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1 formation
formation [fɔʀmasjɔ̃]feminine nouna. ( = développement) formationb. ( = apprentissage) training ; ( = stage, cours) training course• formation en alternance [d'élève en apprentissage] school course combined with work experiencec. ( = groupe) formation━━━━━━━━━━━━━━━━━* * *fɔʀmasjɔ̃1) ( instruction) ( scolaire) education; ( professionnelle) training (en in)‘formation assurée’ — ‘training provided’
2) ( cours) training course3) (de gouvernement, parti, d'équipe) forming4) ( apparition) formation5) ( ensemble) formation6) ( groupe) group•Phrasal Verbs:* * *fɔʀmasjɔ̃ nf1) (= action, processus) forming2) (= éducation) trainingIl a une formation d'ingénieur. — He is a trained engineer.
3) MUSIQUE group4) MILITAIRE, AVIATION formation5) GÉOGRAPHIE formation6) (politique, syndicale) group* * *formation nf1 ( instruction) ( scolaire) education; ( professionnelle) training (en in); formation militaire military training; il est ingénieur de formation he's an engineer by training; il a reçu une formation d'ingénieur he was trained as an engineer; avoir une formation littéraire to have an arts background; la formation des jeunes/maîtres youth/teacher education; il n'a aucune formation he has no training; en formation [stagiaire, technicien] undergoing training ( après n); ‘formation assurée’ ‘training provided’; quelle est votre formation? what education and training have you had?;2 ( cours) training course;3 (de gouvernement, parti, d'équipe) forming; il a été chargé de la formation du gouvernement he was asked to form the government; la formation de leur parti a pris deux mois it took two months to form their party;4 ( apparition) formation; on observe la formation de rougeurs/d'escarres red blotches/bedsores appear; ils s'interrogent encore sur la formation des planètes they're still wondering how the planets were formed; au moment de la formation des glaciers when the glaciers were (being) formed; ‘trous en formation’ ‘uneven carriageway’;5 ( puberté) puberty;6 ( ensemble) formation; une formation végétale/granitique a formation of vegetation/of granite; une formation nuageuse a cloud formation;7 ( groupe) group; formation politique/musicale/syndicale political/musical/trade union group;8 Mil ( détachement) detachment; ( disposition) formation; formation aérienne/de combat/en carré aerial/combat/square formation; formation en ligne Aviat line formation.formation en alternance sandwich course; formation continue adult continuing education; formation de mots Ling word-formation; formation permanente = formation continue; formation professionnelle professional training; formation sur le tas on-the-job training.[fɔrmasjɔ̃] nom féminin2. [groupe] groupa. [classique] orchestrab. [moderne] band[connaissances] cultural backgroundelle a une bonne formation littéraire/scientifique she has a good literary/scientific backgroundarchitecte de formation, elle est devenue cinéaste having trained as an architect, she turned to making filmsformation continue ou permanente day release or night school education for employees provided by companies8. LINGUISTIQUE -
2 Barsanti, Eugenio
SUBJECT AREA: Steam and internal combustion engines[br]b. 1821 Italyd. 1864 Liège, Belgium[br]Italian co-inventor of the internal combustion engine; lecturer in mechanics and hydraulics.[br]A trained scientist and engineer, Barsanti became acquainted with a distinguished engineer, Felice Matteucci, in 1851. Their combined talents enabled them to produce a number of so-called free-piston atmospheric engines from 1854 onwards. Using a principle demonstrated by the Swiss engineer Isaac de Rivaz in 1827, the troublesome explosive shocks encountered by other pioneers were avoided. A piston attached to a long toothed rack was propelled from beneath by the expansion of burning gas and allowed unrestricted movement. A resulting partial vacuum enabled atmospheric pressure to return the piston and produce the working stroke. Electric ignition was a feature of all the Italian engines.With many successful applications, a company was formed in 1860. A 20 hp (15 kW) engine stimulated much interest. Attempts by John Cockerill of Belgium to mass-produce small power units of up to 4 hp (3 kW) came to an abrupt end; during the negotiations Barsanti contracted typhoid fever and later died. The project was abandoned, but the working principle of the Italian engine was used successfully in the Otto-Langen engine of 1867.[br]Bibliography13 May 1854, British Provisional Patent no. 1,072 (the Barsanti and Matteucci engine).12 June 1857, British patent no. 1,655 (contained many notable improvements to the design).Further ReadingThe Engineer (1858) 5:73–4 (for an account of the Italian engine).Vincenzo Vannacci, 1955, L'invenzione del motore a scoppio realizzota dai toscani Barsanti e Matteucci 1854–1954, Florence.KAB -
3 Wöhler, August
SUBJECT AREA: Metallurgy[br]b. 22 June 1819 Soltau, Germanyd. 21 June 1914 Hannover, Germany[br]German railway engineer who first established the fatigue fracture of metals.[br]Wöhler, the son of a schoolteacher, was born at Soltau on the Luneburg Heath and received his early education at his father's school, where his mathematical abilities soon became apparent. He completed his studies at the Technical High School, Hannover.In 1840 he obtained a position at the Borsig Engineering Works in Berlin and acquired there much valuable experience in railway technology. He trained as an engine driver in Belgium and in 1843 was appointed as an engineer to the first Hannoverian Railway, then being constructed between Hannover and Lehrte. In 1847 he became Chief Superintendent of rolling stock on the Lower Silesian-Brandenhurg Railway, where his technical abilities influenced the Prussian Minister of Commerce to appoint him to a commission set up to investigate the reasons for the unusually high incidence of axle failures then being encountered on the railways. This was in 1852, and by 1854, when the Brandenburg line had been nationalized, Wöhler had already embarked on the long, systematic programme of mechanical testing which eventually provided him with a clear insight into the process of what is now referred to as "fatigue failure". He concentrated initially on the behaviour of machined iron and steel specimens subjected to fluctuating direct, bending and torsional stresses that were imposed by testing machines of his own design.Although Wöhler was not the first investigator in this area, he was the first to recognize the state of "fatigue" induced in metals by the repeated application of cycles of stress at levels well below those that would cause immediate failure. His method of plotting the fatigue stress amplitude "S" against the number of stress cycles necessary to cause failure "N" yielded the well-known S-N curve which described very precisely the susceptibility to fatigue failure of the material concerned. Engineers were thus provided with an invaluable testing technique that is still widely used in the 1990s.Between 1851 and 1898 Wöhler published forty-two papers in German technical journals, although the importance of his work was not initially fully appreciated in other countries. A display of some of his fracture fatigue specimens at the Paris Exposition in 1867, however, stimulated a short review of his work in Engineering in London. Four years later, in 1871, Engineering published a series of nine articles which described Wöhler's findings in considerable detail and brought them to the attention of engineers. Wöhler became a member of the newly created management board of the Imperial German Railways in 1874, an appointment that he retained until 1889. He is also remembered for his derivation in 1855 of a formula for calculating the deflections under load of lattice girders, plate girders, and other continuous beams resting on more than two supports. This "Three Moments" theorem appeared two years before Clapeyron independently advanced the same expression. Wöhler's other major contribution to bridge design was to use rollers at one end to allow for thermal expansion and contraction.[br]Bibliography1855, "Theorie rechteckiger eiserner Brückenbalken", Zeitschrift für Bauwesen 5:122–66. 1870, "Über die Festigkeitversuche mit Eisen und Stahl", Zeitschrift für Bauwesen 20:73– 106.Wöhler's experiments on the fatigue of metals were reported in Engineering (1867) 2:160; (1871) 11:199–200, 222, 243–4, 261, 299–300, 326–7, 349–50, 397, 439–41.Further ReadingR.Blaum, 1918, "August Wöhler", Beiträge zur Geschichte der Technik und Industrie 8:35–55.——1925, "August Wöhler", Deutsches biographisches Jahrbuch, Vol. I, Stuttgart, pp. 103–7.K.Pearson, 1890, "On Wöhler's experiments on alternating stress", Messeng. Math.20:21–37.J.Gilchrist, 1900, "On Wöhler's Laws", Engineer 90:203–4.ASD -
4 Kennedy, Sir Alexander Blackie William
