardarás (en hacerlo)? how long will you be (doing it)?, how long will it take you (to do it)?
    2 to be late.
    tardar en hacer algo to take a long time to do something
    no tardará en llegar he won't be long (in coming)
    ahora vuelvo, no tardo I'll be back in a minute, I won't be long
    no tardaron en hacerlo they were quick to do it
    a más tardar at the latest
    sin tardar promptly
    3 to take long, to linger, to delay, to hold off.
    * * *
    ■ ¿cuánto se tarda? how long does it take?
    1 (demorar) to take a long time
    \
    a más tardar at the latest
    no puede tardar he should be here any moment now
    no tardes don't be long
    sin tardar without delay, right away
    * * *
    1.
    VT

    tardamos tres horas de Granada a Córdoba — it took us o we took three hours to get from Granada to Córdoba

    ¿cuánto se tarda? — how long does it take?

    • aquí tardan mucho en servirte — the service is very slow here, they take a long time to serve you here

    tardó tres horas en encontrarlo — it took him three hours to find it, he spent three hours looking for it

    2.
    VI

    vete a buscarlo, pero no tardes — go and fetch it, but don't be long

    te espero a las ocho, no tardes — I expect you at eight, don't be late

    • tardar en hacer algo, tardó en llegar — it was late in arriving

    tarda en hacer efecto — it takes a while to take effect, it doesn't take effect immediately

    • a más tardar — at the latest

    • sin tardar — without delay

    • a todo tardar — at the latest

    3.
    See:
    * * *
    1.

    ¿cuánto se tarda de Moscú a Berlín? — how long does it take from Moscow to Berlin?

    2.
    tardar vi ( retrasarse) to be late; ( emplear demasiado tiempo) to take a long time

    la obra empieza a las seis, así que espero que no tarden — the play starts at six so I hope they won't be late

    tardar EN + INF: aún tardará en llegar it'll be a while yet before he gets here; no tardaron en detenerlo — it didn't take them long to arrest him

    3.
    tardarse v pron (Méx, Ven) tardar
    * * *
    = take + long, be slow.
    Ex. A longer abstract can help in the finer points of selection, but will take longer to write and also longer to scan.
    Ex. Public libraries in Victoria have been slow to innovate and always look for a prototype..
    ----
    * a más tardar = at the latest.
    * Nombre + no tardará mucho en = it won't be long before + Nombre.
    * Nombre + no tardó mucho en = it wasn't long before + Nombre.
    * tardar muchísimo = take + forever.
    * tardar tanto tiempo en = take + so long to.
    * tardar tiempo = take + time, take + long.
    * * *
    1.

    ¿cuánto se tarda de Moscú a Berlín? — how long does it take from Moscow to Berlin?

    2.
    tardar vi ( retrasarse) to be late; ( emplear demasiado tiempo) to take a long time

    la obra empieza a las seis, así que espero que no tarden — the play starts at six so I hope they won't be late

    tardar EN + INF: aún tardará en llegar it'll be a while yet before he gets here; no tardaron en detenerlo — it didn't take them long to arrest him

    3.
    tardarse v pron (Méx, Ven) tardar
    * * *
    = take + long, be slow.

    Ex: A longer abstract can help in the finer points of selection, but will take longer to write and also longer to scan.

    Ex: Public libraries in Victoria have been slow to innovate and always look for a prototype..
    * a más tardar = at the latest.
    * Nombre + no tardará mucho en = it won't be long before + Nombre.
    * Nombre + no tardó mucho en = it wasn't long before + Nombre.
    * tardar muchísimo = take + forever.
    * tardar tanto tiempo en = take + so long to.
    * tardar tiempo = take + time, take + long.

    * * *
    tardar [A1 ]
    vt
    tardó tres horas más de lo previsto she took three hours longer than expected
    espérame, no tardo ni un minuto wait for me, I won't be a minute
    ¿cuánto se tarda de Moscú a Berlín? how long does it take from Moscow to Berlin?
    está tardando mucho she's taking a long time
    con este tráfico tardaremos el doble en llegar with this traffic it will take us twice as long to get there
    tardarán varios días en darme los resultados it'll be several days before they give me o before I get the results
    la carne tarda unas dos horas en hacerse the meat takes about two hours to cook
    tardó mucho en contestarme she took a long time to answer
    a más tardar at the (very) latest
    tiene que estar listo el lunes a más tardar it must be ready by Monday at the (very) latest
    ■ tardar
    vi
    ¡no tardes! don't be long!
    tardar EN + INF:
    aún tardará en llegar it'll be a while yet before he gets here
    no tardaron en detenerlo it didn't take them long to arrest him
    sus efectos no tardarán en apreciarse it won't be long before the effects are felt
    ( AmL) tardar vt, tardar vi
    * * *

     

    tardar ( conjugate tardar) verbo transitivo ( emplear cierto tiempo):

    tarda una hora en hacerse it takes about an hour to cook;
    tardó un mes en contestar it took him a month to reply;
    no tardo ni un minuto I won't be a minute;
    ¿cuánto se tarda en coche? how long does it take by car?
    verbo intransitivo ( retrasarse) to be late;

    ( emplear demasiado tiempo) to take a long time;
    ◊ empieza a las seis, no tardes it starts at six, don't be late;

    parece que tarda he seems to be taking a long time;
    ¡no tardo! I won't be long!;
    aún tardará en llegar it'll be a while yet before he gets here;
    no tardaron en detenerlo it didn't take them long to arrest him
    tardarse verbo pronominal (Méx, Ven) See Also→ tardar vt, vi
    tardar verbo intransitivo
    1 (un tiempo determinado) to take time: ¿cuánto se tarda de aquí a Madrid?, how long does it take from here to Madrid?
    no tardó mucho, it didn't take long
    tardé dos horas en acabarlo, it took me two hours to finish it
    2 (demasiado tiempo) to take a long time: tardaron en abrir la puerta, they took a long time to open the door
    he tardado por culpa del tráfico, I'm late because of the traffic
    no tardes, don't be long
    ♦ Locuciones: a más tardar, at the latest

    ' tardar' also found in these entries:
    Spanish:
    demorarse
    - máxima
    - máximo
    - demorar
    - echar
    - más
    English:
    attuned to
    - be
    - delay
    - latest
    - linger
    - long
    - take
    - will
    - later
    - slow
    * * *
    ♦ vi
    1. [con complemento de tiempo] to take;
    tardó un año en hacerlo she took a year to do it;
    de Bilbao a Santander tardamos dos horas it took us two hours to get from Bilbao to Santander;
    el motor tarda mucho en enfriarse the engine takes a long time to cool down;
    aguarda aquí, no tardo un minuto wait here, I won't be a minute;
    ¿por qué tardará tanto? what can be taking him so long?;
    ¿cuánto tardarás (en hacerlo)? how long will it take you (to do it)?;
    ¿cuánto se tarda en conseguir un pasaporte? how long does it take to get a passport?
    2. [sin complemento de tiempo] [retrasarse] to be late;
    [ser lento] to be slow;
    nos vemos a las siete, ¡y no tardes! I'll see you at seven, don't be late!;
    ahora vuelvo, no tardo I'll be back in a minute, I won't be long;
    tardar en hacer algo to take a long time to do sth;
    tardó en darse cuenta it took him a while o he took a while to realize;
    no tardaron en hacerlo they were quick to do it;
    no tardará en llegar he won't be long (in coming);
    la reserva natural tardará en recuperarse del desastre it will be some time before the nature reserve recovers from the disaster
    * * *
    v/i
    1 ( demorarse) take a long time;
    tardamos dos horas we were two hours overdue o late;
    ¡no tardes! don’t be late;
    a más tardar at the latest;
    sin tardar without delay;
    no tardó en volver he soon came back, it wasn’t long before he came back
    2
    :
    ¿cuánto se tarda …? how long does it take to …?
    * * *
    tardar vi
    1) : to delay, to take a long time
    2) : to be late
    3)
    a más tardar : at the latest
    tardar vt
    demorar: to take (time)
    tarda una hora: it takes an hour
    * * *
    tardar vb
    1. (emplear) to take [pt. took; pp. taken]
    2. (demorarse) to take a long time [pt. took; pp. taken]
    tarda en contestar, quizá no esté en casa she's taking a long time to answer, perhaps she's not in
    ¡no tardes! don't be long!

