in the north-east of Scotland

north-east

1 noun

nord-est m;

∎ in the north-east of Scotland dans le nord-est de l'Écosse

2 adjective

(a) Geography nord-est (inv), du nord-est;

∎ in north-east Scotland dans le nord-est de l'Écosse

(b) (wind) de nord-est, du nord-est

3 adverb

au nord-est; (travel) vers le nord-est, en direction du nord-est;

∎ it's 20 miles north-east of Birmingham c'est à 32 kilomètres au nord-est de Birmingham

►► the North-east Corridor = zone fortement peuplée entre Boston et Washington

1) (the direction to the left of a person facing the rising sun, or any part of the earth lying in that direction: He faced towards the north; The wind is blowing from the north; I used to live in the north of England.) norte

2) ((also N) one of the four main points of the compass.) norte

1) (in the north: on the north bank of the river.) norte

2) (from the direction of the north: a north wind.) del norte

- northerly

- north-easterly / north-westerly

north n adj adv norte

tr[nɔːɵ]

noun

1 norte nombre masculino

■ to the north of London al norte de Londres

■ in the north of Scotland en el norte de Escocia

adjective

1 del norte

■ I live in north London vivo en el norte de Londres

adverb

1 al norte, hacia el norte

■ we're travelling north viajamos hacia el norte

■ they've moved north se han trasladado al norte

■ it's north of Cambridge está al norte de Cambridge

\

North Pole Polo Norte

the North Country SMALLBRITISH ENGLISH/SMALL el norte nombre masculino

north ['nɔrɵ] adv

: al norte

north adj

: norte, del norte

the north coast: la costa del norte

north n

1) : norte m

the North : el Norte m

• del norte adj.

• norte adj.

• septentrional adj.

• al norte adv.

• hacia el norte adv.

• aquilón s.m.

• norte s.m.

• septentrión s.f.

1)

a) (point of the compass, direction) norte m

b) ( region)

2)

3) North ( in bridge) Norte m

adjective (before n) <wall/face> norte adj inv, septentrional

adverb al norte

N norte m

ADJ del norte, norteño, septentrional

ADV (=northward) hacia el norte; (=in the north) al norte, en el norte

* * *

1)

a) (point of the compass, direction) norte m

b) ( region)

2)

3) North ( in bridge) Norte m

adjective (before n) <wall/face> norte adj inv, septentrional

adverb al norte

1) (direction) Norden, der

2) usu.

* * *

1) (the direction to the left of a person facing the rising sun, or any part of the earth lying in that direction: He faced towards the north; The wind is blowing from the north; I used to live in the north of England.) der Norden

2) ((also N) one of the four main points of the compass.) der Norden

1) (in the north: on the north bank of the river.) nördlich

2) (from the direction of the north: a north wind.) Nord-...

- academic.ru/50438/northerly">northerly

- north-easterly / north-westerly

* * *

[nɔ:θ, AM nɔ:rθ]

I. n no pl

1. (direction) Norden m

▪ in the \north im Norden

▪ to the \north nach Norden [hin]

magnetic/true \north magnetischer Nordpol/geographische Nordrichtung

2. (region)

▪ the N\north BRIT (North England) Nordengland nt; AM der Norden, die Nordstaaten pl

II. adj inv nördlich, Nord-

\north coast/side/wind Nordküste f/-seite f/-wind m

\north of Manchester nördlich von Manchester

\north part nördlicher Teil

\north Vietnam Nordvietnam nt

III. adv inv nordwärts; ( fig fam: upwards) nach oben

compared to last year our sales figures have gone \north im Vergleich zum letzten Jahr sind unsere Verkaufzahlen gestiegen

▪ up \north ( fam) im Norden

to drive \north in nördliche Richtung fahren

* * *

1. n

1) Norden m

2) (US HIST)

2. adj attr

3. adv

* * *

north [nɔː(r)θ]

A s

1. Norden m:

in the north of im Norden von (od gen);

to the north of → C 3;

from the north aus dem Norden

2. auch North Norden m, nördlicher Landesteil:

the North of Germany Norddeutschland n;

a) Br Nordengland n,

b) US der Norden, die Nordstaaten pl

3. poet Nord(wind) m

B adj nördlich, Nord…

C adv

1. nach Norden, nordwärts

2. obs aus dem Norden (besonders Wind)

3. north of nördlich von (od gen): → border A 4

n. abk

1. natus, born geb.

2. neuter

3. LING nominative Nom.

4. noon

5. north N

6. northern nördl.

7. note

8. noun Subst.

9. number Nr.

N abk

1. (Schach) knight

2. PHYS newton N

3. north N

4. northern nördl.

5. noun Subst.

N. abk

1. National (Nationalist)

2. Navy

3. north N

4. northern nördl.

No. abk

1. north N

2. northern nördl.

3. number Nr.

* * *

1) (direction) Norden, der

2) usu.

* * *

nördlich adj. n.

Norden m.

north [nɔ:θ]

1. noun

• to the north of... au nord de...