SUBJECT AREA: Ports and shipping[br]b. 17 March 1847 Stepney, London, England d. 1928[br]English marine engineer and educator.[br]Sir Alexander Kennedy was trained as a marine engineer. The son of a Congregational minister, he was educated at the City of London School and the School of Mines, Jermyn Street. He was then apprenticed to J. \& W.Dudgeon of Millwall, marine engineers, and went on to become a draughtsman to Sir Charles Marsh Palmer of Jarrow (with whom he took part in the development of the compound steam-engine for marine use) and T.M.Tennant \& Co. of Leith. In 1874 he was appointed Professor of Engineering at University College, London. He built up an influential School of Engineering, being the first in England to integrate laboratory work as a regular feature of instruction. The engineering laboratory that he established in 1878 has been described as "the first of its kind in England" (Proceedings of the Institution of Civil Engineers). He and his students conducted important experiments on the strength and elasticity of materials, boiler testing and related subjects. He followed the teaching of Franz Reuleaux, whose Kinematics of Machinery he translated from the German.While thus breaking new educational ground at University College, Kennedy concurrently established a very thriving private practice as a consulting engineer in partnership with Bernard Maxwell Jenkin (the son of Fleeming Jenkin), to pursue which he relinquished his academic posts in 1889. He planned and installed the whole electricity system for the Westminster Electric Supply Corporation, and other electricity companies. He was also heavily involved in the development of electrically powered transport systems. During the First World War he served on a panel of the Munitions Invention Department, and after the war he undertook to record photographically the scenes of desolation in his book From Ypres to Verdun (1921). Towards the end of his life, he pursued his interest in archaeology with the exploration of Petra, recorded in a monograph: Petra. Its History and Monuments (1925). He also joined the Institution of Mechanical Engineers in 1879, becoming the President of that body in 1894, and he joined the Institution of Electrical Engineers in 1890. Kennedy was thus something of an engineering polymath, as well as being an outstanding engineering educationalist.[br]Principal Honours and DistinctionsFRS 1887. Knighted 1905. Member, Institution of Civil Engineers 1879; President, 1906. President, Institution of Mechanical Engineers 1894.Bibliography1921, From Ypresto Verdum.1925, Petra. Its History and Monuments.Further ReadingDNB supplement.1928–9, Proceedings of the Institution of Civil Engineers 221:269–75.ABBiographical history of technology > Kennedy, Sir Alexander Blackie William
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5 Behr, Fritz Bernhard
[br]b. 9 October 1842 Berlin, Germanyd. 25 February 1927[br]German (naturalized British in 1876) engineer, promoter of the Lartigue monorail system.[br]Behr trained as an engineer in Britain and had several railway engineering appointments before becoming associated with C.F.M.-T. Lartigue in promoting the Lartigue monorail system in the British Isles. In Lartigue's system, a single rail was supported on trestles; vehicles ran on the rail, their bodies suspended pannier-fashion, stabilized by horizontal rollers running against light guide rails fixed to the sides of the trestles. Behr became Managing Director of the Listowel \& Ballybunion Railway Company, which in 1888 opened its Lartigue system line between those two places in the south-west of Ireland. Three locomotives designed by J.T.A. Mallet were built for the line by Hunslet Engine Company, each with two horizontal boilers, one either side of the track. Coaches and wagons likewise were in two parts. Technically the railway was successful, but lack of traffic caused the company to go bankrupt in 1897: the railway continued to operate until 1924.Meanwhile Behr had been thinking in terms far more ambitious than a country branch line. Railway speeds of 150mph (240km/h) or more then lay far in the future: engineers were uncertain whether normal railway vehicles would even be stable at such speeds. Behr was convinced that a high-speed electric vehicle on a substantial Lartigue monorail track would be stable. In 1897 he demonstrated such a vehicle on a 3mile (4.8km) test track at the Brussels International Exhibition. By keeping the weight of the motors low, he was able to place the seats above rail level. Although the generating station provided by the Exhibition authorities never operated at full power, speeds over 75mph (120 km/h) were achieved.Behr then promoted the Manchester-Liverpool Express Railway, on which monorail trains of this type running at speeds up to 110mph (177km/h) were to link the two cities in twenty minutes. Despite strong opposition from established railway companies, an Act of Parliament authorizing it was made in 1901. The Act also contained provision for the Board of Trade to require experiments to prove the system's safety. In practice this meant that seven miles of line, and a complete generating station to enable trains to travel at full speed, must be built before it was known whether the Board would give its approval for the railway or not. Such a condition was too severe for the scheme to attract investors and it remained stillborn.[br]Further ReadingH.Fayle, 1946, The Narrow Gauge Railways of Ireland, Greenlake Publications, Part 2, ch. 2 (describes the Listowel \& Ballybunion Railway and Behr's work there).D.G.Tucker, 1984, "F.B.Behr's development of the Lartigue monorail", Transactions ofthe Newcomen Society 55 (covers mainly the high speed lines).See also: Brennan, LouisPJGR -
6 Guterres, António Manuel de
(1949-)Socialist Party leader, engineer, and politician, prime minister of Portugal (19952002). Born in Lisbon in a lower-middle-class family with roots in Beira Alta district (central Portugal), Guterres was trained as an electrical engineer and physicist. In his twenties, he abandoned academic pursuits to enter politics and was active in the university Catholic youth movement. Following the Revolution of 25 April 1974, Guterres became active in the Socialist Party (PS) leadership and joined several administrations' ministries during provisional governments (1974-75). From 1976 to 1983, he was an elected deputy for the Assembly of the Republic and was reelected to the same body as a deputy in 1985, serving until 1988. In the late 1980s, he reached the top rungs of the PS leadership. He directed the PS's electoral campaign of 1987. When the PS defeated the Social Democratic Party (PSD) in both the general legislative elections of 1995 and 1999, Guterres was named and served as prime minister.Following the PSD's defeat of the PS in the December 2001 municipal elections, Guterres unexpectedly resigned as chief of the PS and became a caretaker prime minister as President Jorge Sampaio called for parliamentary elections in March 2002. Guterres was replaced as PS leader and candidate for prime minister by Ferro Rodrigues. In the 17 March 2002 elections, the PSD defeated the PS, but only by a slim margin. Guterres left the premiership and withdrew from active politics.Historical dictionary of Portugal > Guterres, António Manuel de
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7 Pihl, Carl Abraham
[br]b. 16 January 1825 Stavanger, Norwayd. 14 September 1897 Kristiania (now Oslo), Norway[br]Norwegian railway engineer, protagonist of narrow-gauge railways.[br]Pihl trained as an engineer at Göteborg, Sweden, and then moved to London, where he worked under Robert Stephenson during 1845 and 1846. In 1850 he returned to Norway and worked with the English contractors building the first railway in Norway, the Norwegian Trunk Railway from Kristiania to Eidsvold, for which the English standard gauge was used. Subsequently he worked in England for a year, but in 1856 joined the Norwegian government's Road Department, which was to have responsibility for railways. In 1865 a distinct Railway Department was set up, and Pihl became Director for State Railway Construction. Because of the difficulties of the terrain and limited traffic, Pihl recommended that in the case of two isolated lines to be built the outlay involved in ordinary railways would not be justified, and that they should be built to the narrow gauge of 3 ft 6 in. (1.07 m). His recommendation was accepted by the Government in 1857 and the two lines were built to this gauge and opened during 1861–4. Six of their seven locomotives, and all their rolling stock, were imported from Britain. The lines cost £3,000 and £5,000 per mile, respectively; a standard-gauge line built in the same period cost £6,400 per mile.Subsequently, many hundreds of miles of Norwegian railways were built to 3 ft 6 in. (1.07 m) gauge under Pihl's direction. They influenced construction of railways to this gauge in Australia, Southern Africa, New Zealand, Japan and elsewhere. However, in the late 1870s controversy arose in Norway over the economies that could in fact be gained from the 3 ft 6 in. (1,07 m) gauge. This controversy in the press, in discussion and in the Norwegian parliament became increasingly acrimonious during the next two decades; the standard-gauge party may be said to have won with the decision in 1898, the year after Pihl's death, to build the Bergen-Oslo line to standard gauge.[br]Principal Honours and DistinctionsKnight of the Order of St Olaf 1862; Commander of the Order of St Olaf 1877. Commander of the Royal Order of Vasa 1867. Royal Order of the Northern Star 1882.Further ReadingP.Allen and P.B.Whitehouse, 1959, Narrow Gauge Railways of Europe, Ian Allan (describes the Norwegian Battle of the Gauges).A biographical article on Pihl appears (in Norwegian) in Norsk Biografisk Leksikon.PJGR -
8 Junkers, Hugo
