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construction+engineers

  • 41 Indoor Air Quality - качество воздуха в помещении

    Construction: (ASHRAE - the American Society of Heating, Refrigerating and Air Conditioning Engineers) IAQ

    Универсальный русско-английский словарь > Indoor Air Quality - качество воздуха в помещении

  • 42 Telford, Thomas

    SUBJECT AREA: Canals, Civil engineering
    [br]
    b. 9 August 1757 Glendinning, Dumfriesshire, Scotland
    d. 2 September 1834 London, England.
    [br]
    Scottish civil engineer.
    [br]
    Telford was the son of a shepherd, who died when the boy was in his first year. Brought up by his mother, Janet Jackson, he attended the parish school at Westerkirk. He was apprenticed to a stonemason in Lochmaben and to another in Langholm. In 1780 he walked from Eskdale to Edinburgh and in 1872 rode to London on a horse that he was to deliver there. He worked for Sir William Chambers as a mason on Somerset House, then on the Eskdale house of Sir James Johnstone. In 1783–4 he worked on the new Commissioner's House and other buildings at Portsmouth dockyard.
    In late 1786 Telford was appointed County Surveyor for Shropshire and moved to Shrewsbury Castle, with work initially on the new infirmary and County Gaol. He designed the church of St Mary Magdalene, Bridgnorth, and also the church at Madley. Telford built his first bridge in 1790–2 at Montford; between 1790 and 1796 he built forty-five road bridges in Shropshire, including Buildwas Bridge. In September 1793 he was appointed general agent, engineer and architect to the Ellesmere Canal, which was to connect the Mersey and Dee rivers with the Severn at Shrewsbury; William Jessop was Principal Engineer. This work included the Pont Cysyllte aqueduct, a 1,000 ft (305 m) long cast-iron trough 127 ft (39 m) above ground level, which entailed an on-site ironworks and took ten years to complete; the aqueduct is still in use today. In 1800 Telford put forward a plan for a new London Bridge with a single cast-iron arch with a span of 600 ft (183 m) but this was not built.
    In 1801 Telford was appointed engineer to the British Fisheries Society "to report on Highland Communications" in Scotland where, over the following eighteen years, 920 miles (1,480 km) of new roads were built, 280 miles (450 km) of the old military roads were realigned and rebuilt, over 1,000 bridges were constructed and much harbour work done, all under Telford's direction. A further 180 miles (290 km) of new roads were also constructed in the Lowlands of Scotland. From 1804 to 1822 he was also engaged on the construction of the Caledonian Canal: 119 miles (191 km) in all, 58 miles (93 km) being sea loch, 38 miles (61 km) being Lochs Lochy, Oich and Ness, 23 miles (37 km) having to be cut.
    In 1808 he was invited by King Gustav IV Adolf of Sweden to assist Count Baltzar von Platen in the survey and construction of a canal between the North Sea and the Baltic. Telford surveyed the 114 mile (183 km) route in six weeks; 53 miles (85 km) of new canal were to be cut. Soon after the plans for the canal were completed, the King of Sweden created him a Knight of the Order of Vasa, an honour that he would have liked to have declined. At one time some 60,000 soldiers and seamen were engaged on the work, Telford supplying supervisors, machinery—including an 8 hp steam dredger from the Donkin works and machinery for two small paddle boats—and ironwork for some of the locks. Under his direction an ironworks was set up at Motala, the foundation of an important Swedish industrial concern which is still flourishing today. The Gotha Canal was opened in September 1832.
    In 1811 Telford was asked to make recommendations for the improvement of the Shrewsbury to Holyhead section of the London-Holyhead road, and in 1815 he was asked to survey the whole route from London for a Parliamentary Committee. Construction of his new road took fifteen years, apart from the bridges at Conway and over the Menai Straits, both suspension bridges by Telford and opened in 1826. The Menai bridge had a span of 579 ft (176 m), the roadway being 153 ft (47 m) above the water level.
    In 1817 Telford was appointed Engineer to the Exchequer Loan Commission, a body set up to make capital loans for deserving projects in the hard times that followed after the peace of Waterloo. In 1820 he became the first President of the Engineers Institute, which gained its Royal Charter in 1828 to become the Institution of Civil Engineers. He was appointed Engineer to the St Katharine's Dock Company during its construction from 1825 to 1828, and was consulted on several early railway projects including the Liverpool and Manchester as well as a number of canal works in the Midlands including the new Harecastle tunnel, 3,000 ft (914 m) long.
    Telford led a largely itinerant life, living in hotels and lodgings, acquiring his own house for the first time in 1821, 24 Abingdon Street, Westminster, which was partly used as a school for young civil engineers. He died there in 1834, after suffering in his later years from the isolation of deafness. He was buried in Westminster Abbey.
    [br]
    Principal Honours and Distinctions
    FRSE 1803. Knight of the Order of Vasa, Sweden 1808. FRS 1827. First President, Engineers Insitute 1820.
    Further Reading
    L.T.C.Rolt, 1979, Thomas Telford, London: Penguin.
    C.Hadfield, 1993, Thomas Telford's Temptation, London: M. \& M.Baldwin.
    IMcN

    Biographical history of technology > Telford, Thomas

  • 43 White, Sir William Henry

    SUBJECT AREA: Ports and shipping
    [br]
    b. 2 February 1845 Devonport, England
    d. 27 February 1913 London, England
    [br]
    English naval architect distinguished as the foremost nineteenth-century Director of Naval Construction, and latterly as a consultant and author.
    [br]
    Following early education at Devonport, White passed the Royal Dockyard entry examination in 1859 to commence a seven-year shipwright apprenticeship. However, he was destined for greater achievements and in 1863 passed the Admiralty Scholarship examinations, which enabled him to study at the Royal School of Naval Architecture at South Kensington, London. He graduated in 1867 with high honours and was posted to the Admiralty Constructive Department. Promotion came swiftly, with appointment to Assistant Constructor in 1875 and Chief Constructor in 1881.
    In 1883 he left the Admiralty and joined the Tyneside shipyard of Sir W.G. Armstrong, Mitchell \& Co. at a salary of about treble that of a Chief Constructor, with, in addition, a production bonus based on tonnage produced! At the Elswick Shipyard he became responsible for the organization and direction of shipbuilding activities, and during his relatively short period there enhanced the name of the shipyard in the warship export market. It is assumed that White did not settle easily in the North East of England, and in 1885, following negotiations with the Admiralty, he was released from his five-year exclusive contract and returned to public service as Director of Naval Construction and Assistant Controller of the Royal Navy. (As part of the settlement the Admiralty released Philip Watts to replace White, and in later years Watts was also to move from that same shipyard and become White's successor as Director of Naval Construction.) For seventeen momentous years White had technical control of ship production for the Royal Navy. The rapid building of warships commenced after the passing of the Naval Defence Act of 1889, which authorized directly and indirectly the construction of around seventy vessels. The total number of ships built during the White era amounted to 43 battleships, 128 cruisers of varying size and type, and 74 smaller vessels. While White did not have the stimulation of building a revolutionary capital ship as did his successor, he did have the satisfaction of ensuring that the Royal Navy was equipped with a fleet of all-round capability, and he saw the size, displacement and speed of the ships increase dramatically.
    In 1902 he resigned from the Navy because of ill health and assumed several less onerous tasks. During the construction of the Cunard Liner Mauretania on the Tyne, he held directorships with the shipbuilders Swan, Hunter and Wigham Richardson, and also the Parsons Marine Turbine Company. He acted as a consultant to many organizations and had an office in Westminster. It was there that he died in February 1913.
    White left a great literary legacy in the form of his esteemed Manual of Naval Architecture, first published in 1877 and reprinted several times since in English, German and other languages. This volume is important not only as a text dealing with first principles but also as an illustration of the problems facing warship designers of the late nineteenth century.
    [br]
    Principal Honours and Distinctions
    KCB 1895. Knight Commander of the Order of the Danneborg (Denmark). FRS. FRSE. President, Institution of Civil Engineers; Mechanical Engineers; Marine Engineers. Vice- President, Institution of Naval Architects.
    Bibliography
    Further Reading
    D.K.Brown, 1983, A Century of Naval Construction, London.
    FMW

