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london+forces

  • 41 join

    join [dʒɔɪn]
       a. ( = attach) attacher ; ( = assemble) [+ parts] assembler
       b. ( = link) relier (to à)
       c. ( = merge with) [river] [+ another river, the sea] se jeter dans ; [road] [+ another road] rejoindre
       d. ( = become member of) adhérer à ; [+ circus, religious order] entrer dans ; [+ procession] se joindre à
    • join the club! (inf) bienvenue au club !
       e. [+ person] rejoindre
    • will you join us? ( = come with us) voulez-vous venir avec nous ? ; (in restaurant) voulez-vous vous asseoir à notre table ?
    ( = merge) [roads, rivers] se rejoindre ; ( = become a member) devenir membre
    3. noun
    [+ game, activity] participer à ; [+ conversation] prendre part à ; [+ protests, shouts] joindre sa voix à ; [+ thanks, wishes] se joindre à
    [recruit] s'engager
    assembler ; [+ pieces of wood or metal] abouter
    * * *
    [dʒɔɪn] 1.
    noun raccord m
    2.
    1) ( meet up with) rejoindre [person]

    may I join you? — ( sit down) puis-je me joindre à vous?; ( accompany) puis-je venir avec vous?

    2) ( go to the end of) se mettre dans [queue]; se mettre au bout de [row]; ajouter son nom à [list]
    3) ( become member of) devenir membre de [organization, team, church]; adhérer à [club]; s'inscrire à [library]; s'engager dans [army]

    join the club! — fig tu n'es pas le seul/la seule!

    4) ( become part of) se joindre à [crowd, rush]
    5) ( become employee) entrer dans [firm]
    7) ( associate with) gen se joindre à [person] (to do, in doing pour faire); ( professionally) s'associer à [colleague] (to do, in doing pour faire)

    to join forces with — ( merge) s'allier à; ( co-operate) collaborer avec

    8) ( board) monter dans [train]; monter à bord de [ship]
    9) ( attach) réunir, joindre [ends, pieces]; assembler [parts]
    10) ( link) relier [points, towns] (to à)

    to join hands — lit se prendre par la main; fig collaborer

    11) ( merge with) [road] rejoindre [motorway]; [river] se jeter dans [sea]
    3.
    1) ( become member) (of party, club) adhérer; (of group, class) s'inscrire
    2) ( meet) [pieces] se joindre; [wires] se raccorder; [roads] se rejoindre
    •
    Phrasal Verbs:

    English-French dictionary > join

  • 42 Maxim, Sir Hiram Stevens

    [br]
    b. 5 February 1840 Brockway's Mills, Maine, USA
    d. 24 November 1916 Streatham, London, England
    [br]
    American (naturalized British) inventor; designer of the first fully automatic machine gun and of an experimental steam-powered aircraft.
    [br]
    Maxim was born the son of a pioneer farmer who later became a wood turner. Young Maxim was first apprenticed to a carriage maker and then embarked on a succession of jobs before joining his uncle in his engineering firm in Massachusetts in 1864. As a young man he gained a reputation as a boxer, but it was his uncle who first identified and encouraged Hiram's latent talent for invention.
    It was not, however, until 1878, when Maxim joined the first electric-light company to be established in the USA, as its Chief Engineer, that he began to make a name for himself. He developed an improved light filament and his electric pressure regulator not only won a prize at the first International Electrical Exhibition, held in Paris in 1881, but also resulted in his being made a Chevalier de la Légion d'honneur. While in Europe he was advised that weapons development was a more lucrative field than electricity; consequently, he moved to England and established a small laboratory at Hatton Garden, London. He began by investigating improvements to the Gatling gun in order to produce a weapon with a faster rate of fire and which was more accurate. In 1883, by adapting a Winchester carbine, he successfully produced a semi-automatic weapon, which used the recoil to cock the gun automatically after firing. The following year he took this concept a stage further and produced a fully automatic belt-fed weapon. The recoil drove barrel and breechblock to the vent. The barrel then halted, while the breechblock, now unlocked from the former, continued rearwards, extracting the spent case and recocking the firing mechanism. The return spring, which it had been compressing, then drove the breechblock forward again, chambering the next round, which had been fed from the belt, as it did so. Keeping the trigger pressed enabled the gun to continue firing until the belt was expended. The Maxim gun, as it became known, was adopted by almost every army within the decade, and was to remain in service for nearly fifty years. Maxim himself joined forces with the large British armaments firm of Vickers, and the Vickers machine gun, which served the British Army during two world wars, was merely a refined version of the Maxim gun.
    Maxim's interests continued to occupy several fields of technology, including flight. In 1891 he took out a patent for a steam-powered aeroplane fitted with a pendulous gyroscopic stabilizer which would maintain the pitch of the aeroplane at any desired inclination (basically, a simple autopilot). Maxim decided to test the relationship between power, thrust and lift before moving on to stability and control. He designed a lightweight steam-engine which developed 180 hp (135 kW) and drove a propeller measuring 17 ft 10 in. (5.44 m) in diameter. He fitted two of these engines into his huge flying machine testrig, which needed a wing span of 104 ft (31.7 m) to generate enough lift to overcome a total weight of 4 tons. The machine was not designed for free flight, but ran on one set of rails with a second set to prevent it rising more than about 2 ft (61 cm). At Baldwyn's Park in Kent on 31 July 1894 the huge machine, carrying Maxim and his crew, reached a speed of 42 mph (67.6 km/h) and lifted off its rails. Unfortunately, one of the restraining axles broke and the machine was extensively damaged. Although it was subsequently repaired and further trials carried out, these experiments were very expensive. Maxim eventually abandoned the flying machine and did not develop his idea for a stabilizer, turning instead to other projects. At the age of almost 70 he returned to the problems of flight and designed a biplane with a petrol engine: it was built in 1910 but never left the ground.
    In all, Maxim registered 122 US and 149 British patents on objects ranging from mousetraps to automatic spindles. Included among them was a 1901 patent for a foot-operated suction cleaner. In 1900 he became a British subject and he was knighted the following year. He remained a larger-than-life figure, both physically and in character, until the end of his life.
    [br]
    Principal Honours and Distinctions
    Chevalier de la Légion d'Honneur 1881. Knighted 1901.
    Bibliography
    1908, Natural and Artificial Flight, London. 1915, My Life, London: Methuen (autobiography).
    Further Reading
    Obituary, 1916, Engineer (1 December).
    Obituary, 1916, Engineering (1 December).
    P.F.Mottelay, 1920, The Life and Work of Sir Hiram Maxim, London and New York: John Lane.
    Dictionary of National Biography, 1912–1921, 1927, Oxford: Oxford University Press.
    CM / JDS