SUBJECT AREA: Aerospace[br]b. 3 February 1859 Rheydt, Germanyd. 3 February 1935 Munich, Germany[br]German aircraft designer, pioneer of all-metal aircraft, including the world's first real airliner.[br]Hugo Junkers trained as an engineer and in 1895 founded the Junkers Company, which manufactured metal products including gas-powered hot-water heaters. He was also Professor of Thermodynamics at the high school in Aachen. The visits to Europe by the Wright brothers in 1908 and 1909 aroused his interest in flight, and in 1910 he was granted a patent for a flying wing, i.e. no fuselage and a thick wing which did not require external bracing wires. Using his sheet-metal experience he built the more conventional Junkers J 1 entirely of iron and steel. It made its first flight in December 1915 but was rather heavy and slow, so Junkers turned to the newly available aluminium alloys and built the J 4 bi-plane, which entered service in 1917. To stiffen the thin aluminium-alloy skins, Junkers used corrugations running fore and aft, a feature of his aircraft for the next twenty years. Incidentally, in 1917 the German authorities persuaded Junkers and Fokker to merge, but the Junkers-Fokker Company was short-lived.After the First World War Junkers very rapidly converted to commercial aviation, and in 1919 he produced a single-engined low-wing monoplane capable of carrying four passengers in an enclosed cabin. The robust all-metal F 13 is generally accepted as being the world's first airliner and over three hundred were built and used worldwide: some were still in service eighteen years later. A series of low-wing transport aircraft followed, of which the best known is the Ju 52. The original version had a single engine and first flew in 1930; a three-engined version flew in 1932 and was known as the Ju 52/3m. This was used by many airlines and served with the Luftwaffe throughout the Second World War, with almost five thousand being built.Junkers was always ready to try new ideas, such as a flap set aft of the trailing edge of the wing that became known as the "Junkers flap". In 1923 he founded a company to design and manufacture stationary diesel engines and aircraft petrol engines. Work commenced on a diesel aero-engine: this flew in 1929 and a successful range of engines followed later. Probably the most spectacular of Junkers's designs was his G 38 airliner of 1929. This was the world's largest land-plane at the time, with a wing span of 44 m (144 ft). The wing was so thick that some of the thirty-four passengers could sit in the wing and look out through windows in the leading edge. Two were built and were frequently seen on European routes.[br]Bibliography1923, "Metal aircraft construction", Journal of the Royal Aeronautical Society, London.Further ReadingG.Schmitt, 1988, Hugh Junkers and His Aircraft, Berlin.1990, Jane's Fighting Aircraft of World War I, London: Jane's (provides details of Junkers's aircraft).J.Stroud, 1966, European Transport Aircraft since 1910, London.P. St J.Turner and H.J.Nowarra, 1971, Junkers: An Aircraft Album, London.JDS -
9 Short, Hugh Oswald
SUBJECT AREA: Aerospace[br]b. 16 January 1883 Derbyshire, Englandd. 4 December 1969 Haslemere, England[br]English co-founder, with his brothers Horace Short (1872–1917) and Eustace (1875–1932), of the first company to design and build aeroplanes in Britain.[br]Oswald Short trained as an engineer; he was largely self-taught but was assisted by his brothers Eustace and Horace. In 1898 Eustace and the young Oswald set up a balloon business, building their first balloon in 1901. Two years later they sold observation balloons to the Government of India, and further orders followed. Meanwhile, in 1906 Horace designed a high-altitude balloon with a spherical pressurized gondola, an idea later used by Auguste Piccard, in 1931. Horace, a strange genius with a dominating character, joined his younger brothers in 1908 to found Short Brothers. Their first design, based on the Wright Flyer, was a limited success, but No. 2 won a Daily Mail prize of £1,000. In the same year, 1909, the Wright brothers chose Shorts to build six of their new Model A biplanes. Still using the basic Wright layout, Horace designed the world's first twin-engined aeroplane to fly successfully: it had one engine forward of the pilot, and one aft. During the years before the First World War the Shorts turned to tractor biplanes and specialized in floatplanes for the Admiralty.Oswald established a seaplane factory at Rochester, Kent, during 1913–14, and an airship works at Cardington, Bedfordshire, in 1916. Short Brothers went on to build the rigid airship R 32, which was completed in 1919. Unfortunately, Horace died in 1917, which threw a greater responsibility onto Oswald, who became the main innovator. He introduced the use of aluminium alloys combined with a smooth "stressed-skin" construction (unlike Junkers, who used corrugated skins). His sleek biplane the Silver Streak flew in 1920, well ahead of its time, but official support was not forthcoming. Oswald Short struggled on, trying to introduce his all-metal construction, especially for flying boats. He eventually succeeded with the biplane Singapore, of 1926, which had an all-metal hull. The prototype was used by Sir Alan Cobham for his flight round Africa. Several successful all-metal flying boats followed, including the Empire flying boats (1936) and the ubiquitous Sunderland (1937). The Stirling bomber (1939) was derived from the Sunderland. The company was nationalized in 1942 and Oswald Short retired the following year.[br]Principal Honours and DistinctionsHonorary Fellow of the Royal Aeronautical Society. Freeman of the City of London. Oswald Short turned down an MBE in 1919 as he felt it did not reflect the achievements of the Short Brothers.Bibliography1966, "Aircraft with stressed skin metal construction", Journal of the Royal Aeronautical Society (November) (an account of the problems with patents and officialdom).Further ReadingC.H.Barnes, 1967, Shorts Aircraft since 1900, London; reprinted 1989 (a detailed account of the work of the Short brothers).JDS -
10 Sikorsky, Igor Ivanovich
SUBJECT AREA: Aerospace[br]b. 25 May 1889 Kiev, Ukrained. 26 October 1972 Easton, Connecticut, USA[br]Russian/American pioneer of large aeroplanes, flying boats, and helicopters.[br]Sikorsky trained as an engineer but developed an interest in aviation at the age of 19 when he was allowed to spend several months in Paris to meet French aviators. He bought an Anzani aero-engine and took it back to Russia, where he designed and built a helicopter. In his own words, "It had one minor technical problem—it would not fly—but otherwise it was a good helicopter".Sikorsky turned to aeroplanes and built a series of biplanes: by 1911 the 5–5 was capable of flights lasting an hour. Following this success, the Russian-Baltic Railroad Car Company commissioned Sikorsky to build a large aeroplane. On 13 May 1913 Sikorsky took off in the Grand, the world's first four-engined aeroplane. With a wing span of 28 m (92 ft) it was also the world's largest, and was unique in that the crew were in an enclosed cabin with dual controls. The even larger Ilia Mourometz flew the following year and established many records, including the carriage of sixteen people. During the First World War many of these aircraft were built and served as heavy bombers.Following the revolution in Russia during 1917, Sikorsky emigrated first to France and then the United States, where he founded his own company. After building the successful S-38 passenger-carrying amphibian, the Sikorsky Aviation Corporation became part of the United Aircraft Corporation and went on to produce several large flying boats. Of these, the four-engined S-42 was probably the best known, for its service to Hawaii in 1935 and trial flights across the Atlantic in 1937.In the late 1930s Sikorsky once again turned his attention to helicopters, and on 14 September 1939 his VS-300 made its first tentative hop, with Sikorsky at the controls. Many improvements were made and on 6 May 1941 Sikorsky made a record-breaking flight of over 1½ hours. The Sikorsky design of a single main lifting rotor combined with a small tail rotor to balance the torque effect has dominated helicopter design to this day. Sikorsky produced a long series of outstanding helicopter designs which are in service throughout the world.[br]Principal Honours and DistinctionsChevalier de la Légion d'honneur 1960. Presidential Certificate of Merit 1948. Aeronautical Society Silver Medal 1949.Bibliography1971, "Sixty years in flying", Aeronautical Journal (Royal Aeronautical Society) (November) (interesting and amusing).1938, The Story of the Winged S., New York; 1967, rev. edn.Further ReadingD.Cochrane et al., 1990, The Aviation Careers of Igor Sikorsky, Seattle.K.N.Finne, 1988, Igor Sikorsky: The Russian Years, ed. C.J.Bobrow and V.Hardisty, Shrewsbury; orig. pub. in Russian, 1930.F.J.Delear, 1969, Igor Sikorsky: His Three Careers in Aviation, New York.JDSBiographical history of technology > Sikorsky, Igor Ivanovich
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11 Giles, Francis
[br]b. 1787 Englandd. 4 March 1847 England[br]English civil engineer engaged in canal, harbour and railway construction.[br]Trained as a surveyor in John Rennie's organization, Giles carried out surveys on behalf of Rennie before setting up in practice on his own. His earliest survey seems to have been on the line of the proposed Weald of Kent Canal in 1809. Then in 1811 he surveyed the proposed London \& Cambridge Canal linking Bishops Stortford on the Stort with Cambridge and with a branch to Shefford on the Ivel. In the same year he surveyed the line of the Wey \& Arun Junction Canal, and in 1816, in the same area, the Portsmouth \& Arundel Canal. In 1819 he carried out what is regarded as his first independent commission—the extension of the River Ivel Navigation from Biggleswade to Shefford. At this time he was helping John Rennie on the Aire \& Calder Navigation and continued there after Rennie's death in 1821. In 1825 he was engaged on plans for a London to Portsmouth Ship Canal and also on a suggested link between the Basingstoke and Kennet \& Avon Canals. Later, on behalf of Sir George Duckett, he was Engineer to the Hertford Union Canal, which was completed in 1830, and linked the Regent's Canal to the Lee Navigation. In 1833 he completed the extension of the Sankey Brook Navigation from Fiddler's Ferry to the Mersey at Widnes. One of his last canal works was a survey of the River Lee in 1844. Apart from his canal work, he was appointed Engineer to the Newcastle \& Carlisle Railway in 1829 and designed, among other works, the fine viaducts at Wetheral and Cor by. He was also, for a very short time, Engineer to the London \& Southampton Railway. Among other commissions, he was involved in harbour surveys and works at Dover, Rye, Holyhead, Dundee, Bridport and Dun Laoghaire (Kingstown). He was elected a member of the Institution of Civil Engineers in 1842 and succeeded Telford on the Exchequer Bill Loans Board.[br]Further Reading1848, Memoir 17, London: Institution of Civil Engineers, 9.JHB -
