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61 accommodate
əˈkɔmədeɪt гл.
1) подгонять;
приспосабливать(ся) (часто to) to accommodate oneself to smth. ≈ приноравливаться к чему-л. to accommodate oneself to smb. ≈ привыкать к кому-л. The roads are built to accommodate gradual temperature changes. ≈ Дороги строятся с таким расчетом, чтобы приспособить их к последовательной смене температур. Some animal and plant species cannot accommodate to the rapidly changing conditions. ≈ Некоторые виды животных и растений не могут приспособиться к быстро меняющимся условиям. Syn: adapt
1), adapt
2)
2) обеспечивать, снабжать( часто with) to accommodate with a loan ≈ дать кому-л. деньги взаймы It was very good of you to accommodate me with the ticket for my journey. ≈ Было очень любезно с Вашей стороны обеспечить меня билетами. Syn: supply, furnish
3) давать пристанище;
предоставлять жилье, помещение;
расквартировывать (войска) to be well accommodated ≈ хорошо устроиться, иметь все удобства Students are accommodated in homes nearby. ≈ Студенты размещаются в близлежащих домах.
4) вмещать (людей и т. п.) The school was not big enough to accommodate all the children. ≈ Школа была недостаточно большой, чтобы вместить всех детей. The CD-ROMS will accommodate the works of all English poets from 600 to
1900. ≈ На компакт-дисках будет размещена вся английская поэзия от 600 до 1900 года.
5) оказывать услугу to accommodate a client ≈ обслуживать клиента
6) примирять;
улаживать( ссору) ;
согласовывать to accommodate opinions ≈ согласовать мнения Syn: reconcileприспосабливать;
- to * oneself to smth. приспосабливаться к чему-л.;
- to * oneself to smb. приноравливаться к кому-л. давать пристанище;
устраивать, размещать;
- to * for the night предоставить ночлег;
устроить на ночь;
- to be well *d хорошо устроиться, иметь все удобства вмещать (людей и т. п.) ;
- the hotel *s hundred guests в гостинице может разместиться сто человек;
- will this elevator * 10 people? этот лифт может поднять десять человек? расквартировывать (войска) (часто with) снабжать;
обеспечивать;
предоставлять;
- to * smb. with a loan ссудить кого-л. деньгами, дать кому-л. взаймы помогать, оказывать услугу;
- to * a client обслуживать клиента примирять;
улаживать( ссору, разногласия) ;
- to * opinions согласовать мнения;
- to * differences устранять разногласия;
- to * a dispute уладить спор преим (дипломатическое) пойти навстречу;
учесть интересы мириться, примиряться( физиологическое) аккомодировать( о глазе)accommodate выдавать ссуду ~ давать пристанище;
предоставлять жилье, помещение;
расквартировывать (войска) ~ обеспечивать ~ оказывать услугу ~ предоставлять ~ примирять;
улаживать (ссору) ;
согласовывать ~ примирять ~ приспосабливать ~ размещать ~ расквартировывать ~ снабжать;
to accommodate (smb.) with a loan дать (кому-л.) деньги взаймы ~ снабжать ~ согласовывать точки зрения ~ улаживать разногласия~ снабжать;
to accommodate (smb.) with a loan дать (кому-л.) деньги взаймыБольшой англо-русский и русско-английский словарь > accommodate
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62 accommodate
[ə'kɔmədeɪt]гл.1) подгонять; приспосабливатьto accommodate oneself to smth. — приноравливаться к чему-л.
to accommodate oneself to smb. — привыкать к кому-л.
The roads are built to accommodate gradual temperature changes. — Дороги строятся с таким расчетом, чтобы приспособить их к последовательной смене температур.
Some animal and plant species cannot accommodate to the rapidly changing conditions. — Некоторые виды животных и растений не могут приспособиться к быстро меняющимся условиям.
Syn:2) обеспечивать, снабжатьto accommodate with a loan — дать кому-л. деньги взаймы
It was very good of you to accommodate me with the ticket for my journey. — Было очень любезно с вашей стороны обеспечить меня билетом.