    Biographical history of technology > White, Sir William Henry

  • 44 Stephenson, George

    [br]
    b. 9 June 1781 Wylam, Northumberland, England
    d. 12 August 1848 Tapton House, Chesterfield, England
    [br]
    English engineer, "the father of railways".
    [br]
    George Stephenson was the son of the fireman of the pumping engine at Wylam colliery, and horses drew wagons of coal along the wooden rails of the Wylam wagonway past the house in which he was born and spent his earliest childhood. While still a child he worked as a cowherd, but soon moved to working at coal pits. At 17 years of age he showed sufficient mechanical talent to be placed in charge of a new pumping engine, and had already achieved a job more responsible than that of his father. Despite his position he was still illiterate, although he subsequently learned to read and write. He was largely self-educated.
    In 1801 he was appointed Brakesman of the winding engine at Black Callerton pit, with responsibility for lowering the miners safely to their work. Then, about two years later, he became Brakesman of a new winding engine erected by Robert Hawthorn at Willington Quay on the Tyne. Returning collier brigs discharged ballast into wagons and the engine drew the wagons up an inclined plane to the top of "Ballast Hill" for their contents to be tipped; this was one of the earliest applications of steam power to transport, other than experimentally.
    In 1804 Stephenson moved to West Moor pit, Killingworth, again as Brakesman. In 1811 he demonstrated his mechanical skill by successfully modifying a new and unsatisfactory atmospheric engine, a task that had defeated the efforts of others, to enable it to pump a drowned pit clear of water. The following year he was appointed Enginewright at Killingworth, in charge of the machinery in all the collieries of the "Grand Allies", the prominent coal-owning families of Wortley, Liddell and Bowes, with authorization also to work for others. He built many stationary engines and he closely examined locomotives of John Blenkinsop's type on the Kenton \& Coxlodge wagonway, as well as those of William Hedley at Wylam.
    It was in 1813 that Sir Thomas Liddell requested George Stephenson to build a steam locomotive for the Killingworth wagonway: Blucher made its first trial run on 25 July 1814 and was based on Blenkinsop's locomotives, although it lacked their rack-and-pinion drive. George Stephenson is credited with building the first locomotive both to run on edge rails and be driven by adhesion, an arrangement that has been the conventional one ever since. Yet Blucher was far from perfect and over the next few years, while other engineers ignored the steam locomotive, Stephenson built a succession of them, each an improvement on the last.
    During this period many lives were lost in coalmines from explosions of gas ignited by miners' lamps. By observation and experiment (sometimes at great personal risk) Stephenson invented a satisfactory safety lamp, working independently of the noted scientist Sir Humphry Davy who also invented such a lamp around the same time.
    In 1817 George Stephenson designed his first locomotive for an outside customer, the Kilmarnock \& Troon Railway, and in 1819 he laid out the Hetton Colliery Railway in County Durham, for which his brother Robert was Resident Engineer. This was the first railway to be worked entirely without animal traction: it used inclined planes with stationary engines, self-acting inclined planes powered by gravity, and locomotives.
    On 19 April 1821 Stephenson was introduced to Edward Pease, one of the main promoters of the Stockton \& Darlington Railway (S \& DR), which by coincidence received its Act of Parliament the same day. George Stephenson carried out a further survey, to improve the proposed line, and in this he was assisted by his 18-year-old son, Robert Stephenson, whom he had ensured received the theoretical education which he himself lacked. It is doubtful whether either could have succeeded without the other; together they were to make the steam railway practicable.
    At George Stephenson's instance, much of the S \& DR was laid with wrought-iron rails recently developed by John Birkinshaw at Bedlington Ironworks, Morpeth. These were longer than cast-iron rails and were not brittle: they made a track well suited for locomotives. In June 1823 George and Robert Stephenson, with other partners, founded a firm in Newcastle upon Tyne to build locomotives and rolling stock and to do general engineering work: after its Managing Partner, the firm was called Robert Stephenson \& Co.
    In 1824 the promoters of the Liverpool \& Manchester Railway (L \& MR) invited George Stephenson to resurvey their proposed line in order to reduce opposition to it. William James, a wealthy land agent who had become a visionary protagonist of a national railway network and had seen Stephenson's locomotives at Killingworth, had promoted the L \& MR with some merchants of Liverpool and had carried out the first survey; however, he overreached himself in business and, shortly after the invitation to Stephenson, became bankrupt. In his own survey, however, George Stephenson lacked the assistance of his son Robert, who had left for South America, and he delegated much of the detailed work to incompetent assistants. During a devastating Parliamentary examination in the spring of 1825, much of his survey was shown to be seriously inaccurate and the L \& MR's application for an Act of Parliament was refused. The railway's promoters discharged Stephenson and had their line surveyed yet again, by C.B. Vignoles.
    The Stockton \& Darlington Railway was, however, triumphantly opened in the presence of vast crowds in September 1825, with Stephenson himself driving the locomotive Locomotion, which had been built at Robert Stephenson \& Co.'s Newcastle works. Once the railway was at work, horse-drawn and gravity-powered traffic shared the line with locomotives: in 1828 Stephenson invented the horse dandy, a wagon at the back of a train in which a horse could travel over the gravity-operated stretches, instead of trotting behind.
    Meanwhile, in May 1826, the Liverpool \& Manchester Railway had successfully obtained its Act of Parliament. Stephenson was appointed Engineer in June, and since he and Vignoles proved incompatible the latter left early in 1827. The railway was built by Stephenson and his staff, using direct labour. A considerable controversy arose c. 1828 over the motive power to be used: the traffic anticipated was too great for horses, but the performance of the reciprocal system of cable haulage developed by Benjamin Thompson appeared in many respects superior to that of contemporary locomotives. The company instituted a prize competition for a better locomotive and the Rainhill Trials were held in October 1829.
    Robert Stephenson had been working on improved locomotive designs since his return from America in 1827, but it was the L \& MR's Treasurer, Henry Booth, who suggested the multi-tubular boiler to George Stephenson. This was incorporated into a locomotive built by Robert Stephenson for the trials: Rocket was entered by the three men in partnership. The other principal entrants were Novelty, entered by John Braithwaite and John Ericsson, and Sans Pareil, entered by Timothy Hackworth, but only Rocket, driven by George Stephenson, met all the organizers' demands; indeed, it far surpassed them and demonstrated the practicability of the long-distance steam railway. With the opening of the Liverpool \& Manchester Railway in 1830, the age of railways began.
    Stephenson was active in many aspects. He advised on the construction of the Belgian State Railway, of which the Brussels-Malines section, opened in 1835, was the first all-steam railway on the European continent. In England, proposals to link the L \& MR with the Midlands had culminated in an Act of Parliament for the Grand Junction Railway in 1833: this was to run from Warrington, which was already linked to the L \& MR, to Birmingham. George Stephenson had been in charge of the surveys, and for the railway's construction he and J.U. Rastrick were initially Principal Engineers, with Stephenson's former pupil Joseph Locke under them; by 1835 both Stephenson and Rastrick had withdrawn and Locke was Engineer-in-Chief. Stephenson remained much in demand elsewhere: he was particularly associated with the construction of the North Midland Railway (Derby to Leeds) and related lines. He was active in many other places and carried out, for instance, preliminary surveys for the Chester \& Holyhead and Newcastle \& Berwick Railways, which were important links in the lines of communication between London and, respectively, Dublin and Edinburgh.
    He eventually retired to Tapton House, Chesterfield, overlooking the North Midland. A man who was self-made (with great success) against colossal odds, he was ever reluctant, regrettably, to give others their due credit, although in retirement, immensely wealthy and full of honour, he was still able to mingle with people of all ranks.
    [br]
    Principal Honours and Distinctions
    President, Institution of Mechanical Engineers, on its formation in 1847. Order of Leopold (Belgium) 1835. Stephenson refused both a knighthood and Fellowship of the Royal Society.
    Bibliography
    1815, jointly with Ralph Dodd, British patent no. 3,887 (locomotive drive by connecting rods directly to the wheels).
    1817, jointly with William Losh, British patent no. 4,067 (steam springs for locomotives, and improvements to track).
    Further Reading
    L.T.C.Rolt, 1960, George and Robert Stephenson, Longman (the best modern biography; includes a bibliography).
    S.Smiles, 1874, The Lives of George and Robert Stephenson, rev. edn, London (although sycophantic, this is probably the best nineteenthcentury biography).
    PJGR

