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61 World War II
(1939-1945)In the European phase of the war, neutral Portugal contributed more to the Allied victory than historians have acknowledged. Portugal experienced severe pressures to compromise her neutrality from both the Axis and Allied powers and, on several occasions, there were efforts to force Portugal to enter the war as a belligerent. Several factors lent Portugal importance as a neutral. This was especially the case during the period from the fall of France in June 1940 to the Allied invasion and reconquest of France from June to August 1944.In four respects, Portugal became briefly a modest strategic asset for the Allies and a war materiel supplier for both sides: the country's location in the southwesternmost corner of the largely German-occupied European continent; being a transport and communication terminus, observation post for spies, and crossroads between Europe, the Atlantic, the Americas, and Africa; Portugal's strategically located Atlantic islands, the Azores, Madeira, and Cape Verde archipelagos; and having important mines of wolfram or tungsten ore, crucial for the war industry for hardening steel.To maintain strict neutrality, the Estado Novo regime dominated by Antônio de Oliveira Salazar performed a delicate balancing act. Lisbon attempted to please and cater to the interests of both sets of belligerents, but only to the extent that the concessions granted would not threaten Portugal's security or its status as a neutral. On at least two occasions, Portugal's neutrality status was threatened. First, Germany briefly considered invading Portugal and Spain during 1940-41. A second occasion came in 1943 and 1944 as Great Britain, backed by the United States, pressured Portugal to grant war-related concessions that threatened Portugal's status of strict neutrality and would possibly bring Portugal into the war on the Allied side. Nazi Germany's plan ("Operation Felix") to invade the Iberian Peninsula from late 1940 into 1941 was never executed, but the Allies occupied and used several air and naval bases in Portugal's Azores Islands.The second major crisis for Portugal's neutrality came with increasing Allied pressures for concessions from the summer of 1943 to the summer of 1944. Led by Britain, Portugal's oldest ally, Portugal was pressured to grant access to air and naval bases in the Azores Islands. Such bases were necessary to assist the Allies in winning the Battle of the Atlantic, the naval war in which German U-boats continued to destroy Allied shipping. In October 1943, following tedious negotiations, British forces began to operate such bases and, in November 1944, American forces were allowed to enter the islands. Germany protested and made threats, but there was no German attack.Tensions rose again in the spring of 1944, when the Allies demanded that Lisbon cease exporting wolfram to Germany. Salazar grew agitated, considered resigning, and argued that Portugal had made a solemn promise to Germany that wolfram exports would be continued and that Portugal could not break its pledge. The Portuguese ambassador in London concluded that the shipping of wolfram to Germany was "the price of neutrality." Fearing that a still-dangerous Germany could still attack Portugal, Salazar ordered the banning of the mining, sale, and exports of wolfram not only to Germany but to the Allies as of 6 June 1944.Portugal did not enter the war as a belligerent, and its forces did not engage in combat, but some Portuguese experienced directly or indirectly the impact of fighting. Off Portugal or near her Atlantic islands, Portuguese naval personnel or commercial fishermen rescued at sea hundreds of victims of U-boat sinkings of Allied shipping in the Atlantic. German U-boats sank four or five Portuguese merchant vessels as well and, in 1944, a U-boat stopped, boarded, searched, and forced the evacuation of a Portuguese ocean liner, the Serpa Pinto, in mid-Atlantic. Filled with refugees, the liner was not sunk but several passengers lost their lives and the U-boat kidnapped two of the ship's passengers, Portuguese Americans of military age, and interned them in a prison camp. As for involvement in a theater of war, hundreds of inhabitants were killed and wounded in remote East Timor, a Portuguese colony near Indonesia, which was invaded, annexed, and ruled by Japanese forces between February 1942 and August 1945. In other incidents, scores of Allied military planes, out of fuel or damaged in air combat, crashed or were forced to land in neutral Portugal. Air personnel who did not survive such crashes were buried in Portuguese cemeteries or in the English Cemetery, Lisbon.Portugal's peripheral involvement in largely nonbelligerent aspects of the war accelerated social, economic, and political change in Portugal's urban society. It strengthened political opposition to the dictatorship among intellectual and working classes, and it obliged the regime to bolster political repression. The general economic and financial