    Spanish-English dictionary > tardar

  • 2 Camm, Sir Sydney

    [br]
    b. 5 August 1893 Windsor, Berkshire, England
    d. 12 March 1966 Richmond, Surrey, England
    [br]
    English military aircraft designer.
    [br]
    He was the eldest of twelve children and his father was a journeyman carpenter, in whose footsteps Camm followed as an apprentice woodworker. He developed an early interest in aircraft, becoming a keen model maker in his early teens and taking a major role in founding a local society to this end, and in 1912 he designed and built a glider able to carry people. During the First World War he worked as a draughtsman for the aircraft firm Martinsyde, but became increasingly involved in design matters as the war progressed. In 1923 Camm was recruited by Sopwith to join his Hawker Engineering Company as Senior Draughtsman, but within two years had risen to be Chief Designer. His first important contribution was to develop a method of producing metal aircraft, using welded steel tubes, and in 1926 he designed his first significant aircraft, the Hawker Horsley torpedo-bomber, which briefly held the world long-distance record before it was snatched by Charles Lindbergh in his epic New York-Paris flight in 1927. His Hawker Hart light bomber followed in 1928, after which came his Hawker Fury fighter.
    By the mid-1930s Camm's reputation as a designer was such that he was able to wield significant influence on the Air Ministry when Royal Air Force (RAF) aircraft specifications were being drawn up. His outstanding contribution came, however, with the unveiling of his Hawker Hurricane in 1935. This single-seater fighter was to prove one of the backbones of the RAF during 1939–45, but during the war he also designed two other excellent fighters: the Tempest and the Typhoon. After the Second World War Camm turned to jet aircraft, producing in 1951 the Hawker Hunter fighter/ground-attack aircraft, which saw lengthy service in the RAF and many other air forces. His most revolutionary contribution was the design of the Harrier jump-jet, beginning with the P.1127 prototype in 1961, followed by the Kestrel three years later. These were private ventures, but eventually the Government saw the enormous merit in the vertical take-off and landing concept, and the Harrier came to fruition in 1967. Sadly Camm, who was on the Board of Sopwith Hawker Siddeley Group, died before the aircraft came into service. He is permanently commemorated in the Camm Memorial Hall at the RAF Museum, Hendon, London.
    [br]
    Principal Honours and Distinctions
    CBE 1941. Knighted 1953. Associate Fellow of the Royal Aeronautical Society 1918, Fellow 1932, President 1954–5, Gold Medal 1958. Daniel Guggenheim Medal (USA) 1965.
    Further Reading
    Alan Bramson, 1990, Pure Luck: The Authorized Biography of Sir Thomas Sopwith, 1888–1989, Wellingborough: Patrick Stephens (provides information about Camm and his association with Sopwith).
    Dictionary of National Biography, 1961–70.
    CM

    Biographical history of technology > Camm, Sir Sydney

  • 3 Gresley, Sir Herbert Nigel

    [br]
    b. 19 June 1876 Edinburgh, Scotland
    d. 5 April 1941 Hertford, England
    [br]
    English mechanical engineer, designer of the A4-class 4–6–2 locomotive holding the world speed record for steam traction.
    [br]
    Gresley was the son of the Rector of Netherseale, Derbyshire; he was educated at Marlborough and by the age of 13 was skilled at making sketches of locomotives. In 1893 he became a pupil of F.W. Webb at Crewe works, London \& North Western Railway, and in 1898 he moved to Horwich works, Lancashire \& Yorkshire Railway, to gain drawing-office experience under J.A.F.Aspinall, subsequently becoming Foreman of the locomotive running sheds at Blackpool. In 1900 he transferred to the carriage and wagon department, and in 1904 he had risen to become its Assistant Superintendent. In 1905 he moved to the Great Northern Railway, becoming Superintendent of its carriage and wagon department at Doncaster under H.A. Ivatt. In 1906 he designed and produced a bogie luggage van with steel underframe, teak body, elliptical roof, bowed ends and buckeye couplings: this became the prototype for East Coast main-line coaches built over the next thirty-five years. In 1911 Gresley succeeded Ivatt as Locomotive, Carriage \& Wagon Superintendent. His first locomotive was a mixed-traffic 2–6–0, his next a 2–8–0 for freight. From 1915 he worked on the design of a 4–6–2 locomotive for express passenger traffic: as with Ivatt's 4 4 2s, the trailing axle would allow the wide firebox needed for Yorkshire coal. He also devised a means by which two sets of valve gear could operate the valves on a three-cylinder locomotive and applied it for the first time on a 2–8–0 built in 1918. The system was complex, but a later simplified form was used on all subsequent Gresley three-cylinder locomotives, including his first 4–6–2 which appeared in 1922. In 1921, Gresley introduced the first British restaurant car with electric cooking facilities.
    With the grouping of 1923, the Great Northern Railway was absorbed into the London \& North Eastern Railway and Gresley was appointed Chief Mechanical Engineer. More 4–6– 2s were built, the first British class of such wheel arrangement. Modifications to their valve gear, along lines developed by G.J. Churchward, reduced their coal consumption sufficiently to enable them to run non-stop between London and Edinburgh. So that enginemen might change over en route, some of the locomotives were equipped with corridor tenders from 1928. The design was steadily improved in detail, and by comparison an experimental 4–6–4 with a watertube boiler that Gresley produced in 1929 showed no overall benefit. A successful high-powered 2–8–2 was built in 1934, following the introduction of third-class sleeping cars, to haul 500-ton passenger trains between Edinburgh and Aberdeen.
    In 1932 the need to meet increasing road competition had resulted in the end of a long-standing agreement between East Coast and West Coast railways, that train journeys between London and Edinburgh by either route should be scheduled to take 8 1/4 hours. Seeking to accelerate train services, Gresley studied high-speed, diesel-electric railcars in Germany and petrol-electric railcars in France. He considered them for the London \& North Eastern Railway, but a test run by a train hauled by one of his 4–6–2s in 1934, which reached 108 mph (174 km/h), suggested that a steam train could better the railcar proposals while its accommodation would be more comfortable. To celebrate the Silver Jubilee of King George V, a high-speed, streamlined train between London and Newcastle upon Tyne was proposed, the first such train in Britain. An improved 4–6–2, the A4 class, was designed with modifications to ensure free running and an ample reserve of power up hill. Its streamlined outline included a wedge-shaped front which reduced wind resistance and helped to lift the exhaust dear of the cab windows at speed. The first locomotive of the class, named Silver Link, ran at an average speed of 100 mph (161 km/h) for 43 miles (69 km), with a maximum speed of 112 1/2 mph (181 km/h), on a seven-coach test train on 27 September 1935: the locomotive went into service hauling the Silver Jubilee express single-handed (since others of the class had still to be completed) for the first three weeks, a round trip of 536 miles (863 km) daily, much of it at 90 mph (145 km/h), without any mechanical troubles at all. Coaches for the Silver Jubilee had teak-framed, steel-panelled bodies on all-steel, welded underframes; windows were double glazed; and there was a pressure ventilation/heating system. Comparable trains were introduced between London Kings Cross and Edinburgh in 1937 and to Leeds in 1938.
    Gresley did not hesitate to incorporate outstanding features from elsewhere into his locomotive designs and was well aware of the work of André Chapelon in France. Four A4s built in 1938 were equipped with Kylchap twin blast-pipes and double chimneys to improve performance still further. The first of these to be completed, no. 4468, Mallard, on 3 July 1938 ran a test train at over 120 mph (193 km/h) for 2 miles (3.2 km) and momentarily achieved 126 mph (203 km/h), the world speed record for steam traction. J.Duddington was the driver and T.Bray the fireman. The use of high-speed trains came to an end with the Second World War. The A4s were then demonstrated to be powerful as well as fast: one was noted hauling a 730-ton, 22-coach train at an average speed exceeding 75 mph (120 km/h) over 30 miles (48 km). The war also halted electrification of the Manchester-Sheffield line, on the 1,500 volt DC overhead system; however, anticipating eventual resumption, Gresley had a prototype main-line Bo-Bo electric locomotive built in 1941. Sadly, Gresley died from a heart attack while still in office.
    [br]
    Principal Honours and Distinctions
    Knighted 1936. President, Institution of Locomotive Engineers 1927 and 1934. President, Institution of Mechanical Engineers 1936.
    Further Reading
    F.A.S.Brown, 1961, Nigel Gresley, Locomotive Engineer, Ian Allan (full-length biography).
    John Bellwood and David Jenkinson, Gresley and Stanier. A Centenary Tribute (a good comparative account).
    PJGR