    Biographical history of technology > Maxim, Sir Hiram Stevens

  • 43 Roe, Sir Edwin Alliott Verdon

    SUBJECT AREA: Aerospace
    [br]
    b. 26 April 1877 Manchester, England
    d. 4 January 1958 London, England
    [br]
    English designer of one of the most successful biplanes of all time, the Avro 504.
    [br]
    A.V.Roe served an apprenticeship at a railway works, studied marine engineering at Kings College London, served at sea as an engineer, and then took a job in the motor-car industry. His hobby was flying: after studying bird-flight, he built several flying models and in 1907 one of these won a prize offered by the Daily Mail. With the prize money he built a full-size aeroplane loosely based on the Flyer of the Wright brothers, with whom he had corresponded. In September, Roe took his biplane to the motorracing circuit at Brooklands, in Surrey, but it made only a few hops and his activities were not welcomed. Roe then moved to Essex, where he assembled his new aeroplane under the arch of a railway bridge. This was a triplane design with the engine at the front (a "tractor"), and during 1909 it made several flights (this triplane is preserved by the Science Museum in London).
    In 1910 Roe and his brother Humphrey founded A.V.Roe \& Co. in Manchester, they described it the "Aviator's Storehouse". During the next three years Roe designed and built aeroplanes in Manchester, then transported them to Brooklands to fly (the authorities now made him more welcome). One of the most significant of these was his Type D tractor biplane of 1911, which led to the Avro 504 two-seater trainer of 1913. This was one of the most successful trainers of all time, as around 10,000 were built. In November 1914 a flight of Avro 504s carried out the first-ever bombing raid when they attacked German airship sheds as Friedrichshafen. A.V.Roe produced the first aeroplanes with enclosed cabins during 1912: the Type F monoplane and Type G biplane. After the war, his Avian was used for several record-breaking flights. In 1928 he sold his interest in the company bearing his name and joined forces with Saunders Ltd of Cowes, on the Isle of Wight, to found Saunders-Roe Ltd. "Saro" produced a series of flying boats, from the four-seat Cutty Sark of 1929 to the large, and ill-fated, Princess of 1952.
    [br]
    Principal Honours and Distinctions
    Knighted 1929 (in 1933 he incorporated his mother's name to become Sir Alliott VerdonRoe). Honorary Fellow of the Royal Aeronautical Society 1948.
    Bibliography
    Further Reading
    L.J.Ludovic, 1956, the Challenging Sky.
    A.J.Jackson, 1908, Avro Aircraft since 1908, London (a detailed account).
    JDS

