hull drawing

WATER TRANSP shipbuilding plano básico del casco m

1

2 n

AIR TRANSP, WATER casco m

WATER TRANSP shipbuilding casco m, plataforma f

масштаб (scale, scope, measure, caliber, gauge, rule)

шкала (scale)

гамма (gamma, gamut, scale)

размер (size, rate, scale, dimension, proportions, extent)

уровень (level, layer, degree, grade, scale, plane)

накипь (scale, scum, incrustation, fur, froth, deposition)

окалина (scale, dross, slag, cinder, calx, sinter)

звукоряд (scale)

чешуйка (scale, flake, lamella)

чешуя (scale, squama)

линейка (ruler, rule, straightedge, scale, foot rule, ferule)

градация (gradation, graduation, scale)

ступень (stage, step, level, degree, stair, scale)

камень (stone, Rock, calculus, scale, concretion, gum)

чаша весов (scale, scalepan)

масштабная линейка (scale, drawing scale, rule)

шелуха (husk, peel, hull, shell, paring, scale)

чашка весов (Pan, scale)

система счисления (notation, scale of notation, scale, algorism)

подобная чешуе кость (scale)

накладки (scale)

нагар на металле (scale)

взбираться (climb, scale, mount, get up, swarm up, get on)

весить (weigh, weight, scale, ride)

взвешивать (weigh, balance, ponder, scale, deliberate, poise)

определять масштаб (scale)

соскабливать (erase, rasp, scale, strip off, rasp away, rasp off)

лущить (shell, husk, pod, scale, Hull, shuck)

шелушиться (peel off, shell, peel, slough off, flake, scale)

подниматься (rise, lift, climb, raise, go up, scale)

соскабливать чешую (scale)

чистить чешую (scale)

снимать зубной камень (scale)

образовывать накипь (scale)

образовывать окалину (scale)

взбираться по лестнице (scale)

быть соизмеримыми (scale)

делать по масштабу (scale)

быть сопоставимыми (scale)

SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering

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Ellington was educated at Denmark Hill Grammar School, London, after which he became articled to John Penn of Greenwich. He stayed there until 1868, working latterly in the drawing office after a period of erecting plant and attending trials on board ship. For some twelve months he superintended the erection of Glengall Wharf, Old Kent Road, and the machinery used therein.

In 1869 he went into partnership with Bryan Johnson of Chester, the company being known as Johnson \& Ellington, manufacturing mining and milling machinery. Under Ellington's influence, the firm specialized in the manufacture of hydraulic machinery. In 1874 the company acquired the right to manufacture the Brotherhood three-cylinder hydraulic engine; the company became the Hydraulic Engineering Company Ltd of Chester. Ellington developed a direct-acting hydraulic lift with a special balance arrangement that was smooth-acting and economical in water. He described the lift in a paper that was read to the Institution of Mechanical Engineers (IMechE) in 1882.

Soon after Ellington joined the Chester firm, an Act of Parliament was passed, mainly due to his efforts, for the distribution of water under high pressure for the working of passenger and goods lifts and other hydraulic machinery in large towns. In 1872 he initiated the first hydraulic mains company at Hull, thus proving the practicability of the system of a high-pressure water-mains supply. Ellington remained as engineer to the Hull company until he was appointed a director in 1875. He was general manager and engineer of the General Hydraulic Power Company, which operated in London and had subsidiaries in Liverpool (opened in 1889), Manchester (1894) and Glasgow (1895). He maintained an interest in all these companies, as general manager and engineer, until his death.

In 1895 he read another paper, "On hydraulic power in towns", to the Institution of Mechanical Engineers. In 1911 he became President of the IMechE; his Presidential Address was on the education of young engineers. In 1913 he delivered the Thomas Hawksley Lecture on "Water as a mechanical agent". He was Chairman of the Building Committee during the extension of the Institution's headquarters. Ellington was also a Member of Council of the Institution of Civil Engineers, a member of the Société des Ingé-nieurs Civils de France and a Governor of Imperial College of Science and Technology.