    Biographical history of technology > Stephenson, George

  • 45 Cuerpo de Zapadores

    Ex. The purpose of the system is to assist architecture firms under contract with the Army Corps Engineers in locating regulations or guidelines on the planning, design or construction of army facilities.
    * * *

    Ex: The purpose of the system is to assist architecture firms under contract with the Army Corps Engineers in locating regulations or guidelines on the planning, design or construction of army facilities.

    Spanish-English dictionary > Cuerpo de Zapadores

  • 46 Smith, Willoughby

    [br]
    b. 16 April 1828 Great Yarmouth, England
    d. 17 July 1891 Eastbourne, England
    [br]
    English engineer of submarine telegraph cables who observed that light reduced the resistance of selenium.
    [br]
    Smith joined the Gutta Percha Company, London, in 1848 and successfully experimented with the use of gutta-percha, a natural form of latex, for the insulation of conducting wires. As a result, he was made responsible for the laying of the first cross-Channel cable between Dover and Calais in 1850. Four years later he laid the first Mediterranean cable between Spezia, Italy, and Corsica and Sardinia, later extending it to Algeria. On its completion he became Manager of the Gutta Percha works, which in 1864 became the Telegraph and Construction Company. In 1865 he assisted on board the Great Eastern with the laying of the transatlantic cable by Bright.
    Clearly his management responsibilities did not stop him from experimenting practically. In 1866 he discovered that the resistance of a selenium rod was reduced by the action of incident light, an early discovery of the photoelectric effect more explicitly observed by Hertz and subsequently explained by Einstein. In 1883 he read a paper to the Society of Telegraph Engineers (later the Institution of Electrical Engineers), suggesting the possibility of wireless communication with moving trains, an idea that was later successfully taken up by others, and in 1888 he demonstrated the use of water as a practical means of communication with a lighthouse. Four years later, after his death, the system was tried between Alum Bay and the Needles in the Isle of Wight, and it was used subsequently for the Fastnet Rock lighthouse some 10 miles (16 km) off the south-west coast of Ireland.
    [br]
    Principal Honours and Distinctions
    Founder and Council Member of the Society of Telegraph Engineers 1871; President 1873.
    Bibliography
    The effect of light on the resistance of selenium was reported in a letter to the Vice- Chairman of the Society of Telegraph Engineers on 4 February 1873.
    7 June 1897, British patent no. 8,159 (the use of water, instead of cable, as a conductor).
    November 1888, article in Electrician (describes his idea of using water as a conductor, rather than cable).
    Further Reading
    E.Hawkes, 1927, Pioneers of Wireless, London: Methuen.
    C.T.Bright, 1898, Submarine Cables, Their History, Construction and Working.
    KF

    Biographical history of technology > Smith, Willoughby

  • 47 Taylor, David Watson

    SUBJECT AREA: Ports and shipping
    [br]
    b. 4 March 1864 Louisa County, Virginia, USA
    d. 29 July 1940 Washington, DC, USA
    [br]
    American hydrodynamicist and Rear Admiral in the United States Navy Construction Corps.
    [br]
    Taylor's first years were spent on a farm in Virginia, but at the age of 13 he went to RandolphMacon College, graduating in 1881, and from there to the US Naval Academy, Annapolis. He graduated at the head of his class, had some sea time, and then went to the Royal Naval College in Greenwich, England, where in 1888 he again came top of the class with the highest-ever marks of any student, British or overseas.
    On his return to the United States he held various posts as a constructor, ending this period at the Mare Island Navy Yard in California. In 1894 he was transferred to Washington, where he joined the Bureau of Construction and started to interest the Navy in ship model testing. Under his direction, the first ship model tank in the United States was built at Washington and for fourteen years operated under his control. The work of this establishment gave him the necessary information to write the highly acclaimed text The Speed and Power of Ships, which with revisions is still in use. By the outbreak of the First World War he was one of the world's most respected naval architects, and had been retained as a consultant by the British Government in the celebrated case of the collision between the White Star Liner Olympic and HMS Hawke.
    In December 1914 Taylor became a Rear-Admiral and was appointed Chief Constructor of the US Navy. His term of office was extremely stressful, with over 1,000 ships constructed for the war effort and with the work of the fledgling Bureau for Aeronautics also under his control. The problems were not over in 1918 as the Washington Treaty required drastic pruning of the Navy and a careful reshaping of the defence force.
    Admiral Taylor retired from active service at the beginning of 1923 but retained several consultancies in aeronautics, shipping and naval architecture. For many years he served as consultant to the ship-design company now known as Gibbs and Cox. Many honours came his way, but the most singular must be the perpetuation of his name in the David Taylor Medal, the highest award of the Society of Naval Architects and Marine Engineers in the United States. Similarly, the Navy named its ship test tank facility, which was opened in Maryland in 1937, the David W. Taylor Model Basin.
    [br]
    Principal Honours and Distinctions
    President, Society of Naval Architects and Marine Engineers 1925–7. United States Distinguished Service Medal. American Society of Civil Engineers John Fritz Medal. Institution of Naval Architects Gold Medal 1894 (the first American citizen to receive it). Society of Naval Architects and Marine Engineers David W.Taylor Medal 1936 (the first occasion of this award).
    Bibliography
    Resistance of Ships and Screw Propulsion. 1911, The Speed and Power of Ships, New York: Wiley.
    Taylor gave many papers to the Maritime Institutions of both the United States and the United Kingdom.
    FMW

