civil+death

1) Общая лексика: Commercial Directorate (SEIC)

2) Компьютерная техника: Change Directories, Change Directory

3) Авиация: container dolly, control display, control drag

4) Медицина: certified doula (DONA association), Crohn’s disease

5) Американизм: Corps Diplomatic

6) Военный термин: Cable Driver, Canadian Decoration, Canadian Forces decoration, Cavalry Division, Combat Developments, Command Director, Command Ship, Committee on Disarmament, Communications Deception, Community/Service-Developed, Comptroller Division, Conference on Disarmament, Control Data, Controlled Dissemination, Coordinating Draft, Council Deputies, Counter Drug, camouflage detection, career development, center distance, central department, central district, certificate of destruction, certificate of discharge, chaff dispenser, change directive, check digit, chemical defense, chief of division, circular dispersion, civil defense, classification of defects, clothing depot, coastal defense, collateral damage, combat development, command decoder, command destruct, common digitizer, comparable data, competitive design, concept definition, concept development, contract definition, contract design, coordination document, countdown, critical defect, КР, Конференция по разоружению

7) Техника: Coherent Detector, cable duct, capacitance divider, capacitive discharge, chain data, charge displacement, chip density, clamping diode, clock delay mechanism, coastal defense radar, communications device, component development, condensate demineralizer, configuration-dependent, console display, controls and displays computer, copper dish, crystal diode

8) Сельское хозяйство: contagious disease

9) Юридический термин: Composite Document, Computational Dynamics, condemned, confidential document

10) Экономика: ДС

11) Бухгалтерия: Cash Disbursement

12) Страхование: Commission du Danube

13) Автомобильный термин: коэффициент сопротивления купе (Coefficient of Drag)

14) Грубое выражение: Crap Detector, Crap Digger

15) Металлургия: Ceiling Diffuser

16) Музыка: компакт-диск

17) Политика: Chad

18) Телекоммуникации: Channel Delay, Connect Direct, campus distributor, Collision Detection (LAN), Call Disconnect (SS7)

19) Сокращение: Canadian Dollar, Cavalry Division (USA), Civil Defence, Coast Defence, Cold Drawn, Collision Detection (as in CSMA/CD (q.v.)), Compact Disc, Consular Declaration, Corps Diplomatique, Current Density, Customs Declaration, Democratic Republic of the Congo, ROM Compact Disk - Read Only Memory, chart datum, concealment device, controls and displays, Carrier Detect (EIA RS-232-C; properly DCD (q.v.)), Capacitor Diode, Contact Depth, Corrected Depth

20) Университет: Class Demo

21) Физиология: Cardiovascular Disease, Cause of Death

22) Электроника: Cage Dipole, Circuit Design, Contact Discontinuity

23) Вычислительная техника: clock driver, committee draft, компакт-диск (Одна из технологий оптических дисков, весьма успешно внедрённая в мир персональных компьютеров), Compact Disk (CD), Change Directory (DOS, Unix, OS/2), Committee Draft (ISO), Carrier Detect (MODEM, RS-232), Collision Detection (as in CSMA/CD (q.v.)), Carrier Detect (properly DCD (q.v.), EIA RS-232-C), (compact disk) лазерный диск

24) Нефть: compensated density log, complementary distribution, contract depth, глубина скважины по контракту (contract depth), классификация дефектов (classification of defects), классификация неисправностей (classification of defects), уточнённая глубина (скважины)

25) Иммунология: Controlled Delivery, cluster of differentiation

26) Биохимия: Circular Dichroic

27) Связь: Collision Detection

28) Банковское дело: вкладной сертификат (certificate of deposit), депозитный сертификат (certificate of deposit), отражаемое в цене акции право покупателя на получение дивидендов (cum dividend)

29) Транспорт: Compact Design, Compression Dampening

30) Воздухоплавание: I Control Direction Indicator

31) СМИ: Celebrity Disguise

32) Деловая лексика: Can't Deliver, Certificates of Deposit

33) Бурение: исправленная глубина скважины (corrected depth), бурение на обсадных трубах (сокр. от Casing Drilling)

34) Глоссарий компании Сахалин Энерджи: Conceptual Design, compressor drive, Начальная дата (Commencement Date), Commercial Director

35) Нефтегазовая техника контрактная глубина бурения

36) Образование: Continuing Development

37) Инвестиции: certificate of deposit, cum dividend

38) Сетевые технологии: calling device, compact-disk, вызывное устройство, сигнал обнаружения несущей

39) Полимеры: calendar day, circular dichroism, cold-drawn, cross direction, отслаивание при катодной поляризации

40) Программирование: Cursor Down

41) Автоматика: case depth

42) Ядерная физика: Displaced Central Trajectory

43) Сахалин Р: Commencement Date

44) Медицинская техника: Color Doppler

45) Химическое оружие: calibration device

46) Расширение файла: C D description, Carrier Detect, Color Display, Compact Disk

47) Нефть и газ: compressor department

48) Собаководство: Companion Dog, canine distemper

49) Каспий: расчётный каспийский уровень (Caspian Datum; согласно глоссарию KDPC - 'каспийский репер', 'уровень Каспийского моря')

50) Чат: Cross Dresser

51) НАСА: Critical Dimension

a) ( de puerta) threshold

b) (borde, frontera) tb

◊ umbrales threshold;

registry [ˈredʒɪstrɪ]

( = act, office) enregistrement m ; [of birth, death] bureau m de l'état civil

► registry office noun (British) bureau m d'état civil

• to get married in a registry office se marier civilement

* * *

noun GB salle f des registres

(19061980)

   Marcello Caetano, as the last prime minister of the Estado Novo, was both the heir and successor of Antônio de Oliveira Salazar. In a sense, Caetano was one of the founders and sustainers of this unusual regime and, at various crucial stages of its long life, Caetano's contribution was as important as Salazar's.