    Biographical history of technology > Gresley, Sir Herbert Nigel

  • 4 Johnson, Clarence Leonard (Kelly)

    SUBJECT AREA: Aerospace
    [br]
    b. 27 February 1910 Michigan, USA
    d. 21 December 1990 Burbank County, California, USA
    [br]
    American aircraft designer responsible for many outstanding Lockheed aircraft over a period of almost forty-eight years.
    [br]
    The large and successful Lockheed Aircraft Corporation grew out of a small company founded by Allan and Malcolm Loughhead (pronounced "Lockheed") in 1913. The company employed many notable designers such as Jack Northrop, Jerry Vultee and Lloyd Stearman, but the most productive was "Kelly" Johnson. After studying aeronautical engineering at the University of Michigan, Johnson joined Lockheed in 1933 and gained experience in all the branches of the design department. By 1938 he had been appointed Chief Research Engineer and became involved with the design of the P-38 Lightning twin-boom fighter and the Constellation airliner. In 1943 he set up a super-secret research and development organization called Advanced Development Projects, but this soon became known as the "Skunk Works": the name came from a very mysterious factory which made potions from skunks in the popular comic strip Li'lAbner. The first aircraft designed and built by Johnson's small hand-picked team was the XP-80 Shooting Star prototype jet fighter, which was produced in just 143 days: it became the United States' first production jet fighter. At this stage the Skunk Works produced a prototype, then the main Lockheed factories took over the production run. The F-104 Starfighter and the C-130 Hercules transport were produced in this way and became widely used in many countries. In 1954 work began on the U-2 reconnaissance aircraft which was so secret that production was carried out within the Skunk Works. This made the headlines in 1960 when one was shot down over Russia. Probably the most outstanding of Johnson's designs was the SR-71 Blackbird of 1964, a reconnaissance aircraft capable of flying at Mach 3 (three times the speed of sound). Johnson was not only a great designer, he was also an outstanding manager, and his methods—including his "14 Rules"—have been widely followed. He retired from the Lockheed board in 1980, having been involved in the design of some forty aircraft.
    [br]
    Principal Honours and Distinctions
    National Medal of Freedom (the highest United States award for a civilian) 1964.
    Further Reading
    Obituary, 1991, Aerospace (Royal Aeronautical Society) (March).
    B.R.Rich, 1989, "The Skunk Works" management style: it's no secret', Aerospace (Royal Aeronautical Society) (March) (Rich was Johnson's successor).
    Details of Lockheed aircraft can be found in several publications, e.g.: R.J.Francillon, 1982, Lockheed Aircraft since 1913, London.
    JDS

    Biographical history of technology > Johnson, Clarence Leonard (Kelly)

  • 5 Sopwith, Sir Thomas (Tommy) Octave Murdoch

    SUBJECT AREA: Aerospace
    [br]
    b. 18 January 1888 London, England
    d. 27 January 1989 Stockbridge, Hampshire, England
    [br]
    English aeronautical engineer and industrialist.
    [br]
    Son of a successful mining engineer, Sopwith did not shine at school and, having been turned down by the Royal Navy as a result, attended an engineering college. His first interest was motor cars and, while still in his teens, he set up a business in London with a friend in order to sell them; he also took part in races and rallies.
    Sopwith's interest in aviation came initially through ballooning, and in 1906 he purchased his own balloon. Four years later, inspired by the recent flights across the Channel to France and after a joy-ride at Brooklands, he bought an Avis monoplane, followed by a larger biplane, and taught himself to fly. He was awarded the Royal Aero Society's Aviator Certificate No. 31 on 21 November 1910, and he quickly distinguished himself in flying competitions on both sides of the Atlantic and started his own flying school. In his races he was ably supported by his friend Fred Sigrist, a former motor engineer. Among the people Sopwith taught to fly were an Australian, Harry Hawker, and Major Hugh Trenchard, who later became the "father" of the RAF.
    In 1912, depressed by the poor quality of the aircraft on trial for the British Army, Sopwith, in conjunction with Hawker and Sigrist, bought a skating rink in Kingston-upon-Thames and, assisted by Fred Sigrist, started to design and build his first aircraft, the Sopwith Hybrid. He sold this to the Royal Navy in 1913, and the following year his aviation manufacturing company became the Sopwith Aviation Company Ltd. That year a seaplane version of his Sopwith Tabloid won the Schneider Trophy in the second running of this speed competition. During 1914–18, Sopwith concentrated on producing fighters (or "scouts" as they were then called), with the Pup, the Camel, the 1½ Strutter, the Snipe and the Sopwith Triplane proving among the best in the war. He also pioneered several ideas to make flying easier for the pilot, and in 1915 he patented his adjustable tailplane and his 1 ½ Strutter was the first aircraft to be fitted with air brakes. During the four years of the First World War, Sopwith Aviation designed thirty-two different aircraft types and produced over 16,000 aircraft.
    The end of the First World War brought recession to the aircraft industry and in 1920 Sopwith, like many others, put his company into receivership; none the less, he immediately launched a new, smaller company with Hawker, Sigrist and V.W.Eyre, which they called the H.G. Hawker Engineering Company Ltd to avoid any confusion with the former company. He began by producing cars and motor cycles under licence, but was determined to resume aircraft production. He suffered an early blow with the death of Hawker in an air crash in 1921, but soon began supplying aircraft to the Royal Air Force again. In this he was much helped by taking on a new designer, Sydney Camm, in 1923, and during the next decade they produced a number of military aircraft types, of which the Hart light bomber and the Fury fighter, the first to exceed 200 mph (322 km/h), were the best known. In the mid-1930s Sopwith began to build a large aviation empire, acquiring first the Gloster Aircraft Company and then, in quick succession, Armstrong-Whitworth, Armstrong-Siddeley Motors Ltd and its aero-engine counterpart, and A.V.Roe, which produced Avro aircraft. Under the umbrella of the Hawker Siddeley Aircraft Company (set up in 1935) these companies produced a series of outstanding aircraft, ranging from the Hawker Hurricane, through the Avro Lancaster to the Gloster Meteor, Britain's first in-service jet aircraft, and the Hawker Typhoon, Tempest and Hunter. When Sopwith retired as Chairman of the Hawker Siddeley Group in 1963 at the age of 75, a prototype jump-jet (the P-1127) was being tested, later to become the Harrier, a for cry from the fragile biplanes of 1910.
    Sopwith also had a passion for yachting and came close to wresting the America's Cup from the USA in 1934 when sailing his yacht Endeavour, which incorporated a number of features years ahead of their time; his greatest regret was that he failed in his attempts to win this famous yachting trophy for Britain. After his retirement as Chairman of the Hawker Siddeley Group, he remained on the Board until 1978. The British aviation industry had been nationalized in April 1977, and Hawker Siddeley's aircraft interests merged with the British Aircraft Corporation to become British Aerospace (BAe). Nevertheless, by then the Group had built up a wide range of companies in the field of mechanical and electrical engineering, and its board conferred on Sopwith the title Founder and Life President.
    [br]
    Principal Honours and Distinctions
    Knighted 1953. CBE 1918.
    Bibliography
    1961, "My first ten years in aviation", Journal of the Royal Aeronautical Society (April) (a very informative and amusing paper).
    Further Reading
    A.Bramson, 1990, Pure Luck: The Authorized Biography of Sir Thomas Sopwith, 1888– 1989, Wellingborough: Patrick Stephens.
    B.Robertson, 1970, Sopwith. The Man and His Aircraft, London (a detailed publication giving plans of all the Sopwith aircraft).
    CM / JDS