• house facing the north maison f exposée au nord

• the wind is blowing from the north le vent vient du nord

• to live in the north habiter dans le nord

• in the north of Scotland dans le nord de l'Écosse

2. adjective

• north wind vent m du nord

• in north Wales/London dans le nord du pays de Galles/de Londres

• on the north side du côté nord

3. adverb

[lie, be] au nord (of de ) ; [go] vers le nord

• further north plus au nord

• north of the island au nord de l'île

• the town lies north of the border la ville est située au nord de la frontière

• we drove north for 100km nous avons roulé pendant 100 km vers le nord

• go north till you get to Oxford allez vers le nord jusqu'à Oxford

• to sail due north aller droit vers le nord

• north by north-east nord quart nord-est

4. compounds

► North Africa noun Afrique f du Nord

► North African adjective nord-africain noun

Nord-Africain (e) m(f)

► North America noun Amérique f du Nord

► North American adjective nord-américain noun

Nord-Américain (e) m(f)

► the North Atlantic noun l'Atlantique m nord

► North Atlantic Treaty Organization noun Organisation f du traité de l'Atlantique nord

► North Carolina noun Caroline f du Nord

• in North Carolina en Caroline du Nord ► north-east noun nord-est m adjective nord-est inv adverb vers le nord-est

► north-easterly adjective [wind, direction] du nord-est ; [situation] au nord-est adverb vers le nord-est

► north-eastern adjective nord-est inv

► north-facing adjective exposé au nord

► North Korea noun Corée f du Nord

► North Korean adjective nord-coréen noun

► North Pole noun pôle m Nord

► North Sea noun mer f du Nord

► North Sea gas noun (British) gaz m naturel de la mer du Nord

► North Sea oil noun pétrole m de la mer du Nord

► North Vietnam noun Vietnam m du Nord

► North Vietnamese adjective nord-vietnamien noun

► north-west noun nord-ouest m adjective nord-ouest inv adverb vers le nord-ouest

► north-westerly adjective [wind, direction] du nord-ouest ; [situation] au nord-ouest adverb vers le nord-ouest

► north-western adjective nord-ouest inv, du nord-ouest

* * *

noun ( compass direction) nord m

North proper noun Politics, Geography (part of world, country)

adjective gen nord inv; [wind] du nord

adverb [move] vers le nord; [lie, live] au nord (of de)

1. 1) север

2) мор. норд

2. 1) север, северная часть или область; северный район; северная окраина ( города); северная оконечность ( острова)

2) (North) полярные страны; Крайний Север, Арктика

3. (the North)

1) северные страны (Европы и т. п.)

2) северные штаты США

3) северяне, население северных районов

4) амер. ист. северяне

4. северный ветер; поэт. тж. аквилон, борей

5. (North) полит., эк. промышленно развитые страны

1. 1) северный

2) мор. нордовый

3) арктический, полярный

2. обращённый к северу; выходящий на север

1. к северу, на север, в северном направлении

2. с севера ( о ветре)

1. двигаться, направляться, уклоняться на север или к северу; принимать северное направление

2. задувать с севера ( о ветре)

north = nord N

south = sud S

east = est E

west = ouest O

nord, sud, est, ouest is the normal order in French as well as English.

northeast = nord-est NE

northwest = nord-ouest NO

north-northeast = nord-nord-est NNE

east-northeast = est-nord-est ENE

Compass points in French are not normally written with a capital letter. However, when they refer to a specific region in phrases such as I love the North or he lives in the North, and it is clear where this North is, without any further specification such as of France or of Europe, then they are written with a capital letter, as they often are in English, too. In the following examples, north and nord stand for any compass point word.

= j’aime le Nord

= vivre dans le Nord

= dans le nord de l’Écosse

= au nord de l’Écosse

= dans le sud de l’Espagne*

= c’est au nord de la colline

= à quelques kilomètres au nord

= droit au nord

* Note that the south of France is more usually referred to as le Midi.

There is another set of words in French for north, south etc., some of which are more

common than others:

(north) septentrion (rarely used) septentrional(e)

(south) midi méridional(e)

(east) orient oriental(e)

(west) occident occidental(e)

= une ville du Nord

= un accent du Nord

= l’avant-poste le plus au nord

= l’Europe du Nord

= le nord du Japon

= l’est de la France

For names of countries and continents which include these compass point words, such as North America or South Korea, see the dictionary entry.

French has fewer ways of expressing this than English has ; vers le is usually safe:

= aller vers le nord

= se diriger vers le nord

= aller vers le nord

= aller vers le nord

= un bateau qui se dirige vers le nord

With some verbs, such as to face, the French expression changes:

= les fenêtres donnent au nord

= une pente orientée au nord

The usual way of expressing from the is du:

= cela vient du nord

= du nord de l’Allemagne

= le vent du nord

= un vent du nord

= des vents dominants du nord

= le vent est au nord

= le vent vient du nord

The French words nord, sud, est and ouest are really nouns, so when they are used as adjectives they are invariable.

= la côte nord

= la porte nord

= la face nord

= le côté nord

= le mur nord

The preposition by is translated by quart in expressions like the following:

= nord quart nord-ouest

= sud-est quart sud

SUBJECT AREA: Ports and shipping

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Mitchell's early education commenced at Ledingham's Academy, Correction Wynd, Aberdeen, and from there he became a premium apprentice at the Footdee Engineering Works of Wm Simpson \& Co. Despite being employed for around twelve hours each day, Mitchell matriculated at Marischal College (now merged with King's College to form the University of Aberdeen). He did not graduate, although in 1840 he won the chemistry prize. On the completion of his apprenticeship, like Andrew Leslie (founder of Hawthorn Leslie) and other young Aberdonians he moved to Tyneside, where most of his working life was spent. From 1842 until 1844 he worked as a draughtsman for his friend Coutts, who had a shipyard at Low Walker, before moving on to the drawing offices of Maudslay Sons and Field of London, then one of the leading shipbuilding and engineering establishments in the UK. While in London he studied languages, acquiring a skill that was to stand him in good stead in later years. In 1852 he returned to the North East and set up his own iron-ship building yard at Low Walker near Newcastle. Two years later he married Anne Swan, the sister of the two young men who were to found the company now known as Swan Hunter Ltd. The Mitchell yard grew in size and reputation and by the 1850s he was building for the Russian Navy and Merchant Marine as well as advising the Russians on their shipyards in St Petersburg. In 1867 the first informal business arrangement was concluded with Armstrongs for the supply of armaments for ships; this led to increased co-operation and ultimately in 1882 to the merger of the two shipyards as Sir W.G.Armstrong Mitchell \& Co. At the time of the merger, Mitchell had launched 450 ships in twenty-nine years. In 1886 the new company built the SS Gluckauf, the world's first bulk oil tanker. After ill health in 1865 Mitchell reduced his workload and lived for a while in Surbiton, London, but returned to Tyneside to a new house at Jesmond. In his later years he was a generous benefactor to many good causes in Tyneside and Aberdeen, to the Church and to the University of Aberdeen.