    Biographical history of technology > Roe, Sir Edwin Alliott Verdon

  • 44 Trevithick, Richard

    [br]
    b. 13 April 1771 Illogan, Cornwall, England
    d. 22 April 1833 Dartford, Kent, England
    [br]
    English engineer, pioneer of non-condensing steam-engines; designed and built the first locomotives.
    [br]
    Trevithick's father was a tin-mine manager, and Trevithick himself, after limited formal education, developed his immense engineering talent among local mining machinery and steam-engines and found employment as a mining engineer. Tall, strong and high-spirited, he was the eternal optimist.
    About 1797 it occurred to him that the separate condenser patent of James Watt could be avoided by employing "strong steam", that is steam at pressures substantially greater than atmospheric, to drive steam-engines: after use, steam could be exhausted to the atmosphere and the condenser eliminated. His first winding engine on this principle came into use in 1799, and subsequently such engines were widely used. To produce high-pressure steam, a stronger boiler was needed than the boilers then in use, in which the pressure vessel was mounted upon masonry above the fire: Trevithick designed the cylindrical boiler, with furnace tube within, from which the Cornish and later the Lancashire boilers evolved.
    Simultaneously he realized that high-pressure steam enabled a compact steam-engine/boiler unit to be built: typically, the Trevithick engine comprised a cylindrical boiler with return firetube, and a cylinder recessed into the boiler. No beam intervened between connecting rod and crank. A master patent was taken out.
    Such an engine was well suited to driving vehicles. Trevithick built his first steam-carriage in 1801, but after a few days' use it overturned on a rough Cornish road and was damaged beyond repair by fire. Nevertheless, it had been the first self-propelled vehicle successfully to carry passengers. His second steam-carriage was driven about the streets of London in 1803, even more successfully; however, it aroused no commercial interest. Meanwhile the Coalbrookdale Company had started to build a locomotive incorporating a Trevithick engine for its tramroads, though little is known of the outcome; however, Samuel Homfray's ironworks at Penydarren, South Wales, was already building engines to Trevithick's design, and in 1804 Trevithick built one there as a locomotive for the Penydarren Tramroad. In this, and in the London steam-carriage, exhaust steam was turned up the chimney to draw the fire. On 21 February the locomotive hauled five wagons with 10 tons of iron and seventy men for 9 miles (14 km): it was the first successful railway locomotive.
    Again, there was no commercial interest, although Trevithick now had nearly fifty stationary engines completed or being built to his design under licence. He experimented with one to power a barge on the Severn and used one to power a dredger on the Thames. He became Engineer to a project to drive a tunnel beneath the Thames at Rotherhithe and was only narrowly defeated, by quicksands. Trevithick then set up, in 1808, a circular tramroad track in London and upon it demonstrated to the admission-fee-paying public the locomotive Catch me who can, built to his design by John Hazledine and J.U. Rastrick.
    In 1809, by which date Trevithick had sold all his interest in the steam-engine patent, he and Robert Dickinson, in partnership, obtained a patent for iron tanks to hold liquid cargo in ships, replacing the wooden casks then used, and started to manufacture them. In 1810, however, he was taken seriously ill with typhus for six months and had to return to Cornwall, and early in 1811 the partners were bankrupt; Trevithick was discharged from bankruptcy only in 1814.
    In the meantime he continued as a steam engineer and produced a single-acting steam engine in which the cut-off could be varied to work the engine expansively by way of a three-way cock actuated by a cam. Then, in 1813, Trevithick was approached by a representative of a company set up to drain the rich but flooded silver-mines at Cerro de Pasco, Peru, at an altitude of 14,000 ft (4,300 m). Low-pressure steam engines, dependent largely upon atmospheric pressure, would not work at such an altitude, but Trevithick's high-pressure engines would. Nine engines and much other mining plant were built by Hazledine and Rastrick and despatched to Peru in 1814, and Trevithick himself followed two years later. However, the war of independence was taking place in Peru, then a Spanish colony, and no sooner had Trevithick, after immense difficulties, put everything in order at the mines then rebels arrived and broke up the machinery, for they saw the mines as a source of supply for the Spanish forces. It was only after innumerable further adventures, during which he encountered and was assisted financially by Robert Stephenson, that Trevithick eventually arrived home in Cornwall in 1827, penniless.
    He petitioned Parliament for a grant in recognition of his improvements to steam-engines and boilers, without success. He was as inventive as ever though: he proposed a hydraulic power transmission system; he was consulted over steam engines for land drainage in Holland; and he suggested a 1,000 ft (305 m) high tower of gilded cast iron to commemorate the Reform Act of 1832. While working on steam propulsion of ships in 1833, he caught pneumonia, from which he died.
    [br]
    Bibliography
    Trevithick took out fourteen patents, solely or in partnership, of which the most important are: 1802, Construction of Steam Engines, British patent no. 2,599. 1808, Stowing Ships' Cargoes, British patent no. 3,172.
    Further Reading
    H.W.Dickinson and A.Titley, 1934, Richard Trevithick. The Engineer and the Man, Cambridge; F.Trevithick, 1872, Life of Richard Trevithick, London (these two are the principal biographies).
    E.A.Forward, 1952, "Links in the history of the locomotive", The Engineer (22 February), 226 (considers the case for the Coalbrookdale locomotive of 1802).
    PJGR

    Biographical history of technology > Trevithick, Richard

  • 45 major-general

    генерал-майор; Бр. командир ( дивизии) ; начальник ( управления)

    major-general (Commanding) the Household Division — Бр. командир королевской гвардейской дивизии (СВ)

    major-general Commanding, London District — командующий Лондонским военным округом

    major-general, Administration, UK Land Forces — начальник административного управления СВ на территории Великобритании

    major-general, Commando Forces — Бр. начальник отдела войск «комма ндос» (МП)

    major-general, Reserves — Кан. начальник управления резервов (СВ)

    major-general, Training and Reserve Forces — Бр. начальник отдела боевой подготовки и резервов (МП)

    English-Russian military dictionary > major-general

  • 46 Faraday, Michael

    SUBJECT AREA: Electricity
    [br]
    b. 22 September 1791 Newington, Surrey, England
    d. 25 August 1867 London, England
    [br]
    English physicist, discoverer of the principles of the electric motor and dynamo.
    [br]
    Faraday's father was a blacksmith recently moved south from Westmorland. The young Faraday's formal education was limited to attendance at "a Common Day School", and then he worked as an errand boy for George Riebau, a bookseller and bookbinder in London's West End. Riebau subsequently took him as an apprentice bookbinder, and Faraday seized every opportunity to read the books that came his way, especially scientific works.
    A customer in the shop gave Faraday tickets to hear Sir Humphry Davy lecturing at the Royal Institution. He made notes of the lectures, bound them and sent them to Davy, asking for scientific employment. When a vacancy arose for a laboratory assistant at the Royal Institution, Davy remembered Faraday, who he took as his assistant on an 18- month tour of France, Italy and Switzerland (despite the fact that Britain and France were at war!). The tour, and especially Davy's constant company and readiness to explain matters, was a scientific education for Faraday, who returned to the Royal Institution as a competent chemist in his own right. Faraday was interested in electricity, which was then viewed as a branch of chemistry. After Oersted's announcement in 1820 that an electric current could affect a magnet, Faraday devised an arrangement in 1821 for producing continuous motion from an electric current and a magnet. This was the basis of the electric motor. Ten years later, after much thought and experiment, he achieved the converse of Oersted's effect, the production of an electric current from a magnet. This was magneto-electric induction, the basis of the electric generator.
    Electrical engineers usually regard Faraday as the "father" of their profession, but Faraday himself was not primarily interested in the practical applications of his discoveries. His driving motivation was to understand the forces of nature, such as electricity and magnetism, and the relationship between them. Faraday delighted in telling others about science, and studied what made a good scientific lecturer. At the Royal Institution he introduced the Friday Evening Discourses and also the Christmas Lectures for Young People, now televised in the UK every Christmas.
    [br]
    Bibliography
    1991, Curiosity Perfectly Satisfyed. Faraday's Travels in Europe 1813–1815, ed. B.Bowers and L.Symons, Peter Peregrinus (Faraday's diary of his travels with Humphry Davy).
    Further Reading
    L.Pearce Williams, 1965, Michael Faraday. A Biography, London: Chapman \& Hall; 1987, New York: Da Capo Press (the most comprehensive of the many biographies of Faraday and accounts of his work).
    For recent short accounts of his life see: B.Bowers, 1991, Michael Faraday and the Modern World, EPA Press. G.Cantor, D.Gooding and F.James, 1991, Faraday, Macmillan.
    J.Meurig Thomas, 1991, Michael Faraday and the Royal Institution, Adam Hilger.
    BB