status of Portugal, too, underwent improvements since creditor Britain, in order to purchase wolfram, foods, and other materials needed during the war, became indebted to Portugal. When Britain repaid this debt after the war, Portugal was able to restore and expand its merchant fleet. Unlike most of Europe, ravaged by the worst war in human history, Portugal did not suffer heavy losses of human life, infrastructure, and property. Unlike even her neighbor Spain, badly shaken by its terrible Civil War (1936-39), Portugal's immediate postwar condition was more favorable, especially in urban areas, although deep-seated poverty remained.Portugal experienced other effects, especially during 1939-42, as there was an influx of about a million war refugees, an infestation of foreign spies and other secret agents from 60 secret intelligence services, and the residence of scores of international journalists who came to report the war from Lisbon. There was also the growth of war-related mining (especially wolfram and tin). Portugal's media eagerly reported the war and, by and large, despite government censorship, the Portuguese print media favored the Allied cause. Portugal's standard of living underwent some improvement, although price increases were unpopular.The silent invasion of several thousand foreign spies, in addition to the hiring of many Portuguese as informants and spies, had fascinating outcomes. "Spyland" Portugal, especially when Portugal was a key point for communicating with occupied Europe (1940-44), witnessed some unusual events, and spying for foreigners at least briefly became a national industry. Until mid-1944, when Allied forces invaded France, Portugal was the only secure entry point from across the Atlantic to Europe or to the British Isles, as well as the escape hatch for refugees, spies, defectors, and others fleeing occupied Europe or Vichy-controlled Morocco, Tunisia, and Algeria. Through Portugal by car, ship, train, or scheduled civil airliner one could travel to and from Spain or to Britain, or one could leave through Portugal, the westernmost continental country of Europe, to seek refuge across the Atlantic in the Americas.The wartime Portuguese scene was a colorful melange of illegal activities, including espionage, the black market, war propaganda, gambling, speculation, currency counterfeiting, diamond and wolfram smuggling, prostitution, and the drug and arms trade, and they were conducted by an unusual cast of characters. These included refugees, some of whom were spies, smugglers, diplomats, and business people, many from foreign countries seeking things they could find only in Portugal: information, affordable food, shelter, and security. German agents who contacted Allied sailors in the port of Lisbon sought to corrupt and neutralize these men and, if possible, recruit them as spies, and British intelligence countered this effort. Britain's MI-6 established a new kind of "safe house" to protect such Allied crews from German espionage and venereal disease infection, an approved and controlled house of prostitution in Lisbon's bairro alto district.Foreign observers and writers were impressed with the exotic, spy-ridden scene in Lisbon, as well as in Estoril on the Sun Coast (Costa do Sol), west of Lisbon harbor. What they observed appeared in noted autobiographical works and novels, some written during and some after the war. Among notable writers and journalists who visited or resided in wartime Portugal were Hungarian writer and former communist Arthur Koestler, on the run from the Nazi's Gestapo; American radio broadcaster-journalist Eric Sevareid; novelist and Hollywood script-writer Frederick Prokosch; American diplomat George Kennan; Rumanian cultural attache and later scholar of mythology Mircea Eliade; and British naval intelligence officer and novelist-to-be Ian Fleming. Other notable visiting British intelligence officers included novelist Graham Greene; secret Soviet agent in MI-6 and future defector to the Soviet Union Harold "Kim" Philby; and writer Malcolm Muggeridge. French letters were represented by French writer and airman, Antoine Saint-Exupery and French playwright, Jean Giroudoux. Finally, Aquilino Ribeiro, one of Portugal's premier contemporary novelists, wrote about wartime Portugal, including one sensational novel, Volframio, which portrayed the profound impact of the exploitation of the mineral wolfram on Portugal's poor, still backward society.In Estoril, Portugal, the idea for the world's most celebrated fictitious spy, James Bond, was probably first conceived by Ian Fleming. Fleming visited Portugal several times after 1939 on Naval Intelligence missions, and later he dreamed up the James Bond character and stories. Background for the early novels in the James Bond series was based in part on people and places Fleming observed in Portugal. A key location in Fleming's first James Bond novel, Casino Royale (1953) is the gambling Casino of Estoril. In addition, one aspect of the main plot, the notion that a spy could invent "secret" intelligence for personal profit, was observed as well by the British novelist and former MI-6 officer, while engaged in operations in wartime Portugal. Greene later used this information in his 1958 spy novel, Our Man in Havana, as he observed enemy agents who fabricated "secrets" for money.Thus, Portugal's World War II experiences introduced the country and her people to a host of new peoples, ideas, products, and influences that altered attitudes and quickened the pace of change in this quiet, largely tradition-bound, isolated country. The 1943-45 connections established during the Allied use of air and naval bases in Portugal's Azores Islands were a prelude to Portugal's postwar membership in the North Atlantic Treaty Organization (NATO). -