Syn:3) давать пристанище; предоставлять жилье, помещение; расквартировывать ( войска)to be well accommodated — хорошо устроиться, иметь все удобства
Students are accommodated in homes nearby. — Студенты размещаются в близлежащих домах.
4) вмещать (людей, предметы)The school was not big enough to accommodate all the children. — Школа была недостаточно большой, чтобы вместить всех детей.
The CD-ROMs will accommodate the works of all English poets from 600 to 1900. — На компакт-дисках будет размещена вся английская поэзия от 600 до 1900 года.
6) примирять; улаживать ( ссору); согласовыватьSyn: -
63 Lenoir, Jean Joseph Etienne
SUBJECT AREA: Metallurgy, Railways and locomotives, Steam and internal combustion engines, Telecommunications[br]b. 1822 Mussey-la-Ville, Belgiumd. 1900 Verenna Saint-Hildar, France[br]Belgian (naturalized French in 1870) inventor of internal combustion engines, an electroplating process and railway telegraphy systems.[br]Leaving his native village for Paris at the age of 16, Lenoir became a metal enameller. Experiments with various electroplating processes provided a useful knowledge of electricity that showed in many of his later ideas. Electric ignition, although somewhat unreliable, was a feature of the Lenoir gas engine which appeared in 1860. Resembling the steam engine of the day, Lenoir engines used a non-compression cycle of operations, in which the gas-air mixture of about atmospheric pressure was being ignited at one-third of the induction stroke. The engines were double acting. About five hundred of Lenoir's engines were built, mostly in Paris by M.Hippolyte Marinoni and by Lefébvre; the Reading Ironworks in England built about one hundred. Many useful applications of the engine are recorded, but the explosive shock that occurred on ignition, together with the unreliable ignition systems, prevented large-scale acceptance of the engine in industry. However, Lenoir's effort and achievements stimulated much discussion, and N.A. Otto is reported to have carried out his first experiments on a Lenoir engine.[br]Principal Honours and DistinctionsAcadémie des Sciences Prix Montyon Prize 1870. Société d'Encouragement, Silver Prize of 12,000 francs. Légion d'honneur 1881 (for his work in telegraphy).Bibliography8 February 1860, British patent no. 335 (the first Lenoir engine).1861, British patent no. 107 (the Lenoir engine).Further ReadingDugald Clerk, 1895, The Gas and Oil Engine, 6th edn, London, pp. 13–15, 30, 118, 203.World Who's Who in Science, 1968 (for an account of Lenoir's involvement in technology).KABBiographical history of technology > Lenoir, Jean Joseph Etienne
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64 Flettner, Anton
SUBJECT AREA: Aerospace[br]b. 1 November 1885 Eddersheim-am-Main, Germanyd. 29 December 1961 New York, USA[br]German engineer and inventor who produced a practical helicopter for the German navy in 1940.[br]Anton Flettner was an engineer with a great interest in hydraulics and aerodynamics. At the beginning of the First World War Flettner was recruited by Zeppelin to investigate the possibility of radio-controlled airships as guided missiles. In 1915 he constructed a small radio-controlled tank equipped to cut barbed-wire defences; the military experts rejected it, but he was engaged to investigate radio-controlled pilotless aircraft and he invented a servo-control device to assist their control systems. These servo-controls, or trim tabs, were used on large German bombers towards the end of the war. In 1924 he invented a sailing ship powered by rotating cylinders, but although one of these crossed the Atlantic they were never a commercial success. He also invented a windmill and a marine rudder. In the late 1920s Flettner turned his attention to rotating-wing aircraft, and in 1931 he built a helicopter with small engines mounted on the rotor blades. Progress was slow and it was abandoned after being damaged during testing in 1934. An autogiro followed in 1936, but it caught fire on a test flight and was destroyed. Undeterred, Flettner continued his development work on helicopters and in 1937 produced the Fl 185, which had a single rotor to provide lift and two propellers on outriggers to combat the torque and provide forward thrust. This arrangement was not a great success, so he turned to twin contra-rotating rotors, as used by his rival Focke, but broke new ground by using intermeshing rotors to make a more compact machine. The Fl 265 with its "egg-beater" rotors was ordered by the German navy in 1938 and flew the following year. After exhaustive testing, Flettner improved his design and produced the two-seater Fl 282 Kolibri, which flew in 1940 and became the only helicopter to be used operationally during the Second World War.After the war, Flettner moved to the United States where his intermeshing-rotor idea was developed by the Kaman Aircraft Corporation.