    Biographical history of technology > Faraday, Michael

  • 47 Farman, Henri

    SUBJECT AREA: Aerospace
    [br]
    b. 26 May 1874 Paris, France
    d. 17 July 1958 Paris, France
    [br]
    French aeroplane designer who modified Voisin biplanes and later, with his brother Maurice (b. 21 March 1877 Paris, France; d. 26 February 1964 Paris, France), created a major aircraft-manufacturing company.
    [br]
    The parents of Henri and Maurice Farman were British subjects living in Paris, but their sons lived all their lives in France and became French citizens. As young men, both became involved in cycle and automobile racing. Henri (or Henry—he used both versions) turned his attention to aviation in 1907 when he bought a biplane from Gabriel Voisin. Within a short time he had established himself as one of the leading pilots in Europe, with many record-breaking flights to his credit. Farman modified the Voisin with his own improvements, including ailerons, and then in 1909 he designed the first Farman biplane. This became the most popular biplane in Europe from the autumn of 1909 until well into 1911 and is one of the classic aeroplanes of history. Meanwhile, Maurice Farman had also begun to design and build biplanes; his first design of 1909 was not a great success but from it evolved two robust biplanes nicknamed the "Longhorn" and the "Shorthorn", so called because of their undercarriage skids. In 1912 the brothers joined forces and set up a very large factory at Billancourt. The "Longhorn" and "Shorthorn" became the standard training aircraft in France and Britain during the early years of the First World War. The Farman brothers went on to produce a number of other wartime designs, including a large bomber. After the war the Farmans produced a series of large airliners which played a key role in establishing France as a major airline operator. Most famous of these was the Goliath, a twin-engined biplane capable of carrying up to twelve passengers. This was produced from 1918 to 1929 and was used by many airlines, including the Farman Line. The brothers retired when their company was nationalized in 1937.
    [br]
    Bibliography
    1910, The Aviator's Companion, London (with his brother Dick Farman).
    Further Reading
    M.Farman, 1901, 3,000 kilomètres en ballon, Paris (an account of several balloon flights from 1894 to 1900).
    J.Liron, 1984, Les Avions Farman, Paris (provides comprehensive descriptions of all Farman aircraft).
    Jane's Fighting Aircraft of World War I, 1990, London (reprint) (gives details of all early Farman aircraft).
    J.Stroud, 1966, European Aircraft since 1910, London (provides details about Farman air-liners).
    JDS

    Biographical history of technology > Farman, Henri

  • 48 Messerschmitt, Willi E.