62 Aspinall, Sir John Audley Frederick
[br]b. 25 August 1851 Liverpool, Englandd. 19 January 1937 Woking, England[br]English mechanical engineer, pioneer of the automatic vacuum brake for railway trains and of railway electrification.[br]Aspinall's father was a QC, Recorder of Liverpool, and Aspinall himself became a pupil at Crewe Works of the London \& North Western Railway, eventually under F.W. Webb. In 1875 he was appointed Manager of the works at Inchicore, Great Southern \& Western Railway, Ireland. While he was there, some of the trains were equipped, on trial, with continuous brakes of the non-automatic vacuum type. Aspinall modified these to make them automatic, i.e. if the train divided, brakes throughout both parts would be applied automatically. Aspinall vacuum brakes were subsequently adopted by the important Great Northern, Lancashire \& Yorkshire, and London \& North Western Railways.In 1883, aged only 32, Aspinall was appointed Locomotive Superintendent of the Great Southern \& Western Railway, but in 1886 he moved in the same capacity to the Lancashire \& Yorkshire Railway, where his first task was to fit out the new works at Horwich. The first locomotive was completed there in 1889, to his design. In 1899 he introduced a 4–4–2, the largest express locomotive in Britain at the time, some of which were fitted with smokebox superheaters to Aspinall's design.Unusually for an engineer, in 1892 Aspinall was appointed General Manager of the Lancashire \& Yorkshire Railway. He electrified the Liverpool-Southport line in 1904 at 600 volts DC with a third rail; this was an early example of main-line electrification, for it extended beyond the Liverpool suburban area. He also experimented with 3,500 volt DC overhead electrification of the Bury-Holcombe Brook branch in 1913, but converted this to 1,200 volts DC third rail to conform with the Manchester-Bury line when this was electrified in 1915. In 1918 he was made a director of the Lancashire \& Yorkshire Railway.[br]Principal Honours and DistinctionsKnighted 1917. President, Institution of Mechanical Engineers 1909. President, Institution of Civil Engineers 1918.Further ReadingH.A.V.Bulleid, 1967, The Aspinall Era, Shepperton: Ian Allan (provides a good account of Aspinall and his life's work).C.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allan, Ch. 19 (a good brief account).PJGRBiographical history of technology > Aspinall, Sir John Audley Frederick
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63 Stanier, Sir William Arthur
[br]b. 27 May 1876 Swindon, Englandd. 27 September 1965 London, England[br]English Chief Mechanical Engineer of the London Midland \& Scottish Railway, the locomotive stock of which he modernized most effectively.[br]Stanier's career started when he was Office Boy at the Great Western Railway's Swindon works. He was taken on as a pupil in 1892 and steady promotion elevated him to Works Manager in 1920, under Chief Mechanical Engineer George Churchward. In 1923 he became Principal Assistant to Churchward's successor, C.B.Collett. In 1932, at the age of 56 and after some forty years' service with the Great Western Railway (GWR), W.A.Stanier was appointed Chief Mechanical Engineer of the London Midland \& Scottish Railway (LMS). This, the largest British railway, had been formed by the amalgamation in 1923 of several long-established railways, including the London \& North Western and the Midland, that had strong and disparate traditions in locomotive design. A coherent and comprehensive policy had still to emerge; Stanier did, however, inherit a policy of reducing the number of types of locomotives, in the interest of economy, by the withdrawal and replacement of small classes, which had originated with constituent companies.Initially as replacements, Stanier brought in to the LMS a series of highly successful standard locomotives; this practice may be considered a development of that of G.J.Churchward on the GWR. Notably, these new locomotives included: the class 5, mixed-traffic 4–6–0; the 8F heavy-freight 2–8–0; and the "Duchess" 4–6–2 for express passenger trains. Stanier also built, in 1935, a steam-turbine-driven 4–6–2, which became the only steam-turbine locomotive in Britain to have an extended career in regular service, although the