[br]Bibliography1926, Mein Weg zum Rotor, Leipzig; also published as The Story of the Rotor, New York (describes his early work with rotors—i.e. cylinders).Further ReadingW.Gunston and J.Batchelor, 1977, Helicopters 1900–1960, London.R.N.Liptrot, 1948, Rotating Wing Activities in Germany during the Period 1939–45, London.K.von Gersdorff and K.Knobling, 1982, Hubschrauber und Tragschrauber, Munich (a more recent publication, in German).JDS -
65 Zeppelin, Count Ferdinand von
SUBJECT AREA: Aerospace[br]b. 8 July 1838 Konstanz, Germanyd. 8 March 1917 Berlin, Germany[br]German designer of rigid airships, which became known as Zeppelins.[br]Zeppelin served in the German Army and retired with the rank of General in 1890. While in the army, he was impressed by the use of balloons in the American Civil War and during the Siege of Paris. By the time he retired, non-rigid airships were just beginning to make their mark. Zeppelin decided to build an airship with a rigid framework to support the gas bags. Plans were drawn up in 1893 with the assistance of Theodore Kober, an engineer, but the idea was rejected by the authorities. A company was founded in 1898 and construction began. The Luftschiff Zeppelin No. 1 (LZ1) made its first flight on 2 July 1900. Modifications were needed and the second flight took place in October. A reporter called Hugo Eckener covered this and later flights: his comments and suggestions so impressed Zeppelin that Eckener eventually became his partner, publicist, fund-raiser and pilot.The performance of the subsequent Zeppelins gradually improved, but there was limited military interest. In November 1909 a company with the abbreviated name DELAG was founded to operate passenger-carrying Zeppelins. The service was opened by LZ 7 Deutschland in mid-June 1910, and the initial network of Frankfurt, Baden- Baden and Düsseldorf was expanded. Eckener became a very efficient Director of Flight Operations, and by the outbreak of war in 1914 some 35,000 passengers had been carried without any fatalities. During the First World War many Zeppelins were built and they carried out air-raids on Britain. Despite their menacing reputation, they were very vulnerable to attack by fighters. Zeppelin, now in his seventies, turned his attention to large bombers, following the success of Sikorsky's Grand, but he died in 1917. Eckener continued to instruct crews and improve the Zeppelin designs. When the war ended Eckener arranged to supply the Americans with an airship as part of German reparations: this became the Los Angeles. In 1928 a huge new airship, the Graf Zeppelin, was completed and Eckener took command. He took the Graf Zeppelin on many successful flights, including a voyage around the world in 1929.[br]Bibliography1908, Erfahrungen beim Bau von Luftschiffen, Berlin. 1908, Die Eroberung der Luft, Stuttgart.Further ReadingThere are many books on the history of airships, and on Graf von Zeppelin in particular. Of note are: H.Eckener, 1938, Count Zeppelin: The Man and His Work, London.——1958, My Zeppelins, London.P.W.Brooks, 1992, Zeppelin: Rigid Airships 1893–1940, London.T.Nielson, 1955, The Zeppelin Story: The Life of Hugo Eckener, English edn, London (written as a novel in direct speech).M.Goldsmith, 1931, Zeppelin: A Biography, New York.W.R.Nitshe, 1977, The Zeppelin Story, New York.F.Gütschow, 1985, Das Luftschiff, Stuttgart (a record of all the airships).JDSBiographical history of technology > Zeppelin, Count Ferdinand von
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66 Siemens, Sir Charles William