    SUBJECT AREA: Aerospace
    [br]
    b. 26 June 1898 Frankfurt-am-Main, Germany
    d. 17 September 1978 Munich, Germany
    [br]
    German aircraft designer noted for successful fighters such as the Bf 109, one of the world's most widely produced aircraft.
    [br]
    Messerschmitt studied engineering at the Munich Institute of Tchnology and obtained his degree in 1923. By 1926 he was Chief Designer at the Bayerische Flugzeugwerke in Augsburg. Due to the ban on military aircraft in Germany following the First World War, his early designs included gliders, light aircraft, and a series of high-wing airliners. He began to make a major impact on German aircraft design once Hitler came to power and threw off the shackles of the Treaty of Versailles, which so restricted Germany's armed forces. In 1932 he bought out the now-bankrupt Bayerische Flugzeugwerke, but initially, because of enmity between himself and the German aviation minister, was not invited to compete for an air force contract for a single-engined fighter. However, in 1934 Messerschmitt designed the Bf 108 Taifun, a small civil aircraft with a fighter-like appearance. This displayed the quality of his design and the German air ministry was forced to recognize him. As a result, he unveiled the famous Bf 109 fighter which first flew in August 1935; it was used during the Spanish Civil War in 1936–9, and was to become one of the foremost combat aircraft of the Second World War. In 1938, after several name changes, the company became Messerschmitt Aktien-Gesellschaft (and hence a change of prefix from Bf to Me). During April 1939 a Messerschmitt aircraft broke the world air-speed record at 755.14 km/h (469.32 mph): it was entered in the FAI records as a Bf 109R, but was more accurately a new design designated Me 209V-1.
    During the Second World War, the 5/70P was progressively improved, and eventually almost 35,000 were built. Other successful fighters followed, such as the twin-engined Me 110 which also served as a bomber and night fighter. The Messerschmitt Me 262 twin-engined jet fighter, the first jet aircraft in the world to enter service, flew during the early years of the war, but it was never given a high priority by the High Command and only a small number were in service when the war ended. Another revolutionary Messerschmitt AG design was the Me 163 Komet, the concept of Professor Alexander Lippisch who had joined Messerschmitt's company in 1939; this was the first rocket-propelled fighter to enter service. It was a small tailless design capable of 880 km/hr (550 mph), but its duration under power was only about 10 minutes and it was very dangerous to fly. From late 1944 onwards it was used to intercept the United States Air Force bombers during their daylight raids. At the other end of the scale, Messerschmitt produced the Me 321 Gigant, a huge transport glider which was towed behind a flight of three Me 110s. Later it was equipped with six engines, but it was an easy target for allied fighters. This was a costly white elephant, as was his high-speed twin-engined Me 210 fighter-bomber project which nearly made his company bankrupt. Nevertheless, he was certainly an innovator and was much admired by Hitler, who declared that he had "the skull of a genius", because of the Me 163 Komet rocket-powered fighter and the Me 262.
    At the end of the war Messerschmitt was detained by the Americans for two years. In 1952 Messerschmitt became an aviation adviser to the Spanish government, and his Bf109 was produced in Spain as the Hispano Buchon for a number of years and was powered by Rolls-Royce Merlin engines. A factory was also constructed in Egypt to produce aircraft to Messerschmitt's designs. His German company, banned from building aircraft, produced prefabricated houses, sewing machines and, from 1953 to 1962, a series of bubble-cars: the KR 175 (1953–55) and the KR 200 (1955–62) were single-cylinder three-wheeled bubble-cars, and the Tiger (1958–62) was a twin-cylinder, 500cc four-wheeler. In 1958 Messerschmitt resumed aircraft construction in Germany and later became the Honorary Chairman of the merged Messerschmitt-Bölkow-Blohm company (now part of the Franco-German Eurocopter company).
    [br]
    Further Reading
    van Ishoven, 1975, Messerschmitt. Aircraft Designer, London. J.Richard Smith, 1971, Messerschmitt. An Air-craft Album, London.
    Anthony Pritchard, 1975, Messerschmitt, London (describes Messerschmitt aircraft).
    JDS / CM

    Biographical history of technology > Messerschmitt, Willi E.

  • 49 Somerset, Edward, 2nd Marquis of Worcester

    [br]
    b. 1601
    d. 3 April 1667 Lambeth (?), London, England
    [br]
    English inventor of a steam-operated pump for raising water, described in his work A Century of…Inventions.
    [br]
    Edward Somerset became 6th Earl and 2nd Marquis of Worcester and Titular Earl of Glamorgan. He was educated privately and then abroad, visiting Germany, Italy and France. He was made Councillor of Wales in 1633 and Deputy Lord Lieutenant of Monmouthshire in 1635. On the outbreak of the Civil War, he was commissioned to levy forces against the Scots in 1640. He garrisoned Raglan Castle for the King and was employed by Charles I to bring troops in from Ireland. He was declared an enemy of the realm by Parliament and was banished, remaining in France for some years. On the Restoration, he recovered most of his estates, principally in South Wales, and was able to devote most of his time to mechanical studies and experiments.
    Soon after 1626, he had employed the services of a skilled Dutch or German mechanic, Caspar Kaltoff, to make small-scale models for display to interested people. In 1638 he showed Charles I a 14 ft (4.3m) diameter wheel carrying forty weights that was claimed to have solved the problem of perpetual motion. He wrote his Century of the Names and Scantlings of Such Inventions as at Present I Can Call to Mind to have Tried and Perfected in 1655, but it was not published until 1663: no. 68 describes "An admirable and most forcible way to drive up water by fire", which has been claimed as an early steam-engine. Before the Civil War he made experiments at Raglan Castle, and after the war he built one of his engines at Vauxhall, London, where it raised water to a height of 40 ft (12 m). An Act of Parliament enabling Worcester to receive the benefit and profits of his water-commanding engine for ninety-nine years did not restore his fortunes. Descriptions of this invention are so vague that it cannot be reconstructed.
    [br]
    Bibliography
    1655, Century of the Names and Scantlings of Such Inventions as at Present I Can Call to Mind to have Tried and Perfected.
    Further Reading
    H.Dircks, 1865, The Life, Times and Scientific Labours of the Second Marquis of Worcester.
    Dictionary of National Biography, 1898, Vol. L, London: Smith Elder \& Co. (mainly covers his political career).
    H.W.Dickinson, 1938, A Short History of the Steam Engine, Cambridge University Press (discusses his steam engine invention).
    W.H.Thorpe, 1932–3, "The Marquis of Worcester and Vauxhall", Transactions of the Newcomen Society 13.
    RLH