12 Hackworth, Timothy
[br]b. 22 December 1786 Wylam, Northumberland, Englandd. 7 July 1850 Shildon, Co. Durham, England[br]English engineer, pioneer in construction and operation of steam locomotives.[br]Hackworth trained under his father, who was Foreman Blacksmith at Wylam colliery, and succeeded him upon his death in 1807. Between 1812 and 1816 he helped to build and maintain the Wylam locomotives under William Hedley. He then moved to Walbottle colliery, but during 1824 he took temporary charge of Robert Stephenson \& Co.'s works while George Stephenson was surveying the Liverpool \& Manchester Railway and Robert Stephenson was away in South America. In May 1825 Hackworth was appointed to the Stockton \& Darlington Railway (S \& DR) "to have superintendence of the permanent (i.e. stationary) and locomotive engines". He established the workshops at Shildon, and when the railway opened in September he became in effect the first locomotive superintendent of a railway company. From experience of operating Robert Stephenson \& Co.'s locomotives he was able to make many detail improvements, notably spring safety valves. In 1827 he designed and built the locomotive Royal George, with six wheels coupled and inverted vertical cylinders driving the rear pair. From the pistons, drive was direct by way of piston rods and connecting rods to crankpins on the wheels, the first instance of the use of this layout on a locomotive. Royal George was the most powerful and satisfactory locomotive on the S \& DR to date and was the forerunner of Hackworth's type of heavy-goods locomotive, which was built until the mid-1840s.For the Rainhill Trials in 1829 Hackworth built and entered the locomotive Sans Pareil, which was subsequently used on the Bol ton \& Leigh Railway and is now in the Science Museum, London. A working replica was built for the 150th anniversary of the Liverpool \& Manchester Railway in 1980. In 1833 a further agreement with the S \& DR enabled Hackworth, while remaining in charge of their locomotives, to set up a locomotive and engineering works on his own account. Its products eventually included locomotives for the London, Brighton \& South Coast and York, Newcastle \& Berwick Railways, as well as some of the earliest locomotives exported to Russia and Canada. Hackworth's son, John Wesley Hackworth, was also an engineer and invented the radial valve gear for steam engines that bears his name.[br]Further ReadingR.Young, 1975, Timothy Hackworth and the Locomotive, Shildon: Shildon "Stockton \& Darlington Railway" Silver Jubilee Committee; orig. pub. 1923, London (tends to emphasize Hackworth's achievements at the expense of other contemporary engineers).L.T.C.Rolt, 1960, George and Robert Stephenson, London: Longmans (describes much of Hackworth's work and is more objective).E.L.Ahrons, 1927, The British Steam Railway Locomotive 1825–1925, London: The Locomotive Publishing Co.PJGR -
13 Hetzel, Max
[br]b. 5 March 1921 Basle, Switzerland[br]Swiss electrical engineer who invented the tuning-fork watch.[br]Hetzel trained as an electrical engineer at the Federal Polytechnic in Zurich and worked for several years in the field of telecommunications before joining the Bulova Watch Company in 1950. At that time several companies were developing watches with electromagnetically maintained balances, but they represented very little advance on the mechanical watch and the mechanical switching mechanism was unreliable. In 1952 Hetzel started work on a much more radical design which was influenced by a transistorized tuning-fork oscillator that he had developed when he was working on telecommunications. Tuning forks, whose vibrations were maintained electromagnetically, had been used by scientists during the nineteenth century to measure small intervals of time, but Niaudet- Breguet appears to have been the first to use a tuning fork to control a clock. In 1866 he described a mechanically operated tuning-fork clock manufactured by the firm of Breguet, but it was not successful, possibly because the fork did not compensate for changes in temperature. The tuning fork only became a precision instrument during the 1920s, when elinvar forks were maintained in vibration by thermionic valve circuits. Their primary purpose was to act as frequency standards, but they might have been developed into precision clocks had not the quartz clock made its appearance very shortly afterwards. Hetzel's design was effectively a miniaturized version of these precision devices, with a transistor replacing the thermionic valve. The fork vibrated at a frequency of 360 cycles per second, and the hands were driven mechanically from the end of one of the tines. A prototype was working by 1954, and the watch went into production in 1960. It was sold under the tradename Accutron, with a guaranteed accuracy of one minute per month: this was a considerable improvement on the performance of the mechanical watch. However, the events of the 1920s were to repeat themselves, and by the end of the decade the Accutron was eclipsed by the introduction of quartz-crystal watches.[br]Principal Honours and DistinctionsNeuchâtel Observatory Centenary Prize 1958. Swiss Society for Chronometry Gold Medal 1988.Bibliography"The history of the “Accutron” tuning fork watch", 1969, Swiss Watch \& Jewellery Journal 94:413–5.Further ReadingR.Good, 1960, "The Accutron", Horological Journal 103:346–53 (for a detailed technical description).J.D.Weaver, 1982, Electrical \& Electronic Clocks \& Watches, London (provides a technical description of the tuning-fork watch in its historical context).DV -
14 Roebling, John Augustus
SUBJECT AREA: Civil engineering[br]b. 12 July 1806 Muhlhausen, Prussiad. 22 July 1869 Brooklyn, New York, USA[br]German/American bridge engineer and builder.[br]The son of Polycarp Roebling, a tobacconist, he studied mathematics at Dr Unger's Pedagogium in Erfurt and went on to the Royal Polytechnic Institute in Berlin, from which he graduated in 1826 with honours in civil engineering. He spent the next three years working for the Prussian government on the construction of roads and bridges. With his brother and a group of friends, he emigrated to the United States, sailing from Bremen on 23 May 1831 and docking in Philadelphia eleven weeks later. They bought 7,000 acres (2,800 hectares) in Butler County, western Pennsylvania, and established a village, at first called Germania but later known as Saxonburg. Roebling gave up trying to establish himself as a farmer and found work for the state of Pennsylvania as Assistant Engineer on the Beaver River canal and others, then surveying a railroad route across the Allegheny Mountains. During his canal work, he noted the failings of the hemp ropes that were in use at that time, and recalled having read of wire ropes in a German journal; he built a rope-walk at his Saxonburg farm, bought a supply of iron wire and trained local labour in the method of wire twisting.At this time, many canals crossed rivers by means of aqueducts. In 1844, the Pennsylvania Canal aqueduct across the Allegheny River was due to be renewed, having become unsafe. Roebling made proposals which were accepted by the canal company: seven wooden spans of 162 ft (49 m) each were supported on either side by a 7 in. (18 cm) diameter cable, Roebling himself having to devise all the machinery required for the erection. He subsequently built four more suspension aqueducts, one of which was converted to a toll bridge and was still in use a century later.In 1849 he moved to Trenton, New Jersey, where he set up a new wire rope plant. In 1851 he started the construction (completed in 1855) of an 821 ft (250 m) long suspension railroad bridge across the Niagara River, 245 ft (75 m) above the rapids; each cable consisted of 3,640 wrought iron wires. A lower deck carried road traffic. He also constructed a bridge across the Ohio River between Cincinnati and Covington, a task which was much protracted due to the Civil War; this bridge was finally completed in 1866.Roebling's crowning achievement was to have been the design and construction of the bridge over the Hudson River between Brooklyn and Staten Island, New York, but he did not live to see its completion. It had a span of 1,595 ft (486 m), designed to bear a load of 18,700 tons (19,000 tonnes) with a headroom of 135 ft (41 m). The work of building had barely started when, at the Brooklyn wharf, a boat crushed Roebling's foot against the timbering and he died of tetanus three weeks later. His son, Washington Augustus Roebling, then took charge of this great work.[br]Further ReadingD.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.IMcNBiographical history of technology > Roebling, John Augustus
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15 Wenham, Francis Herbert
