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121 calender
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122 hot
1. a горячий, жаркийburning hot — обжигающий; обжигающе горячий
I like my tea hot — я люблю, чтобы чай был горячий
to make hot — нагревать; разогревать
2. a тех. накалённый, перегретыйhot snare — раскалённая петля, прижигательная петля
3. a горячий, страстныйhot anger — ярость, бешенство
4. a разгорячённый, возбуждённый; раздражённый5. a страстно увлекающийся6. a в состоянии творческого подъёма, вдохновенияhot dog! — ай да он!; вот это да!; вот это здорово!
7. a горячий, напряжённыйhot battle — жаркий бой, ожесточённое сражение
in the hot test part of the battle — в самом огне ; в разгар боя
8. a спорный, вызывающий ожесточённые споры; жгучий, злободневныйhot pepper — острый или жгучий перец, перец стручковый
9. a свежий, недавний; только что полученный или прибывшийhot copy — последнее сообщение, сенсационное известие
hot tip — сведения из первых рук, самая свежая информация
hot from the press — только что отпечатанный; свеженький
10. a преследующий, идущий по пятам11. a разг. близкий к целиyou are getting hot — вы начинаете догадываться, вы приближаетесь к цели ;
it was so hot I took my coat off — было так жарко, что я снял пиджак
12. a острый, пряный,13. a жгучий14. a яркий, резкий, кричащий15. a сладострастный, похотливый, чувственный16. a скабрёзный, похабныйhot dancer — танцовщица в притоне; исполнительница непристойных танцев
17. a возбуждающий, волнующий, страстный18. a физ. высокорадиоактивныйhot laboratory — «горячая» лаборатория, лаборатория для исследования высокоактивных веществ
19. a сл. скоростной, высокоскоростной20. a постояннодействующий, поддерживаемый в постоянной готовности21. a сл. украденный, незаконно приобретённый или хранимый; контрабандныйhot cockles — детская или деревенская игра «жучок»
22. a сл. усиленно разыскиваемый полицией; скрывающийся от правосудияthe hot test criminal in town — преступник, чьё имя стоит первым среди разыскиваемых в городе
23. a сл. отличный, замечательный; привлекательныйnot so hot — так себе, не ахти какой
24. a сл. счастливый, удачный25. a сл. пользующийся успехом, популярный26. a сл. модный, быстро раскупаемый, ходовой27. a сл. смешной, нелепый28. a сл. невероятный, невозможный29. adv горячо, жаркоit is infernally hot — чертовски жарко, адская жара
30. adv горячо, страстно31. v разг. разогревать, подогревать, нагреватьhot up — разогревать, нагревать
32. v разг. разжигать, раздувать; усиливать33. v разг. оживлять, вливать новую жизньСинонимический ряд:1. angry (adj.) agitated; angry; excitable; furious; indignant; irascible; passionate; vehement; violent2. ardent (adj.) ardent; baking; blistering; boiling; broiling; burning; fiery; flaming; heated; red-hot; scalding; scorching; sizzling; sultry; sweltering; sweltry; torrid; warm; white-hot3. charged (adj.) charged; electrified; live4. contraband (adj.) banned; contraband5. feverish (adj.) fevered; feverish; flushed; pyretic6. lustful (adj.) aroused; concupiscent; goatish; lascivious; libidinous; lickerish; lustful; prurient; ruttish; rutty; satyric; sensual7. marvelous (adj.) divine; dreamy; glorious; groovy; hunky-dory; marvelous; nifty; peachy; ripping; sensational; super; swell; terrific; wonderful8. spicy (adj.) acrid; biting; peppery; piquant; pungent; sharp; spicy; strongАнтонимический ряд:apathetic; biting; bland; bleak; calm; chilling; chilly; cold; cool; dead; distant; freezing; frigid; indifferent; insensitive; rigid -
123 Holabird, William
[br]b. 11 September 1854 American Union, New York, USAd. 19 July 1923 Evanston, Illinois, USA[br]American architect who contributed to the development of steel framing, a type of structure that rendered possible the erection of the skyscraper.[br]The American skyscraper was, in the 1870s and 1880s, very much the creation of what came to be known as the Chicago school of architecture. It was the most important American contribution to the urban architectural scene. At this time conditions were ripe for this type of office development, and in the big cities, notably Chicago and New York, steeply rising land values provided the incentive to build high; the structural means to do so had been triggered by the then low costs of making quality iron and steel. The skyscraper appeared after the invention of the passenger lift by Otis and the pioneer steel-frame work of Jenney. In 1875 Holabird was working in Jenney's office in Chicago. By 1883 he had set up in private practice, joined by another young architect, Martin Roche (1855–1927), and together they were responsible for the Tacoma Building (1887–9) in Chicago. In this structure the two front façades were entirely non-load-bearing and were