    Biographical history of technology > Somerset, Edward, 2nd Marquis of Worcester

  • 50 Stuart, Herbert Akroyd

    [br]
    b. 1864 Halifax, England
    d. 1927 Perth, Australia
    [br]
    English inventor of an oil internal-combustion engine.
    [br]
    Stuart's involvement with engines covered a period of less than ten years and was concerned with a means of vaporizing the heavier oils for use in the so-called oil engines. Leaving his native Yorkshire for Bletchley in Buckinghamshire, Stuart worked in his father's business, the Bletchley Iron and Tin Plate works. After finishing grammar school, he worked as an assistant in the Mechanical Engineering Department of the City and Guilds of London Technical College. He also formed a connection with the Finsbury Technical College, where he became acquainted with Professor William Robinson, a distinguished engineer eminent in the field of internal-combustion engines.
    Resuming work at Bletchley, Stuart carried out experiments with engines. His first patent was concerned with new methods of vaporizing the fuel, scavenging systems and improvement of speed control. Two further patents, in 1890, specified substantial improvements and formed the basis of later engine designs. In 1891 Stuart joined forces with R.Hornsby and Sons of Grantham, a firm founded in 1815 for the manufacture of machinery and steam engines. Hornsby acquired all rights to Stuart's engine patents, and their superior technical resources ensured substantial improvements to Stuart's early design. The Hornsby-Ackroyd engines, introduced in 1892, were highly successful and found wide acceptance, particularly in agriculture. With failing health, Stuart's interest in his engine work declined, and in 1899 he emigrated to Australia, where in 1903 he became a partner in importing gas engines and gas-producing plants. Following his death in 1927, under the terms of his will he was interred in England; sadly, he also requested that all papers and materials pertaining to his engines be destroyed.
    [br]
    Bibliography
    July 1886, British patent no. 9,866 (fuel vapourization methods, scavenging systems and improvement of speed control; the patent describes Stuart as Mechanical Engineer of Bletchley Iron Works).
    1890, British patent no. 7,146 and British patent no. 15,994 (describe a vaporizing chamber connected to the working cylinder by a small throat).
    Further Reading
    D.Clerk, 1895, The Gas and Oil Engine, 6th edn, London, pp. 420–6 (provides a detailed description of the Hornsby-Ackroyd engine and includes details of an engine test).
    T.Hornbuckle and A.K.Bruce, 1940, Herbert Akroyd Stuart and the Development of the Heavy Oil Engine, London: Diesel Engine Users'Association, p. 1.
    KAB

    Biographical history of technology > Stuart, Herbert Akroyd

  • 51 Vermuyden, Sir Cornelius

    SUBJECT AREA: Civil engineering
    [br]
    b. c. 1590 St Maartensdijk, Zeeland, the Netherlands
    d. 4 February 1656 probably London, England
    [br]
    Dutch/British civil engineer responsible for many of the drainage and flood-protection schemes in low-lying areas of England in the seventeenth century.
    [br]
    At the beginning of the seventeenth century, several wealthy men in England joined forces as "adventurers" to put their money into land ventures. One such group was responsible for the draining of the Fens. The first need was to find engineers who were versed in the processes of land drainage, particularly when that land was at, or below, sea level. It was natural, therefore, to turn to the Netherlands to find these skilled men. Joachim Liens was one of the first of the Dutch engineers to go to England, and he started work on the Great Level; however, no real progress was made until 1621, when Cornelius Vermuyden was brought to England to assist in the work.
    Vermuyden had grown up in a district where he could see for himself the techniques of embanking and reclaiming land from the sea. He acquired a reputation of expertise in this field, and by 1621 his fame had spread to England. In that year the Thames had flooded and breached its banks near Havering and Dagenham in Essex. Vermuyden was commissioned to repair the breach and drain neighbouring marshland, with what he claimed as complete success. The Commissioners of Sewers for Essex disputed this claim and whthheld his fee, but King Charles I granted him a portion of the reclaimed land as compensation.
    In 1626 Vermuyden carried out his first scheme for drainage works as a consultant. This was the drainage of Hatfield Chase in South Yorkshire. Charles I was, in fact, Vermuyden's employer in the drainage of the Chase, and the work was undertaken as a means of raising additional rents for the Royal Exchequer. Vermuyden was himself an "adventurer" in the undertaking, putting capital into the venture and receiving the title to a considerable proportion of the drained lands. One of the important elements of his drainage designs was the principal of "washes", which were flat areas between the protective dykes and the rivers to carry flood waters, to prevent them spreading on to nearby land. Vermuyden faced bitter opposition from those whose livelihoods depended on the marshlands and who resorted to sabotage of the embankments and violence against his imported Dutch workmen to defend their rights. The work could not be completed until arbiters had ruled out on the respective rights of the parties involved. Disagreements and criticism of his engineering practices continued and he gave up his interest in Hatfield Chase. The Hatfield Chase undertaking was not a great success, although the land is now rich farmland around the river Don in Doncaster. However, the involved financial and land-ownership arrangements were the key to the granting of a knighthood to Cornelius Vermuyden in January 1628, and in 1630 he purchased 4,000 acres of low-lying land on Sedgemoor in Somerset.
    In 1629 Vermuyden embarked on his most important work, that of draining the Great Level in the fenlands of East Anglia. Francis Russell, 4th Earl of Bedford, was given charge of the work, with Vermuyden as Engineer; in this venture they were speculators and partners and were recompensed by a grant of land. The area which contains the Cambridgeshire tributaries of the Great Ouse were subject to severe and usually annual flooding. The works to contain the rivers in their flood period were important. Whilst the rivers were contained with the enclosed flood plain, the land beyond became highly sought-after because of the quality of the soil. The fourteen "adventurers" who eventually came into partnership with the Earl of Bedford and Vermuyden were the financiers of the scheme and also received land in accordance with their input into the scheme. In 1637 the work was claimed to be complete, but this was disputed, with Vermuyden defending himself against criticism in a pamphlet entitled Discourse Touching the Great Fennes (1638; 1642, London). In fact, much remained to be done, and after an interruption due to the Civil War the scheme was finished in 1652. Whilst the process of the Great Level works had closely involved the King, Oliver Cromwell was equally concerned over the success of the scheme. By 1655 Cornelius Vermuyden had ceased to have anything to do with the Great Level. At that stage he was asked to account for large sums granted to him to expedite the work but was unable to do so; most of his assets were seized to cover the deficiency, and from then on he subsided into obscurity and poverty.
    While Cornelius Vermuyden, as a Dutchman, was well versed in the drainage needs of his own country, he developed his skills as a hydraulic engineer in England and drained acres of derelict flooded land.
    [br]
    Principal Honours and Distinctions
    Knighted 1628.
    Further Reading
    L.E.Harris, 1953, Vermuyden and the Fens, London: Cleaver Hume Press. J.Korthals-Altes, 1977, Sir Cornelius Vermuyden: The Lifework of a Great Anglo-
    Dutchman in Land-Reclamation and Drainage, New York: Alto Press.
    KM / LRD

