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in+the+time+of+henry+iv

  • 121 rationale

    [,Ї‡Џ†'­‡®]
    принцип, лежащий в основе чего-то; аргументация, объяснение (в отличие от rationalization, не имеет отрицательного оттенка)

    1....the necessity to confront a choice between the geopolitical rationale and American capabilities (Henry Kissinger). —...выбор между геополитическими целями и возможностями США.

    2. There was no political rationale for Britain to become involved (Henry Kissinger). — Для Великобритании не имело политического смысла втягиваться в это дело.

    3. Starr... defended (his methods)... But it was difficult to square that rationale with some of the questions (his) agents were asking (Time). —...но эти утверждения (объяснения, аргументы) плохо увязываются с некоторыми вопросами, которые задавали его агенты.

    4. Most Americans understand the challenge Mr. Tungfaces... Few, however, will understand the rationale of restricting democracy (Washington Post). —...немногие, однако, согласятся с тем, что необходимо ограничить демократию.

    The English annotation is below. (English-Russian) > rationale

  • 122 Shakespeare's words and phrases

    •• Не знаю, сколько у английского языка «источников» и «составных частей», но два источника современной английской идиоматики можно назвать без колебаний – это Библия в варианте короля Якова (разумеется, не Джеймса!) – the King James Version of 1611 (см. статью Bible words and phrases) и Шекспир. В известном английском анекдоте некая дама говорит, что Шекспир ей нравится, но одно раздражает – обилие клише! Шекспир – самый цитируемый автор, и слова, выражения, иногда целые пассажи из Шекспира встречаются в речи людей, читавших его очень давно или не читавших вообще. Удивительная сила шекспировского слова в не меньшей степени, чем его гений драматурга, заставляет многих сомневаться, что автором великих произведений действительно был ничем не примечательный и, судя по сохранившимся обрывкам исторических сведений, малопривлекательный житель Стрэтфорда. Я разделяю эти сомнения, но здесь рассматривать эту тему нет возможности. К сожалению, в кратком словаре не хватит места и для малой толики шекспировской идиоматики, с которой должен быть хотя бы поверхностно знаком уважающий себя переводчик (в том числе и работающий в основном устно). Ограничимся минимальным «шекспировским ликбезом» в надежде на способность читателя к самообразованию.