SUBJECT AREA: Aerospace[br]b. 1824 London, Englandd. 11 August 1908 Folkestone, England[br]English engineer, inventor and pioneer aerodynamicist who built the first wind tunnel.[br]Wenham trained as a marine engineer and later specialized in screw propellers and high-pressure engines. He had many interests. He took his steamboat to the Nile and assisted the photographer F.Frith to photograph Egyptian tombs by devising a series of mirrors to deflect sunlight into the dark recesses. He experimented with gas engines and produced a hot-air engine. Wenham was a leading, if controversial, figure in the Microscopical Society and a member of the Royal Photographic Society; he developed an enlarger.Wenham was interested in both mechanical and lighter-than-air flight. One of his friends was James Glaisher, a well-known balloonist who made many ascents to gather scientific information. When the (Royal) Aeronautical Society of Great Britain was founded in 1866, the Rules were drawn up by Wenham, Glaisher and the Honorary Secretary, F.W.Brearey. At the first meeting of the Society, on 27 June 1866, "On aerial locomotion and the laws by which heavy bodies impelled through the air are sustained" was read by Wenham. In his paper Wenham described his experiments with a whirling arm (used earlier by Cayley) to measure lift and drag on flat surfaces inclined at various angles of incidence. His studies of birds' wings and, in particular, their wing loading, showed that they derived most of their lift from the front portion, hence a long, thin wing was better than a short, wide one. He published illustrations of his glider designs covering his experiments of c. 1858–9. One of these had five slender wings one above the other, an idea later developed by Horatio Phillips. Wenham had some success with a model, but no real success with his full-size gliders.In 1871, Wenham and John Browning constructed the first wind tunnel designed for aeronautical research. It utilized a fan driven by a steam engine to propel the air and had a working section of 18 in. (116 cm). Wenham continued to play an important role in aeronautical matters for many years, including a lengthy exchange of ideas with Octave Chanute from 1892 onwards.[br]Principal Honours and DistinctionsHonorary Member of the (Royal) Aeronautical Society.BibliographyWenham published many reports and papers. These are listed, together with a reprint of his paper "Aerial locomotion", in the Journal of the Royal Aeronautical Society (August 1958).Further ReadingTwo papers by J.Laurence Pritchard, 1957, "The dawn of aerodynamics" Journal of the Royal Aeronautical Society (March); 1958, "Francis Herbert Wenham", Journal of the Royal Aeronautical Society (August) (both papers describe Wenham and his work).J.E.Hodgson, 1924, History of Aeronautics in Great Britain, London.JDSBiographical history of technology > Wenham, Francis Herbert
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16 Hammond, Robert
[br]b. 19 January 1850 Waltham Cross, Englandd. 5 August 1915 London, England[br]English engineer who established many of the earliest public electricity-supply systems in Britain.[br]After an education at Nunhead Grammar School, Hammond founded engineering businesses in Middlesbrough and London. Obtaining the first concession from the Anglo- American Brush Company for the exploitation of their system in Britain, he was instrumental in popularizing the Brush arc-lighting generator. Schemes using this system, which he established at Chesterfield, Brighton, Eastbourne and Hastings in 1881–2, were the earliest public electricity-supply ventures in Britain. On the invention of the incandescent lamp, high-voltage Brush dynamos were employed to operate both arc and incandescent lamps. The limitations of this arrangement led Hammond to become the sole agent for the Ferranti alternator, introduced in 1882. Commencing practice as a consulting engineer, Hammond was responsible for the construction of many electricity works in the United Kingdom, of which the most notable were those at Leeds, Hackney (London) and Dublin, in addition to many abroad. Appreciating the need for trained engineers for the new electrical industry and profession then being created, in 1882 he established the Hammond Electrical Engineering College. Later, in association with Francis Ince, he founded Faraday House, a training school that pioneered the concept of "sandwich courses" for engineers. Between 1883 and 1903 he paid several visits to the United States to study developments in electric traction and was one of the advisers to the Postmaster General on the acquisition of the telephone companies.[br]Bibliography1884, Electric Light in Our Homes, London (one of the first detailed accounts of electric lighting).1897, "Twenty five years" developments in central stations', Electrical Review 41:683–7 (surveys nineteenth-century public electricity supply).Further ReadingF.W.Lipscomb, 1973, The Wise Men of the Wires, London (the story of Faraday House). B.Bowers, 1985, biography, in Dictionary of Business Biography, Vol. III, ed. J.Jeremy, London, pp. 21–2 (provides an account of Hammond's business ventures). J.D.Poulter, 1986, An Early History of 'Electricity Supply, London.GW -
17 diplomado
adj.graduate, full-fledged.f. & m.graduate, graduate student, postgraduate, diplomate.past part.past participle of spanish verb: diplomarse.* * *1→ link=diplomarse diplomarse► adjetivo1 qualified, having a diploma► nombre masculino,nombre femenino1 qualified person2 (universitario) graduate* * *(f. - diplomada)noun* * *diplomado, -a1.ADJ qualified2. SM / F1) (=con diploma) holder of a diploma2) (Univ) (=con diplomatura) graduate* * *I- da adjetivo qualifiedII- da masculino, femenino* * *= major, graduate, grad (graduate).Ex. The target user group was the approximately 100 senior economics major completing theses.Ex. In general, off-campus graduates were older, less mobile, had more family responsibilities, and used support structures generally available to mature adults.Ex. The article 'New directions for recent grads' surveys the employment of 1994 graduates of library schools in the USA.----* bibliotecario recién diplomado = newly graduated librarian.* diplomado en biblioteconomía = library school graduate.* diplomados, los = qualified, the.* fábrica de diplomados = diploma mill.* recién diplomado = graduating student.* * *I- da adjetivo qualifiedII- da masculino, femenino* * *= major, graduate, grad (graduate).Ex: The target user group was the approximately 100 senior economics major completing theses.
Ex: In general, off-campus graduates were older, less mobile, had more family responsibilities, and used support structures generally available to mature adults.Ex: The article 'New directions for recent grads' surveys the employment of 1994 graduates of library schools in the USA.* bibliotecario recién diplomado = newly graduated librarian.* diplomado en biblioteconomía = library school graduate.* diplomados, los = qualified, the.* fábrica de diplomados = diploma mill.* recién diplomado = graduating student.* * *qualifiedmasculine, femininediplomado en peluquería qualified hairdresserCompuesto:diplomado universitario de enfermería, diplomada universitaria de enfermeríaregistered nurse* * *
Del verbo diplomar: ( conjugate diplomar)
diplomado es:
el participio
diplomado◊ -da adjetivo
qualified;
diplomado en peluquería qualified hairdresser
diplomado,-a
I adjetivo qualified
II sustantivo masculino y femenino (que tiene un diploma) diplomado en fontanería, qualified plumber
(que tiene diplomatura) graduate
' diplomado' also found in these entries:
Spanish:
diplomada
English:
BSc
- electrical engineer
- trained
* * *diplomado, -a♦ adjqualified;enfermero diplomado qualified nurse♦ nm,fholder of a diploma;diplomados en enfermería qualified nurses* * *I adj qualifiedII m, diplomada f person with a diploma* * *diplomado, -da adj: qualified, trained -
18 Pereira de Melo, António Maria Fontes
(1819-1887)Major 19th-century political leader, engineer, and mastermind of the Regeneration era (1851-80). Trained in the armed forces as an engineer, Fontes Pereira de Melo participated in the suppression of the Maria da Fonte uprising by Saldanha's forces and, in 1851, was called to Lisbon to assume various key posts in several ministries (Navy and Overseas; Treasury; Public Works; Commerce and Industry). In 1858, he assumed leadership of the Regenerador Party and was instrumental in directing and guiding the economic and industrial process known as the Regeneration after 1851. He became prime minister, too, and received many honors and much recognition.Realizing that Portugal lagged in economic development and industrialization, he initiated a program of building the necessary transportation infrastructure. During this era, Portugal acquired a basic network of railroads and roads and the beginnings of industrialization and participation in various export markets with Portuguese products and resources. Fontes Pereira de Melo's programs marked the onset of modern economic development in Portugal and represented the apogee of political stability and financial accomplishment during the constitutional monarchy.Historical dictionary of Portugal > Pereira de Melo, António Maria Fontes
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19 plus