    Biographical history of technology > Sopwith, Sir Thomas (Tommy) Octave Murdoch

  • 6 fresco

    adj.
    1 cool, fresh.
    2 fresh, newly made, recent, new.
    3 insolent, cheeky, impudent.
    4 insolent, carefree, cheeky, unmindful.
    m.
    1 cool air.
    2 drink, beverage, refreshment.
    3 fresco.
    4 cheeky devil.
    * * *
    1 (temperatura) cool, cold
    2 (tela, vestido) light, cool
    3 (aspecto) healthy, fresh
    4 (comida) fresh
    5 (reciente) fresh, new
    6 figurado (impasible) cool, calm, unworried
    7 (desvergonzado) cheeky, shameless
    1 (frescor) fresh air, cool air
    2 ARTE fresco
    \
    al fresco in the cool
    hacer fresco to be chilly
    ¡qué fresco,-a! what a nerve!
    quedarse tan fresco,-a not to bat an eyelid
    ¡sí que estamos frescos! now we're in a fine mess!
    tomar el fresco to get some fresh air
    ————————
    1 (frescor) fresh air, cool air
    2 ARTE fresco
    * * *
    1. noun m. 2. (f. - fresca)
    adj.
    1) cool
    * * *
    fresco, -a
    1. ADJ
    1) (Culin)
    a) (=no congelado, no cocinado) fresh
    b) (=no pasado) [carne, fruta] fresh; [huevo] fresh, new-laid
    c) (=no curado) [queso] unripened; [salmón] fresh
    2) (=frío)
    a) [brisa, viento] cool
    b) [bebida] cool, cold; [agua] [para beber] cold; [en piscina, río] cool

    una cerveza fresca — a cool o cold beer

    c) [tiempo] [desagradable] chilly; [agradable] cool

    ponte una chaqueta, que la noche está fresca — put a jacket on, it's chilly tonight

    ¡qué fresco se estará ahora en la montaña! — it will be so nice and cool just now in the mountains

    d) [tela, vestido] cool
    3) (=reciente) [ideas] fresh; [pintura] wet

    venía contento, con dinero fresco en el bolsillo — he came along looking happy, with fresh money in his pocket

    4) (=natural) [piel, estilo] fresh
    5) (=refrescante) [colonia, perfume] refreshing
    6) (=persona) (=descansado) fresh; (=descarado) cheeky, sassy (EEUU)

    prefiero estudiar por las mañanas, cuando aún estoy fresco — I prefer studying in the morning while I'm still fresh

    ¡qué fresco! — what a cheek! *, what a nerve! *

    ¡está o va fresco, si cree que le voy a ayudar otra vez! — he couldn't be more wrong if he thinks that I'm going to help him again!, if he thinks I'm going to help him again, he's got another think coming!

    • me lo dijo tan fresco — he just said it to me as cool as you like

    2.
    SM / F * [sinvergüenza]

    ¡usted es un fresco! — you've got a nerve! *

    3. SM
    1) (=temperatura)

    se sentó a la sombra del árbol buscando el fresco — she sat down under the tree, in the cool of its shade

    voy a sentarme fuera, al fresco — I'm going to sit outside where it's nice and cool

    • dormir al fresco — to sleep in the open air, sleep outdoors

    • hace fresco — [desagradable] it's chilly; [agradable] it's cool

    • tomar el fresco — to get some fresh air

    que te lo creas o no, me trae al fresco — I couldn't care less whether you believe it or not

    2) (Arte) fresco
    3) Col, Perú, Ven (=bebida) [sin gas] fruit drink; [con gas] fizzy fruit drink
    fresca
    * * *
    I
    - ca adjetivo
    1)
    a) < viento> cool, fresh; < agua> cold; < bebida> cool, cold
    b) <ropa/tela> cool
    2)
    a) (no enlatado, no congelado) fresh
    b) ( reciente) fresh
    c) <cutis/belleza> fresh, young
    d) < aire> fresh
    3) < persona>
    a) [ser] (fam) ( descarado)

    ir fresco — (Esp fam)

    b) [estar] ( descansado) refreshed; ( no cansado) fresh
    c) ( tranquilo)

    me lo dijo, así, tan fresca — she was as cool as could be when she told me

    d) [ser] (Col fam) ( sencillo) relaxed, easygoing
    II
    - ca masculino, femenino (fam) ( descarado)
    III
    1) ( aire) fresh air

    ponte una chaqueta que hace fresco — put a jacket on, it's chilly out

    3) (Art) fresco
    4) (AmL) ( gaseosa) soda (AmE), fizzy drink (BrE); ( refresco de frutas) fruit drink
    * * *
    I
    - ca adjetivo
    1)
    a) < viento> cool, fresh; < agua> cold; < bebida> cool, cold
    b) <ropa/tela> cool
    2)
    a) (no enlatado, no congelado) fresh
    b) ( reciente) fresh
    c) <cutis/belleza> fresh, young
    d) < aire> fresh
    3) < persona>
    a) [ser] (fam) ( descarado)

    ir fresco — (Esp fam)

    b) [estar] ( descansado) refreshed; ( no cansado) fresh
    c) ( tranquilo)

    me lo dijo, así, tan fresca — she was as cool as could be when she told me

    d) [ser] (Col fam) ( sencillo) relaxed, easygoing
    II
    - ca masculino, femenino (fam) ( descarado)
    III
    1) ( aire) fresh air

    ponte una chaqueta que hace fresco — put a jacket on, it's chilly out

    3) (Art) fresco
    4) (AmL) ( gaseosa) soda (AmE), fizzy drink (BrE); ( refresco de frutas) fruit drink
    * * *
    fresco1
    1 = fresco [frescoes, -pl.].

    Ex: The prototype has been used to develop an application concerning images of frescoes of the Sistine Chapel in the Vatican.

    fresco2
    2 = fresh [fresher -comp., freshest -sup.], crisp.

    Ex: A fresh, constant temperature and humidity not only promotes efficiency of use, it encourages use.

    Ex: But because of their relatively short shelf life, heads of lettuce have to be shipped quickly so that they remain crisp and fresh.
    * alimento fresco = fresh food.
    * fruta fresca = fresh fruit.
    * hacer fresco = be cool.
    * producto fresco = fresh food.

    fresco3
    3 = cheeky [cheekier -comp., cheekiest -sup.], sassy [sassier -comp., sassiest -sup.], saucy [saucier -comp., sauciest -sup.].

    Ex: The young man in the picture is myself snapped twenty-five years or so ago by a cheeky thirteen-year-old during the first few months of my first teaching job.

    Ex: This series of personal essays are at various times sassy, profound, superficial, and maddening.
    Ex: Singers and other entertainers in Burma have been warned to cut out saucy behaviour and be neat and tidy or face the consequences.
    * ponerse fresco con = act + fresh with.
    * quedarse tan fresco = not bat an eyelash, not bat an eyelid.
    * ser un fresco con = act + fresh with.
    * tan fresco = as cool as a cucumber.