    •• Конечно, мало людей, не знающих, что именно Шекспиру принадлежат слова To be or not to be: that is the question или A horse! A horse! My Kingdom for a horse (из «Ричарда III»), или не знакомых с их «каноническими», вошедшими в русский язык переводами (Быть или не быть – вот в чем вопрос и Коня, коня! Полцарства за коня!). Многие правильно укажут и происхождение другого часто цитируемого отрывка:
    •• What’s in a name? That which we call a rose
    •• By any other name would smell as sweet.
    •• (Romeo and Juliet)
    •• В переводе Щепкиной-Куперник:
    •• Что в имени? То, что зовем мы розой,
    •• И под другим названьем сохраняло б
    •• Свой сладкий запах.
    •• Интересны две цитаты, которые по-русски встречаются едва ли не чаще, чем в английских текстах.
    •• All the world’s a stage,
    •• And all the men and women merely players.
    •• Весь мир – театр, и люди в нем – актеры.
    •• (Из комедии As You Like It – «Как вам это понравится»)
    •• There are more things in heaven and earth, Horatio,
    •• Than are dreamt of in your philosophy.
    •• Есть многое на свете, друг Горацио,
    •• Что и не снилось нашим мудрецам
    •• (Из «Гамлета» в переводе 1828 года (!) М.Вронченко; именно в таком виде эта цитата вошла в русский язык.)
    •• Но вот еще один «шекспиризм», тоже из «Гамлета» и тоже обращенный к Горацио: In my mind’s eye, Horatio (в переводах, с разными вариациями – В очах моей души, Горацио). Подавляющее большинство говорящих по-английски, употребляя это распространенное выражение, не осознают, что «цитируют Шекспира». (По-русски мы скажем что-нибудь вроде в мыслях я вижу или мысленным взором.)
    •• Несколько аналогичных примеров:
    •• foregone conclusion (из «Отелло»). Прочно вошло в язык. Употребляется, когда речь идет о заранее ясном результате, предрешенном деле, о чем-то не вызывающем сомнений. The outcome of the general elections was a foregone conclusion (International Herald Tribune);
    •• to the manner born (из «Гамлета»). Означает естественную склонность к чему-то, врожденную способность, легкость в выполнении дела или исполнении обязанностей. Существует вариант to the manor born (разница на письме, но не в произношении). Удачный перевод: У него это в крови;
    •• True it is that we have seen better days (из «Как вам это понравится»). Перевод очевиден: Мы видели (у нас были) лучшие времена. Иногда так говорят о женщине не первой молодости: She has seen better days или о политике, переживающем кризис;
    •• to wear one’s heart upon one’s sleeve (из «Отелло») – не скрывать своих чувств. По-русски можно сказать душа нараспашку;
    •• a plague on both your houses. Слова Меркуцио из «Ромео и Джульетты». Нередко употребляются и в русской речи ( чума на оба ваши дома), часто без малейшего представления об источнике;
    •• brevity is the soul of wit. Вошло в поговорку и по-русски (Краткость – душа остроумия). Но все же неплохо знать, что и это – из «Гамлета», где смысл глубже (в переводе М.Лозинского – «Краткость есть душа ума»);
    •• brave new world (из «Бури» – The Tempest). И конечно, из названия ранее полузапрещенного у нас романа Олдоса Хаксли. У Шекспира: O brave new world that has such people in’t (О, дивный мир, где есть такие люди). У Хаксли («Прекрасный новый мир») мы имеем дело с типичным (и, по-моему, довольно скучным) романом-антиутопией. Надо иметь в виду, что это выражение используется чаще всего иронически или с оттенком осуждения;
    •• honorable men (из «Юлия Цезаря» – Julius Caesar). Аналогичный случай: иронически-осуждающее употребление, казалось бы, понятного словосочетания. Правда, нередки случаи, когда оно употребляется и в прямом значении ( достойные люди). Но переводчик должен быть внимателен. Многие говорящие по-английски помнят то место в трагедии Шекспира, где Марк Антоний называет Брута an honorable man, имея в виду совершенно обратное. В письменном переводе помогут кавычки («достопочтенные» граждане), в устном придется рискнуть или сказать нечто нейтральное (человек с известной репутацией);
    •• there is method in the madness. Видоизмененная цитата из «Гамлета». Подразумевается, что за внешней нелогичностью, странностью какого-то поступка или явления кроется своя логика, свой смысл;
    •• more in sorrow than in anger (тоже из «Гамлета»). Пастернаковское «скорей с тоской, чем с гневом» не очень подходит в переводе этого выражения в его современном употреблении. Лучше сказать скорее с сожалением, чем с негодованием/гневом;