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SUBJECT AREA: Ports and shipping

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King was educated at the High School of Glasgow, and then served an apprenticeship with the Port Glasgow shipyard of Russell \& Co. This was followed by experience in drawing offices in Port Glasgow, Hull and finally in Belfast, where he was responsible for the separate White Star Line drawing office of Harland \& Wolff Ltd, which was then producing the plans for the Atlantic passenger liners Majestic and Teutonic. Following certain unpopular government shipping enactments in 1890, a protest from shipbuilders and shipowners in Ireland, Liverpool and the West of Scotland led to the founding of a new classification society to compete against Lloyd's Register of Shipping. It became known as the British Corporation Register and had headquarters in Glasgow. King was recruited to the staff and by 1903 had become Chief Surveyor, a position he held until his retirement thirty-seven years later. By then the Register was a world leader, with hundreds of thousands of tons of shipping on its books; it acted as consultant to many governments and international agencies. Throughout his working life, King did everything in his power to quantify the risks and problems of ship operation: his contribution to the Load Lines Convention of 1929 was typical, and few major enactments in shipping were designed without his approval. During the inter-war period the performance of the British Corporation outshone that of all rivals, for which King deserved full credit. His especial understanding was for steel structures, and in this respect he ensured that the British Corporation enabled owners to build ships of strengths equal to any others despite using up to 10 per cent less steel within the structure. In 1949 Lloyd's Register of Shipping and the British Corporation merged to form the largest and most influential ship classification society in the world.

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1) плита; пластин(к)а

2) сланцевая горная порода

3) (толстый) лист; толстолистовая сталь

4) жесть

5) пластинчатый порошок

6) гальваническое [электролитическое\] покрытие || наносить гальваническое [электролитическое\] покрытие; осаждать [выделять\] на электроде

7) наносить покрытие

8) металлизировать; плакировать

9) гидр. стенка

10) гидр., мор. обшивка

11) обшивать || геод. алидада теодолита

12) тарелка ( ректификационной колонны)

13) обкладка ( конденсатора)

14) амер. анод

15) электрон. плата

16) электрон. фотошаблон

17) решётка ( волчка или мясорубки)

18) шайба

19) печатная форма; клише; стереотип

20) полигр. формная пластина

21) гравюра; эстамп

22) вкладная иллюстрация

23) бтх плоская чашка; планшет (для клонирования, титрования и т. п.)

24) табличка

25) номерной знак

1. толстая листовая сталь

2. pl толстые листы (размером: а) толщиной более 0,18” при ширине более 48”; б) толщиной более 0,23” при ширине более 6”; в) весом более 7,53 и 9,62 фунт/кв.дм при ширине, соответственно, более 48” и 6”)

- apron plate

SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering

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William Buckle was the son of Thomas Buckle (1759–1849), a millwright who later assisted the 9th Earl of Dundonald (1749–1831) in his various inventions, principally machines for the manufacture of rope. Soon after the birth of William, the family moved from Alnwick to Hull, Yorkshire, where he received his education. The family again moved c.1808 to London, and William was apprenticed to Messrs Woolf \& Edwards, millwrights and engineers of Lambeth. During his apprenticeship he attended evening classes at a mechanical drawing school in Finsbury, which was then the only place of its kind in London.

After completing his apprenticeship, he was sent by Messrs Humphrys to Memel in Prussia to establish steamboats on the rivers and lakes there under the patronage of the Prince of Hardenburg. After about four years he returned to Britain and was employed by Boulton, Watt \& Co. to install the engines in the first steam mail packet for the service between Dublin and Holyhead. He was responsible for the engines of the steamship Lightning when it was used on the visit of George IV to Ireland.

About 1824 Buckle was engaged by Boulton, Watt \& Co. as Manager of the Soho Foundry, where he is credited with introducing the first large screw-cutting lathe. At Soho about 700 or 800 men were employed on a wide variety of engineering manufacture, including coining machinery for mints in many parts of the world, with some in 1826 for the Mint at the Soho Manufactory. In 1851, following the recommendations of a Royal Commission, the Royal Mint in London was reorganized and Buckle was asked to take the post of Assistant Coiner, the senior executive officer under the Deputy Master. This he accepted, retaining the post until the end of his life.

At Soho, Buckle helped to establish a literary and scientific institution to provide evening classes for the apprentices and took part in the teaching. He was an original member of the Institution of Mechanical Engineers, which was founded in Birmingham in January 1847, and a member of their Council from then until 1855. He contributed a number of papers in the early years, including a memoir of William Murdock whom he had known at Soho; he resigned from the Institution in 1856 after his move to London. He was an honorary member of the London Association of Foreman Engineers.