    * * *
    fresco1 -ca
    A
    1 ‹viento› cool, fresh; ‹agua› cold; ‹bebida› cool, cold
    el tiempo está más bien fresco the weather is a bit chilly o is on the cool side
    2 ‹ropa/tela› cool
    B
    1 (no enlatado, no congelado) fresh
    pescado fresco fresh fish
    2 (reciente) fresh
    este pescado está fresquísimo this fish is so fresh!
    trae noticias frescas she has the latest news
    los recuerdos de la guerra aún estaban frescos memories of the war were still fresh in people's minds
    [ S ] pintura fresca wet paint
    3 ‹cutis/belleza› fresh, young
    4 ‹olor› fresh
    5 (no viciado) ‹aire› fresh
    un poco de aire fresco a breath of fresh air
    C ‹persona›
    1 [ SER] ( fam)
    (descarado): ¡qué tipo más fresco! that guy sure has some nerve! ( colloq), what a nerve that guy has! ( colloq)
    ir fresco ( Esp fam): ése va fresco si se piensa que le voy a prestar dinero he's sadly mistaken if he thinks I'm going to lend him any money, if he thinks I'm going to lend him any money he's got another think coming
    2 [ ESTAR] (descansado) refreshed, fresh; (no cansado) fresh
    3
    (tranquilo): yo estaba muerto de miedo pero él estaba tan fresco I was scared to death but he was as cool as a cucumber o he was totally unperturbed o he didn't turn a hair
    me dijo que se iba de todos modos, así tan fresca she quite boldly o brazenly o unashamedly told me that she was going to go anyway
    4 [ SER] ( Col fam) (sencillo, sin complicaciones) relaxed, easygoing
    ¡fresco, hermano! cool it! ( colloq), easy! ( colloq)
    fresco2 -ca
    masculine, feminine
    ( fam)
    (descarado): ¡eres un fresco! you have a lot of nerve! ( colloq), you've got a nerve o cheek! ( BrE colloq)
    A (aire) fresh air
    vayamos a tomar el fresco let's go and get some fresh air
    B
    (frío moderado): el fresco de la brisa the freshness o coolness of the breeze
    hace un fresquito que da gusto it's lovely and cool
    ponte una chaqueta que hace fresco put a jacket on, it's chilly out
    darse fresco en las bolas ( Ven vulg): ¿vas a ayudar o te vas a seguir dando fresco en las bolas? are you going to help, or are you just going to sit there on your fat ass ( AmE) o ( BrE) arse? ( vulg)
    traer a algn al fresco ( fam): sus problemas me traen al fresco I couldn't care less o give a damn about his problems ( colloq)
    C ( Art) fresco
    pintura al fresco fresco painting
    D ( AmL) (gaseosa) soda ( AmE), fizzy drink ( BrE); (refresco de frutas) fruit drink
    * * *

     

    fresco 1
    ◊ -ca adjetivo

    1
    a) ‹ viento› cool, fresh;

    ‹ agua› cold;
    ‹ bebida› cool, cold;

    b) ‹ropa/tela› cool

    2
    a) ‹pescado/fruta› fresh;



    ( on signs) pintura fresca wet paint
    b) ‹cutis/belleza› fresh, young

    c) ( no viciado) ‹ aire› fresh

    3 ‹ persona›
    a) [ser] (fam) ( descarado):

    ◊ ¡qué tipo más fresco! that guy sure has some nerve! (colloq)

    b) [estar] ( descansado) refreshed;

    ( no cansado) fresh
    c) ( tranquilo):


    ■ sustantivo masculino, femenino (fam) ( descarado):
    ◊ ¡eres un fresco! you have a lot of nerve! (colloq)

    fresco 2 sustantivo masculino
    1




    hace fresco it's chilly
    2 (Art) fresco;

    3 (AmL) ( gaseosa) soda (AmE), fizzy drink (BrE);
    ( refresco de frutas) fruit drink
    fresco,-a
    I adjetivo
    1 (temperatura) cool
    2 (alimentos) fresh
    3 (noticias, acontecimientos) fresh, new
    4 (campante, indiferente) se quedó tan fresco, he didn't bat an eyelid
    II sustantivo masculino
    1 (frescor) fresh air, cool air: hace fresco, it's chilly
    2 Arte fresco
    3 pey (persona) ¡qué fresco!, what a nerve!
    Cuando te refieres a una temperatura baja pero agradable, puedes usar la palabra cool. Sin embargo, si la temperatura es baja y desagradable, debes emplear la palabra cold (frío).
    ' fresco' also found in these entries:
    Spanish:
    campante
    - cara
    - conchudo
    - fresca
    - fría
    - frío
    - lechuga
    - natural
    - tomar
    - traer
    - chapa
    English:
    air
    - anchovy
    - bracing
    - brisk
    - cheeky
    - chill
    - cold
    - cool
    - crisp
    - fresh
    - nip
    - saucy
    - stuffy
    - waltz
    - wet
    - window
    - butter
    - gammon
    - hot
    - keep
    - soda
    - stale
    - warm
    * * *
    fresco, -a
    ♦ adj
    1. [temperatura, aire] cool;
    corría un viento fresco there was a cool breeze;
    tómate algo fresco have a cold drink
    2. [ropa]
    un vestido fresco a cool dress
    3. [alimento] [reciente] fresh
    4. [alimento] [no congelado] fresh
    5. [pintura, tinta] wet
    6. [lozano] fresh;
    ha pasado la noche en vela y está tan fresco he was up all night but he's still fresh as a daisy;
    Fam
    estar fresco como una rosa to be as fresh as a daisy
    7. [espontáneo] fresh;
    este escritor tiene un estilo fresco this writer has a refreshing style
    8. [reciente] fresh;
    noticias frescas fresh news
    9. [caradura] cheeky, forward, US fresh;
    ¡qué fresco! what a nerve o cheek!
    10. Pey [mujer] loose
    11. Comp
    Fam
    tan fresco [despreocupado] [m5] no ha estudiado y sigue tan fresco he hasn't studied but he's not in the least bothered;
    dijo una tontería enorme y se quedó tan fresco he made an incredibly stupid remark and just carried on as if nothing was wrong;
    no sé cómo te puedes quedar tan fresco después de lo que ha pasado I don't know how you can be so laid-back after what happened
    ♦ nm,f
    [caradura] cheeky o forward person;
    es un fresco he's really cheeky o forward
    ♦ nm
    1. [frescor] coolness;
    al fresco in a cool place;
    hace fresco it's chilly;
    tomar el fresco to get a breath of fresh air
    2. Arte fresco;
    al fresco in fresco
    3. Andes, CAm, Méx [refresco] soft drink
    4. Comp
    Fam
    me trae al fresco lo que digan los demás I don't give two hoots what people say
    * * *
    I adj
    1 cool;
    conservar en lugar fresco keep cool, keep in a cool place
    2 pescado etc fresh
    3 persona fam
    fresh fam, Br
    cheeky fam ;
    quedarse tan fresco fam stay calm, fam
    keep one’s cool
    II m, fresca f
    :
    ¡eres un fresco! fam you’ve got some nerve! fam, Br
    you’ve got a cheek! fam
    III m
    1 fresh air;
    tomar el fresco get some fresh air
    2
    :
    hace fresco it’s cool;
    me trae al fresco fam I couldn’t o
    could care less, Br
    I couldn’t care less fam
    3 C.Am.
    bebida fruit drink
    * * *
    fresco, -ca adj
    1) : fresh
    2) : cool
    3) fam : insolent, nervy
    fresco nm
    1) : coolness
    2) : fresh air
    al fresco: in the open air, outdoors
    3) : fresco
    * * *
    fresco1 adj
    1. (comida) fresh
    3. (noticias) latest
    4. (persona) cheeky [comp. cheekier; superl. cheekiest]
    fresco2 n