    •• more sinned against than sinning. Моя любимая цитата из «Короля Лира» (так говорит о себе главный герой: I am a man/more sinned against than sinning). В прекрасном, незаслуженно забытом переводе М.Кузмина: Предо мной другие/грешней, чем я пред ними. Образец сжатости и точности!
    •• the wheel has come full circle (из «Короля Лира»). Употребляется чаще всего так: we have come full circle – мы пришли к тому, с чего начали;
    •• strange bedfellows (из «Бури»). Нередко цитируют как в пьесе (Misery acquaints a man with strange bedfellows – В нужде с кем не поведешься), но чаще всего, не подозревая о шекспировских корнях этой фразы, говорят Politics makes strange bedfellows. Свежая модификация из журнала Time: President Jacques Chirac and newly-elected Prime Minister Lionel Jospin make uneasy bedfellows. Имеются в виду странные (на первый взгляд) политические альянсы, коалиции или, как в последнем примере, «сожительства» (фр. cohabitation). Но ведь не просто так, а bedfellows! Говорящие по-английски, несомненно, чувствуют эту «постельную» коннотацию. Так, в журнале Time процитированная фраза сопровождается соответствующей карикатурой. Так что при желании переводчику есть где развернуться;
    •• salad days (из «Антония и Клеопатры»). Иногда цитируется, как в пьесе: My salad days, when I was green in judgment. (В переводе М.Донского: Тогда была/девчонкой я неопытной, незрелой. Пожалуй, слово девчонка все-таки неуместно в устах Клеопатры.) Употребляется довольно часто, иногда с иронией: the salad days of detente (W. Safire) – разрядка (международной напряженности) в ее первом цветении. В разговоре можно воспользоваться русским молодо-зелено. Более «серьезный» перевод – период/эпоха становления;
    •• at one fell swoop (из «Макбета»). Еще один пример, когда шекспировское происхождение фразы почти никем не ощущается (есть и другие – fight till the last gasp – драться/бороться до последнего дыхания из «Генриха VI»/Henry VI; as good luck would have it – по счастью; и тут мне улыбнулась удача из «Виндзорских кумушек/проказниц»/The Merry Wives of Windsor). At one fell swoop – одним махом, в одночасье, в одно мгновение;
    •• sound and fury. Тоже из «Макбета», а также из названия романа Фолкнера (русский перевод «Шум и ярость»). За неимением места невозможно полностью процитировать гениальный монолог Макбета. Главное: [Life] is a tale/Told by an idiot, full of sound and fury/Signifying nothing. В переводе М.Лозинского: Это – новость,/Рассказанная дураком, где много/И шума и страстей, но смысла нет. У Шекспира звучит страшней. Sound and fury в переносном значении может иметь два значения: одно близко к много шума из ничего (кстати, тоже «шекспиризм» – название пьесы Much Ado About Nothing), второе обозначает недюжинные страсти, драматические события. Причем не всегда легко почувствовать контекстуальный смысл;
    •• every inch a king (из «Короля Лира»). В переводе Т.Щепкиной-Куперник Король, от головы до ног. Вместо слова king часто употребляются и другие – gentleman, lady, statesman и т.д. По-русски – самый настоящий, до мозга костей. Внимание: нередко употребляется шутливо, иронически;
    •• ‘tis neither here nor there. Так в «Отелло». В обиходной речи, конечно, it’s. В Англо-русском фразеологическом словаре А.В.Кунина не указано шекспировское происхождение этой фразы. Не стоит переводить ее русским ни к селу, ни к городу (слишком силен русский колорит). Может быть, это не из той оперы? Пожалуй, лучше оставаться в рамках нейтрального стиля: это несущественно/к делу не относится/я говорил о другом;
    •• cry havoc (из бессмертного «Юлия Цезаря»). В пьесе: Caesar’s spirit... shall... cry ‘Havoc!’ and let slip the dogs of war. В переводе И.Мандельштама: «Всем смерть!» – собак войны с цепи спуская. В последнее время (может быть, время такое?) популярны обе части этой цитаты – вспомним роман Ф.Форсайта The Dogs of War. Переносный смысл довольно разнообразен – давать сигнал к грабежу, заниматься подстрекательством; вести беспощадную войну, разорять все вокруг и т.д. Но есть и другое значение cry havoc – кричать караул, сеять панику. Ср. play havoc with something – сеять разрушение, опустошать, дезорганизовать.
    •• Что сказать в заключение (и в свое оправдание)? «Нельзя объять необъятного» (это, конечно, не из Шекспира, а из Козьмы Пруткова, но тоже может поставить в тупик переводчика. Возможный – сознаюсь, не блестящий – вариант перевода You can’t cover what’s boundless. Можно сказать и проще: I couldn’t do it if I tried!).