c black plus [ply]━━━━━━━━━4. conjunction━━━━━━━━━━━━━━━━━━━━━━━━━━► Lorsque plus fait partie d'une locution comme d'autant plus, non... plus, reportez-vous aussi à l'autre mot.━━━━━━━━━━━━━━━━━1. <► ne... plus not any more• je ne reviendrai plus/plus jamais I won't/I'll never come back again• elle n'est plus très jeune she's not as young as she used to be► plus de + nom2. <a. (avec verbe) more━━━━━━━━━━━━━━━━━► Lorsque l'adjectif ou l'adverbe est court (une ou deux syllabes), son comparatif se forme généralement avec la terminaison er.━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━► Lorsque l'adjectif se termine par y, son comparatif est formé avec ier.━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━► Lorsque l'adjectif n'a qu'une syllabe brève et se termine par une seule consonne, cette consonne est doublée.━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━► Les mots de deux syllabes se terminant en ing, ed, s, ly forment leur comparatif avec more plutôt qu'en ajoutant la terminaison er.━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━► Attention aux comparatifs irréguliers.━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━► Lorsque l'adjectif ou l'adverbe est long (au moins trois syllabes), son comparatif se forme généralement avec more plutôt qu'en ajoutant la terminaison er.━━━━━━━━━━━━━━━━━d. (locutions)• il y aura plus de 100 personnes there will be more than or over 100 people• il roulait à plus de 100 km/h he was driving at more than or over 100km per hour► à plus ! (inf) see you later!► plus que + adjectif ou adverbe• j'en ai plus qu'assez ! I've had more than enough of this!► de plus ( = en outre) (en tête de phrase) moreover• c'est dangereux, de plus c'est illégal it's dangerous, and what's more, it's illegal• vous n'avez pas une chaise en plus ? you wouldn't have a spare chair?• en plus de cela on top of that► en plus + adjectif• il ressemble à sa mère, mais en plus blond he's like his mother only fairer• je cherche le même genre de maison en plus grand I'm looking for the same kind of house only bigger► ... et plus• il est compétent, mais ni plus ni moins que sa sœur he's competent, but neither more nor less so than his sister► plus... moins the more... the less• plus on le connaît, moins on l'apprécie the more you get to know him, the less you like him► plus... plus the more... the more• plus il en a, plus il en veut the more he has, the more he wants► plus ou moins ( = à peu près, presque) more or less• ils utilisent cette méthode avec plus ou moins de succès they use this method with varying degrees of success► qui plus est moreover3. <a. ► le plus + verbe mostb. ► le plus + adjectif ou adverbe court━━━━━━━━━━━━━━━━━► Lorsque l'adjectif ou l'adverbe est court (une ou deux syllabes), son superlatif se forme avec la terminaison est.━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━► Lorsque l'adjectif se termine par y, son superlatif se forme avec la terminaison iest.━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━► Lorsque l'adjectif n'a qu'une syllabe brève et se termine par une seule consonne, cette consonne est doublée.━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━► Les mots de deux syllabes se terminant en ing, ed, s, ly forment leur superlatif avec most plutôt qu'en ajoutant la terminaison est.━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━► Lorsque la comparaison se fait entre deux personnes ou deux choses, on utilise le comparatif au lieu du superlatif.━━━━━━━━━━━━━━━━━c. ► le plus + adjectif ou adverbe long━━━━━━━━━━━━━━━━━► Lorsque l'adjectif ou l'adverbe est long (au moins trois syllabes), son superlatif se forme avec the most plutôt qu'en ajoutant la terminaison est.━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━━► Lorsque la comparaison se fait entre deux personnes ou deux choses, on utilise le comparatif au lieu du superlatif.━━━━━━━━━━━━━━━━━d. ► le plus de + nom the moste. (locutions)► le plus... possible• ça vaut 100 € au plus it's worth 100 euros at the most• il a trente ans, tout au plus he's thirty at most• rappelle-moi au plus vite call me back as soon as possible► des plus + adjectif4. <• tous les voisins, plus leurs enfants all the neighbours, plus their children5. <c black b. ( = avantage) plus• ici, parler breton est un plus indéniable being able to speak Breton is definitely a plus here━━━━━━━━━━━━━━━━━✦ The s of plus is never pronounced when used in negatives, eg il ne la voit plus. When used in comparatives the s is generally pronounced s, eg il devrait lire plus, although there are exceptions, notably plus preceding an adjective or adverb, eg plus grand, plus vite. Before a vowel sound, the comparative plus is pronounced z, eg plus âgé.* * *
I
1. ply, plys, plyz8 plus 3 égale 11 — 8 and ou plus 3 equals 11
plus 10° — plus 10°
2.
adverbe de comparaison1) ( modifiant un verbe) ( comparatif) more; ( superlatif)je ne peux pas faire plus — I can do no more, I can't do any more
plus j'y pense, moins je comprends — the more I think about it, the less I understand
qui plus est — furthermore, what's more
2) ( modifiant un adjectif) ( comparatif) more; ( superlatif) mostc'est le même modèle en plus petit — it's the same model, only smaller
3) ( modifiant un adverbe) ( comparatif) more; ( superlatif) mosttrois heures plus tôt/tard — three hours earlier/later
plus tu te coucheras tôt, moins tu seras fatigué — the earlier you go to bed, the less tired you'll be
3.
adverbe de négationelle ne fume plus — she doesn't smoke any more ou any longer, she no longer smokes
plus besoin de se presser — (colloq) there's no need to hurry any more
il n'y a plus d'œufs — there are no more eggs, there aren't any eggs left
j'entre dans le garage, plus de voiture! — I went into the garage, the car was gone!
plus que trois jours avant Noël! — only three days left ou to go until Christmas!
4.
plus de déterminant indéfini1) ( avec un nom dénombrable)plus tu mangeras de bonbons, plus tu auras de caries — the more sweets GB ou candy US you eat, the more cavities you'll have
il y en a plus d'un qui voudrait être à sa place — quite a few people would like to be in his/her position
je n'ai pas pris plus de crème que toi — I didn't take any more cream than you did, I took no more cream than you did
3) ( avec un numéral)il était déjà bien plus de onze heures — it was already well past ou after eleven o'clock
5.
au plus locution adverbiale at the most
6.
de plus locution adverbiale1) ( en outre) furthermore, moreover, what's more2) ( en supplément)une fois de plus — once more, once again
9% de plus — 9% more
7.
en plus locutionle même modèle avec le toit ouvrant en plus — the same model, only with a sunroof
les taxes en plus — plus tax, tax not included
II plysnom masculin invariable1) Mathématique plus2) (colloq) ( avantage) plus (colloq)
••
plus/le plus used in comparison (meaning more/the most) is pronounced [ply] before a consonant and [plyz] before a vowel. It is pronounced [plys] when at the end of a clause. In the plus de and plus que structures both [ply] and [plys] are generally usedplus used in ne plus (meaning no longer/not any more) is always pronounced [ply] except before a vowel, in which case it is pronounced [plyz]: il n'habite plus ici [plyzisi]1 adjectifs et adverbes courtsEn règle générale on ajoute ‘-er’ à la fin de l'adjectif/adverbe: plus grand/petit/simple = taller/smaller/simpler; plus longtemps/vite = longer/faster- pour certains mots dont l'unique voyelle est une voyelle brève, on double la consonne finale: big/bigger, sad/sadder, dim/dimmer, wet/wetter etc- attention aux adjectifs en ‘y’: sunny devient sunnier, pretty/prettier, happy/happier etc2 adjectifs et adverbes longsOn ajoute more devant le mot: plus beau/compétent/intéressant = more beautiful/competent/interesting; plus facilement/sérieusement = more easily/seriously- certains mots de deux syllabes admettent les deux formes: simple peut produire simpler ou more simple, handsome/handsomer ou more handsome etc- certains mots de deux syllabes n'admettent que la forme avec more: callous/more callous, cunning/more cunning- les adverbes se terminant par ‘-ly’ n'admettent que la forme avec more: quickly/more quickly, slowly/more slowly etc1 adjectifs et adverbes courtsEn règle générale on ajoute ‘(e)st’ à la fin du mot: le plus grand/petit/simple = the tallest/smallest/simplest; le plus longtemps/vite = the longest/fastest- pour certains mots dont l'unique voyelle est une voyelle brève, on double la consonne finale: big- the biggest, sad- the saddest, dim- the dimmest etc- attention aux adjectifs en ‘y’: sunny devient the sunniest, pretty/the prettiest, happy/the happiest etc2 adjectifs et adverbes longsOn ajoute the most devant le mot: le plus beau/compétent/intéressant = the most beautiful/competent/interesting; le plus facilement/sérieusement = the most easily/seriously- certains mots de deux syllabes admettent les deux formes: simple/the simplest ou the most simple, clever/the cleverest ou the most clever etc- certains mots de deux syllabes n'admettent que la forme avec the most: callous/the most callous, cunning/the most cunning etc- les adverbes en ‘-ly’ n'admettent que la forme avec the most: quickly/the most quickly, slowly/the most slowly etcAttention: lorsque la comparaison ne porte que sur deux éléments on utilise la forme du comparatif: le plus doué des deux = the more gifted of the two; la voiture la plus rapide des deux = the faster carL'expression le plus possible est traitée avec possibleOn trouvera ci-contre exemples et exceptions illustrant les différentes fonctions de plus. On trouvera également des exemples de plus dans les notes d'usage. Voir l'index* * *ply, plys1. adv1) (négation)ne... plus — no longer, not... any more
Il ne travaille plus ici. — He's no longer working here., He doesn't work here any more.
Je ne veux plus le voir. — I don't want to see him any more., I no longer want to see him.
ne plus avoir de qch; Je n'ai plus d'argent. — I've got no more money., I've got no money left
Je n'ai plus de pain. — I've got no bread left., I've got no more bread.
2) (comparatif: devant un adjectif) moreIl fait un peu plus froid qu'hier. — It's a bit colder than yesterday.
Elle est plus grande que moi. — She's bigger than me.
Il est plus intelligent que son frère. — He's more intelligent than his brother.
3) (comparaison: non suivi d'un adjectif)Il travaille plus. — He works more.
Il travaille plus que moi. — He works more than me.
4)plus de; Il nous faut plus de pain. — We need more bread.
plus de 3 heures — more than 3 hours, over 3 hours
Il y avait plus de dix personnes. — There were more than 10 people.
plus de minuit — after midnight, past midnight
5)de plus; Il a 3 ans de plus que moi. — He's 3 years older than me.
Le voyage a pris trois heures de plus que prévu. — The journey took 3 hours longer than planned.
Il nous faut un joueur de plus. — We need one more player.