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SUBJECT AREA: Metallurgy

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After working as a millwright in Halifax, Riley found employment at the Ormesby Ironworks in Middlesbrough until, in 1869, he became manager of the Askam Ironworks in Cumberland. Three years later, in 1872, he was appointed Blast-furnace Manager at the pioneering Siemens Steel Company's works at Landore, near Swansea in South Wales. Using Spanish ore, he produced the manganese-rich iron (spiegeleisen) required as an additive to make satisfactory steel. Riley was promoted in 1874 to be General Manager at Landore, and he worked with William Siemens to develop the use of the latter's regenerative furnace for the production of open-hearth steel. He persuaded Welsh makers of tin plate to use sheets rolled from lowcarbon (mild) steel instead of from charcoal iron and, partly by publishing some test results, he was instrumental in influencing the Admiralty to build two naval vessels of mild steel, the Mercury and the Iris.

In 1878 Riley moved north on his appointment as General Manager of the Steel Company of Scotland, a firm closely associated with Charles Tennant that was formed in 1872 to make steel by the Siemens process. Already by 1878, fourteen Siemens melting furnaces had been erected, and in that year 42,000 long tons of ingots were produced at the company's Hallside (Newton) Works, situated 8 km (5 miles) south-east of Glasgow. Under Riley's leadership, steelmaking in open-hearth furnaces was initiated at a second plant situated at Blochairn. Plates and sections for all aspects of shipbuilding, including boilers, formed the main products; the company also supplied the greater part of the steel for the Forth (Railway) Bridge. Riley was associated with technical modifications which improved the performance of steelmaking furnaces using Siemens's principles. He built a gasfired cupola for melting pig-iron, and constructed the first British "universal" plate mill using three-high rolls (Lauth mill).

At the request of French interests, Riley investigated the properties of steels containing various proportions of nickel; the report that he read before the Iron and Steel Institute in 1889 successfully brought to the notice of potential users the greatly enhanced strength that nickel could impart and its ability to yield alloys possessing substantially lower corrodibility.

The Steel Company of Scotland paid dividends in the years to 1890, but then came a lean period. In 1895, at the age of 54, Riley moved once more to another employer, becoming General Manager of the Glasgow Iron and Steel Company, which had just laid out a new steelmaking plant at Wishaw, 25 km (15 miles) south-east of Glasgow, where it already had blast furnaces. Still the technical innovator, in 1900 Riley presented an account of his experiences in introducing molten blast-furnace metal as feed for the open-hearth steel furnaces. In the early 1890s it was largely through Riley's efforts that a West of Scotland Board of Conciliation and Arbitration for the Manufactured Steel Trade came into being; he was its first Chairman and then its President.

In 1899 James Riley resigned from his Scottish employment to move back to his native Yorkshire, where he became his own master by acquiring the small Richmond Ironworks situated at Stockton-on-Tees. Although Riley's 1900 account to the Iron and Steel Institute was the last of the many of which he was author, he continued to contribute to the discussion of papers written by others.

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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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far [fα:^r]

(comparative farther or further, superlative farthest or furthest)

1. adverb

   a. loin

• how far is it to Glasgow? combien y a-t-il de kilomètres jusqu'à Glasgow ?

• how far is it from Glasgow to Edinburgh? quelle distance y a-t-il entre Glasgow et Édimbourg ?

• is it far? c'est loin ?

• how far are you going? jusqu'où allez-vous ?

• how far have you got with your plans? où en êtes-vous de vos projets ?

• he'll go far il ira loin

• £10 doesn't go far these days avec 10 livres, on ne va pas loin de nos jours

• this scheme does not go far enough ce projet ne va pas assez loin

• I would even go so far as to say that... j'irais même jusqu'à dire que...

• that's going too far cela dépasse les bornes

• I wouldn't go that far je n'irais pas jusque-là

• he's gone too far this time! il est vraiment allé trop loin cette fois !

• he has gone too far to back out now il est trop engagé pour reculer maintenant

• he took the joke too far il a poussé trop loin la plaisanterie

• so far and no further jusque-là mais pas plus loin

• so far so good jusqu'ici ça va

• we have ten volunteers so far nous avons dix volontaires pour l'instant

• far be it from me to doubt you loin de moi l'idée de douter de vous

► far from loin de

• your work is far from satisfactory votre travail est loin d'être satisfaisant

• far from it! loin de là !► far + adverb/preposition ( = a long way)

far above loin au-dessus

• far away in the distance au loin

• far beyond bien au-delà

• it's far beyond what I can afford c'est bien au-dessus de mes moyens

• he wasn't far off when I caught sight of him il n'était pas loin quand je l'ai aperçu

• his birthday is not far off c'est bientôt son anniversaire

• far out at sea au large

   b. ► as far as

• we went as far as the town nous sommes allés jusqu'à la ville

• we didn't go as far as the others nous ne sommes pas allés aussi loin que les autres