[br]b. 4 April 1823 Lenthe, Germanyd. 19 November 1883 London, England[br]German/British metallurgist and inventory pioneer of the regenerative principle and open-hearth steelmaking.[br]Born Carl Wilhelm, he attended craft schools in Lübeck and Magdeburg, followed by an intensive course in natural science at Göttingen as a pupil of Weber. At the age of 19 Siemens travelled to England and sold an electroplating process developed by his brother Werner Siemens to Richard Elkington, who was already established in the plating business. From 1843 to 1844 he obtained practical experience in the Magdeburg works of Count Stolburg. He settled in England in 1844 and later assumed British nationality, but maintained close contact with his brother Werner, who in 1847 had co-founded the firm Siemens \& Halske in Berlin to manufacture telegraphic equipment. William began to develop his regenerative principle of waste-heat recovery and in 1856 his brother Frederick (1826–1904) took out a British patent for heat regeneration, by which hot waste gases were passed through a honeycomb of fire-bricks. When they became hot, the gases were switched to a second mass of fire-bricks and incoming air and fuel gas were led through the hot bricks. By alternating the two gas flows, high temperatures could be reached and considerable fuel economies achieved. By 1861 the two brothers had incorporated producer gas fuel, made by gasifying low-grade coal.Heat regeneration was first applied in ironmaking by Cowper in 1857 for heating the air blast in blast furnaces. The first regenerative furnace was set up in Birmingham in 1860 for glassmaking. The first such furnace for making steel was developed in France by Pierre Martin and his father, Emile, in 1863. Siemens found British steelmakers reluctant to adopt the principle so in 1866 he rented a small works in Birmingham to develop his open-hearth steelmaking furnace, which he patented the following year. The process gradually made headway; as well as achieving high temperatures and saving fuel, it was slower than Bessemer's process, permitting greater control over the content of the steel. By 1900 the tonnage of open-hearth steel exceeded that produced by the Bessemer process.In 1872 Siemens played a major part in founding the Society of Telegraph Engineers (from which the Institution of Electrical Engineers evolved), serving as its first President. He became President for the second time in 1878. He built a cable works at Charlton, London, where the cable could be loaded directly into the holds of ships moored on the Thames. In 1873, together with William Froude, a British shipbuilder, he designed the Faraday, the first specialized vessel for Atlantic cable laying. The successful laying of a cable from Europe to the United States was completed in 1875, and a further five transatlantic cables were laid by the Faraday over the following decade.The Siemens factory in Charlton also supplied equipment for some of the earliest electric-lighting installations in London, including the British Museum in 1879 and the Savoy Theatre in 1882, the first theatre in Britain to be fully illuminated by electricity. The pioneer electric-tramway system of 1883 at Portrush, Northern Ireland, was an opportunity for the Siemens company to demonstrate its equipment.[br]Principal Honours and DistinctionsKnighted 1883. FRS 1862. Institution of Civil Engineers Telford Medal 1853. President, Institution of Mechanical Engineers 1872. President, Society of Telegraph Engineers 1872 and 1878. President, British Association 1882.Bibliography27 May 1879, British patent no. 2,110 (electricarc furnace).1889, The Scientific Works of C.William Siemens, ed. E.F.Bamber, 3 vols, London.Further ReadingW.Poles, 1888, Life of Sir William Siemens, London; repub. 1986 (compiled from material supplied by the family).S.von Weiher, 1972–3, "The Siemens brothers. Pioneers of the electrical age in Europe", Transactions of the Newcomen Society 45:1–11 (a short, authoritative biography). S.von Weihr and H.Goetler, 1983, The Siemens Company. Its Historical Role in theProgress of Electrical Engineering 1847–1980, English edn, Berlin (a scholarly account with emphasis on technology).GWBiographical history of technology > Siemens, Sir Charles William
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67 Weston, Edward