   Born in Lisbon in 1906 to a middle-class family, Caetano was a member of the student generation that rebelled against the unstable parliamentary First Republic and sought answers to Portugal's legion of troubles in conservative ideologies such as integralism, Catholic reformism, and the Italian Fascist model. One of the most brilliant students at the University of Lisbon's Law School, Caetano soon became directly involved in government service in various ministries, including Salazar's Ministry of Finance. When Caetano was not teaching full-time at the law school in Lisbon and influencing new generations of students who became critical of the regime he helped construct, Caetano was in important government posts and working on challenging assignments. In the 1930s, he participated in reforms in the Ministry of Finance, in the writing of the 1933 Constitution, in the formation of the new civil code, of which he was in part the author, and in the construction of corporativism, which sought to control labor-management relations and other aspects of social engineering. In a regime largely directed by academics from the law faculties of Coimbra University and the University of Lisbon, Caetano was the leading expert on constitutional law, administrative law, political science, and colonial law. A prolific writer as both a political scientist and historian, Caetano was the author of the standard political science, administrative law, and history of law textbooks, works that remained in print and in use among students long after his exile and death.

   After his apprenticeship service in a number of ministries, Caetano rose steadily in the system. At age 38, he was named minister for the colonies (1944 47), and unlike many predecessors, he "went to see for himself" and made important research visits to Portugal's African territories. In 1955-58, Caetano served in the number-three position in the regime in the Ministry of the Presidency of the Council (premier's office); he left office for full-time academic work in part because of his disagreements with Salazar and others on regime policy and failures to reform at the desired pace. In 1956 and 1957, Caetano briefly served as interim minister of communications and of foreign affairs.

   Caetano's opportunity to take Salazar's place and to challenge even more conservative forces in the system came in the 1960s. Portugal's most prominent law professor had a public falling out with the regime in March 1962, when he resigned as rector of Lisbon University following a clash between rebellious students and the PIDE, the political police. When students opposing the regime organized strikes on the University of Lisbon campus, Caetano resigned his rectorship after the police invaded the campus and beat and arrested some students, without asking permission to enter university premises from university authorities.

   When Salazar became incapacitated in September 1968, President Américo Tomás named Caetano prime minister. His tasks were formidable: in the midst of remarkable economic growth in Portugal, continued heavy immigration of Portuguese to France and other countries, and the costly colonial wars in three African colonies, namely Angola, Guinea- Bissau, and Mozambique, the regime struggled to engineer essential social and political reforms, win the wars in Africa, and move toward meaningful political reforms. Caetano supported moderately important reforms in his first two years in office (1968-70), as well as the drafting of constitutional revisions in 1971 that allowed a slight liberalization of the Dictatorship, gave the opposition more room for activity, and decentrali zed authority in the overseas provinces (colonies). Always aware of the complexity of Portugal's colonial problems and of the ongoing wars, Caetano made several visits to Africa as premier, and he sought to implement reforms in social and economic affairs while maintaining the expensive, divisive military effort, Portugal's largest armed forces mobilization in her history.

   Opposed by intransigent right-wing forces in various sectors in both Portugal and Africa, Caetano's modest "opening" of 1968-70 soon narrowed. Conservative forces in the military, police, civil service, and private sectors opposed key political reforms, including greater democratization, while pursuing the military solution to the African crisis and personal wealth. A significant perspective on Caetano's failed program of reforms, which could not prevent the advent of a creeping revolution in society, is a key development in the 1961-74 era of colonial wars: despite Lisbon's efforts, the greater part of Portuguese emigration and capital investment during this period were directed not to the African colonies but to Europe, North America, and Brazil.

   Prime Minister Caetano, discouraged by events and by opposition to his reforms from the so-called "Rheumatic Brigade" of superannuated regime loyalists, attempted to resign his office, but President Américo Tomás convinced him to remain. The publication and public reception of African hero General Antônio Spinola's best-selling book Portugal e Futuro (Portugal and the Future) in February 1974 convinced the surprised Caetano that a coup and revolution were imminent. When the virtually bloodless, smoothly operating military coup was successful in what became known as the Revolution of 25 April 1974, Caetano surrendered to the Armed Forces Movement in Lisbon and was flown to Madeira Island and later to exile in Brazil, where he remained for the rest of his life. In his Brazilian exile, Caetano was active writing important memoirs and histories of the Estado Novo from his vantage point, teaching law at a private university in Rio de Janeiro, and carrying on a lively correspondence with persons in Portugal. He died at age 74, in 1980, in Brazil.

    See also Empire, Portuguese overseas.

(1869-1951)

   Career army officer, one of the founders of the Estado Novo (1926-74), and the longest-serving president of the republic of that regime (1926-51). Born in Lisbon in 1869, the son of a career cavalry officer, Oscar Carmona entered the army in 1888 and became a lieutenant in 1894, in the same cavalry regiment in which his father had served. He rose rapidly, and became a general during the turbulent First Republic, briefly served as minister of war in 1923, and achieved public notoriety as prosecutor for the military in one of the famous trials of military personnel in an abortive 1925 coup. General Carmona was one of the key supporters of the 28 May 1926 military coup that overthrew the unstable republic and established the initially unstable military dictatorship (1926-33), which was the political system that founded the Estado Novo (1933-74).

   Carmona took power as president upon the ousting of the Twenty-eighth of May coup leader, General Gomes da Costa, and guided the military dictatorship through political and economic uncertainty until the regime settled upon empowering Antônio de Oliveira Salazar with extraordinary fiscal authority as minister of finance (April 1928). Elected in a managed election based on limited male suffrage in 1928, President Carmona served as the Dictatorship's president of the republic until his death in office in 1951 at age 81. In political creed a moderate republican not a monarchist, General (and later Marshal) Carmona played an essential role in the Dictatorship, which involved a division of labor between Dr. Salazar, who, as prime minister since July 1932 was responsible for the daily management of the government, and Carmona, who was responsible for managing civil-military relations in the system, maintaining smooth relations with Dr. Salazar, and keeping the armed forces officer corps in line and out of political intervention.

   Carmona's amiable personality and reputation for personal honesty, correctness, and hard work combined well with a friendly relationship with the civilian dictator Salazar. Especially in the period 1928-44, in his more vigorous years in the position, Carmona's role was vital in both the political and ceremonial aspects of his job. Car-mona's ability to balance the relationship with Salazar and the pressures and demands from a sometimes unhappy army officer corps that, following the civilianization of the regime in the early 1930s, could threaten military intervention in politics and government, was central to the operation of the regime.