    English-Russian nonsystematic dictionary > Shakespeare's words and phrases

  • 123 Bosch, Robert August

    [br]
    b. 23 September 1861 Albeck, near Ulm, Germany
    d. 9 March 1942 Stuttgart, Germany
    [br]
    German engineer, industrialist and pioneer of internal combustion engine electrical systems.
    [br]
    Robert was the eighth of twelve children of the landlord of a hotel in the village of Albeck. He wanted to be a botanist and zoologist, but at the age of 18 he was apprenticed as a precision mechanic. He travelled widely in the south of Germany, which is unusual for an apprenticeship. In 1884, he went to the USA, where he found employment with Thomas A. Edison and his colleague, the German electrical engineer Siegmund Bergmann. During this period he became interested and involved in the rights of workers.
    In 1886 he set up his own workshop in Stuttgart, having spent a short time with Siemens in England. He built up a sound reputation for quality, but the firm outgrew its capital and in 1892 he had to sack nearly all his employees. Fortunately, among the few that he was able to retain were Arnold Zähringer, who later became Manager, and an apprentice, Gottlieb Harold. These two, under Bosch, were responsible for the development of the low-tension (1897) and the high-tension (1902) magneto. They also developed the Bosch sparking plug, again in 1902. The distributor for multi-cylinder engines followed in 1910. These developments, with a strong automotive bias, were stimulated by Bosch's association with Frederick Simms, an Englishman domiciled in Hamburg, who had become a director of Daimler in Canstatt and had secured the UK patent rights of the Daimler engine. Simms went on to invent, in about 1898, a means of varying ignition timing with low-tension magnetos.
    It must be emphasized, as pointed out above, that the invention of neither type of magneto was due to Bosch. Nikolaus Otto introduced a crude low-tension magneto in 1884, but it was not patented in Germany, while the high-tension magneto was invented by Paul Winand, a nephew of Otto's partner Eugen Langen, in 1887, this patent being allowed to lapse in 1890.
    Bosch's social views were advanced for his time. He introduced an eight-hour day in 1906 and advocated industrial arbitration and free trade, and in 1932 he wrote a book on the prevention of world economic crises, Die Verhütung künftiger Krisen in der Weltwirtschaft. Other industrialists called him the "Red Bosch" because of his short hours and high wages; he is reputed to have replied, "I do not pay good wages because I have a lot of money, I have a lot of money because I pay good wages." The firm exists to this day as the giant multi-national company Robert Bosch GmbH, with headquarters still in Stuttgart.
    [br]
    Further Reading
    T.Heuss, 1994, Robert Bosch: His Life and Achievements (trans. S.Gillespie and J. Kapczynski), New York: Henry Holt \& Co.
    JB

    Biographical history of technology > Bosch, Robert August

  • 124 Ingersoll, Simon

    [br]
    b. 3 March 1818 Stamford, Connecticut, USA
    d. 24 July 1894 Stamford, Connecticut, USA
    [br]
    American mechanic, inventor of a rock drill
    [br]
    Ingersoll worked on his father's farm and spent much of his time carrying out all kinds of mechanical experiments until 1839, when he went to Long Island, New York, to work on another farm. Having returned home in 1858, he received several patents for different mechanical devices, but he did not know how to turn his inventive talent into economic profit. His patents were sold to others for money to continue his work and support his family. In 1870, working again on Long Island, he by chance came into contact with New York City's largest contractor, who urged him to design a mechanical rock drill in order to replace hand drills in the rock-excavation business. Within one year Ingersoll built several models and a full-size machine at the machine shop of Henry Clark Sergeant, who contributed several improvements. They secured a joint patent in 1871, which was soon followed by a patent for a rock drill with tappet-valve motion.
    Although the Ingersoll Drill Company was established, he again sold the patent rights and went back to Stamford, where he continued his inventive work and gained several more patents for improving the rock drill. However, he never understood how to make a fortune from his patents, and he died almost penniless. His former partner, Sergeant, who had formed his own drill company on the basis of an entirely novel valve motion which led to compressed air being used as a power source, in 1888 established the Ingersoll- Sergeant Drill Company, which in 1905 merged with Rand Drill Company, which had been a competitor, to form the Ingersoll-Rand Company. This merger led to many achievements in manufacturing rock drills and air compressors at a time when there was growing demand for such machinery.
    [br]
    Further Reading
    Dictionary of American Biography (articles on both Ingersoll and Sergeant). W.L.Saunders, 1910, "The history of the rock drill and of the Ingersoll-Rand Company", Compressed Air Magazine: 3,679–80 (a lively description of the way in which he was encouraged to design the rock drill).
    WK