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SUBJECT AREA: Ports and shipping

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Following his education at Brisbane Academy in Largs, William Fife (the third generation of the name) became apprenticed at the age of 14 to the already famous yacht-building yard owned by his family at Fairlie in Ayrshire. On completion of his apprenticeship, he joined the Paisley shipbuilders John Fullerton \& Co. to gain experience in iron shipbuilding before going on as Manager to the Marquis of Ailsa's Culzean Steam Launch and Yacht Works. Initially the works was sited below the famous castle at Culzean, but some years later it moved a few miles along the Ayrshire Coast to Maidens. The Culzean Company was wound up in 1887 and Fife then returned to the family yard, where he remained for the rest of his working life. Many outstanding yachts were the product of his hours on the drawing board, including auxiliary sailing cruisers, motor yachts and well-known racing craft. The most outstanding designs were for two of Sir Thomas Lipton's challengers for the America's Cup: Shamrock I and Shamrock III. The latter yacht was tested at the Ship Model Experiment Tank owned by Denny of Dumbarton before being built at their Leven Shipyard in 1903. Shamrock III may have been one of the earliest America's Cup yachts to have been designed with a high level of scientific input. The hull construction was unusual for the early years of the twentieth century, being of alloy steel with decks of aluminium.

William Fife was decorated for his service to shipbuilding during the First World War. With the onset of the Great Depression the shipyard's output slowed, and in the 1930s it was sold to other interests; this was the end of the 120-year Fife dynasty.

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SUBJECT AREA: Canals, Civil engineering, Ports and shipping, Railways and locomotives

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William Jessop inherited from his father a natural ability in engineering, and because of his father's association with John Smeaton in the construction of Eddystone Lighthouse he was accepted by Smeaton as a pupil in 1759 at the age of 14. Smeaton was so impressed with his ability that Jessop was retained as an assistant after completion of his pupilage in 1767. As such he carried out field-work, making surveys on his own, but in 1772 he was recommended to the Aire and Calder Committee as an independent engineer and his first personally prepared report was made on the Haddlesey Cut, Selby Canal. It was in this report that he gave his first evidence before a Parliamentary Committee. He later became Resident Engineer on the Selby Canal, and soon after he was elected to the Smeatonian Society of Engineers, of which he later became Secretary for twenty years. Meanwhile he accompanied Smeaton to Ireland to advise on the Grand Canal, ultimately becoming Consulting Engineer until 1802, and was responsible for Ringsend Docks, which connected the canal to the Liffey and were opened in 1796. From 1783 to 1787 he advised on improvements to the River Trent, and his ability was so recognized that it made his reputation. From then on he was consulted on the Cromford Canal (1789–93), the Leicester Navigation (1791–4) and the Grantham Canal (1793–7); at the same time he was Chief Engineer of the Grand Junction Canal from 1793 to 1797 and then Consulting Engineer until 1805. He also engineered the Barnsley and Rochdale Canals. In fact, there were few canals during this period on which he was not consulted. It has now been established that Jessop carried the responsibility for the Pont-Cysyllte Aqueduct in Wales and also prepared the estimates for the Caledonian Canal in 1804. In 1792 he became a partner in the Butterley ironworks and thus became interested in railways. He proposed the Surrey Iron Railway in 1799 and prepared for the estimates; the line was built and opened in 1805. He was also the Engineer for the 10 mile (16 km) long Kilmarnock \& Troon Railway, the Act for which was obtained in 1808 and was the first Act for a public railway in Scotland. Jessop's advice was sought on drainage works between 1785 and 1802 in the lowlands of the Isle of Axholme, Holderness, the Norfolk Marshlands, and the Axe and Brue area of the Somerset Levels. He was also consulted on harbour and dock improvements. These included Hull (1793), Portsmouth (1796), Folkestone (1806) and Sunderland (1807), but his greatest dock works were the West India Docks in London and the Floating Harbour at Bristol. He was Consulting Engineer to the City of London Corporation from 1796to 1799, drawing up plans for docks on the Isle of Dogs in 1796; in February 1800 he was appointed Engineer, and three years later, in September 1803, he was appointed Engineer to the Bristol Floating Harbour. Jessop was regarded as the leading civil engineer in the country from 1785 until 1806. He died following a stroke in 1814.

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