   After 1944, however, Carmona was less effective in this role. His tiring ceremonial visits around Portugal, to the Atlantic Islands, and to the overseas empire became less frequent; younger generations of officers grew alienated from the regime; and Carmona suffered from the mental and physical ailments of old age. In the meantime, Salazar assumed the lion's share of political power and authority, all the while placing his own appointees in office. This, along with the regime's political police (PVDE or PIDE), Republican National Guard, and civil service, as well as a circle of political institutions that monopolized public office, privilege, and decision making, made Carmona's role as mediator-intermediary between the career military and the largely civilian-managed system significantly less important. Increasingly feeble and less aware of events around him, Carmona died in office in April 1951 and was replaced by Salazar's chosen appointee, General (and later Marshal) Francisco Craveiro Lopes, who was elected president of the republic in a regime-managed election.

(1811-1853)

   Born Maria da Glória, daughter of Pedro IV of Portugal (Pedro I of Brazil) and his first wife, Archduchess Leopoldina of Austria, in Rio de Janeiro, the future queen was named regent at age seven, on the death of King João VI (1826). By an agreement, her father Pedro abdicated the throne of Portugal on her behalf with the understanding that she would marry her uncle Dom Miguel, who in turn was pledged to accept a constitutional charter written by Pedro himself. Backed by the absolutist party, including his reactionary mother Queen Carlota Joaquina, Dom Miguel returned from his Austrian exile in 1828 and proceeded to scrap the 1826 charter of Pedro and rule as absolutist king of Portugal, placing the nine-year-old Maria da Glória in the political wilderness.

   Emperor Pedro I of Brazil (who had been Pedro IV of Portugal before he abdicated in Maria's favor) responded by deciding to fight for his daughter's cause and for the restoration of the 1826 charter. Maria's constitutional monarchy, throne, and cause were at the center of the War of the Brothers, a tragic civil war from 1831 to 1834. With foreign assistance from Great Britain, Pedro's army and fleet prevailed over the Miguelite forces by 1834. By the Convention of Évora-Monte, signed by generals of Miguel and Pedro, Miguel surrendered unconditionally, peace was assured, and Miguel went into exile.

   At age 15, Maria da Glória was proclaimed queen of Portugal, but her personal life was tragic and her reign a stormy one. Within months of the victory of her constitutionalist cause, her chief advocate and counselor, her father Pedro, died of tuberculosis. Her all too brief reign was consumed in childbirth (she died bearing her 11th child in 1853 at age 34) and in ruling Portugal during one of the modern era's most disturbed phases. During her time on the throne, there were frequent military insurrections and interventions in politics, various revolutions, the siege of Oporto, the Patuleia revolt and civil war, the Maria da Fonte uprising, rebellion of leading military commanders (marshals), and economic troubles. Maria was a talented monarch, and helped raise and educate her oldest son Pedro, who succeeded her as King Pedro V, one of Portugal's most remarkable rulers of recent centuries. Late in her reign, the constitutional monarchy system settled down, enjoyed greater stability, and began the so-called " Regeneration" era of economic development and progress.

register ['redʒɪstə(r)]

registre ⇒ 1 (a), 1 (c)-(g) liste ⇒ 1 (a) enregistreur ⇒ 1 (b) caisse ⇒ 1 (b) enregistrer ⇒ 2 (a) inscrire ⇒ 2 (a) indiquer ⇒ 2 (b) exprimer ⇒ 2 (b) s'inscrire ⇒ 3 (a) donner une indication ⇒ 3 (b)

1 noun

(a) (book) registre m; (list) liste f; School registre m de présences, cahier m d'appel; (on ship) livre m de bord;

∎ to keep a register tenir un registre;

∎ to enter sth in a register inscrire qch dans un registre;

∎ School to call or to take the register faire l'appel;

∎ electoral register liste f électorale;

∎ commercial or trade register registre m du commerce;

∎ register of shipping registre m maritime;

∎ register of births, deaths and marriages registre m de l'état civil;

∎ Stock Exchange register of shareholders registre m des actionnaires

(b) (gauge) enregistreur m; (counter) compteur m; (cash till) caisse f (enregistreuse)

(c) (pitch → of voice) registre m, tessiture f; (→ of instrument) registre m

(d) Linguistics registre m, niveau m de langue

(e) Typography registre m;

∎ to be in/out of register être/ne pas être en registre

(f) Art registre m

(g) Computing (of memory) registre m

2 transitive verb

(a) (record → name) (faire) enregistrer, (faire) inscrire; (→ on list) inscrire; (→ birth, death) déclarer; (→ vehicle) (faire) immatriculer; (→ trademark) déposer; (→ request) enregistrer; (→ readings) relever, enregistrer; Finance (→ shares) immatriculer; (→ mortgage) inscrire; Computing (→ software) inscrire; Military (→ recruit) recenser;

∎ to register a complaint déposer une plainte;

∎ to register a protest protester;

∎ to register one's vote exprimer son vote, voter;

∎ record wind speeds have been registered in the country on a enregistré des vitesses record du vent dans le pays;

∎ is the car registered in your name? est-ce que la voiture est à votre nom?;

∎ she is not registered at this hotel elle n'est pas descendue à cet hôtel;

∎ I'd like to register my disagreement officially je voudrais exprimer officiellement mon désaccord

(b) (indicate → of thermometer, dial etc) indiquer; (→ of person, face) exprimer;

∎ the needle is registering 700 kg l'aiguille indique 700 kg;

∎ the earthquake registered seven on the Richter scale le séisme a atteint sept sur l'échelle de Richter;

∎ winds registering 100 mph ≃ des vents atteignant 160 km/h;

∎ her face registered disbelief l'incrédulité se lisait sur son visage;

∎ Finance the pound has registered a fall la livre a enregistré une baisse

(c) (obtain → success) remporter; (→ defeat) essuyer

(d) familiar (understand) saisir, piger;