    Biographical history of technology > Taylor, David Watson

  • 48 CE

    1) Общая лексика: hum. сокр. Capillary Electrophoresis
    2) Компьютерная техника: Cgi Edition, Compact Edition, Compact Environment, Correctable Error, channel encoder
    3) Биология: cellulose exchanger
    4) Американизм: A Covered Entity
    5) Латинский язык: Caveat Emptor
    6) Военный термин: Campaign Evaluation, Canadian Engineers, Cartographic Entity, Central Europe, Chief of Engineers, Collateral Enclave, Collection Emphasis, Commander's Evaluation, Communications and Electronics, Comprehensive Evaluation, Concept Evaluation, Continuous Evaluation, Corps of Engineers, Criticism Entries, Current Exploitation, carrying equipment, chemical energy, chemical engineer, circular error, civil emergency, civil engineering, communications equipment, communications/electronics, compass error, composition exploding, construction equipment, control element, control equipment, controller error, cost effective, cost-effectiveness (критерий), counterespionage, crew error, crew evaluator, critical examination, cumulative expenditures, Corps of Engineers (U.S. Army), Civil Engineer (s)
    7) Техника: Combustion Engineering, Inc., Corps of Engineers, U.S. Army, Customer Experience, chronometer error, combustion engine, common emitter, common equipment, common-emitter transistor connection, conductivity element, containment environment, exploding composition
    8) Сельское хозяйство: European health & safety product label (Conformité Européenne)
    9) Математика: круговая ошибка (circular error), полный перебор (complete enumeration), радиальное отклонение (circular error)
    11) Экономика: Office of the Chief Economist
    12) Страхование: consumption entry
    13) Автомобильный термин: commutator end
    14) Грубое выражение: Crap Extended, Cum Egg
    15) Политика: Sri Lanka
    16) Телекоммуникации: сторона клиента
    17) Сокращение: Chief Engineer (British Army), Chief Engineer, Chief Executive, Church of England, Co-operative Engagement, Command Element, Common Era (substitute for AD), Concurrent Engineering, Control Engineer, ship, Corps of Engineers Command (US Army), Cost Estimate, Counsellor of Embassy, Customer Engineer, composition, exploding, continuing education
    20) Вычислительная техника: cost of error, Compact Edition (MS, Windows), Connection Endpoint (UNI), Common Era (substitute for AD), Customer Engineer (see also,) \<\< FE\>\>, затраты на ошибку, эксплуатационное обслуживание
    21) Генетика: (capillary electrophoresis) КЭ (капиллярный электрофорез)
    23) Фирменный знак: Con Ele Dyn
    24) Целлюлозно-бумажная промышленность: Степень каустизации (Caustizing Efficiency; Causticizing Efficiency)
    26) СМИ: Collectors Edition
    28) Глоссарий компании Сахалин Энерджи: Cost Element
    30) Полимеры: carbon equivalent
    31) Ядерная физика: Coulomb Excitation
    32) Контроль качества: cost effectiveness
    34) Химическое оружие: U.S.- U.S. Army Corps of Engineers, US Army Corps of Engineers, combustion efficiency
    35) Физическая химия: Collision Energy (в масс-спектроскопии)
    36) Макаров: color excess
    37) Безопасность: Communication Encryption
    39) Нефть и газ: coal equivalent
    40) Военно-политический термин: Council of Europe
    42) Высокочастотная электроника: Conformite Europeene
    44) Должность: Civil Engineer
    46) Федеральное бюро расследований: Charlotte Field Office
    47) Единицы измерений: Christian Era, Common Era
    48) Международная торговля: Contrast Enhancement

    Универсальный англо-русский словарь > CE

  • 49 Ce

    1) Общая лексика: hum. сокр. Capillary Electrophoresis
    2) Компьютерная техника: Cgi Edition, Compact Edition, Compact Environment, Correctable Error, channel encoder
    3) Биология: cellulose exchanger
    4) Американизм: A Covered Entity
    5) Латинский язык: Caveat Emptor
    6) Военный термин: Campaign Evaluation, Canadian Engineers, Cartographic Entity, Central Europe, Chief of Engineers, Collateral Enclave, Collection Emphasis, Commander's Evaluation, Communications and Electronics, Comprehensive Evaluation, Concept Evaluation, Continuous Evaluation, Corps of Engineers, Criticism Entries, Current Exploitation, carrying equipment, chemical energy, chemical engineer, circular error, civil emergency, civil engineering, communications equipment, communications/electronics, compass error, composition exploding, construction equipment, control element, control equipment, controller error, cost effective, cost-effectiveness (критерий), counterespionage, crew error, crew evaluator, critical examination, cumulative expenditures, Corps of Engineers (U.S. Army), Civil Engineer (s)
    7) Техника: Combustion Engineering, Inc., Corps of Engineers, U.S. Army, Customer Experience, chronometer error, combustion engine, common emitter, common equipment, common-emitter transistor connection, conductivity element, containment environment, exploding composition
    8) Сельское хозяйство: European health & safety product label (Conformité Européenne)
    9) Математика: круговая ошибка (circular error), полный перебор (complete enumeration), радиальное отклонение (circular error)
    11) Экономика: Office of the Chief Economist
    12) Страхование: consumption entry
    13) Автомобильный термин: commutator end
    14) Грубое выражение: Crap Extended, Cum Egg
    15) Политика: Sri Lanka
    16) Телекоммуникации: сторона клиента
    17) Сокращение: Chief Engineer (British Army), Chief Engineer, Chief Executive, Church of England, Co-operative Engagement, Command Element, Common Era (substitute for AD), Concurrent Engineering, Control Engineer, ship, Corps of Engineers Command (US Army), Cost Estimate, Counsellor of Embassy, Customer Engineer, composition, exploding, continuing education
    20) Вычислительная техника: cost of error, Compact Edition (MS, Windows), Connection Endpoint (UNI), Common Era (substitute for AD), Customer Engineer (see also,) \<\< FE\>\>, затраты на ошибку, эксплуатационное обслуживание
    21) Генетика: (capillary electrophoresis) КЭ (капиллярный электрофорез)
    23) Фирменный знак: Con Ele Dyn
    24) Целлюлозно-бумажная промышленность: Степень каустизации (Caustizing Efficiency; Causticizing Efficiency)
    26) СМИ: Collectors Edition
    28) Глоссарий компании Сахалин Энерджи: Cost Element
    30) Полимеры: carbon equivalent
    31) Ядерная физика: Coulomb Excitation
    32) Контроль качества: cost effectiveness
    34) Химическое оружие: U.S.- U.S. Army Corps of Engineers, US Army Corps of Engineers, combustion efficiency
    35) Физическая химия: Collision Energy (в масс-спектроскопии)
    36) Макаров: color excess
    37) Безопасность: Communication Encryption
    39) Нефть и газ: coal equivalent
    40) Военно-политический термин: Council of Europe
    42) Высокочастотная электроника: Conformite Europeene
    44) Должность: Civil Engineer
    46) Федеральное бюро расследований: Charlotte Field Office
    47) Единицы измерений: Christian Era, Common Era
    48) Международная торговля: Contrast Enhancement