    Biographical history of technology > Vermuyden, Sir Cornelius

  • 52 sity międzycząsteczkowe

    • intermolecular forces
    • London dispersion forces

    Słownik polsko-angielski dla inżynierów > sity międzycząsteczkowe

  • 53 institute

    институт; научно-исследовательский институт, НИИ; организационная система

    Navy, Army and Air Force institutes — Бр. военно-торговая служба ВМС, СВ и ВВС

    English-Russian military dictionary > institute

  • 54 Ultimatum, English

    (1890)
       A painful and, for Portugal, embarrassing, diplomatic incident with Great Britain during the "Scramble for Africa." On 11 January 1890, England presented the Lisbon government with an ultimatum stating that, unless Portugal withdrew her armed forces from what is today a section of Malawi in central east Africa, Britain would consider breaking the ancient Anglo- Portuguese Alliance and would dispatch naval units to Mozambique and possibly to Portugal itself. The center of the conflict was disputed claims over an area to the west of northern Mozambique, a region in which Britain claimed to have special interests. Portugal requested international arbitration of the dispute, but London refused and presented the ultimatum. At the time, Portugal had an armed force in the disputed sector and was claiming sovereignty.
       The English Ultimatum led to the fall of the Lisbon government of the day, which gave in and withdrew Portugal's forces, as well as to unprecedented public agitation over the question. The Anglo-Portuguese Alliance came under great strain, although it was mended and renewed with the 1899 Treaty of Windsor. The monarchy was badly damaged by the national humiliation, and the Republican Party gained supporters. Portugal's current national anthem, A Portuguesa, was inspired by it.

    Historical dictionary of Portugal > Ultimatum, English

  • 55 By, Lieutenant-Colonel John

    SUBJECT AREA: Canals
    [br]
    b. 7 (?) August 1779 Lambeth, London, England
    d. 1 February 1836 Frant, Sussex, England
    [br]
    English Engineer-in-Charge of the construction of the Rideau Canal, linking the St Lawrence and Ottawa Rivers in Canada.
    [br]
    Admitted in 1797 as a Gentleman Cadet in the Royal Military Academy at Woolwich, By was commissioned on 1 August 1799 as a second lieutenant in the Royal Artillery, but was soon transferred to the Royal Engineers. Posted to Plymouth upon the development of the fortifications, he was further posted to Canada, arriving there in August 1802.
    In 1803 By was engaged in canal work, assisting Captain Bruyères in the construction of a short canal (1,500 ft (460 m) long) at the Cascades on the Grand, now the Ottawa, River. In 1805 he was back at the Cascades repairing ice damage caused during the previous winter. He was promoted Captain in 1809. Meanwhile he worked on the fortifications of Quebec and in 1806–7 he built a scale model of the Citadel, which is now in the National War Museum of Canada. He returned to England in 1810 and served in Portugal in 1811. Back in England at the end of the year, he was appointed Royal Engineer Officer in charge at the Waltham Abbey Gunpowder Works on 1 January 1812 and later planned the new Small Arms Factory at Enfield; both works were on the navigable River Lee.
    In the post-Napoleonic period Major By, as he then was, retired on half-pay but was promoted to Lieu tenant-Colonel on 2 December 1824. Eighteen months later, in March 1826, he returned to Canada on active duty to build the Rideau Canal. This was John By's greatest work. It was conceived after the American war of 1812–14 as a connection for vessels to reach Kingston and the Great Lakes from Montreal while avoiding possible attack from the United States forces. Ships would pass up the Ottawa River using the already-constructed locks and bypass channels and then travel via a new canal cut through virgin forest southwards to the St Lawrence at Kingston. By based his operational headquarters at the Ottawa River end of the new works and in a forest clearing he established a small settlement. Because of the regard in which By was held, this settlement became known as By town. In 1855, long after By's death, the settlement was designated by Queen Victoria as capital of United Canada (which was to become a self-governing Dominion in 1867) and renamed Ottawa; as a result of the presence of the national government, the growth of the town accelerated greatly.
    Between 1826–7 and 1832 the Rideau Canal was constructed. It included the massive engineering works of Jones Falls Dam (62 ft 6 in. (19 m) high) and 47 locks. By exercised an almost paternal care over those employed under his direction. The canal was completed in June 1832 at a cost of £800,000. By was summoned back to London to face virulent and unjust criticism from the Treasury. He was honoured in Canada but vilified by the British Government.
    [br]
    Further Reading
    R.F.Leggett, 1982, John By, Historical Society of Canada.
    —1976, Canals of Canada, Newton Abbot: David \& Charles.
    —1972, Rideau Waterway, Toronto: University of Toronto Press.
    Bernard Pothier, 1978, "The Quebec Model", Canadian War Museum Paper 9, Ottawa: National Museums of Canada.
    JHB