∎ they don't seem to have registered (the fact) that the situation is hopeless ils ne semblent pas se rendre compte que la situation est désespérée^□

(e) (parcel, letter) envoyer en recommandé

(f) (at railway station, airport etc → suitcase) (faire) enregistrer

(g) Typography mettre en registre

(h) Technology (faire) aligner, faire coïncider

3 intransitive verb

(a) (for course) s'inscrire, se faire inscrire; (at hotel) s'inscrire sur ou signer le registre (de l'hôtel); (voter) se faire inscrire sur la liste électorale;

∎ to register at night school/for Chinese lessons s'inscrire aux cours du soir/à des cours de chinois;

∎ foreign nationals must register with the police les ressortissants étrangers doivent se faire enregistrer au commissariat de police;

∎ to register with a GP/on the electoral roll se faire inscrire auprès d'un médecin traitant/sur les listes électorales

(b) (instrument) donner une indication;

∎ is the barometer registering? est-ce que le baromètre indique quelque chose?;

∎ the current was too weak to register le courant était trop faible pour donner une indication;

∎ the quake was so small it barely even registered la secousse a été à peine perceptible

(c) familiar (be understood)

∎ maths just doesn't register with him il ne comprend absolument rien aux maths^□ ;

∎ I did give them the address but I don't think it registered je leur ai bien donné l'adresse mais je ne crois pas qu'ils l'aient retenue^□ ;

∎ her success didn't really register with her elle ne s'était pas vraiment rendu compte de son succès^□ ;

∎ the truth slowly began to register (with me) petit à petit, la vérité m'est apparue^□ ;

∎ his name doesn't register (with me) son nom ne me dit rien^□

(d) Technology coïncider, être aligné; Typography être en registre

►► Administration register office bureau m de l'état civil;

Nautical register ton tonneau m (de jauge)

SUBJECT AREA: Civil engineering, Land transport, Mechanical, pneumatic and hydraulic engineering, Ports and shipping, Public utilities, Railways and locomotives

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The son of Marc Isambard Brunel and Sophia Kingdom, he was educated at a private boarding-school in Hove. At the age of 14 he went to the College of Caen and then to the Lycée Henri-Quatre in Paris, after which he was apprenticed to Louis Breguet. In 1822 he returned from France and started working in his father's office, while spending much of his time at the works of Maudslay, Sons \& Field.

From 1825 to 1828 he worked under his father on the construction of the latter's Thames Tunnel, occupying the position of Engineer-in-Charge, exhibiting great courage and presence of mind in the emergencies which occurred not infrequently. These culminated in January 1828 in the flooding of the tunnel and work was suspended for seven years. For the next five years the young engineer made abortive attempts to find a suitable outlet for his talents, but to little avail. Eventually, in 1831, his design for a suspension bridge over the River Avon at Clifton Gorge was accepted and he was appointed Engineer. (The bridge was eventually finished five years after Brunel's death, as a memorial to him, the delay being due to inadequate financing.) He next planned and supervised improvements to the Bristol docks. In March 1833 he was appointed Engineer of the Bristol Railway, later called the Great Western Railway. He immediately started to survey the route between London and Bristol that was completed by late August that year. On 5 July 1836 he married Mary Horsley and settled into 18 Duke Street, Westminster, London, where he also had his office. Work on the Bristol Railway started in 1836. The foundation stone of the Clifton Suspension Bridge was laid the same year. Whereas George Stephenson had based his standard railway gauge as 4 ft 8½ in (1.44 m), that or a similar gauge being usual for colliery wagonways in the Newcastle area, Brunel adopted the broader gauge of 7 ft (2.13 m). The first stretch of the line, from Paddington to Maidenhead, was opened to traffic on 4 June 1838, and the whole line from London to Bristol was opened in June 1841. The continuation of the line through to Exeter was completed and opened on 1 May 1844. The normal time for the 194-mile (312 km) run from Paddington to Exeter was 5 hours, at an average speed of 38.8 mph (62.4 km/h) including stops. The Great Western line included the Box Tunnel, the longest tunnel to that date at nearly two miles (3.2 km).

Brunel was the engineer of most of the railways in the West Country, in South Wales and much of Southern Ireland. As railway networks developed, the frequent break of gauge became more of a problem and on 9 July 1845 a Royal Commission was appointed to look into it. In spite of comparative tests, run between Paddington-Didcot and Darlington-York, which showed in favour of Brunel's arrangement, the enquiry ruled in favour of the narrow gauge, 274 miles (441 km) of the former having been built against 1,901 miles (3,059 km) of the latter to that date. The Gauge Act of 1846 forbade the building of any further railways in Britain to any gauge other than 4 ft 8 1/2 in (1.44 m).

The existence of long and severe gradients on the South Devon Railway led to Brunel's adoption of the atmospheric railway developed by Samuel Clegg and later by the Samuda brothers. In this a pipe of 9 in. (23 cm) or more in diameter was laid between the rails, along the top of which ran a continuous hinged flap of leather backed with iron. At intervals of about 3 miles (4.8 km) were pumping stations to exhaust the pipe. Much trouble was experienced with the flap valve and its lubrication—freezing of the leather in winter, the lubricant being sucked into the pipe or eaten by rats at other times—and the experiment was abandoned at considerable cost.

Brunel is to be remembered for his two great West Country tubular bridges, the Chepstow and the Tamar Bridge at Saltash, with the latter opened in May 1859, having two main spans of 465 ft (142 m) and a central pier extending 80 ft (24 m) below high water mark and allowing 100 ft (30 m) of headroom above the same. His timber viaducts throughout Devon and Cornwall became a feature of the landscape. The line was extended ultimately to Penzance.

As early as 1835 Brunel had the idea of extending the line westwards across the Atlantic from Bristol to New York by means of a steamship. In 1836 building commenced and the hull left Bristol in July 1837 for fitting out at Wapping. On 31 March 1838 the ship left again for Bristol but the boiler lagging caught fire and Brunel was injured in the subsequent confusion. On 8 April the ship set sail for New York (under steam), its rival, the 703-ton Sirius, having left four days earlier. The 1,340-ton Great Western arrived only a few hours after the Sirius. The hull was of wood, and was copper-sheathed. In 1838 Brunel planned a larger ship, some 3,000 tons, the Great Britain, which was to have an iron hull.