    Универсальный англо-русский словарь > Ce

  • 50 ce

    1) Общая лексика: hum. сокр. Capillary Electrophoresis
    2) Компьютерная техника: Cgi Edition, Compact Edition, Compact Environment, Correctable Error, channel encoder
    3) Биология: cellulose exchanger
    4) Американизм: A Covered Entity
    5) Латинский язык: Caveat Emptor
    6) Военный термин: Campaign Evaluation, Canadian Engineers, Cartographic Entity, Central Europe, Chief of Engineers, Collateral Enclave, Collection Emphasis, Commander's Evaluation, Communications and Electronics, Comprehensive Evaluation, Concept Evaluation, Continuous Evaluation, Corps of Engineers, Criticism Entries, Current Exploitation, carrying equipment, chemical energy, chemical engineer, circular error, civil emergency, civil engineering, communications equipment, communications/electronics, compass error, composition exploding, construction equipment, control element, control equipment, controller error, cost effective, cost-effectiveness (критерий), counterespionage, crew error, crew evaluator, critical examination, cumulative expenditures, Corps of Engineers (U.S. Army), Civil Engineer (s)
    7) Техника: Combustion Engineering, Inc., Corps of Engineers, U.S. Army, Customer Experience, chronometer error, combustion engine, common emitter, common equipment, common-emitter transistor connection, conductivity element, containment environment, exploding composition
    8) Сельское хозяйство: European health & safety product label (Conformité Européenne)
    9) Математика: круговая ошибка (circular error), полный перебор (complete enumeration), радиальное отклонение (circular error)
    11) Экономика: Office of the Chief Economist
    12) Страхование: consumption entry
    13) Автомобильный термин: commutator end
    14) Грубое выражение: Crap Extended, Cum Egg
    15) Политика: Sri Lanka
    16) Телекоммуникации: сторона клиента
    17) Сокращение: Chief Engineer (British Army), Chief Engineer, Chief Executive, Church of England, Co-operative Engagement, Command Element, Common Era (substitute for AD), Concurrent Engineering, Control Engineer, ship, Corps of Engineers Command (US Army), Cost Estimate, Counsellor of Embassy, Customer Engineer, composition, exploding, continuing education
    20) Вычислительная техника: cost of error, Compact Edition (MS, Windows), Connection Endpoint (UNI), Common Era (substitute for AD), Customer Engineer (see also,) \<\< FE\>\>, затраты на ошибку, эксплуатационное обслуживание
    21) Генетика: (capillary electrophoresis) КЭ (капиллярный электрофорез)
    23) Фирменный знак: Con Ele Dyn
    24) Целлюлозно-бумажная промышленность: Степень каустизации (Caustizing Efficiency; Causticizing Efficiency)
    26) СМИ: Collectors Edition
    28) Глоссарий компании Сахалин Энерджи: Cost Element
    30) Полимеры: carbon equivalent
    31) Ядерная физика: Coulomb Excitation
    32) Контроль качества: cost effectiveness
    34) Химическое оружие: U.S.- U.S. Army Corps of Engineers, US Army Corps of Engineers, combustion efficiency
    35) Физическая химия: Collision Energy (в масс-спектроскопии)
    36) Макаров: color excess
    37) Безопасность: Communication Encryption
    39) Нефть и газ: coal equivalent
    40) Военно-политический термин: Council of Europe
    42) Высокочастотная электроника: Conformite Europeene
    44) Должность: Civil Engineer
    46) Федеральное бюро расследований: Charlotte Field Office
    47) Единицы измерений: Christian Era, Common Era
    48) Международная торговля: Contrast Enhancement

    Универсальный англо-русский словарь > ce

  • 51 Vignoles, Charles Blacker

    [br]
    b. 31 May 1793 Woodbrook, Co. Wexford, Ireland
    d. 17 November 1875 Hythe, Hampshire, England
    [br]
    English surveyor and civil engineer, pioneer of railways.
    [br]
    Vignoles, who was of Huguenot descent, was orphaned in infancy and brought up in the family of his grandfather, Dr Charles Hutton FRS, Professor of Mathematics at the Royal Military Academy, Woolwich. After service in the Army he travelled to America, arriving in South Carolina in 1817. He was appointed Assistant to the state's Civil Engineer and surveyed much of South Carolina and subsequently Florida. After his return to England in 1823 he established himself as a civil engineer in London, and obtained work from the brothers George and John Rennie.
    In 1825 the promoters of the Liverpool \& Manchester Railway (L \& MR) lost their application for an Act of Parliament, discharged their engineer George Stephenson and appointed the Rennie brothers in his place. They in turn employed Vignoles to resurvey the railway, taking a route that would minimize objections. With Vignoles's route, the company obtained its Act in 1826 and appointed Vignoles to supervise the start of construction. After Stephenson was reappointed Chief Engineer, however, he and Vignoles proved incompatible, with the result that Vignoles left the L \& MR early in 1827.
    Nevertheless, Vignoles did not sever all connection with the L \& MR. He supported John Braithwaite and John Ericsson in the construction of the locomotive Novelty and was present when it competed in the Rainhill Trials in 1829. He attended the opening of the L \& MR in 1830 and was appointed Engineer to two railways which connected with it, the St Helens \& Runcorn Gap and the Wigan Branch (later extended to Preston as the North Union); he supervised the construction of these.
    After the death of the Engineer to the Dublin \& Kingstown Railway, Vignoles supervised construction: the railway, the first in Ireland, was opened in 1834. He was subsequently employed in surveying and constructing many railways in the British Isles and on the European continent; these included the Eastern Counties, the Midland Counties, the Sheffield, Ashton-under-Lyme \& Manchester (which proved for him a financial disaster from which he took many years to recover), and the Waterford \& Limerick. He probably discussed rail of flat-bottom section with R.L. Stevens during the winter of 1830–1 and brought it into use in the UK for the first time in 1836 on the London \& Croydon Railway: subsequently rail of this section became known as "Vignoles rail". He considered that a broader gauge than 4 ft 8½ in. (1.44 m) was desirable for railways, although most of those he built were to this gauge so that they might connect with others. He supported the atmospheric system of propulsion during the 1840s and was instrumental in its early installation on the Dublin \& Kingstown Railway's Dalkey extension. Between 1847 and 1853 he designed and built the noted multi-span suspension bridge at Kiev, Russia, over the River Dnieper, which is more than half a mile (800 m) wide at that point.
    Between 1857 and 1863 he surveyed and then supervised the construction of the 155- mile (250 km) Tudela \& Bilbao Railway, which crosses the Cantabrian Pyrenees at an altitude of 2,163 ft (659 m) above sea level. Vignoles outlived his most famous contemporaries to become the grand old man of his profession.
    [br]
    Principal Honours and Distinctions
    Fellow of the Royal Astronomical Society 1829. FRS 1855. President, Institution of Civil Engineers 1869–70.
    Bibliography
    1830, jointly with John Ericsson, British patent no. 5,995 (a device to increase the capability of steam locomotives on grades, in which rollers gripped a third rail).
    1823, Observations upon the Floridas, New York: Bliss \& White.
    1870, Address on His Election as President of the Institution of Civil Engineers.
    Further Reading
    K.H.Vignoles, 1982, Charles Blacker Vignoles: Romantic Engineer, Cambridge: Cambridge University Press (good modern biography by his great-grandson).
    PJGR