SUBJECT AREA: Electricity[br]b. 9 May 1850 Oswestry, Englandd. 20 August 1936 Montclair, New Jersey, USA[br]English (naturalized American) inventor noted for his contribution to the technology of electrical measurements.[br]Although he developed dynamos for electroplating and lighting, Weston's major contribution to technology was his invention of a moving-coil voltmeter and the standard cell which bears his name. After some years as a medical student, during which he gained a knowledge of chemistry, he abandoned his studies. Emigrating to New York in 1870, he was employed by a manufacturer of photographic chemicals. There followed a period with an electroplating company during which he built his first dynamo. In 1877 some business associates financed a company to build these machines and, later, arc-lighting equipment. By 1882 the Weston Company had been absorbed into the United States Electric Lighting Company, which had a counterpart in Britain, the Maxim Weston Company. By the time Weston resigned from the company, in 1886, he had been granted 186 patents. He then began the work in which he made his greatest contribution, the science of electrical measurement.The Weston meter, the first successful portable measuring instrument with a pivoted coil, was made in 1886. By careful arrangement of the magnet, coil and control springs, he achieved a design with a well-damped movement, which retained its calibration. These instruments were produced commercially on a large scale and the moving-coil principle was soon adopted by many manufacturers. In 1892 he invented manganin, an alloy with a small negative temperature coefficient, for use as resistances in his voltmeters.The Weston standard cell was invented in 1892. Using his chemical knowledge he produced a cell, based on mercury and cadmium, which replaced the Clark cell as a voltage reference source. The Weston cell became the recognized standard at the International Conference on Electrical Units and Standards held in London in 1908.[br]Principal Honours and DistinctionsPresident, AIEE 1888–9. Franklin Institute Elliott Cresson Medal 1910, Franklin medal 1924.Bibliography29 April 1890, British patent no. 6,569 (the Weston moving-coil instrument). 6 February 1892, British patent no. 22,482 (the Weston standard cell).Further ReadingD.O.Woodbury, 1949, A Measure of Greatness. A Short Biography of Edward Weston, New York (a detailed account).C.N.Brown, 1988, in Proceedings of the Meeting on the History of Electrical Engineering, IEE, 17–21 (describes Weston's meter).H.C.Passer, 1953, The Electrical Manufacturers: 1875–1900, Cambridge, Mass.GW -
68 Allen, John F.
SUBJECT AREA: Steam and internal combustion engines[br]b. 1829 Englandd. 2 October 1900 New York (?), USA[br]English inventor of the Allen valve used on his pioneering high-speed engines.[br]Allen was taken to the United States from England when he was 12 years old. He became an engineer on the Curlew, a freight boat running between New York and Providence. A defect which caused the engine to race in rough weather led Allen to invent a new valve gear, but he found it could not be fitted to the Corliss engine. In 1856 he patented an improved form of valve and operating gear to reduce back-pressure in the cylinder, which was in fact the reverse of what happened in his later engines. In 1860 he repaired the engines of a New York felt-hat manufacturer, Henry Burr, and that winter he was introduced to Charles Porter. Porter realized the potential of Allen's valves for his idea of a high-speed engine, and the Porter-Allen engine became the pioneer of high-speed designs.Porter persuaded Allen to patent his new valves and two patents were obtained in 1862. These valves could be driven positively and yet the travel of the inlet could be varied to give the maximum expansion at different cut-offs. Also, the valves allowed an exceptionally good flow of steam. While Porter went to England and tried to interest manufacturers there, Allen remained in America and continued work on the engine. Within a few years he invented an inclined watertube boiler, but he seemed incapable of furthering his inventions once they had been placed on the market. Although he mortgaged his own house in order to help finance the factory for building the steam engine, in the early 1870s he left Porter and built a workshop of his own at Mott Haven. There he invented important systems for riveting by pneumatic machines through both percussion and pressure which led into the production of air compressors and riveting machines.[br]Further ReadingObituaries appeared in engineering journals at the time of his death.Dictionary of American Biography, 1928, Vol. I, New York: C.Scribner's Sons. C.T.Porter, 1908, Engineering Reminiscences, New York: J.Wiley \& Sons, reprint 1985, Bradley, Ill.: Lindsay Publications (provides details of Allen's valve design).R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (covers the development of the Porter-Allen engine).RLH -