The Great Britain was screwdriven and was launched on 19 July 1843,289 ft (88 m) long by 51 ft (15.5 m) at its widest. The ship's first voyage, from Liverpool to New York, began on 26 August 1845. In 1846 it ran aground in Dundrum Bay, County Down, and was later sold for use on the Australian run, on which it sailed no fewer than thirty-two times in twenty-three years, also serving as a troop-ship in the Crimean War. During this war, Brunel designed a 1,000-bed hospital which was shipped out to Renkioi ready for assembly and complete with shower-baths and vapour-baths with printed instructions on how to use them, beds and bedding and water closets with a supply of toilet paper! Brunel's last, largest and most extravagantly conceived ship was the Great Leviathan, eventually named The Great Eastern, which had a double-skinned iron hull, together with both paddles and screw propeller. Brunel designed the ship to carry sufficient coal for the round trip to Australia without refuelling, thus saving the need for and the cost of bunkering, as there were then few bunkering ports throughout the world. The ship's construction was started by John Scott Russell in his yard at Millwall on the Thames, but the building was completed by Brunel due to Russell's bankruptcy in 1856. The hull of the huge vessel was laid down so as to be launched sideways into the river and then to be floated on the tide. Brunel's plan for hydraulic launching gear had been turned down by the directors on the grounds of cost, an economy that proved false in the event. The sideways launch with over 4,000 tons of hydraulic power together with steam winches and floating tugs on the river took over two months, from 3 November 1857 until 13 January 1858. The ship was 680 ft (207 m) long, 83 ft (25 m) beam and 58 ft (18 m) deep; the screw was 24 ft (7.3 m) in diameter and paddles 60 ft (18.3 m) in diameter. Its displacement was 32,000 tons (32,500 tonnes).

The strain of overwork and the huge responsibilities that lay on Brunel began to tell. He was diagnosed as suffering from Bright's disease, or nephritis, and spent the winter travelling in the Mediterranean and Egypt, returning to England in May 1859. On 5 September he suffered a stroke which left him partially paralysed, and he died ten days later at his Duke Street home.

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SUBJECT AREA: Civil engineering

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After a basic education in mathematics, latin, French and geometry, Clark was articled to a solicitor, but he left after two years because he did not like the work. He had no permanent training otherwise, and for four years he led an idle life, becoming self-taught in the subjects that interested him. He eventually became a teacher at his old school before entering Cambridge, although he returned home after two years without taking a degree. He then toured the European continent extensively, supporting himself as best he could. He returned to England in 1839 and obtained further teaching posts. With the railway boom in progress he decided to become a surveyor and did some work on a proposed line between Oxford and Brighton.

After being promised an interview with Robert Stephenson, he managed to see him in March 1846. Stephenson took a liking to Clark and asked him to investigate the strains on the Britannia Bridge tubes under various given conditions. This work so gained Stephenson's full approval that, after being entrusted with experiments and designs, Clark was appointed Resident Engineer for the Britannia Bridge across the Menai Straits. He not only completed the bridge, which was opened on 19 October 1850, but also wrote the history of its construction. After the completion of the bridge—and again without any professional experience—he was appointed Engineer-in-Chief to the Electric and International Telegraph Company. He was consulted by Captain Mark Huish of the London \& North Western Railway on a telegraphic system for the railway, and in 1853 he introduced the Block Telegraph System.

Clark was engaged on the Crystal Palace and was responsible for many railway bridges in Britain and abroad. He was Engineer and part constructor of the harbour at Callao, Peru, and also of harbour works at Colón, Panama. On canal works he was contractor for the marine canal, the Morskoy Canal, in 1875 between Kronstadt and St Petersburg. His great work on canals, however, was the concept with Edward Leader Williams of the hydraulically operated barge lift at Anderton, Cheshire, linking the Weaver Navigation to the Trent \& Mersey Canal, whose water levels have a vertical separation of 50 ft (15 m). This was opened on 26 July 1875. The structure so impressed the French engineers who were faced with a bottleneck of five locks on the Neuffossée Canal south of Saint-Omer that they commissioned Clark to design a lift there. This was completed in 1878 and survives as a historic monument. The design was also adopted for four lifts on the Canal du Centre at La Louvière in Belgium, but these were not completed until after Clark's death.

SUBJECT AREA: Ports and shipping, Steam and internal combustion engines

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John was the third son of David Elder. The father came from a family of millwrights and moved to Glasgow where he worked for the well-known shipbuilding firm of Napier's and was involved with improving marine engines. John was educated at Glasgow High School and then for a while at the Department of Civil Engineering at Glasgow University, where he showed great aptitude for mathematics and drawing. He spent five years as an apprentice under Robert Napier followed by two short periods of activity as a pattern-maker first and then a draughtsman in England. He returned to Scotland in 1849 to become Chief Draughtsman to Napier, but in 1852 he left to become a partner with the Glasgow general engineering company of Randolph Elliott \& Co. Shortly after his induction (at the age of 28), the engineering firm was renamed Randolph Elder \& Co.; in 1868, when the partnership expired, it became known as John Elder \& Co. From the outset Elder, with his partner, Charles Randolph, approached mechanical (especially heat) engineering in a rigorous manner. Their knowledge and understanding of entropy ensured that engine design was not a hit-and-miss affair, but one governed by recognition of the importance of the new kinetic theory of heat and with it a proper understanding of thermodynamic principles, and by systematic development. In this Elder was joined by W.J.M. Rankine, Professor of Civil Engineering and Mechanics at Glasgow University, who helped him develop the compound marine engine. Elder and Randolph built up a series of patents, which guaranteed their company's commercial success and enabled them for a while to be the sole suppliers of compound steam reciprocating machinery. Their first such engine at sea was fitted in 1854 on the SS Brandon for the Limerick Steamship Company; the ship showed an improved performance by using a third less coal, which he was able to reduce still further on later designs.