    Biographical history of technology > Vignoles, Charles Blacker

  • 52 Bright, Sir Charles Tilston

    SUBJECT AREA: Telecommunications
    [br]
    b. 8 June 1832 Wanstead, Essex, England
    d. 3 May 1888 Abbey Wood, London, England
    [br]
    English telegraph engineer responsible for laying the first transatlantic cable.
    [br]
    At the age of 15 years Bright left the London Merchant Taylors' School to join the two-year-old Electric Telegraph Company. By 1851 he was in charge of the Birmingham telegraph station. After a short time as Assistant Engineer with the newly formed British Telegraph Company, he joined his brother (who was Manager) as Engineer-in-Chief of the English and Irish Magnetic Telegraph Company in Liverpool, for which he laid thousands of miles of underground cable and developed a number of innovations in telegraphy including a resistance box for locating cable faults and a two-tone bell system for signalling. In 1853 he was responsible for the first successful underwater cable between Scotland and Ireland. Three years later, with the American financier Cyrus Field and John Brett, he founded and was Engineer-in-chief of the Atlantic Telegraph Company, which aimed at laying a cable between Ireland and Newfoundland. After several unsuccessful attempts this was finally completed on 5 August 1858, Bright was knighted a month later, but the cable then failed! In 1860 Bright resigned from the Magnetic Telegraph Company to set up an independent consultancy with another engineer, Joseph Latimer Clark, with whom he invented an improved bituminous cable insulation. Two years later he supervised construction of a telegraph cable to India, and in 1865 a further attempt to lay an Atlantic cable using Brunel's new ship, the Great Eastern. This cable broke during laying, but in 1866 a new cable was at last successfully laid and the 1865 cable recovered and repaired. The year 1878 saw extension of the Atlantic cable system to the West Indies and the invention with his brother of a system of neighbourhood fire alarms and even an automatic fire alarm.
    In 1861 Bright presented a paper to the British Association for the Advancement of Science on the need for electrical standards, leading to the creation of an organization that still exists in the 1990s. From 1865 until 1868 he was Liberal MP for Greenwich, and he later assisted with preparations for the 1881 Paris Exhibition.
    [br]
    Principal Honours and Distinctions
    Knighted 1858. Légion d'honneur. First President, Société Internationale des Electriciens. President, Society of Telegraph Engineers \& Electricians (later the Institution of Electrical Engineers) 1887.
    Bibliography
    1852, British patent (resistance box).
    1855, British patent no. 2,103 (two-tone bell system). 1878, British patent no. 3,801 (area fire alarms).
    1878, British patent no. 596 (automatic fire alarm).
    "The physical \& electrical effects of pressure \& temperature on submarine cable cores", Journal of the Institution of Electrical Engineers XVII (describes some of his investigations of cable characteristics).
    Further Reading
    C.Bright, 1898, Submarine Cables, Their History, Construction \& Working.
    —1910, The Life Story of Sir Charles Tilston Bright, London: Constable \& Co.
    KF

    Biographical history of technology > Bright, Sir Charles Tilston

  • 53 Donkin, Bryan III

    [br]
    b. 29 August 1835 London, England
    d. 4 March 1902 Brussels, Belgium
    [br]
    English mechanical engineer.
    [br]
    Bryan Donkin was the eldest son of John Donkin (1802–54) and grandson of Bryan Donkin I (1768–1855). He was educated at University College, London, and at the Ecole Centrale des Arts et Métiers in Paris, and then served an apprenticeship in the firm established by his grandfather. He assisted his uncle, Bryan Donkin II (1809–93), in setting up paper mills at St Petersburg. He became a partner in the Donkin firm in 1868 and Chairman in 1889, and retained this position after the amalgamation with Clench \& Co. of Chesterfield in 1900. Bryan Donkin was one of the first engineers to carry out scientific tests on steam engines and boilers, the results of his experiments being reported in many papers to the engineering institutions. In the 1890s his interests extended to the internal-combustion engine and he translated Rudolf Diesel's book Theory and Construction of a Rational Heat Motor. He was a frequent contributor to the weekly journal The Engineer. He was a member of the Institution of Civil Engineers and of the Institution of Mechanical Engineers, as well as of many other societies, including the Royal Institution, the American Society of Mechanical Engineers, the Société Industrielle de Mulhouse and the Verein Deutscher Ingenieure. In his experimental work he often collaborated with others, notably Professor A.B.W.Kennedy (1847–1928), with whom he was also associated in the consulting engineering firm of Kennedy \& Donkin.
    [br]
    Principal Honours and Distinctions
    Vice-President, Institution of Mechanical Engineers 1901. Institution of Civil Engineers, Telford premiums 1889, 1891; Watt Medal 1894; Manby premium 1896.
    Bibliography
    1894, Gas, Oil and Air Engines, London.
    1896, with A.B.W.Kennedy, Experiments on Steam Boilers, London. 1898, Heat Efficiency of Steam Boilers, London.
    RTS

    Biographical history of technology > Donkin, Bryan III

  • 54 Donkin, Bryan IV

    [br]
    b. 29 April 1903 London, England
    d. 17 October 1964 Albury, Surrey, England
    [br]
    English electrical engineer.
    [br]
    Bryan Donkin IV was the son of S.B.Donkin (1871–1952) and the great-great-grandson of Bryan Donkin I (1768–1855). He was educated at Gresham's School in Holt, and at Pembroke College, Cambridge. He served a three-year apprenticeship with the English Electric Company Ltd, followed by a special one-year course with the General Electric Company of America. He became a partner in the consulting firm of Kennedy \& Donkin in 1933 (see Donkin, Bryan III) and was associated with the construction of 132 kV and 275 kV overhead-transmission lines in Britain and with many electricity generating schemes. He was responsible for the design of the Pimlico district heating scheme, and was a member of the Institution of Civil Engineers, the Institution of Electrical Engineers and the American Institute of Electrical Engineers.
    [br]
    Principal Honours and Distinctions
    President, Association of Supervising Electrical Engineers 1954–6. President, Engineer's Guild 1954–6. President, Junior Institution of Engineers 1956–7. Vice-President, Institution of Electrical Engineers 1960–4.
    RTS