economies it provided were insufficient for more of the type to be built. From 1932–3 onwards, and initially as part of a programme to economize on shunting costs by producing a single-manned locomotive, the LMS started to develop diesel shunting locomotives. Stanier delegated much of the responsibility for these to C.E.Fairburn. From 1939 diesel-electric shunting locomotives were being built in quantity for the LMS: this was the first instance of adoption of diesel power on a large scale by a British main-line railway. In a remarkably short time, Stanier transformed LMS locomotive stock, formerly the most backward of the principal British railways, to the point at which it was second to none. He was seconded to the Government as Scientific Advisor to the Ministry of Production in 1942, and retired two years later.[br]Principal Honours and DistinctionsKnighted 1943. FRS 1944. President, Institution of Mechanical Engineers 1941.Bibliography1955, "George Jackson Churchward", Transactions of the Newcomen Society 30 (Stanier provides a unique view of the life and work of his former chief).Further ReadingO.S.Nock, 1964, Sir William Stanier, An Engineering Biography, Shepperton: Ian Allan (a full-length biography).John Bellwood and David Jenkinson, 1976, Oresley and Stanier. A Centenary Tribute, London: HMSO (a comparative account).C.Hamilton Ellis, 1970, London Midland \& Scottish, Shepperton: Ian Allan.PJGRBiographical history of technology > Stanier, Sir William Arthur
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64 Третья сила
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65 Civil Conservation Corps
Универсальный русско-английский словарь > Civil Conservation Corps
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66 I Am Nothing
Chat: IAN -
67 Imagery Analysis Notice
Military: IANУниверсальный русско-английский словарь > Imagery Analysis Notice
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68 Integrated Access Node
Network technologies: IANУниверсальный русско-английский словарь > Integrated Access Node
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69 International Affairs Network
UN: IANУниверсальный русско-английский словарь > International Affairs Network
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70 Markov
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71 Айан
Names and surnames: Iain (имя, м, 100%, английский, ударение на первый слог), Ian (имя, м, 100%, английский, ударение на первый слог) -
72 Иан (имя)
Names and surnames: Ian (м, 100%, английский, ударение на первый слог) -
73 Иен
General subject: Ian (мужское имя) -
74 Иэн
General subject: Ian -
75 Иэн Крейг
Sakhalin energy glossary: Craig Ian -
76 Йэн Кертис
Names and surnames: Ian Curtis -
77 Йэн Райт
Names and surnames: Ian Wright -
78 Свободна
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79 аравийская сверхлёгкая нефть
Универсальный русско-английский словарь > аравийская сверхлёгкая нефть
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80 марковский
1) Mathematics: M (Markovian), Markov, Markovian
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См. также в других словарях:
ian — ian·thine; ian·thin·i·dae; ian·thi·nite; isa·ian; ital·ian·ism; ital·ian·ist; ital·ian·i·ty; ital·ian·iza·tion; ital·ian·ize; ital·ian·iz·er; ital·ian·ly; james·ian; kal·a·poo·ian; kant·ian·ism; keats·ian; kleist·ian; kor·do·fan·ian;… … English syllables
Ian — ist eine schottisch gälische Variante des Vornamens Johannes. Weitere Varianten sind Iain, Eian und Eoin. Namensträger Vorname Ian Anderson (* 1947), britischer Sänger Ian Bowyer (* 1951), englischer Fußballspieler und trainer Ian Brennan (Autor) … Deutsch Wikipedia
Ian — Cette page d’homonymie répertorie les différents sujets et articles partageant un même nom. {{{image}}} Sigles d une seule lettre Sigles de deux lettres > Sigles de trois lettres … Wikipédia en Français
Ian D'Sa — Ian D Sa, ici en arrière plan du chanteur de Billy Talent, Ben Kow … Wikipédia en Français
ian — interj. (pop.) Ia! (1, 2). – Ia + ni (= ne). Trimis de gall, 13.01.2003. Sursa: DEX 98 IAN interj. v. iată, uite, vezi. Trimis de siveco, 13.09.2007. Sursa: Sinonime ian interj. Trim … Dicționar Român
ianətən — ə. ianə olaraq, ianə yolu ilə … Klassik Azərbaycan ədəbiyyatında islənən ərəb və fars sözləri lüğəti
Ian — m Scottish version of JOHN (SEE John), now very widely used as an independent given name in the broader English speaking world, where it has largely lost its connection both with Scotland and with John. The Gaelic form Iain is popular in Scotland … First names dictionary
-ian — variant of suffix AN (Cf. an) used with stem endings in i, from L. ianus ( anus). In Middle English, frequently ien, from words borrowed via French … Etymology dictionary
Ian — masc. proper name, Scottish form of JOHN (Cf. John) … Etymology dictionary
-ian — [ē ən, yən, ən] [Fr or L: Fr ien < L ianus < I stem ending + anus: see AN] suffix AN [Indian, reptilian] … English World dictionary
Ian — [ē′ən] n. a masculine name: var. Iain: see JOHN1 … English World dictionary