6)en plus; 3 kilos en plus — 3 kilos more
J'ai apporté quelques gâteaux en plus. — I brought a few more cakes.
en plus de; Deux personnes sont arrivées en plus de celles qui étaient déjà là. — Two more people came, in addition to those already there.
7)plus... plus... — the more... the more...
Plus il gagne d'argent, plus il en veut. — The more money he earns, the more he wants.
8)Il y a de plus en plus de touristes par ici. — There are more and more tourists round here.
de plus en plus (suivi d'un adjectif) Il fait de plus en plus chaud. — It's getting hotter and hotter.
9)ni plus ni moins — no more, no less
10) (superlatif)le plus; la plus; les plus — the most
C'est le plus grand de la famille. — He's the tallest in his family., (sans adjectif, modifiant un verbe)
C'est ce qu'elle aime le plus. — That's what she likes most.
de plus — what's more, moreover
en plus de cela... — what is more...
2. conjQuatre plus deux égalent six. — 4 plus 2 is 6.
3. nm(= avantage) plus* * *I.plus ⇒ Note d'usageA prép1 ( dans une addition) 8 plus 3 égale 11 8 and 3 equals 11, 8 plus 3 equals 11; on nous a servi du fromage, un dessert plus du café we were served cheese, a dessert and coffee (as well);2 ( pour exprimer une valeur) un jour il faisait moins 5°, le lendemain plus 10° one day it was minus 5°, the next plus 10°.B adv de comparaison1 ( modifiant un verbe) ( comparatif) more; ( superlatif) le plus the most; il mange/travaille plus (que moi) he eats/works more (than I do ou than me); tu devrais demander plus you should ask for more; je ne peux pas faire plus I can do no more, I can't do any more, I can't do more than that; elle en sait plus que lui sur le sujet she knows more about the subject than he does; c'est plus que je ne peux supporter it's more than I can bear; elle l'aime plus que tout she loves him/her more than anything; il est plus à plaindre qu'autre chose he's more to be pitied than anything else; c'est plus que bien it's more than just good; elle est plus que jolie she's more than just pretty; il a fait plus que l'embaucher, il l'a aussi formé he did more than just hire him, he also trained him; j'en ai plus qu'assez I've had more than enough; elle mange deux fois/trois fois plus que lui she eats twice/three times as much as he does; plus je gagne, plus je dépense the more I earn, the more I spend; plus j'y pense, moins je comprends the more I think about it, the less I understand; plus ça va as time goes on; qui plus est furthermore, what's more; c'est lui qui m'a le plus appris he's the one who taught me the most; quel pays aimes-tu le plus? which country do you like best?; de plus en plus more and more; il fume de plus en plus he smokes more and more;2 ( modifiant un adjectif) ( comparatif) more; ( superlatif) most; deux fois plus vieux/cher twice as old/expensive (que as); trois/quatre fois plus cher three/four times as expensive (que as); il n'est pas plus riche que moi he's no richer than I am ou than me, he isn't any richer than I am ou than me; c'est le même modèle en plus petit it's the same model, only smaller; il est on ne peut plus gentil/désagréable he's as nice/unpleasant as can be; il est plus ou moins fou he's more or less insane; il est plus ou moins artiste he's an artist of sorts; la cuisine était plus ou moins propre the kitchen wasn't particularly clean, the kitchen was clean after a fashion; il a été plus ou moins poli he wasn't particularly polite; ils étaient plus ou moins ivres they were a bit drunk; le plus heureux des hommes the happiest of men; la plus belle de toutes the most beautiful of all; mon vœu le plus cher my dearest wish; l'arbre le plus gros que j'aie jamais vu the biggest tree I've ever seen; son livre le plus court his shortest book; c'est ce qu'il y a de plus beau/important au monde it's the most beautiful/important thing in the world; un livre des plus intéressants a most interesting book; un individu des plus méprisables a most despicable individual; de plus en plus difficile more and more difficult; de plus en plus chaud hotter and hotter;3 ( modifiant un adverbe) ( comparatif) more; ( superlatif) most; trois heures plus tôt/tard three hours earlier/later; deux fois plus longtemps twice as long (que as); trois/quatre fois plus longtemps three/four times as long (que as); ils ne sont pas restés plus longtemps que nous they didn't stay any longer than we did ou than us; il l'a fait plus ou moins bien he didn't do it very well; de plus en plus loin further and further; plus tu te coucheras tard, plus tu auras de mal à te lever the later you go to bed, the harder it'll be for you to get up; plus tu te coucheras tôt, moins tu seras fatigué the earlier you go to bed, the less tired you'll be; c'est moi qui y vais le plus souvent I go there the most often; ça s'est passé le plus simplement/naturellement du monde it happened quite simply/naturally.C adv de négation elle ne fume plus she doesn't smoke any more ou any longer, she no longer smokes, she's given up smoking; il n'habite plus ici he no longer lives here, he doesn't live here any more ou any longer; le grand homme n'est plus the great man is no more; elle ne veut plus le voir she doesn't want to see him any more ou any longer, she no longer wants to see him; il a décidé de ne plus y aller he decided to stop going there; je ne veux plus en entendre parler I don't want to hear any more about it; il n'y est plus (jamais) retourné he never went back there (again); plus jamais ça! never again!; nous ne faisons plus ce modèle we no longer do this model, we don't do this model any more ou any longer; il n'a plus vingt ans ( il n'est plus très jeune) he's not twenty any more, he's no longer twenty; nous n'avons plus d'espoir we've no more hope, we no longer have any hope, we've given up hoping; plus besoin de se presser○ there's no longer any need to hurry, there's no more need to hurry, there's no need to hurry any more; il n'y a plus de pain/d'œufs there is no more bread/there are no more eggs, there isn't any bread left/there aren't any eggs left; je ne veux plus de vin I don't want any more wine; il n'y a plus rien there's nothing left; plus rien ne m'intéresse nothing interests me any more; je ne voyais plus rien I could no longer see anything, I couldn't see a thing any more; il n'y a plus personne dans la pièce there's nobody left in the room, there's no longer anybody in the room; il n'y a plus aucun crayon there aren't any pencils left, there are no more pencils; il n'y a plus aucun problème there's no longer any problem; ce n'est plus du courage, c'est de la folie it's no longer bravery, it's foolhardiness; j'entre dans le garage, plus de voiture○! I went into the garage, the car was gone○!; ce n'est plus qu'une question de jours it's only a matter of days now; il n'y a plus qu'une solution there's only one solution left; il ne restait plus que quelques bouteilles there were only a few bottles left, there was nothing left but a few bottles; il n'y a plus que lui qui puisse nous aider only he can help us now; plus que trois jours avant les vacances! only three days left ou to go until the vacation!; nous n'avons plus qu'à rentrer à la maison all we can do now is go home; il ne me reste plus qu'à vous remercier it only remains for me to thank you.D plus de dét indéf1 ( avec un nom dénombrable) trois/deux fois plus de livres/verres que three times/twice as many books/glasses as; c'est là que j'ai vu le plus de serpents that's where I saw the most snakes; c'est lui qui a le plus de livres he's got the most books; le joueur qui a le plus de chances de gagner the player who is most likely to win; les jeunes qui posent le plus de problèmes the young people who pose the most problems; c'est le candidat qui a remporté le plus de voix he's the candidate who won the most votes; plus tu mangeras de bonbons, plus tu auras de caries the more sweets GB ou candy US you eat, the more cavities you'll have; il y en a plus d'un qui voudrait être à sa place quite a few people would like to be in his/her position;2 ( avec un nom non dénombrable) je n'ai pas pris plus de crème que toi I didn't take any more cream than you did, I took no more cream than you did; il n'a pas plus d'imagination que sa sœur he has no more imagination than his sister, he hasn't got any more imagination than his sister; trois/deux fois plus de vin/talent three times/twice as much wine/talent (que as); le joueur qui a gagné le plus d'argent the player who won the most money;3 ( avec un numéral) elle ne possède pas plus de 50 disques she has no more than 50 records; une foule de plus de 10 000 personnes a crowd of more than ou over 10,000 people; il a plus de 40 ans he's over 40, he's more than 40 years old; les gens de plus de 60 ans people over 60; les plus de 60 ans the over-sixties; il était déjà bien plus de onze heures/midi it was already well past ou after eleven o'clock/midday.F de plus loc adv1 ( en outre) furthermore, moreover, what's more;2 ( en supplément) j'ai mangé deux pommes de plus qu'elle I ate two apples more than she did; donnez-moi deux pommes de plus give me two more apples; ça nous a pris deux heures de plus que la dernière fois it took us two hours longer than last time; j'ai besoin de deux heures de plus I need two more hours; il a trois ans de plus que sa sœur he's three years older than his sister; une fois de plus once more, once again; l'augmentation représente 9% de plus que l'année précédente the rise is 9% more than last year.G en plus loc en plus (de cela) on top of that; il est arrivé en retard et en plus (de cela) il a commencé à se plaindre he arrived late and what' s more ou on top of that he started complaining; c 'est le même modèle avec le toit ouvrant en plus it's the same model, only with a sunroof; c'est tout le portrait de son père, la moustache en plus he's the image of his father, only with a moustache GB ou mustache US; il a reçu 100 euros en plus de son salaire habituel he got 100 euros on top of his usual salary; en plus de son métier d'ingénieur il élève des tatous besides his job as an engineer, he breeds armadillos; les taxes en plus plus tax, tax not included; il s'est passé quelque chose en plus something else happened as well. A note on pronunciation: plus/le plus used in comparison (meaning more/the most) is pronounced [ply] before a consonant and [plyz] before a vowel. It is pronounced [plys] when at the end of a clause. In the plus de and plus que structures both [ply] and [plys] are generally used. plus used in ne plus (meaning no longer/not any more) is always pronounced [ply] except before a vowel, in which case it is pronounced [plyz]: il n'habite plus ici [plyzisi].II.plus nm1 Math plus; le signe plus the plus sign;2 ○( avantage) plus○; son expérience d'enseignant constitue un plus pour lui his teaching experience is a point in his favourGB ou is a plus○.