    Biographical history of technology > Donkin, Bryan IV

  • 55 Locke, Joseph

    [br]
    b. 9 August 1805 Attercliffe, Yorkshire, England
    d. 18 September 1860 Moffat, Scotland
    [br]
    English civil engineer who built many important early main-line railways.
    [br]
    Joseph Locke was the son of a colliery viewer who had known George Stephenson in Northumberland before moving to Yorkshire: Locke himself became a pupil of Stephenson in 1823. He worked with Robert Stephenson at Robert Stephenson \& Co.'s locomotive works and surveyed railways, including the Leeds \& Selby and the Canterbury \& Whitstable, for George Stephenson.
    When George Stephenson was appointed Chief Engineer for construction of the Liverpool \& Manchester Railway in 1826, the first resident engineer whom he appointed to work under him was Locke, who took a prominent part in promoting traction by locomotives rather than by fixed engines with cable haulage. The pupil eventually excelled the master and in 1835 Locke was appointed in place of Stephenson as Chief Engineer for construction of the Grand Junction Railway. He introduced double-headed rails carried in chairs on wooden sleepers, the prototype of the bullhead track that became standard on British railways for more than a century. By preparing the most detailed specifications, Locke was able to estimate the cost of the railway much more accurately than was usual at that time, and it was built at a cost close to the estimate; this made his name. He became Engineer to the London \& Southampton Railway and completed the Sheffield, Ashton-under-Lyme \& Manchester Railway, including the 3-mile (3.8 km) Woodhead Tunnel, which had been started by Charles Vignoles. He was subsequently responsible for many British main lines, including those of the companies that extended the West Coast Route northwards from Preston to Scotland. He was also Engineer to important early main lines in France, notably that from Paris to Rouen and its extension to Le Havre, and in Spain and Holland. In 1847 Locke was elected MP for Honiton.
    Locke appreciated early in his career that steam locomotives able to operate over gradients steeper than at first thought practicable would be developed. Overall his monument is not great individual works of engineering, such as the famous bridges of his close contemporaries Robert Stephenson and I.K. Brunel, but a series of lines built economically but soundly through rugged country without such works; for example, the line over Shap, Cumbria.
    [br]
    Principal Honours and Distinctions
    Officier de la Légion d'honneur, France. FRS. President, Institution of Civil Engineers 1858–9.
    Further Reading
    Obituary, 1861, Minutes of Proceedings of the Institution of Civil Engineers 20. L.T.C.Rolt, 1962, Great Engineers, London: G. Bell \& Sons, ch. 6.
    Industrial Heritage, 1991, Vol. 9(2):9.
    See also: Brassey, Thomas
    PJGR

    Biographical history of technology > Locke, Joseph

  • 56 CEBMCO

    Универсальный англо-русский словарь > CEBMCO

  • 57 engineer

    1. noun
    1) Ingenieur, der/Ingenieurin, die; (service engineer, installation engineer) Techniker, der/Technikerin, die
    2) (maker or designer of engines) Maschinenbauingenieur, der
    3)

    [ship's] engineer — Maschinist, der

    2. transitive verb
    1) (coll.): (contrive) arrangieren; entwickeln [Plan]
    2) (manage construction of) konstruieren
    * * *
    1) (a person who designs, makes, or works with, machinery: an electrical engineer.) der Ingenieur
    2) ((usually civil engineer) a person who designs, constructs, or maintains roads, railways, bridges, sewers etc.) der Ingenieur
    3) (an officer who manages a ship's engines.) der Maschinist
    4) ((American) an engine-driver.) der Lokomotivführer
    * * *
    en·gi·neer
    [ˌenʤɪˈnɪəʳ, AM -ˈnɪr]
    I. n
    1. (qualified in engineering) Ingenieur(in) m(f); (in navy) [Schiffs]ingenieur(in) m(f); (on merchant ship) Maschinist(in) m(f); (maintains machines) [Wartungs]ingenieur(in) m(f); (controls engines) Techniker(in) m(f); MIL Technischer Offizier
    civil/electrical/mechanical \engineer Bau-/Elektro-/Maschinenbauingenieur(in) m(f)
    2. ( pej: contriver) Arrangeur(in) m(f) (of von + dat)
    3. AM (engine driver) Lok[omotiv]führer(in) m(f)
    II. vt
    ▪ to \engineer sth
    1. usu passive (construct precisely) etw konstruieren
    to \engineer a bridge/street eine Brücke/Straße bauen
    2. ( pej: skilfully contrive) etw arrangieren
    how did you manage to \engineer that invitation to the party? wie bist du bloß an diese Einladung zu der Party gekommen?
    to \engineer a coup einen Coup vorbereiten
    to \engineer a meeting ein Treffen arrangieren
    to \engineer a plan [or scheme] einen Plan aushecken [o entwickeln]
    * * *
    ["endZI'nIə(r)]
    1. n
    1) (TECH) Techniker(in) m(f); (with university degree etc) Ingenieur(in) m(f)

    the Engineers (Mil) — die Pioniere pl

    2) (NAUT on merchant ships) Maschinist(in) m(f); (in Navy) (Schiffs)ingenieur(in) m(f)
    4) (fig of scheme) Arrangeur(in) m(f)
    2. vt
    1) (TECH) konstruieren
    2) (fig) election, campaign, coup organisieren; downfall, plot arrangieren, einfädeln; success, victory in die Wege leiten; (SPORT) goal einfädeln
    * * *
    engineer [ˌendʒıˈnıə(r)]
    A s
    1. a) Ingenieur(in)
    b) Techniker(in)
    c) Mechaniker(in):
    engineers pl TEL Stördienst m
    2. auch SCHIFF Maschinist(in)
    3. BAHN US Lokomotivführer(in)
    4. MIL Pionier m:
    engineer combat battalion leichtes Pionierbataillon;
    engineer construction battalion schweres Pionierbataillon;
    engineer group Pionierregiment n
    5. Bergbau: Kunststeiger m
    B v/t
    1. Straßen, Brücken etc (er)bauen, anlegen, konstruieren, errichten
    2. fig (geschickt) in die Wege leiten, organisieren, deichseln, einfädeln (beide umg)
    C v/i als Ingenieur etc tätig sein
    e. abk
    eng. abk
    * * *
    1. noun
    1) Ingenieur, der/Ingenieurin, die; (service engineer, installation engineer) Techniker, der/Technikerin, die
    2) (maker or designer of engines) Maschinenbauingenieur, der
    3)

    [ship's] engineer — Maschinist, der

    2. transitive verb
    1) (coll.): (contrive) arrangieren; entwickeln [Plan]
    2) (manage construction of) konstruieren
    * * *
    (US) n.
    Maschinist m. n.
    Ingenieur m.
    Pionier -e m.
    Techniker m.