• as far as I know pour autant que je sache

• as far as I can tell d'après moi

• as far as the eye can see à perte de vue

• as far as I'm concerned en ce qui me concerne

• as far back as I can remember d'aussi loin que je m'en souvienne

• as far back as 1945 dès 1945

   c. ( = very much) beaucoup

• far too expensive beaucoup trop cher

► by far de loin

• this is by far the best c'est de loin ce qu'il y a de mieux

• he's by far the oldest il est de loin le plus âgé► not far

• my guess wasn't far out je n'étais pas loin de la vérité

• she's not far off her target elle n'est pas loin d'avoir atteint son objectif

• you're not far wrong tu n'es pas loin de la vérité

• it's not far wrong [figures] c'est presque ça

2. adjective

   a. ( = distant) on the far side of de l'autre côté de

• in the far north of Scotland tout au nord de l'Écosse

• it's a far cry from what he promised on est loin de ce qu'il avait promis

   b. (Politics) the far right/left l'extrême droite f/gauche f

3. compounds

► the Far East noun l'Extrême-Orient m

► far-fetched adjective [story, idea] tiré par les cheveux

► far-reaching adjective d'une grande portée

* * *

1) ( in space) loin

2) ( in time)

3) (to a great degree, very much) bien

4) (to what extent, to the extent that)

5) ( to extreme degree) loin

1) ( remote)

2) (further away, other) autre

3) Politics

by far adverbial phrase de loin

far and away adverbial phrase de loin

far from prepositional phrase loin de

so far adverbial phrase

1) ( up till now) jusqu'ici

2) ( up to a point)

••

SUBJECT AREA: Ports and shipping

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Linton came from a north-east Scottish family with shipbuilding connections. After education at Arbuthnott and then Arbroath Academy, he followed his father by becoming an apprentice at the Aberdeen shipyard of Alex Hall in January 1855. Thus must have been an inspiring time for him as the shipyards of Aberdeen were at the start of their rise to world renown. Hall's had just introduced the hollow, lined Aberdeen Bow which heralded the great years of the Aberdeen Clippers. Linton stayed on with Hall's until around 1863, when he joined the Liverpool Under-writers' Register as a ship surveyor; he then worked for similar organizations in different parts of England and Scotland. Early in 1868 Linton joined in partnership with William Dundas Scott and the shipyard of Scott and Linton was opened on the banks of the River Leven, a tributary of the Clyde, at Dumbarton. The operation lasted for about three years until bankruptcy forced closure, the cause being the age-old shipbuilder's problem of high capital investment with slow cash flow. Altogether, nine ships were built, the most remarkable being the record-breaking composite-built clipper ship Cutty Sark. At the time of the closure the tea clipper was in an advanced state of outfitting and was towed across the water to Denny's shipyard for completion. Linton worked for a while with Gourlay Brothers of Dundee, and then with the shipbuilders Oswald Mordaunt, of Woolston near Southampton, before returning to the Montrose area in 1884. His wife died the following year and thereafter Linton gradually reduced his professional commitments.

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SUBJECT AREA: Textiles

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George Robinson is said to have been a Scots migrant who settled at Burwell, near Nottingham, in 1737, but there is no record of his occupation until 1771, when he was noticed as a bleacher. By 1783 he and his son were describing themselves as "merchants and thread manufacturers" as well as bleachers. For their thread, they were using the system of spinning on the waterframe, but it is not known whether they held a licence from Arkwright. Between 1776 and 1791, the firm G.J. \& J.Robinson built a series of six cotton mills with a complex of dams and aqueducts to supply them in the relatively flat land of the Leen valley, near Papplewick, to the north of Nottingham. By careful conservation they were able to obtain considerable power from a very small stream. Castle mill was not only the highest one owned by the Robinsons, but it was also the highest mill on the stream and was fed from a reservoir. The Robinsons might therefore have expected to have enjoyed uninterrupted use of the water, but above them lived Lord Byron in his estate of Newstead Priory. The fifth Lord Byron loved making ornamental ponds on his property so that he could have mock naval battles with his servants, and this tampered with the water supplies so much that the Robinsons found they were unable to work their mills.

In 1785 they decided to order a rotative steam engine from the firm of Boulton \& Watt. It was erected by John Rennie; however, misfortune seemed to dog this engine, for parts went astray to Manchester and when the engine was finally running at the end of February 1786 it was found to be out of alignment so may not have been very successful. At about the same time, the lawsuit against Lord Byron was found in favour of the Robinsons, but the engine continued in use for at least twelve years and was the first of the type which was to power virtually all steamdriven mills until the 1850s to be installed in a textile mill. It was a low-pressure double-acting condensing beam engine, with a vertical cylinder, parallel motion connecting the piston toone end of a rocking beam, and a connecting rod at the other end of the beam turning the flywheel. In this case Watt's sun and planet motion was used in place of a crank.

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SUBJECT AREA: Land transport, Railways and locomotives

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Sir John MacNeill became a pupil of Thomas Telford and served under him as Superintendent of the Southern Division of the Holyhead Road from London to Shrewsbury. In this capacity he invented a "Road Indicator" or dynamometer. Like other Telford followers, he viewed the advent of railways with some antipathy, but after the death of Telford in 1834 he quickly became involved in railway construction and in 1837 he was retained by the Irish Railway Commissioners to build railways in the north of Ireland (Vignoles received the commission for the south). Much of his subsequent career was devoted to schemes for Irish railways, both those envisaged by the Commissioners and other private lines with more immediately commercial objectives. He was knighted in 1844 on the completion of the Dublin \& Drogheda Railway along the east coast of Ireland. In 1845 MacNeill lodged plans for over 800 miles (1,300 km) of Irish railways. Not all of these were built, many falling victim to Irish poverty in the years after the Famine, but he maintained a large staff and became financially embarrassed. His other schemes included the Grangemouth Docks in Scotland, the Liverpool \& Bury Railway, and the Belfast Waterworks, the latter completed in 1843 and subsequently extended by Bateman.