Elder developed steam jacketing and recognized that, with higher pressures, triple-expansion types would be even more economical. In 1862 he patented a design of quadruple-expansion engine with reheat between cylinders and advocated the importance of balancing reciprocating parts. The effect of his improvements was to greatly reduce fuel consumption so that long sea voyages became an economic reality.

His yard soon reached dimensions then unequalled on the Clyde where he employed over 4,000 workers; Elder also was always interested in the social welfare of his labour force. In 1860 the engine shops were moved to the Govan Old Shipyard, and again in 1864 to the Fairfield Shipyard, about 1 mile (1.6 km) west on the south bank of the Clyde. At Fairfield, shipbuilding was commenced, and with the patents for compounding secure, much business was placed for many years by shipowners serving long-distance trades such as South America; the Pacific Steam Navigation Company took up his ideas for their ships. In later years the yard became known as the Fairfield Shipbuilding and Engineering Company Ltd, but it remains today as one of Britain's most efficient shipyards and is known now as Kvaerner Govan Ltd.

In 1869, at the age of only 45, John Elder was unanimously elected President of the Institution of Engineers and Shipbuilders in Scotland; however, before taking office and giving his eagerly awaited presidential address, he died in London from liver disease. A large multitude attended his funeral and all the engineering shops were silent as his body, which had been brought back from London to Glasgow, was carried to its resting place. In 1857 Elder had married Isabella Ure, and on his death he left her a considerable fortune, which she used generously for Govan, for Glasgow and especially the University. In 1883 she endowed the world's first Chair of Naval Architecture at the University of Glasgow, an act which was reciprocated in 1901 when the University awarded her an LLD on the occasion of its 450th anniversary.

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SUBJECT AREA: Ports and shipping

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Froude was educated at a preparatory school at Buckfastleigh, and then at Westminster School, London, before entering Oriel College, Oxford, to read mathematics and classics. Between 1836 and 1838 he served as a pupil civil engineer, and then he joined the staff of Isambard Kingdom Brunel on various railway engineering projects in southern England, including the South Devon Atmospheric Railway. He retired from professional work in 1846 and lived with his invalid father at Dartington Parsonage. The next twenty years, while apparently unproductive, were important to Froude as he concentrated his mind on difficult mathematical and scientific problems. Froude married in 1839 and had five children, one of whom, Robert Edmund Froude (1846–1924), was to succeed him in later years in his research work for the Admiralty. Following the death of his father, Froude moved to Paignton, and there commenced his studies on the resistance of solid bodies moving through fluids. Initially these were with hulls towed through a house roof storage tank by wires taken over a pulley and attached to falling weights, but the work became more sophisticated and was conducted on ponds and the open water of a creek near Dartmouth. Froude published work on the rolling of ships in the second volume of the Transactions of the then new Institution of Naval Architects and through this became acquainted with Sir Edward Reed. This led in 1870 to the Admiralty's offer of £2,000 towards the cost of an experimental tank for ship models at Torquay. The tank was completed in 1872 and tests were carried out on the model of HMS Greyhound following full-scale towing trials which had commenced on the actual ship the previous year. From this Froude enunciated his Law of Comparisons, which defines the rules concerning the relationship of the power required to move geometrically similar floating bodies across fluids. It enabled naval architects to predict, from a study of a much less expensive and smaller model, the resistance to motion and the power required to move a full-size ship. The work in the tank led Froude to design a model-cutting machine, dynamometers and machinery for the accurate ruling of graph paper. Froude's work, and later that of his son, was prodigious and covered many fields of ship design, including powering, propulsion, rolling, steering and stability. In only six years he had stamped his academic authority on the new science of hydrodynamics, served on many national committees and corresponded with fellow researchers throughout the world. His health suffered and he sailed for South Africa to recuperate, but he contracted dysentery and died at Simonstown. He will be remembered for all time as one of the greatest "fathers" of naval architecture.

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SUBJECT AREA: Canals, Civil engineering

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Born into a prosperous farming family, he early demonstrated his natural mechanical and structural aptitude. As a boy he spent a great deal of time, often as a truant, near his home in the workshop of Andrew Meikle. Meikle was a millwright and the inventor of a threshing machine. After local education and an apprenticeship with Meikle, Rennie went to Edinburgh University until he was 22. He then travelled south and met James Watt, who in 1784 offered him the post of Engineer at the Albion Flour Mills, London, which was then under construction. Rennie designed all the mill machinery, and it was while there that he began to develop an interest in canals, opening his own business in 1791 in Blackfriars. He carried out work on the Kennet and Avon Canal and in 1794 became Engineer for the company. He meanwhile carried out other surveys, including a proposed extension of the River Stort Navigation to the Little Ouse and a Basingstoke-to-Salisbury canal, neither of which were built. From 1791 he was also engaged on the Rochdale Canal and the Lancaster Canal, as well as the great masonry aqueduct carrying the latter canal across the river Lune at Lancaster. He also surveyed the Ipswich and Stowmarket and the Chelmer and Blackwater Navigations. He advised on the Horncastle Canal in 1799 and on the River Ancholme in 1799, both of which are in Lincolnshire. In 1802 he was engaged on the Royal Canal in Ireland, and in the same year he was commissioned by the Government to prepare a plan for flooding the Lea Valley as a defence on the eastern approach to London in case Napoleon invaded England across the Essex marshes. In 1809 he surveyed improvements on the Thames, and in the following year he was involved in a proposed canal from Taunton to Bristol. Some of his schemes, particularly in the Fens and Lincolnshire, were a combination of improvements for both drainage and navigation. Apart from his canal work he engaged extensively in the construction and development of docks and harbours including the East and West India Docks in London, Holyhead, Hull, Ramsgate and the dockyards at Chatham and Sheerness. In 1806 he proposed the great breakwater at Plymouth, where work commenced on 22 June 1811.

He was also highly regarded for his bridge construction. These included Kelso and Musselburgh, as well as his famous Thames bridges: London Bridge (uncompleted at the time of his death), Waterloo Bridge (1810–17) and Southwark Bridge (1815–19). He was elected a Fellow of the Royal Society in 1798.