carried by an internal steel skeleton; only the rear walls were load-bearing. The design of the building was not revolutionary (this had to wait for L.H. Sullivan) but was traditional in form. It was the possibility of being able to avoid load-bearing outer walls that enabled a building to rise above some nine storeys, and the thirteen-storeyed Tacoma Building pointed the way to the future development of the skyscraper. The firm of Holabird \& Roche continued in the following decades in Chicago to design and construct further high-quality, although lower, commercial buildings such as those in South Michigan Avenue and the McClurg Building. However, they are best remembered for their contribution in engineering to the development of high-rise construction.[br]Further ReadingF.Mujica, 1929, History of the Skyscraper, Paris: Archaeology and Architecture Press. C.W.Condit, 1964, The Chicago School of Architecture: A History of Commercial andPublic Building in the Chicago Area 1875–1925, Chicago: University of Chicago Press. J.W.Rudd (compiler), 1966, Holabird and Roche: Chicago Architects, American Association of Architectural Bibliographers.DY -
124 Hornblower, Jonathan
SUBJECT AREA: Steam and internal combustion engines[br]b. 1753 Cornwall (?), Englandd. 1815 Penryn, Cornwall, England[br]English mining engineer who patented an early form of compound steam engine.[br]Jonathan came from a family with an engineering tradition: his grandfather Joseph had worked under Thomas Newcomen. Jonathan was the sixth child in a family of thirteen whose names all began with "J". In 1781 he was living at Penryn, Cornwall and described himself as a plumber, brazier and engineer. As early as 1776, when he wished to amuse himself by making a small st-eam engine, he wanted to make something new and wondered if the steam would perform more than one operation in an engine. This was the foundation for his compound engine. He worked on engines in Cornwall, and in 1778 was Engineer at the Ting Tang mine where he helped Boulton \& Watt erect one of their engines. He was granted a patent in 1781 and in that year tried a large-scale experiment by connecting together two engines at Wheal Maid. Very soon John Winwood, a partner in a firm of iron founders at Bristol, acquired a share in the patent, and in 1782 an engine was erected in a colliery at Radstock, Somerset. This was probably not very successful, but a second was erected in the same area. Hornblower claimed greater economy from his engines, but steam pressures at that time were not high enough to produce really efficient compound engines. Between 1790 and 1794 ten engines with his two-cylinder arrangement were erected in Cornwall, and this threatened Boulton \& Watt's near monopoly. At first the steam was condensed by a surface condenser in the bottom of the second, larger cylinder, but this did not prove very successful and later a water jet was used. Although Boulton \& Watt proceeded against the owners of these engines for infringement of their patent, they did not take Jonathan Hornblower to court. He tried a method of packing the piston rod by a steam gland in 1781 and his work as an engineer must have been quite successful, for he left a considerable fortune on his death.[br]Bibliography1781, British patent no. 1,298 (compound steam engine).Further ReadingR.Jenkins, 1979–80, "Jonathan Hornblower and the compound engine", Transactions of the Newcomen Society 11.J.Tann, 1979–80, "Mr Hornblower and his crew, steam engine pirates in the late 18th century", Transactions of the Newcomen Society 51.J.Farey, 1827, A Treatise on the Steam Engine, Historical, Practical and Descriptive, reprinted 1971, Newton Abbot: David \& Charles (an almost contemporary account of the compound engine).D.S.L.Cardwell, 1971, From Watt to Clausius. The Rise of Thermo dynamics in the Early Industrial Age, London: Heinemann.H.W.Dickinson, 1938, A Short History of the Steam Engine, Cambridge University Press.R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press.RLH -
125 Priestman, William Dent