[ply(s)] adverbeA.[COMPARATIF DE SUPÉRIORITÉ]1. [suivi d'un adverbe, d'un adjectif]c'est plus loin it's further ou fartherc'est plus rouge qu'orange it's red rather than ou it's more red than orangec'est plus que gênant it's embarrassing, to say the leastelle a eu le prix mais elle n'en est pas plus fière pour ça she got the award, but it didn't make her any prouder for all thatje veux la même, en plus large I want the same, only biggerencore plus beau more handsome still, even more handsomecinq fois plus cher five times dearer ou as dear ou more expensive2. [avec un verbe] moreje m'intéresse à la question plus que tu ne penses I'm more interested in the question than you thinkB.[SUPERLATIF DE SUPÉRIORITÉ]1. [suivi d'un adverbe, d'un adjectif]le plus loin the furthest ou farthestc'est ce qu'il y a de plus original dans sa collection d'été it's the most original feature of his summer collection2. [précédé d'un verbe] mostc'est moi qui travaille le plus I'm the one who works most ou the hardestC.[ADVERBE DE NÉGATION]1. [avec 'ne']2. [tour elliptique]plus de glace pour moi, merci no more ice cream for me, thanks————————[ply(s)] adjectif————————[ply(s)] conjonction3 plus 3 égale 6 3 plus 3 is ou makes 6il fait plus 5º it's 5º above freezing, it's plus 5º2. [en sus de] plusle transport, plus le logement, plus la nourriture, ça revient cher travel, plus ou and accommodation, plus ou then food, (all) work out quite expensiveplus le fait que... plus ou together with the fact that...————————[ply(s)] nom masculinau plus locution adverbiale[au maximum] at the most ou outsideça coûtera au plus 30 euros it'll cost a maximum of 30 euros ou 30 euros at mostde plus locution adverbialemets deux couverts de plus lay two extra ou more placesil est content, que te faut-il de plus? he's happy, what more do you want?un mot/une minute de plus et je m'en allais another word/minute and I would have left10 euros de plus ou de moins, quelle différence? 10 euros either way, what difference does it make?2. [en trop] too manyen recomptant, je trouve trente points de plus on adding it up again, I get thirty points too manyde plus, il m'a menti what's more, he lied to mede plus en plus locution adverbiale[suivi d'un adverbe] more and morede plus en plus dangereux more and more ou increasingly dangerousça devient de plus en plus facile/compliqué it's getting easier and easier/more and more complicated2. [précédé d'un verbe]de plus en plus de locution déterminante[suivi d'un nom comptable] more and more, a growing number of[suivi d'un nom non comptable] more and morede plus en plus de gens more and more people, an increasing number of peopleil y a de plus en plus de demande pour ce produit demand for this product is increasing, there is more and more demand for this productdes plus locution adverbialeson attitude est des plus compréhensibles her attitude is most ou quite understandableen plus locution adverbiale1. [en supplément] extra (avant nom)les boissons sont en plus drinks are extra, you pay extra for the drinks10 euros en plus ou en moins, quelle différence? 10 euros either way, what difference does it make?[en trop] sparea. [à la fin du jeu] I've got one card left overb. [en distribuant] I've got one card too manyet vous emportez une bouteille de champagne en plus! and you get a bottle of Champagne as well ou on top of that ou into the bargain!elle a une excellente technique et en plus, elle a de la force her technique's first-class and she's got strength tooet elle m'avait menti, en plus! not only that but she'd lied to me (as well)!je ne tiens pas à le faire et, en plus, je n'ai pas le temps I'm not too keen on doing it, and besides ou what's more, I've no timeen plus de locution prépositionnelleen plus du squash, elle fait du tennis besides (playing) squash, she plays tenniset plus locution adverbiale45 kilos et plus over 45 kilos, 45 odd kilosni plus ni moins locution adverbialeje te donne une livre, ni plus ni moins I'll give you one pound, no more no lesstu t'es trompé, ni plus ni moins you were mistaken, that's allnon plus locution adverbialeje ne sais pas — moi non plus! I don't know — neither do I ou nor do I ou me neither!on ne peut plus locution adverbialeplus de locution déterminante1. [comparatif, suivi d'un nom] moreelle roulait à plus de 150 km/h she was driving at more than 150 km/h ou doing over 150 km/hil est plus de 5 h it's past 5 o'clock ou after 52. [superlatif, suivi d'un nom]les plus de 20 ans people over 20, the over-20splus... moins locution correlativethe more... the lessplus il vieillit, moins il a envie de sortir the older he gets, the less he feels like going outplus ça va, moins je la comprends I understand her less and less (as time goes on)plus... plus locution correlativethe more... the moreplus je réfléchis, plus je me dis que... the more I think (about it), the more I'm convinced that...plus ça va, plus il est agressif he's getting more and more aggressive (all the time)plus ça va, plus je me demande si... the longer it goes on, the more I wonder if...plus ou moins locution adverbialec'est plus ou moins cher, selon les endroits prices vary according to where you arequi plus est locution adverbialewhat's ou what is moresans plus locution adverbialec'était bien, sans plus it was nice, but nothing moretout au plus locution adverbialec'est une mauvaise grippe, tout au plus it's a bad case of flu, at the most -
20 Barber, John
[br]baptized 22 October 1734 Greasley, Nottinghamshire, Englandd. 6 November 1801 Attleborough, Nuneaton, England[br]English inventor of the gas turbine and jet propulsion.[br]He was the son of Francis Barber, coalmaster of Greasley, and Elizabeth Fletcher. In his will of 1765. his uncle, John Fletcher, left the bulk of his property, including collieries and Stainsby House, Horsley Woodhouse, Derbyshire, to John Barber. Another uncle, Robert, bequeathed him property in the next village, Smalley. It is clear that at this time John Barber was a man of considerable means. On a tablet erected by John in 1767, he acknowledges his debt to his uncle John in the words "in remembrance of the man who trained him up from a youth". At this time John Barber was living at Stainsby House and had already been granted his first patent, in 1766. The contents of this patent, which included a reversible water turbine, and his subsequent patents, suggest that he was very familiar with mining equipment, including the Newcomen engine. It comes as rather a surprise that c.1784 he became bankrupt and had to leave Stainsby House, evidently moving to Attleborough. In a strange twist, a descendent of Mr Sitwell, the new owner, bought the prototype Akroyd Stuart oil engine from the Doncaster Show in 1891.The second and fifth (final) patents, in 1773 and 1792, were concerned with smelting and the third, in 1776, featured a boiler-mounted impulse steam turbine. The fourth and most important patent, in 1791, describes and engine that could be applied to the "grinding of corn, flints, etc.", "rolling, slitting, forging or battering iron and other metals", "turning of mills for spinning", "turning up coals and other minerals from mines", and "stamping of ores, raising water". Further, and importantly, the directing of the fluid stream into smelting furnaces or at the stern of ships to propel them is mentioned. The engine described comprised two retorts for heating coal or oil to produce an inflammable gas, one to operate while the other was cleansed and recharged. The resultant gas, together with the right amount of air, passed to a beam-operated pump and a water-cooled combustion chamber, and then to a water-cooled nozzle to an impulse gas turbine, which drove the pumps and provided the output. A clear description of the thermodynamic sequence known as the Joule Cycle (Brayton in the USA) is thus given. Further, the method of gas production predates Murdoch's lighting of the Soho foundry by gas.It seems unlikely that John Barber was able to get his engine to work; indeed, it was well over a hundred years before a continuous combustion chamber was achieved. However, the details of the specification, for example the use of cooling water jackets and injection, suggest that considerable experimentation had taken place.To be active in the taking out of patents over a period of 26 years is remarkable; that the best came after bankruptcy is more so. There is nothing to suggest that the cost of his experiments was the cause of his financial troubles.[br]Further ReadingA.K.Bruce, 1944, "John Barber and the gas turbine", Engineer 29 December: 506–8; 8 March (1946):216, 217.C.Lyle Cummins, 1976, Internal Fire, Carnot Press.JB
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