    English-german dictionary > engineer

  • 58 renforcer

    renforcer [ʀɑ̃fɔʀse]
    ➭ TABLE 3
    1. transitive verb
       a. [+ mur, équipe] to reinforce ; [+ régime, position, monnaie, amitié] to strengthen ; [+ paix, pouvoir] to consolidate
       b. [+ argument, crainte, soupçon] to reinforce
       c. [+ pression, effort, surveillance, contrôle] to intensify
    2. reflexive verb
    ► se renforcer [craintes, amitié] to strengthen ; [pression] to intensify
    * * *
    ʀɑ̃fɔʀse
    1.
    1) ( rendre plus solide) to reinforce [construction, vêtement]; to strengthen [muscles, tissus]
    2) ( accroître le nombre de) to strengthen [équipe, effectifs]
    3) ( intensifier) to strengthen, to reinforce [pouvoir, sanctions]; to reinforce [contrôle, déséquilibre]; to step up [surveillance]

    2.
    se renforcer verbe pronominal [pouvoir] to increase; [contrôle] to become tighter; [équipe, effectifs] to grow; [pays, secteur] to grow stronger
    * * *
    ʀɑ̃fɔʀse vt
    1) (= consolider) to reinforce
    2) (= conforter)
    * * *
    renforcer verb table: placer
    A vtr
    1 ( rendre plus solide) to reinforce [construction, vêtement]; to strengthen [muscles, tissus]; renforcer un vêtement aux coudes/genoux to reinforce the elbows/knees of a garment;
    2 ( accroître le nombre de) to strengthen [équipe, effectifs, troupe]; nos équipes techniques sont renforcées par des ingénieurs our technical crews are backed up by engineers;
    3 ( intensifier) to strengthen, reinforce [pouvoir, loi, sanctions, amitié, défense]; to reinforce [contrôle, dépendance, image, doute, déséquilibre]; to step up [surveillance];
    4 ( donner plus de pouvoir à) to strengthen [groupe, ville, monnaie]; ce qui s'est passé me renforce dans mes positions/certitudes what has happened strengthens my position/convictions.
    B se renforcer vpr [pouvoir] to increase; [contrôle] to become tighter; [équipe, effectifs, groupe] to grow; [amitié, haine] to grow stronger; [pays, influence, secteur] to grow stronger; la tendance à la baisse s'est renforcée en 1993 the downward trend increased in 1993; notre groupe industriel continue de se renforcer our industrial group continues to grow stronger.
    [rɑ̃fɔrse] verbe transitif
    2. [grossir - effectif, service d'ordre] to reinforce, to strengthen
    3. [affermir - conviction] to reinforce, to strengthen, to intensify
    4. [mettre en relief] to set off (separable), to enhance
    ————————
    se renforcer verbe pronominal intransitif
    notre équipe se renforce maintenant de plusieurs jeunes ingénieurs our team has now been strengthened by the arrival of several young engineers

    Dictionnaire Français-Anglais > renforcer

  • 59 Paxton, Sir Joseph

    [br]
    b. 3 August 1801 Milton Bryant, Bedfordshire, England
    d. 8 June 1865 Sydenham, London, England
    [br]
    English designer of the Crystal Palace, the first large-scale prefabricated ferrovitreous structure.
    [br]
    The son of a farmer, he had worked in gardens since boyhood and at the age of 21 was employed as Undergardener at the Horticultural Society Gardens in Chiswick, from where he went on to become Head Gardener for the Duke of Devonshire at Chatsworth. It was there that he developed his methods of glasshouse construction, culminating in the Great Conservatory of 1836–40, an immense structure some 277 ft (84.4 m) long, 123 ft (37.5 m) wide and 67 ft (20.4 m) high. Its framework was of iron and its roof of glass, with wood to contain the glass panels; it is now demolished. Paxton went on to landscape garden design, fountain and waterway engineering, the laying out of the model village of Edensor, and to play a part in railway and country house projects.
    The structure that made Paxton a household name was erected in Hyde Park, London, to house the Great Exhibition of 1851 and was aptly dubbed, by Punch, the Crystal Palace. The idea of holding an international exhibition for industry had been mooted in 1849 and was backed by Prince Albert and Henry Cole. The money for this was to be raised by public subscription and 245 designs were entered into a competition held in 1850; however, most of the concepts, received from many notable architects and engineers, were very costly and unsuitable, and none were accepted. That same year, Paxton published his scheme in the Illustrated London News and it was approved after it received over-whelming public support.
    Paxton's Crystal Palace, designed and erected in association with the engineers Fox and Henderson, was a prefabricated glasshouse of vast dimensions: it was 1,848 ft (563.3 m) long, 408 ft (124.4 m) wide and over 100 ft (30.5 m) high. It contained 3,300 iron columns, 2,150 girders. 24 miles (39 km) of guttering, 600,000 ft3 (17,000 m3) of timber and 900,000 ft2 (84,000 m) of sheet glass made by Chance Bros, of Birmingham. One of the chief reasons why it was accepted by the Royal Commission Committee was that it fulfilled the competition proviso that it should be capable of being erected quickly and subsequently dismantled and re-erected elsewhere. The Crystal Palace was to be erected at a cost of £79,800, much less than the other designs. Building began on 30 July 1850, with a labour force of some 2,000, and was completed on 31 March 1851. It was a landmark in construction at the time, for its size, speed of construction and its non-eclectic design, and, most of all, as the first great prefabricated building: parts were standardized and made in quantity, and were assembled on site. The exhibition was opened by Queen Victoria on 1 May 1851 and had received six million visitors when it closed on 11 October. The building was dismantled in 1852 and reassembled, with variations in design, at Sydenham in south London, where it remained until its spectacular conflagration in 1936.
    [br]
    Principal Honours and Distinctions
    Knighted 1851. MP for Coventry 1854–65. Fellow Linnaean Society 1853; Horticultural Society 1826. Order of St Vladimir, Russia, 1844.
    Further Reading
    P.Beaver, 1986, The Crystal Palace: A Portrait of Victorian Enterprise, Phillimore. George F.Chadwick, 1961, Works of Sir Joseph Paxton 1803–1865, Architectural Press.
    DY

    Biographical history of technology > Paxton, Sir Joseph

  • 60 Roebling, Washington Augustus

    SUBJECT AREA: Civil engineering
    [br]
    b. 26 May 1837 Saxonburg, Pennsylvania, USA
    d. 21 July 1926 Trenton, New Jersey, USA.
    [br]
    American civil engineer.
    [br]
    The son of John Augustus Roebling, he graduated in 1857 from the Rensselaer Polytechnic Institute as a civil engineer, and joined his father in his suspension bridge construction work. He served in the Civil War as a colonel of engineers in the Union Army, and in 1867, two years after the end of the war, he went to Europe to study new methods of sinking underwater foundations by means of compressed air. These new methods were employed in the construction of the Brooklyn Bridge, of which he took charge on his father's death in 1869. Timber pneumatic caissons were used, with a maximum pressure of 34 psi (2.4 kg/cm2) above atmospheric pressure. Two years after work on the piers had started in the caissons, Roebling, who had been working constantly with the men on the foundations of the piers, was carried unconscious out of the caisson, a victim of decompression sickness, then known as “caisson disease”. He was paralysed and lost the use of his voice. From then on he directed the rest of the work from the sickroom of his nearby house, his wife, Emily Warren Roebling, helping with his instructions and notes and carrying them out to the workforce; she even read a statement from him to the American Society of Civil Engineers. The erection of the cables, which were of steel, began in August 1876 and took twenty-six months to complete. In 1881 eleven trustees and Emily Warren Roebling walked across temporary planking, but the decking of the total span was not completed until 1885, fourteen years after construction of the bridge had started. The Brooklyn Bridge was Roebling's last major work, although following the death of his nephew in 1921 he was forced to head again the management of Roebling \& Company, though aged 84 and an invalid.
    [br]
    Further Reading
    D.B.Steinman and S.R.Watson, 1941, Bridges and their Builders, New York: Dover Books.
    D.McCullough, 1982, The Great Bridge: The Epic Story of the Building of the Brooklyn
    Bridge, New York: Simon \& Schuster.
    IMcN

    Biographical history of technology > Roebling, Washington Augustus

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