    Spanish-English dictionary > fresco

  • 7 Barber, John

    [br]
    baptized 22 October 1734 Greasley, Nottinghamshire, England
    d. 6 November 1801 Attleborough, Nuneaton, England
    [br]
    English inventor of the gas turbine and jet propulsion.
    [br]
    He was the son of Francis Barber, coalmaster of Greasley, and Elizabeth Fletcher. In his will of 1765. his uncle, John Fletcher, left the bulk of his property, including collieries and Stainsby House, Horsley Woodhouse, Derbyshire, to John Barber. Another uncle, Robert, bequeathed him property in the next village, Smalley. It is clear that at this time John Barber was a man of considerable means. On a tablet erected by John in 1767, he acknowledges his debt to his uncle John in the words "in remembrance of the man who trained him up from a youth". At this time John Barber was living at Stainsby House and had already been granted his first patent, in 1766. The contents of this patent, which included a reversible water turbine, and his subsequent patents, suggest that he was very familiar with mining equipment, including the Newcomen engine. It comes as rather a surprise that c.1784 he became bankrupt and had to leave Stainsby House, evidently moving to Attleborough. In a strange twist, a descendent of Mr Sitwell, the new owner, bought the prototype Akroyd Stuart oil engine from the Doncaster Show in 1891.
    The second and fifth (final) patents, in 1773 and 1792, were concerned with smelting and the third, in 1776, featured a boiler-mounted impulse steam turbine. The fourth and most important patent, in 1791, describes and engine that could be applied to the "grinding of corn, flints, etc.", "rolling, slitting, forging or battering iron and other metals", "turning of mills for spinning", "turning up coals and other minerals from mines", and "stamping of ores, raising water". Further, and importantly, the directing of the fluid stream into smelting furnaces or at the stern of ships to propel them is mentioned. The engine described comprised two retorts for heating coal or oil to produce an inflammable gas, one to operate while the other was cleansed and recharged. The resultant gas, together with the right amount of air, passed to a beam-operated pump and a water-cooled combustion chamber, and then to a water-cooled nozzle to an impulse gas turbine, which drove the pumps and provided the output. A clear description of the thermodynamic sequence known as the Joule Cycle (Brayton in the USA) is thus given. Further, the method of gas production predates Murdoch's lighting of the Soho foundry by gas.
    It seems unlikely that John Barber was able to get his engine to work; indeed, it was well over a hundred years before a continuous combustion chamber was achieved. However, the details of the specification, for example the use of cooling water jackets and injection, suggest that considerable experimentation had taken place.
    To be active in the taking out of patents over a period of 26 years is remarkable; that the best came after bankruptcy is more so. There is nothing to suggest that the cost of his experiments was the cause of his financial troubles.
    [br]
    Further Reading
    A.K.Bruce, 1944, "John Barber and the gas turbine", Engineer 29 December: 506–8; 8 March (1946):216, 217.
    C.Lyle Cummins, 1976, Internal Fire, Carnot Press.
    JB

    Biographical history of technology > Barber, John

  • 8 Bell, Revd Patrick

    [br]
    b. 1799 Auchterhouse, Scotland
    d. 22 April 1869 Carmyllie, Scotland
    [br]
    Scottish inventor of the first successful reaping machine.
    [br]
    The son of a Forfarshire tenant farmer, Patrick Bell obtained an MA from the University of St Andrews. His early association with farming kindled an interest in engineering and mechanics and he was to maintain a workshop not only on his father's farm, but also, in later life, at the parsonage at Carmyllie.
    He was still studying divinity when he invented his reaping machine. Using garden shears as the basis of his design, he built a model in 1827 and a full-scale prototype the following year. Not wishing the machine to be seen during his early experiments, he and his brother planted a sheaf of oats in soil laid out in a shed, and first tried the machine on this. It cut well enough but left the straw in a mess behind it. A canvas belt system was devised and another secret trial in the barn was followed by a night excursion into a field, where corn was successfully harvested.
    Two machines were at work during 1828, apparently achieving a harvest rate of one acre per hour. In 1832 there were ten machines at work, and at least another four had been sent to the United States by this time. Despite their success Bell did not patent his design, feeling that the idea should be given free to the world. In later years he was to regret the decision, feeling that the many badly-made imitations resulted in its poor reputation and prevented its adoption.
    Bell's calling took precedence over his inventive interests and after qualifying he went to Canada in 1833, spending four years in Fergus, Ontario. He later returned to Scotland and be-came the minister at Carmyllie, with a living of £150 per annum.
    [br]
    Principal Honours and Distinctions
    Late in the day he was honoured for his part in the development of the reaping machine. He received an honorary degree from the University of St Andrews and in 1868 a testimonial and £1,000 raised by public subscription by the Highland and Agricultural Society of Scotland.
    Bibliography
    1854, Journal of Agriculture (perhaps stung by other claims, Bell wrote his own account).
    Further Reading
    G.Quick and W.Buchele, 1978, The Grain Harvesters, American Society of Agricultural Engineers (gives an account of the development of harvesting machinery).
    L.J.Jones, 1979, History of Technology, pp. 101–48 (gives a critical assessment of the various claims regarding the originality of the invention).
    51–69 (provides a celebration of Bell's achievement on its centenary).
    AP

    Biographical history of technology > Bell, Revd Patrick

  • 9 Caprotti, Arturo

    [br]
    b. 22 March 1881 Cremona, Italy
    d. 9 February 1938 Milan, Italy
    [br]
    Italian engineer, inventor of Caprotti poppet valve gear for steam locomotives.
    [br]
    Caprotti graduated as a mechanical engineer at Turin Royal Polytechnic College and spent some years in the motor car industry. After researching the application of poppet valves to railway locomotives, he invented his rotary cam valve gear for poppet valves in 1915. Compared with usual slide and piston valves and valve gears, it offered independent timing of inlet and exhaust valves and a saving in weight. Valve gear to Caprotti's design was first fitted in 1920 to a 2−6−0 locomotive of the Italian State Railways, and was subsequently widely used there and elsewhere. Caprotti valve gear was first applied in Britain in 1926 to a Claughton class 4−6−0 of the London, Midland \& Scottish Railway, resulting in substantial fuel savings compared with a similar locomotive fitted with Walschaert's valve gear and piston valves. Others of the class were then fitted similarly. Caprotti valve gear never came into general use in Britain and its final application was in 1954 to British Railways class 8 4−6−2 no. 71000; this was intended as the prototype of a class of standard locomotives for express trains, but the class was never built, because diesel and electric locomotives took their place. Some components survived scrapping, and a reconstruction of the locomotive is in working order.
    [br]
    Further Reading
    John Marshall, 1978, A Biographical Dictionary of Railway Engineers, Newton Abbot: David \& Charles.
    P.Ransome-Wallis (ed.), 1959, The Concise Encyclopaedia of World Railway Locomotives, London: Hutchinson (contains a note about Caprotti (p. 497) and a description of the valve gear (p. 301).
    PJGR

    Biographical history of technology > Caprotti, Arturo

  • 10 Leclanché, Georges

    SUBJECT AREA: Electricity
    [br]
    b. 1839 Paris, France
    d. 14 September 1882 Paris, France
    [br]
    French chemist and inventor of the primary cell named after him, from which the electrochemical principles of the modern dry cell have been developed.
    [br]
    Leclanché was sent to England for his early education. Returning to France, he entered the Central School of Arts and Manufacture, from which he graduated as a chemical engineer in 1860. He spent some years with a railway company in setting up an electrical timing system, and this work led him to electrochemical research. Driven by political pressure into exile, he set up a small laboratory in Brussels to continue the studies of the behaviour of voltaic cells he had started in France. Many workers directed their efforts to constructing a cell with a single electrolyte and a solid insoluble depo-larizer, but it was Leclanché who produced, in 1866, the prototype of a battery that was rugged, cheap and contained no highly corro-sive liquid. With electrodes of carbon and zinc and a solution of ammonium chloride, polarization was prevented by surrounding the positive electrode with manganese dioxide. The Leclanché cell was adopted by the Belgian Government Telegraph Service in 1868 and rapidly came into general use wherever an intermittent current was needed; for example, in telegraph and later in telephone circuits. Carl Gassner in 1888 pioneered successful dry cells based on the Leclanché system, with the zinc anode serving as the container, and c. 1890 commercial production of such cells began.
    [br]
    Bibliography
    10 October 1866, British patent no. 2,623 (Leclanché cell).
    1868, "Pile au peroxyde de manganèse à seul liquide", Les Mondes 16:532–3 (describes the Leclanché cell).
    Further Reading
    M.Barak, 1966, "Georges Leclanché (1939–1882)", IEE Electronics and Power 12:184– 91 (a detailed account).
    N.C.Cahoon and G.W.Heise (eds), 1976, The Primary Battery, Vol. II, New York, pp. 1–147 (describes subsequent developments), GW