MacNeill was an engineer of originality, being the person who introduced iron-lattice bridges into Britain, employing the theoretical and experimental work of Fairbairn and Eaton Hodgkinson (the Boyne Bridge at Drogheda had two such spans of 250ft (76m) each). He also devised the Irish railway gauge of 5 ft 2 in. (1.57 m). Consulted by the Board of Trinity College, Dublin, regarding a School of Engineering in 1842, he was made an Honorary LLD of the University and appointed the first Professor of Civil Engineering, but he relinquished the chair to his assistant, Samuel Downing, in 1846. MacNeill was a large and genial man, but not, we are told, "of methodical and business habit": he relied heavily on his subordinates. Blindness obliged him to retire from practice several years before his death. He was an early member of the Institution of Civil Engineers, joining in 1827, and was elected a Fellow of the Royal Society in 1838.

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SUBJECT AREA: Ports and shipping

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After early education at Cupar in Fife, Meek commenced training as a naval architect, taking the then popular sandwich apprenticeship of alternate half years at the University of Glasgow (with a Caird Scholarship) and at a shipyard, in his case the Caledon of Dundee. On leaving Dundee he worked for five years with the British Ship Research Association before joining Alfred Holt \& Co., owners of the Blue Funnel Line. During his twenty-five years at Liverpool, he rose to Chief Naval Architect and Director and was responsible for bringing the cargo-liner concept to its ultimate in design. When the company had become Ocean Fleets, it joined with other British shipowners and looked to Meek for the first purpose-built containership fleet in the world. This required new ship designs, massive worldwide investment in port facilities and marketing to win public acceptance of freight containers, thereby revolutionizing dry-cargo shipping. Under the houseflag of OCL (now POCL), this pioneer service set the highest standards of service and safety and continues to operate on almost every ocean.

In 1979 Meek returned to the shipbuilding industry when he became Head of Technology at British Shipbuilders. Closely involved in contemporary problems of fuel economy and reduced staffing, he held the post for five years before his appointment as Managing Director of the National Maritime Institute. He was deeply involved in the merger with the British Ship Research Association to form British Maritime Technology (BMT), an organization of which he became Deputy Chairman.

Marshall Meek has held many public offices, and is one of the few to have been President of two of the United Kingdom's maritime institutions. He has contributed over forty papers to learned societies, has acted as Visiting Professor to Strathclyde University and University College London, and serves on advisory committees to the Ministry of Defence, the Department of Transport and Lloyd's Register of Shipping. While in Liverpool he served as a Justice of the Peace.

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(1415-1975)

   Portugal was the first Western European state to establish an early modern overseas empire beyond the Mediterranean and perhaps the last colonial power to decolonize. A vast subject of complexity that is full of myth as well as debatable theories, the history of the Portuguese overseas empire involves the story of more than one empire, the question of imperial motives, the nature of Portuguese rule, and the results and consequences of empire, including the impact on subject peoples as well as on the mother country and its society, Here, only the briefest account of a few such issues can be attempted.

   There were various empires or phases of empire after the capture of the Moroccan city of Ceuta in 1415. There were at least three Portuguese empires in history: the First empire (1415-1580), the Second empire (1580-1640 and 1640-1822), and the Third empire (1822-1975).

   With regard to the second empire, the so-called Phillipine period (1580-1640), when Portugal's empire was under Spanish domination, could almost be counted as a separate era. During that period, Portugal lost important parts of its Asian holdings to England and also sections of its colonies of Brazil, Angola, and West Africa to Holland's conquests. These various empires could be characterized by the geography of where Lisbon invested its greatest efforts and resources to develop territories and ward off enemies.

   The first empire (1415-1580) had two phases. First came the African coastal phase (1415-97), when the Portuguese sought a foothold in various Moroccan cities but then explored the African coast from Morocco to past the Cape of Good Hope in South Africa. While colonization and sugar farming were pursued in the Atlantic islands, as well as in the islands in the Gulf of Guinea like São Tomé and Príncipe, for the most part the Portuguese strategy was to avoid commitments to defending or peopling lands on the African continent. Rather, Lisbon sought a seaborne trade empire, in which the Portuguese could profit from exploiting trade and resources (such as gold) along the coasts and continue exploring southward to seek a sea route to Portuguese India. The second phase of the first empire (1498-1580) began with the discovery of the sea route to Asia, thanks to Vasco da Gama's first voyage in 1497-99, and the capture of strong points, ports, and trading posts in order to enforce a trade monopoly between Asia and Europe. This Asian phase produced the greatest revenues of empire Portugal had garnered, yet ended when Spain conquered Portugal and commanded her empire as of 1580.

   Portugal's second overseas empire began with Spanish domination and ran to 1822, when Brazil won her independence from Portugal. This phase was characterized largely by Brazilian dominance of imperial commitment, wealth in minerals and other raw materials from Brazil, and the loss of a significant portion of her African and Asian coastal empire to Holland and Great Britain. A sketch of Portugal's imperial losses either to native rebellions or to imperial rivals like Britain and Holland follows:

   • Morocco (North Africa) (sample only)

   Arzila—Taken in 1471; evacuated in 1550s; lost to Spain in 1580, which returned city to a sultan.

   Ceuta—Taken in 1415; lost to Spain in 1640 (loss confirmed in 1668 treaty with Spain).

   • Tangiers—Taken in 15th century; handed over to England in 1661 as part of Catherine of Braganza's dowry to King Charles II.

   • West Africa

   • Fort/Castle of São Jorge da Mina, Gold Coast (in what is now Ghana)—Taken in 1480s; lost to Holland in 1630s.