SUBJECT AREA: Steam and internal combustion engines[br]b. 23 August 1847 Sutton, Hull, Englandd. 7 September 1936 Hull, England[br]English oil engine pioneer.[br]William was the second son and one of eleven children of Samuel Priestman, who had moved to Hull after retiring as a corn miller in Kirkstall, Leeds, and who in retirement had become a director of the North Eastern Railway Company. The family were strict Quakers, so William was sent to the Quaker School in Bootham, York. He left school at the age of 17 to start an engineering apprenticeship at the Humber Iron Works, but this company failed so the apprenticeship was continued with the North Eastern Railway, Gateshead. In 1869 he joined the hydraulics department of Sir William Armstrong \& Company, Newcastle upon Tyne, but after a year there his father financed him in business at a small, run down works, the Holderness Foundry, Hull. He was soon joined by his brother, Samuel, their main business being the manufacture of dredging equipment (grabs), cranes and winches. In the late 1870s William became interested in internal combustion engines. He took a sublicence to manufacture petrol engines to the patents of Eugène Etève of Paris from the British licensees, Moll and Dando. These engines operated in a similar manner to the non-compression gas engines of Lenoir. Failure to make the two-stroke version of this engine work satisfactorily forced him to pay royalties to Crossley Bros, the British licensees of the Otto four-stroke patents.Fear of the dangers of petrol as a fuel, reflected by the associated very high insurance premiums, led William to experiment with the use of lamp oil as an engine fuel. His first of many patents was for a vaporizer. This was in 1885, well before Ackroyd Stuart. What distinguished the Priestman engine was the provision of an air pump which pressurized the fuel tank, outlets at the top and bottom of which led to a fuel atomizer injecting continuously into a vaporizing chamber heated by the exhaust gases. A spring-loaded inlet valve connected the chamber to the atmosphere, with the inlet valve proper between the chamber and the working cylinder being camoperated. A plug valve in the fuel line and a butterfly valve at the inlet to the chamber were operated, via a linkage, by the speed governor; this is believed to be the first use of this method of control. It was found that vaporization was only partly achieved, the higher fractions of the fuel condensing on the cylinder walls. A virtue was made of this as it provided vital lubrication. A starting system had to be provided, this comprising a lamp for preheating the vaporizing chamber and a hand pump for pressurizing the fuel tank.Engines of 2–10 hp (1.5–7.5 kW) were exhibited to the press in 1886; of these, a vertical engine was installed in a tram car and one of the horizontals in a motor dray. In 1888, engines were shown publicly at the Royal Agricultural Show, while in 1890 two-cylinder vertical marine engines were introduced in sizes from 2 to 10 hp (1.5–7.5 kW), and later double-acting ones up to some 60 hp (45 kW). First, clutch and gearbox reversing was used, but reversing propellers were fitted later (Priestman patent of 1892). In the same year a factory was established in Philadelphia, USA, where engines in the range 5–20 hp (3.7–15 kW) were made. Construction was radically different from that of the previous ones, the bosses of the twin flywheels acting as crank discs with the main bearings on the outside.On independent test in 1892, a Priestman engine achieved a full-load brake thermal efficiency of some 14 per cent, a very creditable figure for a compression ratio limited to under 3:1 by detonation problems. However, efficiency at low loads fell off seriously owing to the throttle governing, and the engines were heavy, complex and expensive compared with the competition.Decline in sales of dredging equipment and bad debts forced the firm into insolvency in 1895 and receivers took over. A new company was formed, the brothers being excluded. However, they were able to attend board meetings, but to exert no influence. Engine activities ceased in about 1904 after over 1,000 engines had been made. It is probable that the Quaker ethics of the brothers were out of place in a business that was becoming increasingly cut-throat. William spent the rest of his long life serving others.[br]Further ReadingC.Lyle Cummins, 1976, Internal Fire, Carnot Press.C.Lyle Cummins and J.D.Priestman, 1985, "William Dent Priestman, oil engine pioneer and inventor: his engine patents 1885–1901", Proceedings of the Institution ofMechanical Engineers 199:133.Anthony Harcombe, 1977, "Priestman's oil engine", Stationary Engine Magazine 42 (August).JBBiographical history of technology > Priestman, William Dent
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126 загладить
несовер. - заглаживать;
совер. - загладить (что-л.)
1) smooth over/down;
press, iron
2) перен. make up( for), make amends( for) ;
expiate заглаживать винусов. см. заглаживать.Большой англо-русский и русско-английский словарь > загладить
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127 заутюживать
Большой англо-русский и русско-английский словарь > заутюживать
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128 заутюжить
Большой англо-русский и русско-английский словарь > заутюжить
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