    Biographical history of technology > Leclanché, Georges

  • 11 Mikoyan, Artem Ivanovich

    SUBJECT AREA: Aerospace
    [br]
    b. 5 August 1905 Sanain, Armenia
    d. 9 December 1970 Moscow, Russia
    [br]
    Armenian aircraft designer.
    [br]
    Mikoyan graduated from the Zhukovsky Military Aircraft Academy in 1936. His first major design project was in response to an official requirement, issued in December 1940, for a single-engined fighter with performance equating to those then in service with the British, French and German air forces. In conjunction with M.L. Gurevich, a mathematician, and in a bare four months, he produced a flying prototype, with a top speed of 401 mph (645 km/h), that entered service as the MiG-1 in 1941. The Mikoyan and Gurevich MiG-3 and MiG-5 followed, and they then designed the MiG-7 high-altitude fighter; however, the latter never came into service on account of the decline of the German air force.
    The Second World War MiG fighters were characterized by high speed, good protection and armament, but they had poor manoeuvrability. In 1945, however, Mikoyan began to study Western developments in jet-powered aircraft. The result was a series of jet fighters, beginning with the MiG-9A, through the MiG-11, to the MiG-15 that gave the Allied air forces such a shock when it first appeared during the Korean War. The last in the series in which Mikoyan himself was involved was the MiG-23, which entered service in 1967. The MiG series lived on after both his and Gurevich's (1976) deaths, with one of the latest models being the MiG-31.
    [br]
    Principal Honours and Distinctions
    Deputy to the Supreme Soviet 1950, 1954, 1958. Corresponding Member of the Soviet Academy of Sciences 1953. Member of the Council of Nationalities 1962. Three Stalin Prizes and other decorations.
    CM

    Biographical history of technology > Mikoyan, Artem Ivanovich

  • 12 Monro, Philip Peter

    SUBJECT AREA: Chemical technology
    [br]
    b. 27 May 1946 London, England
    [br]
    English biologist, inventor of a water-purification process by osmosis.
    [br]
    Monro's whole family background is engineering, an interest he did not share. Instead, he preferred biology, an enthusiasm aroused by reading the celebrated Science of Life by H.G. and G.P.Wells and Julian Huxley. Educated at a London comprehensive school, Monro found it necessary to attend evening classes while at school to take his advanced level science examinations. Lacking parental support, he could not pursue a degree course until he was 21 years old, and so he gained valuable practical experience as a research technician. He resumed his studies and took a zoology degree at Portsmouth Polytechnic. He then worked in a range of zoology and medical laboratories, culminating after twelve years as a Senior Experimental Officer at Southampton Medical School. In 1989 he relinquished his post to devote himself fall time to developing his inventions as Managing Director of Hampshire Advisory and Technical Services Ltd (HATS). Also in 1988 he obtained his PhD from Southampton University, in the field of embryology.
    Monro had meanwhile been demonstrating a talent for invention, mainly in microscopy. His most important invention, however, is of a water-purification system. The idea for it came from Michael Wilson of the Institute of Dental Surgery in London, who evolved a technique for osmotic production of sterile oral rehydration solutions, of particular use in treating infants suffering from diarrhoea in third-world countries. Monro broadened the original concept to include dried food, intravenous solutions and even dried blood. The process uses simple equipment and no external power and works as follows: a dry sugar/salts mixture is sealed in one compartment of a double bag, the common wall of which is a semipermeable membrane. Impure water is placed in the empty compartment and the water transfers across the membrane by the osmotic force of the sugar/salts. As the pores in the membrane exclude all viruses, bacteria and their toxins, a sterile solution is produced.
    With the help of a research fellowship granted for humanitarian reasons at King Alfred College, Winchester, the invention was developed to functional prototype stage in 1993, with worldwide patent protection. Commercial production was expected to follow, if sufficient financial backing were forthcoming. The process is not intended to replace large installations, but will revolutionize the small-scale production of sterile water in scattered third-world communities and in disaster areas where normal services have been disrupted.
    HATS was awarded First Prize in the small business category and was overall prize winner in the Toshiba Year of Invention, received a NatWest/BP award for technology and a Prince of Wales Award for Innovation.
    [br]
    Bibliography
    1993, with M.Wilson and W.A.M.Cutting, "Osmotic production of sterile oral rehydration solutions", Tropical Doctor 23:69–72.
    LRD

    Biographical history of technology > Monro, Philip Peter

  • 13 Perret, Auguste

    [br]
    b. 12 February 1874 Ixelles, near Brussels, Belgium
    d. 26 February 1954 Le Havre (?), France
    [br]
    French architect who pioneered and established building design in reinforced concrete in a style suited to the modern movement.
    [br]
    Auguste Perret belonged to the family contracting firm of A. \& G.Perret, which early specialized in the use of reinforced concrete. His eight-storey building at 25 bis Rue Franklin in Paris, built in 1902–3, was the first example of frame construction in this material and established its viability for structural design. Both ground plan and façade are uncompromisingly modern, the simplicity of the latter being relieved by unobtrusive faience decoration. The two upper floors, which are set back, and the open terrace roof garden set a pattern for future schemes. All of Perret's buildings had reinforced-concrete structures and this was clearly delineated on the façade designs. The concept was uncommon in Europe at the time, when eclecticism still largely ruled, but was derived from the late nineteenth-century skyscraper façades built by Louis Sullivan in America. In 1905–6 came Perret's Garage Ponthieu in Paris; a striking example of exposed concrete, it had a central façade window glazed in modern design in rich colours. By the 1920s ferroconcrete was in more common use, but Perret still led the field in France with his imaginative, bold use of the material. His most original structure is the Church of Notre Dame at Le Raincy on the outskirts of Paris (1922–3). The imposing exterior with its tall tower in diminishing stages is finely designed, but the interior has magnificence. It is a wide, light church, the segmented vaulted roof supported on slender columns. The whole structure is in concrete apart from the glass window panels, which extend the full height of the walls all around the church. They provide a symphony of colour culminating in deep blue behind the altar. Because of the slenderness of the columns and the richness of the glass, this church possesses a spiritual atmosphere and unimpeded sight and sound of and from the altar for everyone. It became the prototype for churches all over Europe for decades, from Moser in prewar Switzerland to Spence's postwar Coventry Cathedral.
    In a long working life Perret designed buildings for a wide range of purposes, adhering to his preference for ferroconcrete and adapting its use according to each building's needs. In the 1940s he was responsible for the railway station at Amiens, the Atomic Centre at Saclay and, one of his last important works, the redevelopment after wartime damage of the town centre of Le Havre. For the latter, he laid out large open squares enclosed by prefabricated units, which display a certain monotony, despite the imposing town hall and Church of St Joseph in the Place de L'Hôtel de Ville.
    [br]
    Principal Honours and Distinctions
    President des Réunions Internationales des Architectes. American Society of the French Legion of Honour Gold Medal 1950. Elected after the Second World War to the Institut de France. First President of the International Union of Architects on its creation in 1948. RIBA Royal Gold Medal 1948.
    Further Reading
    P.Blater, 1939, "Work of the architect A.Perret", Architektura SSSR (Moscow) 7:57 (illustrated article).
    1848 "Auguste Perret: a pioneer in reinforced concrete", Civil Engineers' Review, pp.
    296–300.
    Peter Collins, 1959, Concrete: The Vision of a New Architecture: A Study of Auguste Perret and his Precursors, Faber \& Faber.
    Marcel Zahar, 1959, D'Une Doctrine d'Architecture: Auguste Perret, Paris: Vincent Fréal.
    DY