   • Middle East

   Socotra-isle—Conquered in 1507; fort abandoned in 1511; used as water resupply stop for India fleet.

   Muscat—Conquered in 1501; lost to Persians in 1650.

   Ormuz—Taken, 1505-15 under Albuquerque; lost to England, which gave it to Persia in the 17th century.

   Aden (entry to Red Sea) — Unsuccessfully attacked by Portugal (1513-30); taken by Turks in 1538.

   • India

   • Ceylon (Sri Lanka)—Taken by 1516; lost to Dutch after 1600.

   • Bombay—Taken in 16th century; given to England in 1661 treaty as part of Catherine of Braganza's dowry for Charles II.

   • East Indies

   • Moluccas—Taken by 1520; possession confirmed in 1529 Saragossa treaty with Spain; lost to Dutch after 1600; only East Timor remaining.

   After the restoration of Portuguese independence from Spain in 1640, Portugal proceeded to revive and strengthen the Anglo- Portuguese Alliance, with international aid to fight off further Spanish threats to Portugal and drive the Dutch invaders out of Brazil and Angola. While Portugal lost its foothold in West Africa at Mina to the Dutch, dominion in Angola was consolidated. The most vital part of the imperial economy was a triangular trade: slaves from West Africa and from the coasts of Congo and Angola were shipped to plantations in Brazil; raw materials (sugar, tobacco, gold, diamonds, dyes) were sent to Lisbon; Lisbon shipped Brazil colonists and hardware. Part of Portugal's War of Restoration against Spain (1640-68) and its reclaiming of Brazil and Angola from Dutch intrusions was financed by the New Christians (Jews converted to Christianity after the 1496 Manueline order of expulsion of Jews) who lived in Portugal, Holland and other low countries, France, and Brazil. If the first empire was mainly an African coastal and Asian empire, the second empire was primarily a Brazilian empire.

   Portugal's third overseas empire began upon the traumatic independence of Brazil, the keystone of the Lusitanian enterprise, in 1822. The loss of Brazil greatly weakened Portugal both as a European power and as an imperial state, for the scattered remainder of largely coastal, poor, and uncolonized territories that stretched from the bulge of West Africa to East Timor in the East Indies and Macau in south China were more of a financial liability than an asset. Only two small territories balanced their budgets occasionally or made profits: the cocoa islands of São Tomé and Príncipe in the Gulf of Guinea and tiny Macau, which lost much of its advantage as an entrepot between the West and the East when the British annexed neighboring Hong Kong in 1842. The others were largely burdens on the treasury. The African colonies were strapped by a chronic economic problem: at a time when the slave trade and then slavery were being abolished under pressures from Britain and other Western powers, the economies of Guinea- Bissau, São Tomé/Príncipe, Angola, and Mozambique were totally dependent on revenues from the slave trade and slavery. During the course of the 19th century, Lisbon began a program to reform colonial administration in a newly rejuvenated African empire, where most of the imperial efforts were expended, by means of replacing the slave trade and slavery, with legitimate economic activities.

   Portugal participated in its own early version of the "Scramble" for Africa's interior during 1850-69, but discovered that the costs of imperial expansion were too high to allow effective occupation of the hinterlands. After 1875, Portugal participated in the international "Scramble for Africa" and consolidated its holdings in west and southern Africa, despite the failure of the contra-costa (to the opposite coast) plan, which sought to link up the interiors of Angola and Mozambique with a corridor in central Africa. Portugal's expansion into what is now Malawi, Zambia, and Zimbabwe (eastern section) in 1885-90 was thwarted by its oldest ally, Britain, under pressure from interest groups in South Africa, Scotland, and England. All things considered, Portugal's colonizing resources and energies were overwhelmed by the African empire it possessed after the frontier-marking treaties of 1891-1906. Lisbon could barely administer the massive area of five African colonies, whose total area comprised about 8 percent of the area of the colossal continent. The African territories alone were many times the size of tiny Portugal and, as of 1914, Portugal was the third colonial power in terms of size of area possessed in the world.

   The politics of Portugal's empire were deceptive. Lisbon remained obsessed with the fear that rival colonial powers, especially Germany and Britain, would undermine and then dismantle her African empire. This fear endured well into World War II. In developing and keeping her potentially rich African territories (especially mineral-rich Angola and strategically located Mozambique), however, the race against time was with herself and her subject peoples. Two major problems, both chronic, prevented Portugal from effective colonization (i.e., settling) and development of her African empire: the economic weakness and underdevelopment of the mother country and the fact that the bulk of Portuguese emigration after 1822 went to Brazil, Venezuela, the United States, and France, not to the colonies. These factors made it difficult to consolidate imperial control until it was too late; that is, until local African nationalist movements had organized and taken the field in insurgency wars that began in three of the colonies during the years 1961-64.

   Portugal's belated effort to revitalize control and to develop, in the truest sense of the word, Angola and Mozambique after 1961 had to be set against contemporary events in Europe, Africa, and Asia. While Portugal held on to a backward empire, other European countries like Britain, France, and Belgium were rapidly decolonizing their empires. Portugal's failure or unwillingness to divert the large streams of emigrants to her empire after 1850 remained a constant factor in this question. Prophetic were the words of the 19th-century economist Joaquim Oliveira Martins, who wrote in 1880 that Brazil was a better colony for Portugal than Africa and that the best colony of all would have been Portugal itself. As of the day of the Revolution of 25 April 1974, which sparked the final process of decolonization of the remainder of Portugal's third overseas empire, the results of the colonization program could be seen to be modest compared to the numbers of Portuguese emigrants outside the empire. Moreover, within a year, of some 600,000 Portuguese residing permanently in Angola and Mozambique, all but a few thousand had fled to South Africa or returned to Portugal.