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SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering, Textiles

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Richard Roberts was the son of a shoemaker and tollkeeper and received only an elementary education at the village school. At the age of 10 his interest in mechanics was stimulated when he was allowed by the Curate, the Revd Griffith Howell, to use his lathe and other tools. As a young man Roberts acquired a considerable local reputation for his mechanical skills, but these were exercised only in his spare time. For many years he worked in the local limestone quarries, until at the age of 20 he obtained employment as a pattern-maker in Staffordshire. In the next few years he worked as a mechanic in Liverpool, Manchester and Salford before moving in 1814 to London, where he obtained employment with Henry Maudslay. In 1816 he set up on his own account in Manchester. He soon established a reputation there for gear-cutting and other general engineering work, especially for the textile industry, and by 1821 he was employing about twelve men. He built machine tools mainly for his own use, including, in 1817, one of the first planing machines.

One of his first inventions was a gas meter, but his first patent was obtained in 1822 for improvements in looms. His most important contribution to textile technology was his invention of the self-acting spinning mule, patented in 1825. The normal fourteen-year term of this patent was extended in 1839 by a further seven years. Between 1826 and 1828 Roberts paid several visits to Alsace, France, arranging cottonspinning machinery for a new factory at Mulhouse. By 1826 he had become a partner in the firm of Sharp Brothers, the company then becoming Sharp, Roberts \& Co. The firm continued to build textile machinery, and in the 1830s it built locomotive engines for the newly created railways and made one experimental steam-carriage for use on roads. The partnership was dissolved in 1843, the Sharps establishing a new works to continue locomotive building while Roberts retained the existing factory, known as the Globe Works, where he soon after took as partners R.G.Dobinson and Benjamin Fothergill (1802–79). This partnership was dissolved c. 1851, and Roberts continued in business on his own for a few years before moving to London as a consulting engineer.

During the 1840s and 1850s Roberts produced many new inventions in a variety of fields, including machine tools, clocks and watches, textile machinery, pumps and ships. One of these was a machine controlled by a punched-card system similar to the Jacquard loom for punching rivet holes in plates. This was used in the construction of the Conway and Menai Straits tubular bridges. Roberts was granted twenty-six patents, many of which, before the Patent Law Amendment Act of 1852, covered more than one invention; there were still other inventions he did not patent. He made his contribution to the discussion which led up to the 1852 Act by publishing, in 1830 and 1833, pamphlets suggesting reform of the Patent Law.

In the early 1820s Roberts helped to establish the Manchester Mechanics' Institute, and in 1823 he was elected a member of the Literary and Philosophical Society of Manchester. He frequently contributed to their proceedings and in 1861 he was made an Honorary Member. He was elected a Member of the Institution of Civil Engineers in 1838. From 1838 to 1843 he served as a councillor of the then-new Municipal Borough of Manchester. In his final years, without the assistance of business partners, Roberts suffered financial difficulties, and at the time of his death a fund for his aid was being raised.

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SUBJECT AREA: Canals, Civil engineering, Ports and shipping

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An Army officer serving at the Battle of the Boyne in 1690 and later in the Low Countries, Steers thus gained experience in water control and development, canals and drainage. After his return to England he was associated with George Sorocold in the construction of Howland Great Dock, Rotherhithe, London, opened in 1699 and the first wet dock built in England. He was again associated with Sorocold in planning the first of Liverpool's wet docks and subsequently was responsible for its construction. On its completion, he became Dockmaster in 1717.

In 1712 he surveyed the River Douglas for navigation, and received authorization to make it navigable from the Ribble estuary to Wigan in 1720. Although work was started by Steers, the undertaking was hit by the collapse of the South Sea Bubble and Steers was no longer associated with it when it was restarted in 1738. In 1721 he proposed making the Mersey and Irwell navigable.

In 1736 he surveyed and engineered the first summit-level canal in the British Isles, between Portadown and Newry in Ulster, thus providing through-water communication between Lough Neagh and the Irish Sea. The canal was completed in 1741. He also carried out a survey of the river Boyne. Also in 1736, he surveyed the Worsley Brook in South Lancashire to provide navigation from Worsley to the Mersey. This was done on behalf of Scroop, 1st Duke of Bridgewater; an Act was obtained in 1737, but no work was started on the scheme at that time. It was left to Francis Egerton, the 3rd Duke, to initiate the Bridgewater Canal to provide water transport for coal from the Worsley pits direct to Manchester. In 1739 Steers was elected Mayor of Liverpool. The following year, jointly with John Eyes of Liverpool, he surveyed a possible navigation along the Calder from its junction with the Aire \& Calder at Wakefield to the Hebble and so through to Halifax, but, owing to opposition at the time, the construction of the Calder \& Hebble Navigation had to wait until after Steers's death. In the opinion of Professor A.W. Skempton, Steers was the most distinguished civil engineer before Smeaton's time.

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SUBJECT AREA: Land transport, Railways and locomotives

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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.

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See also: Pihl, Carl Abraham; Seguin, Marc

SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering, Metallurgy, Weapons and armour

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Joseph Whitworth received his early education in a school kept by his father, but from the age of 12 he attended a school near Leeds. At 14 he joined his uncle's mill near Ambergate, Derbyshire, to learn the business of cotton spinning. In the four years he spent there he realized that he was more interested in the machinery than in managing a cotton mill. In 1821 he obtained employment as a mechanic with Crighton \& Co., Manchester. In 1825 he moved to London and worked for Henry Maudslay and later for the Holtzapffels and Joseph Clement. After these years spent gaining experience, he returned to Manchester in 1833 and set up in a small workshop under a sign "Joseph Whitworth, Tool Maker, from London".