69 Barnaby, Kenneth C.
SUBJECT AREA: Ports and shipping[br]b. c.1887 Englandd. 22 March 1968 England[br]English naval architect and technical author.[br]Kenneth Barnaby was an eminent naval architect, as were his father and grandfather before him: his grandfather was Sir Nathaniel Barnaby KGB, Director of Naval Construction, and his father was Sydney W.Barnaby, naval architect of John I. Thornycroft \& Co., Shipbuilders, Southampton. At one time all three were members of the Institution of Naval Architects, the first time that this had ever occurred with three members from one family.Kenneth Barnaby served his apprenticeship at the Thornycroft shipyard in Southampton and later graduated in engineering from the Central Technical College, South Kensington, London. He worked for some years at Le Havre and at John Brown's shipyard at Clydebank before rejoining his old firm in 1916 as Assistant to the Shipyard Manager. In 1919 he went to Rio de Janeiro as a chief ship draughtsman, and finally he returned to Thornycroft, in 1924 he succeeded his father as Naval Architect, and remained in that post until his retirement in 1955, having been appointed a director in 1950.Barnaby had a wide knowledge and understanding of ships and ship design and during the Second World War he was responsible for much of the development work for landing craft, as well as for many other specialist ships built at the Southampton yard. His experience as a deep-sea yachtsman assisted him. He wrote several important books; however, none can compare with the Centenary Volume of the Royal Institution of Naval Architects. In this work, which is used and read widely to this day by naval architects worldwide, he reviewed every paper presented and almost every verbal contribution made to the Transactions during its one hundred years.[br]Principal Honours and DistinctionsOBE 1945. Associate of the City and Guilds Institute. Royal Institution of Naval Architects Froude Gold Medal 1962. Honorary Vice-President, Royal Institution of Naval Architects 1960–8.Bibliographyc.1900, Marine Propellers, London. 1949, Basic Naval Architecture, London.1960, The Institution of Naval Architects 1860–1960, London.1964, 100 Years of Specialised Shipbuilding and Engineering, London. 1968, Some Ship Disasters and their Causes, London.FMW -
70 Chanute, Octave Alexandre
SUBJECT AREA: Aerospace[br]b. 18 February 1832 Paris, Franced. 24 November 1910 Chicago, USA[br]American engineer, developer of successful hang-gliders in the 1890s and disseminator of aeronautical information.[br]Chanute was born in Paris, but from the age of 6 he lived in the United States, where he became a prominent railway engineer. He developed an interest in aviation relatively late in life, and in fact built his first glider at the age of 64. Before that, he had collected all the information he could find on aviation, especially on the work of Otto Lilienthal in Germany. In 1894 he published an account of these researches in a classic work, Progress in Flying Machines.By 1896 Chanute was ready to carry out practical experiments of his own and designed a series of hang-gliders. He started with a Lilienthal-type monoplane and progressed to his very successful biplane glider. He used a bridge-truss method of cross-bracing to give his wings the required strength, a system used by many of his successors, including the Wright brothers. Chanute's gliders were flown on the shore of Lake Michigan by his two young assistants A.M.Herring and W.Avery. The biplane glider made some seven hundred flights without mishap, covering up to 100 m (110 yds). In 1898 Herring fitted an engine into a modified glider and claimed to have made two short hops.In 1900 the Wright brothers made contact with Chanute and sought his advice, which he readily gave, indeed, he became one of their most trusted advisors. In 1903 Chanute travelled to Paris and gave an illustrated lecture describing his own and the Wrights' gliding successes, generating much interest amongst European aviators.[br]Principal Honours and DistinctionsRoyal Aeronautical Society Gold Medal 1910.Bibliography1894, Progress in Flying Machines, New York (Chanute's classic work).Further ReadingC.H.Gibbs-Smith, 1986, Aviation, London.—1965, The Invention of the Aeroplane 1799–1909, London (both describe Chanute's place in the history of aviation).T.D.Crouch, A Dream of Wings, Americans and the Airplane 1875–1905 (includes several chapters on Chanute and a comprehensive bibliography).Chanute is also mentioned in most of the biographies of the Wright brothers.JDSBiographical history of technology > Chanute, Octave Alexandre
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