   In 1974 and 1975, most of the Portuguese empire was decolonized or, in the case of East Timor, invaded and annexed by a foreign power before it could consolidate its independence. Only historic Macau, scheduled for transfer to the People's Republic of China in 1999, remained nominally under Portuguese control as a kind of footnote to imperial history. If Portugal now lacked a conventional overseas empire and was occupied with the challenges of integration in the European Union (EU), Lisbon retained another sort of informal dependency that was a new kind of empire: the empire of her scattered overseas Portuguese communities from North America to South America. Their numbers were at least six times greater than that of the last settlers of the third empire.

    See also Luso-Tropicalism; Rose-colored map; Ultimatum, English.

SUBJECT AREA: Land transport, Railways and locomotives

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Gresley was the son of the Rector of Netherseale, Derbyshire; he was educated at Marlborough and by the age of 13 was skilled at making sketches of locomotives. In 1893 he became a pupil of F.W. Webb at Crewe works, London \& North Western Railway, and in 1898 he moved to Horwich works, Lancashire \& Yorkshire Railway, to gain drawing-office experience under J.A.F.Aspinall, subsequently becoming Foreman of the locomotive running sheds at Blackpool. In 1900 he transferred to the carriage and wagon department, and in 1904 he had risen to become its Assistant Superintendent. In 1905 he moved to the Great Northern Railway, becoming Superintendent of its carriage and wagon department at Doncaster under H.A. Ivatt. In 1906 he designed and produced a bogie luggage van with steel underframe, teak body, elliptical roof, bowed ends and buckeye couplings: this became the prototype for East Coast main-line coaches built over the next thirty-five years. In 1911 Gresley succeeded Ivatt as Locomotive, Carriage \& Wagon Superintendent. His first locomotive was a mixed-traffic 2–6–0, his next a 2–8–0 for freight. From 1915 he worked on the design of a 4–6–2 locomotive for express passenger traffic: as with Ivatt's 4 4 2s, the trailing axle would allow the wide firebox needed for Yorkshire coal. He also devised a means by which two sets of valve gear could operate the valves on a three-cylinder locomotive and applied it for the first time on a 2–8–0 built in 1918. The system was complex, but a later simplified form was used on all subsequent Gresley three-cylinder locomotives, including his first 4–6–2 which appeared in 1922. In 1921, Gresley introduced the first British restaurant car with electric cooking facilities.

With the grouping of 1923, the Great Northern Railway was absorbed into the London \& North Eastern Railway and Gresley was appointed Chief Mechanical Engineer. More 4–6– 2s were built, the first British class of such wheel arrangement. Modifications to their valve gear, along lines developed by G.J. Churchward, reduced their coal consumption sufficiently to enable them to run non-stop between London and Edinburgh. So that enginemen might change over en route, some of the locomotives were equipped with corridor tenders from 1928. The design was steadily improved in detail, and by comparison an experimental 4–6–4 with a watertube boiler that Gresley produced in 1929 showed no overall benefit. A successful high-powered 2–8–2 was built in 1934, following the introduction of third-class sleeping cars, to haul 500-ton passenger trains between Edinburgh and Aberdeen.

In 1932 the need to meet increasing road competition had resulted in the end of a long-standing agreement between East Coast and West Coast railways, that train journeys between London and Edinburgh by either route should be scheduled to take 8 1/4 hours. Seeking to accelerate train services, Gresley studied high-speed, diesel-electric railcars in Germany and petrol-electric railcars in France. He considered them for the London \& North Eastern Railway, but a test run by a train hauled by one of his 4–6–2s in 1934, which reached 108 mph (174 km/h), suggested that a steam train could better the railcar proposals while its accommodation would be more comfortable. To celebrate the Silver Jubilee of King George V, a high-speed, streamlined train between London and Newcastle upon Tyne was proposed, the first such train in Britain. An improved 4–6–2, the A4 class, was designed with modifications to ensure free running and an ample reserve of power up hill. Its streamlined outline included a wedge-shaped front which reduced wind resistance and helped to lift the exhaust dear of the cab windows at speed. The first locomotive of the class, named Silver Link, ran at an average speed of 100 mph (161 km/h) for 43 miles (69 km), with a maximum speed of 112 1/2 mph (181 km/h), on a seven-coach test train on 27 September 1935: the locomotive went into service hauling the Silver Jubilee express single-handed (since others of the class had still to be completed) for the first three weeks, a round trip of 536 miles (863 km) daily, much of it at 90 mph (145 km/h), without any mechanical troubles at all. Coaches for the Silver Jubilee had teak-framed, steel-panelled bodies on all-steel, welded underframes; windows were double glazed; and there was a pressure ventilation/heating system. Comparable trains were introduced between London Kings Cross and Edinburgh in 1937 and to Leeds in 1938.

Gresley did not hesitate to incorporate outstanding features from elsewhere into his locomotive designs and was well aware of the work of André Chapelon in France. Four A4s built in 1938 were equipped with Kylchap twin blast-pipes and double chimneys to improve performance still further. The first of these to be completed, no. 4468, Mallard, on 3 July 1938 ran a test train at over 120 mph (193 km/h) for 2 miles (3.2 km) and momentarily achieved 126 mph (203 km/h), the world speed record for steam traction. J.Duddington was the driver and T.Bray the fireman. The use of high-speed trains came to an end with the Second World War. The A4s were then demonstrated to be powerful as well as fast: one was noted hauling a 730-ton, 22-coach train at an average speed exceeding 75 mph (120 km/h) over 30 miles (48 km). The war also halted electrification of the Manchester-Sheffield line, on the 1,500 volt DC overhead system; however, anticipating eventual resumption, Gresley had a prototype main-line Bo-Bo electric locomotive built in 1941. Sadly, Gresley died from a heart attack while still in office.