    Biographical history of technology > Perret, Auguste

  • 14 Stephenson, Robert

    [br]
    b. 16 October 1803 Willington Quay, Northumberland, England
    d. 12 October 1859 London, England
    [br]
    English engineer who built the locomotive Rocket and constructed many important early trunk railways.
    [br]
    Robert Stephenson's father was George Stephenson, who ensured that his son was educated to obtain the theoretical knowledge he lacked himself. In 1821 Robert Stephenson assisted his father in his survey of the Stockton \& Darlington Railway and in 1822 he assisted William James in the first survey of the Liverpool \& Manchester Railway. He then went to Edinburgh University for six months, and the following year Robert Stephenson \& Co. was named after him as Managing Partner when it was formed by himself, his father and others. The firm was to build stationary engines, locomotives and railway rolling stock; in its early years it also built paper-making machinery and did general engineering.
    In 1824, however, Robert Stephenson accepted, perhaps in reaction to an excess of parental control, an invitation by a group of London speculators called the Colombian Mining Association to lead an expedition to South America to use steam power to reopen gold and silver mines. He subsequently visited North America before returning to England in 1827 to rejoin his father as an equal and again take charge of Robert Stephenson \& Co. There he set about altering the design of steam locomotives to improve both their riding and their steam-generating capacity. Lancashire Witch, completed in July 1828, was the first locomotive mounted on steel springs and had twin furnace tubes through the boiler to produce a large heating surface. Later that year Robert Stephenson \& Co. supplied the Stockton \& Darlington Railway with a wagon, mounted for the first time on springs and with outside bearings. It was to be the prototype of the standard British railway wagon. Between April and September 1829 Robert Stephenson built, not without difficulty, a multi-tubular boiler, as suggested by Henry Booth to George Stephenson, and incorporated it into the locomotive Rocket which the three men entered in the Liverpool \& Manchester Railway's Rainhill Trials in October. Rocket, was outstandingly successful and demonstrated that the long-distance steam railway was practicable.
    Robert Stephenson continued to develop the locomotive. Northumbrian, built in 1830, had for the first time, a smokebox at the front of the boiler and also the firebox built integrally with the rear of the boiler. Then in Planet, built later the same year, he adopted a layout for the working parts used earlier by steam road-coach pioneer Goldsworthy Gurney, placing the cylinders, for the first time, in a nearly horizontal position beneath the smokebox, with the connecting rods driving a cranked axle. He had evolved the definitive form for the steam locomotive.
    Also in 1830, Robert Stephenson surveyed the London \& Birmingham Railway, which was authorized by Act of Parliament in 1833. Stephenson became Engineer for construction of the 112-mile (180 km) railway, probably at that date the greatest task ever undertaken in of civil engineering. In this he was greatly assisted by G.P.Bidder, who as a child prodigy had been known as "The Calculating Boy", and the two men were to be associated in many subsequent projects. On the London \& Birmingham Railway there were long and deep cuttings to be excavated and difficult tunnels to be bored, notoriously at Kilsby. The line was opened in 1838.
    In 1837 Stephenson provided facilities for W.F. Cooke to make an experimental electrictelegraph installation at London Euston. The directors of the London \& Birmingham Railway company, however, did not accept his recommendation that they should adopt the electric telegraph and it was left to I.K. Brunel to instigate the first permanent installation, alongside the Great Western Railway. After Cooke formed the Electric Telegraph Company, Stephenson became a shareholder and was Chairman during 1857–8.
    Earlier, in the 1830s, Robert Stephenson assisted his father in advising on railways in Belgium and came to be increasingly in demand as a consultant. In 1840, however, he was almost ruined financially as a result of the collapse of the Stanhope \& Tyne Rail Road; in return for acting as Engineer-in-Chief he had unwisely accepted shares, with unlimited liability, instead of a fee.
    During the late 1840s Stephenson's greatest achievements were the design and construction of four great bridges, as part of railways for which he was responsible. The High Level Bridge over the Tyne at Newcastle and the Royal Border Bridge over the Tweed at Berwick were the links needed to complete the East Coast Route from London to Scotland. For the Chester \& Holyhead Railway to cross the Menai Strait, a bridge with spans as long-as 460 ft (140 m) was needed: Stephenson designed them as wrought-iron tubes of rectangular cross-section, through which the trains would pass, and eventually joined the spans together into a tube 1,511 ft (460 m) long from shore to shore. Extensive testing was done beforehand by shipbuilder William Fairbairn to prove the method, and as a preliminary it was first used for a 400 ft (122 m) span bridge at Conway.
    In 1847 Robert Stephenson was elected MP for Whitby, a position he held until his death, and he was one of the exhibition commissioners for the Great Exhibition of 1851. In the early 1850s he was Engineer-in-Chief for the Norwegian Trunk Railway, the first railway in Norway, and he also built the Alexandria \& Cairo Railway, the first railway in Africa. This included two tubular bridges with the railway running on top of the tubes. The railway was extended to Suez in 1858 and for several years provided a link in the route from Britain to India, until superseded by the Suez Canal, which Stephenson had opposed in Parliament. The greatest of all his tubular bridges was the Victoria Bridge across the River St Lawrence at Montreal: after inspecting the site in 1852 he was appointed Engineer-in-Chief for the bridge, which was 1 1/2 miles (2 km) long and was designed in his London offices. Sadly he, like Brunel, died young from self-imposed overwork, before the bridge was completed in 1859.
    [br]
    Principal Honours and Distinctions
    FRS 1849. President, Institution of Mechanical Engineers 1849. President, Institution of Civil Engineers 1856. Order of St Olaf (Norway). Order of Leopold (Belgium). Like his father, Robert Stephenson refused a knighthood.
    Further Reading
    L.T.C.Rolt, 1960, George and Robert Stephenson, London: Longman (a good modern biography).
    J.C.Jeaffreson, 1864, The Life of Robert Stephenson, London: Longman (the standard nine-teenth-century biography).
    M.R.Bailey, 1979, "Robert Stephenson \& Co. 1823–1829", Transactions of the Newcomen Society 50 (provides details of the early products of that company).
    J.Kieve, 1973, The Electric Telegraph, Newton Abbot: David \& Charles.
    PJGR

    Biographical history of technology > Stephenson, Robert

  • 15 Wallis, Sir Barnes Neville

    [br]
    b. 26 September 1887 Ripley, Derbyshire, England
    d. 30 October 1979 Leatherhead, Surrey, England
    [br]
    English aeronautical designer and inventor.
    [br]
    Wallis was apprenticed first at Thames Engineering Works, and then, in 1908, at John Samuel White's shipyard at Cowes. In 1913, the Government, spurred on by the accelerating development of the German Zeppelins (see Zeppelin, Ferdinand von), ordered an airship from Vickers; Wallis was invited to join the design team. Thus began his long association with aeronautical design and with Vickers. This airship, and the R80 that followed it, were successfully completed, but the military lost interest in them.
    In 1924 the Government initiated a programme for the construction of two airships to settle once and for all their viability for long-dis-tance air travel. The R101 was designed by a Government-sponsored team, but the R100 was designed by Wallis working for a subsidiary of Vickers. The R100 took off on 29 July 1930 for a successful round trip to Canada, but the R101 crashed on its first flight on 4 October, killing many of its distinguished passengers. The shock of this disaster brought airship development in Britain to an abrupt end and forced Wallis to direct his attention to aircraft.
    In aircraft design, Wallis is known for his use of geodesic construction, which combined lightness with strength. It was applied first to the single-engined "Wellesley" and then the twin-en-gined "Wellington" bomber, which first flew in 1936. With successive modifications, it became the workhorse of RAF Bomber Command during the Second World War until the autumn of 1943, when it was replaced by four-engined machines. In other areas, it remained in service until the end of the war and, in all, no fewer than 11,461 were built.
    Wallis is best known for his work on bomb design, first the bouncing bomb that was used to breach the Möhne and Eder dams in the Ruhr district of Germany in 1943, an exploit immortalized in the film Dambusters. Encouraged by this success, the authorities then allowed Wallis to realize an idea he had long urged, that of heavy, penetration bombs. In the closing stages of the war, Tallboy, of 12,000 lb (5,400 kg), and the 10-ton Grand Slam were used to devastating effect.
    After the Second World War, Wallis returned to aeronautical design and was given his own department at Vickers to promote his ideas, principally on variable-geometry or swing-wing aircraft. Over the next thirteen years he battled towards the prototype stage of this revolutionary concept. That never came, however; changing conditions and requirements and increasing costs led to the abandonment of the project. Bit-terly disappointed, Wallis continued his researches into high-speed aircraft until his retirement from Vickers (by then the British Aircraft Corporation), in 1971.
    [br]
    Principal Honours and Distinctions
    Knighted 1968. FRS 1945.
    Further Reading
    J.Morpurgo, 1972, Barnes Wallis: A Biography, London: Longman (a readable account, rather biased in Wallis's favour).
    C.J.Heap, 1987, The Papers of Sir Barnes Wallis (1887–1979) in the Science Museum Library, London: Science Museum; with a biographical introd. by L.R.Day.
    LRD

    Biographical history of technology > Wallis, Sir Barnes Neville

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