The business expanded steadily and the firm made machine tools of all types and other engineering products including steam engines. From 1834 Whitworth obtained many patents in the fields of machine tools, textile and knitting machinery and road-sweeping machines. By 1851 the company was generally regarded as the leading manufacturer of machine tools in the country. Whitworth was a pioneer of precise measurement and demonstrated the fundamental mode of producing a true plane by making surface plates in sets of three. He advocated the use of the decimal system and made use of limit gauges, and he established a standard screw thread which was adopted as the national standard. In 1853 Whitworth visited America as a member of a Royal Commission and reported on American industry. At the time of the Crimean War in 1854 he was asked to provide machinery for manufacturing rifles and this led him to design an improved rifle of his own. Although tests in 1857 showed this to be much superior to all others, it was not adopted by the War Office. Whitworth's experiments with small arms led on to the construction of big guns and projectiles. To improve the quality of the steel used for these guns, he subjected the molten metal to pressure during its solidification, this fluid-compressed steel being then known as "Whitworth steel".

In 1868 Whitworth established thirty annual scholarships for engineering students. After his death his executors permanently endowed the Whitworth Scholarships and distributed his estate of nearly half a million pounds to various educational and charitable institutions. Whitworth was elected an Associate of the Institution of Civil Engineers in 1841 and a Member in 1848 and served on its Council for many years. He was elected a Member of the Institution of Mechanical Engineers in 1847, the year of its foundation.

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м.
1. question;

2. (проблема) problem, issue;
(дело) point, matter;
~ы языкознания problems of linguistics;
~ большой государственной важности a matter of the utmost importance to the State;
~ состоит в том... the question is...;
вот в чём ~ that is the question;
это ещё ~ it remains to be seen;
~ы, стоящие в повестке дня points on the agenda;

3. (чего-л.) matter, point;
~ времени matter of time;
~ чести point of honour;
под (большим) ~ом subject to doubt, problematic;
ставить что-л. под ~ question the necessity/validity of smth. ;
~ жизни или смерти a matter of life and death.

1 (lett.) fitta di dolore; spasimo; spasmo

2 (pl., = throes of childbirth) doglie (spec. del parto)

3 (pl., = throes of death) spasimi ( dell'agonia)

● (fig.) to be in the throes of change, essere nel travaglio della trasformazione □ (fig.) in the throes of civil war, in preda alla guerra civile □ to be in the throes of death, essere in agonia.

(1767-1826)

   The second son of Queen Maria I and King-Consort Dom Pedro III, João was proclaimed heir to the throne in 1788, following the untimely death of his older brother Dom José.

   Although unprepared for the role, he was destined to rule Portugal during one of the country's most turbulent and difficult eras. His mother went insane in 1792, so Prince João had to assume greater responsibilities of governance. In 1799, he was officially named regent, but he was proclaimed king only upon his mother's death in 1816. By nature amiable and tolerant, he presided over a regime that was supposedly absolutist in an age of revolution. His reign occurred during the French Revolution and its many international consequences: Napoleon's invasion and conquest of Portugal; the flight of the royal family and court of Portugal by sea to Brazil in 1808, where they remained until 1821; civil strife in Portugal between constitutional monarchists and absolutists; and the independence of Brazil in 1822, a great blow against Portugal's overseas empire. When, in 1821, King João was obliged to return to Portugal after residing in Brazil for 13 years, he was forced to accept a constitution, which limited royal powers. A seesaw conflict between constitutionalists and absolutists, the latter faction led by his son, Prince Miguel and his Spanish wife, Carlota Joaquina, and the intervention of the military on behalf of one faction or another marked this turbulent era. When King João died in 1826, Portugal faced an uncertain political future as the country struggled to adjust to the new era of constitutional monarchy and liberal politics, following the nearly catastrophic loss of the richest overseas colony, Brazil.

register

A n

1 gen, Admin, Comm registre m ; Sch cahier m des absences ; to keep a register tenir un registre ; to enter sth in a register inscrire qch dans or sur un registre ; to take the register Sch remplir le cahier des absences ; register of births, marriages and deaths registre public de l'état civil ; missing persons' register registre des personnes disparues ;

2 Mus, Ling, Comput, Print registre m ; lower/middle/upper register Mus registre grave/médium/aigu ;

3 US ( till) caisse f enregistreuse ; to ring sth up on the register enregistrer qch.

B vtr

1 ( declare officially) [member of the public] déclarer [birth, death, marriage] ; faire immatriculer [vehicle] ; faire enregistrer [luggage] ; déposer [trademark, patent, invention] ; faire enregistrer [company] ; déclarer [firearm] ; déposer [complaint] ; to register a protest protester ;

2 [official] inscrire [student] ; enregistrer [name, birth, death, marriage, company, firearm, trademark] ; immatriculer [vehicle] ; she has a German-registered car elle a une voiture immatriculée en Allemagne ; to be registered (as) disabled/unfit for work être officiellement reconnu handicapé/incapable de travailler ;

3 [measuring instrument] indiquer [speed, temperature, pressure] ; ( show) [person, face, expression] exprimer [anger, disapproval, disgust] ; [action] marquer [emotion, surprise, relief] ; the earthquake registered six on the Richter scale le tremblement de terre a atteint la magnitude six sur l'échelle de Richter ;

4 ( mentally) ( notice) remarquer ; ( realize) se rendre compte ; I registered (the fact) that he was late j'ai remarqué qu'il était en retard ; she suddenly registered that, it suddenly registered (with her) that elle s'est soudain rendu compte que ;

5 (achieve, record) [person, bank, company] enregistrer [loss, gain, victory, success] ;

6 Post envoyer [qch] en recommandé [letter] ; enregistrer [luggage] ;

7 Tech [person, machine] faire coïncider [parts] ; to be registered [parts] coïncider ;

8 Print mettre [qch] en registre [printing press].

C vi

1 ( declare oneself officially) [person] (to vote, for course, school) s'inscrire ; ( at hotel) se présenter ; (with police, for national services, for taxes) se faire recenser (for pour) ; ( for shares) souscrire (for à) ; to register for voting/for a course/for a school s'inscrire pour voter/à un cours/dans une école ; to register with a doctor/dentist s'inscrire sur la liste des patients d'un médecin/dentiste ;

2 ( be shown) [speed, temperature, earthquake] être enregistré ;

3 ( mentally) the enormity of what had happened just didn't register on ne se rendait pas compte de l'énormité de ce qui était arrivé ; his name didn't register with me son nom ne me disait rien ;

4 Tech [parts] coïncider.