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See also: Bulleid, Oliver Vaughan Snell

- Far East

1) далеко

- from far and wide co

- as far as I am concerned

- so far so good

2) (обыкновенно в сравнительных оборотах как усилитель) намного, значительно

- far better

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SUBJECT AREA: Land transport, Railways and locomotives

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Robert Stephenson's father was George Stephenson, who ensured that his son was educated to obtain the theoretical knowledge he lacked himself. In 1821 Robert Stephenson assisted his father in his survey of the Stockton \& Darlington Railway and in 1822 he assisted William James in the first survey of the Liverpool \& Manchester Railway. He then went to Edinburgh University for six months, and the following year Robert Stephenson \& Co. was named after him as Managing Partner when it was formed by himself, his father and others. The firm was to build stationary engines, locomotives and railway rolling stock; in its early years it also built paper-making machinery and did general engineering.

In 1824, however, Robert Stephenson accepted, perhaps in reaction to an excess of parental control, an invitation by a group of London speculators called the Colombian Mining Association to lead an expedition to South America to use steam power to reopen gold and silver mines. He subsequently visited North America before returning to England in 1827 to rejoin his father as an equal and again take charge of Robert Stephenson \& Co. There he set about altering the design of steam locomotives to improve both their riding and their steam-generating capacity. Lancashire Witch, completed in July 1828, was the first locomotive mounted on steel springs and had twin furnace tubes through the boiler to produce a large heating surface. Later that year Robert Stephenson \& Co. supplied the Stockton \& Darlington Railway with a wagon, mounted for the first time on springs and with outside bearings. It was to be the prototype of the standard British railway wagon. Between April and September 1829 Robert Stephenson built, not without difficulty, a multi-tubular boiler, as suggested by Henry Booth to George Stephenson, and incorporated it into the locomotive Rocket which the three men entered in the Liverpool \& Manchester Railway's Rainhill Trials in October. Rocket, was outstandingly successful and demonstrated that the long-distance steam railway was practicable.

Robert Stephenson continued to develop the locomotive. Northumbrian, built in 1830, had for the first time, a smokebox at the front of the boiler and also the firebox built integrally with the rear of the boiler. Then in Planet, built later the same year, he adopted a layout for the working parts used earlier by steam road-coach pioneer Goldsworthy Gurney, placing the cylinders, for the first time, in a nearly horizontal position beneath the smokebox, with the connecting rods driving a cranked axle. He had evolved the definitive form for the steam locomotive.

Also in 1830, Robert Stephenson surveyed the London \& Birmingham Railway, which was authorized by Act of Parliament in 1833. Stephenson became Engineer for construction of the 112-mile (180 km) railway, probably at that date the greatest task ever undertaken in of civil engineering. In this he was greatly assisted by G.P.Bidder, who as a child prodigy had been known as "The Calculating Boy", and the two men were to be associated in many subsequent projects. On the London \& Birmingham Railway there were long and deep cuttings to be excavated and difficult tunnels to be bored, notoriously at Kilsby. The line was opened in 1838.

In 1837 Stephenson provided facilities for W.F. Cooke to make an experimental electrictelegraph installation at London Euston. The directors of the London \& Birmingham Railway company, however, did not accept his recommendation that they should adopt the electric telegraph and it was left to I.K. Brunel to instigate the first permanent installation, alongside the Great Western Railway. After Cooke formed the Electric Telegraph Company, Stephenson became a shareholder and was Chairman during 1857–8.

Earlier, in the 1830s, Robert Stephenson assisted his father in advising on railways in Belgium and came to be increasingly in demand as a consultant. In 1840, however, he was almost ruined financially as a result of the collapse of the Stanhope \& Tyne Rail Road; in return for acting as Engineer-in-Chief he had unwisely accepted shares, with unlimited liability, instead of a fee.

During the late 1840s Stephenson's greatest achievements were the design and construction of four great bridges, as part of railways for which he was responsible. The High Level Bridge over the Tyne at Newcastle and the Royal Border Bridge over the Tweed at Berwick were the links needed to complete the East Coast Route from London to Scotland. For the Chester \& Holyhead Railway to cross the Menai Strait, a bridge with spans as long-as 460 ft (140 m) was needed: Stephenson designed them as wrought-iron tubes of rectangular cross-section, through which the trains would pass, and eventually joined the spans together into a tube 1,511 ft (460 m) long from shore to shore. Extensive testing was done beforehand by shipbuilder William Fairbairn to prove the method, and as a preliminary it was first used for a 400 ft (122 m) span bridge at Conway.

In 1847 Robert Stephenson was elected MP for Whitby, a position he held until his death, and he was one of the exhibition commissioners for the Great Exhibition of 1851. In the early 1850s he was Engineer-in-Chief for the Norwegian Trunk Railway, the first railway in Norway, and he also built the Alexandria \& Cairo Railway, the first railway in Africa. This included two tubular bridges with the railway running on top of the tubes. The railway was extended to Suez in 1858 and for several years provided a link in the route from Britain to India, until superseded by the Suez Canal, which Stephenson had opposed in Parliament. The greatest of all his tubular bridges was the Victoria Bridge across the River St Lawrence at Montreal: after inspecting the site in 1852 he was appointed Engineer-in-Chief for the bridge, which was 1 1/2 miles (2 km) long and was designed in his London offices. Sadly he, like Brunel, died young from self-imposed overwork, before the bridge was completed in 1859.

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See also: Pihl, Carl Abraham; Seguin, Marc