    Biographical history of technology > Ingersoll, Simon

  • 125 Phillips, Horatio Frederick

    SUBJECT AREA: Aerospace
    [br]
    b. 2 February 1845 London, England
    d. 15 July 1926 Hampshire, England
    [br]
    English aerodynamicist whose cambered two-surface wing sections provided the foundations for aerofoil design.
    [br]
    At the age of 19, Phillips developed an interest in flight and constructed models with lightweight engines. He spent a large amount of time and money over many years, carrying out practical research into the science of aerodynamics. In the early 1880s he built a wind tunnel with a working section of 15 in. by 10 in. (38 cm by 25 cm). Air was sucked through the working section by an adaptation of the steam injector used in boilers and invented by Henry Giffard, the airship pioneer. Phillips tested aerofoils based on the cross-section of bird's wings, with a greater curvature on the upper surface than the lower. He measured the lift and drag and showed that the major component of lift came from suction on the upper surface, rather than pressure on the lower. He took out patents for his aerofoil sections in 1884 and 1891. In addition to his wind-tunnel test, Phillips tested his wing sections on a whirling arm, as used earlier by Cayley, Wenham and Lilienthal. After a series of tests using an arm of 15 ft (4.57 m) radius, Phillips built a massive whirling arm driven by a steam engine. His test pieces were mounted on the end of the arm, which had a radius of 50 ft (15.24 m), giving them a linear speed of 70 mph (113 km/h). By 1893 Phillips was ready to put his theories to a more practical test, so he built a large model aircraft driven by a steam engine and tethered to run round a circular track. It had a wing span of 19 ft (5.79 m), but it had fifty wings, one above the other. These wings were only 10 in. (25 cm) wide and mounted in a frame, so it looked rather like a Venetian blind. At 40 mph (64 km/h) it lifted off the track. In 1904 Phillips built a full-size multi-wing aeroplane with twenty wings which just lifted off the ground but did not fly. He built another multi-wing machine in 1907, this time with four Venetian blind' frames in tandem, giving it two hundred wings! Phillips made a short flight of almost 500 ft (152 m) which could be claimed to be the first powered aeroplane flight in England by an Englishman. He retired from flying at the age of 62.
    [br]
    Bibliography
    1900, "Mechanical flight and matters relating thereto", Engineering (reprint).
    1891–3, "On the sustentation of weight by mechanical flight", Aeronautical Society of Great Britain 23rd Report.
    Further Reading
    J.Laurence Pritchard, 1957, "The dawn of aerodynamics", Journal of the Royal Aeronautical Society (March) (good descriptions of Phillips's early work and his wind tunnel).
    F.W.Brearey, 1891–3, "Remarks on experiments made by Horatio Phillips", Aeronautical Society of Great Britain 23rd Report.
    JDS

    Biographical history of technology > Phillips, Horatio Frederick

  • 126 be before


    1) предшествовать to be before one's time ≈ предшествовать чьему-л. рождению King Henry VII was before Queen Elizabeth I. ≈ До Елизаветы I правил король Генрих VII. No, I don't remember that film, it was before my time. ≈ Нет, я не помню этот фильм. Его сняли до того, как я родился. During the war - but that was before your time, of course - it was difficult to get enough bread. ≈ Во время войны (тебя, конечно, тогда еще и на свете не было) было очень трудно с хлебом. Syn: come before
    1)
    2) обвиняться, предстать перед( судом, законом) Peter has been before the court again on a charge of driving while drunk. ≈ Питер снова предстал перед судом за ведение машины в нетрезвом состоянии. Syn: bring before
    1), come before
    4), go before
    2), haul before, send before
    1)

    Большой англо-русский и русско-английский словарь > be before

  • 127 Stephenson, George

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

    Biographical history of technology > Stephenson, George

  • 128 be before

    be before а) быть, жить раньше, чем что-л., кто-л. King Henry VII wasbefore Queen Elizabeth I. б) предшествовать чьему-л. рождению No, I don'tremember that film, it was before my time. During the war - but that wasbefore your time, of course-it was difficult to get enough eggs. в) обвинятьсяPeter has been before the court again on a charge of driving while drunk.

    Англо-русский словарь Мюллера > be before

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