    Biographical history of technology > By, Lieutenant-Colonel John

  • 56 Ericsson, John

    [br]
    b. 31 July 1803 Farnebo, Sweden
    d. 8 March 1899 New York, USA
    [br]
    Swedish (naturalized American 1848) engineer and inventor.
    [br]
    The son of a mine owner and inspector, Ericsson's first education was private and haphazard. War with Russia disrupted the mines and the father secured a position on the Gotha Canal, then under construction. He enrolled John, then aged 13, and another son as cadets in a corps of military engineers engaged on the canal. There John was given a sound education and training in the physical sciences and engineering. At the age of 17 he decided to enlist in the Army, and on receiving a commission he was drafted to cartographic survey duties. After some years he decided that a career outside the Army offered him the best opportunities, and in 1826 he moved to London to pursue a career of mechanical invention.
    Ericsson first developed a heat (external combustion) engine, which proved unsuccessful. Three years later he designed and constructed the steam locomotive Novelty, which he entered in the Rainhill locomotive trials on the new Liverpool \& Manchester Railway. The engine began by performing promisingly, but it later broke down and failed to complete the test runs. Later he devised a self-regulating lead (1835) and then, more important and successful, he invented the screw propeller, patented in 1835 and installed in his first screw-propelled ship of 1839. This work was carried out independently of Sir Francis Pettit Smith, who contemporaneously developed a four-bladed propeller that was adopted by the British Admiralty. Ericsson saw that with screw propulsion the engine could be below the waterline, a distinct advantage in warships. He crossed the Atlantic to interest the American government in his ideas and became a naturalized citizen in 1848. He pioneered the gun turret for mounting heavy guns on board ship. Ericsson came into his own during the American Civil War, with the construction of the epoch-making warship Monitor, a screw-propelled ironclad with gun turret. This vessel demonstrated its powers in a signal victory at Hampton Roads on 9 March 1862.
    Ericsson continued to design warships and torpedoes, pointing out to President Lincoln that success in war would now depend on technological rather than numerical superiority. Meanwhile he continued to pursue his interest in heat engines, and from 1870 to 1888 he spent much of his time and resources in pursuing research into alternative energy sources, such as solar power, gravitation and tidal forces.
    [br]
    Further Reading
    W.C.Church, 1891, Life of John Ericsson, 2 vols, London.
    LRD

    Biographical history of technology > Ericsson, John

  • 57 LS

    1) Общая лексика: list of spare parts
    3) Авиация: landing strip
    5) Американизм: List Shows
    8) Сельское хозяйство: Light Sussex
    9) Математика: La Salle, Large Scale, менее значащий (less significant), метод наименьших квадратов, младший (о разряде), наименее значимый (least significant)
    10) Юридический термин: Law Select
    11) Страхование: Liner shipping, Summer timber load line
    12) Астрономия: List Star
    13) Ветеринария: Lepidopterists' Society
    14) Грубое выражение: Little Shit
    15) Оптика: logical sum
    16) Политика: Liechtenstein
    17) Телекоммуникации: Link State, Loop Start
    18) Сокращение: Landing System, Leading Seaman, Lesotho, Letter Signed, Licentiate in Surgery, Liechtenstein (NATO country code), Linnaean Society, launcher site, limestone, Locus Sigilli (place of seal)
    19) Текстиль: Long Sleeve
    21) Электроника: Limit State
    22) Вычислительная техника: less significant, load server, LAN Server (IBM)
    23) Картография: levee station
    24) Транспорт: Long Stroke
    25) Фирменный знак: Lone Star
    26) Экология: lightship station
    27) Реклама: дальний план
    29) Глоссарий компании Сахалин Энерджи: load sense (control system)
    32) Программирование: Level Subroutine, Load Save
    33) Сахалин А: limit of supply
    34) Общая лексика: load sensing
    35) Химическое оружие: Limit switch
    37) Нефть и газ: Communication Lines, low pressure steam
    38) Электротехника: line switch, load shedding
    39) Должность: Land Surveyor
    41) Федеральное бюро расследований: Louisville Field Office
    42) Единицы измерений: Light Seconds

    Универсальный англо-русский словарь > LS

  • 58 ls

    1) Общая лексика: list of spare parts
    3) Авиация: landing strip
    5) Американизм: List Shows
    8) Сельское хозяйство: Light Sussex
    9) Математика: La Salle, Large Scale, менее значащий (less significant), метод наименьших квадратов, младший (о разряде), наименее значимый (least significant)
    10) Юридический термин: Law Select
    11) Страхование: Liner shipping, Summer timber load line
    12) Астрономия: List Star
    13) Ветеринария: Lepidopterists' Society
    14) Грубое выражение: Little Shit
    15) Оптика: logical sum
    16) Политика: Liechtenstein
    17) Телекоммуникации: Link State, Loop Start
    18) Сокращение: Landing System, Leading Seaman, Lesotho, Letter Signed, Licentiate in Surgery, Liechtenstein (NATO country code), Linnaean Society, launcher site, limestone, Locus Sigilli (place of seal)
    19) Текстиль: Long Sleeve
    21) Электроника: Limit State
    22) Вычислительная техника: less significant, load server, LAN Server (IBM)
    23) Картография: levee station
    24) Транспорт: Long Stroke
    25) Фирменный знак: Lone Star
    26) Экология: lightship station
    27) Реклама: дальний план
    29) Глоссарий компании Сахалин Энерджи: load sense (control system)
    32) Программирование: Level Subroutine, Load Save
    33) Сахалин А: limit of supply
    34) Общая лексика: load sensing
    35) Химическое оружие: Limit switch
    37) Нефть и газ: Communication Lines, low pressure steam
    38) Электротехника: line switch, load shedding
    39) Должность: Land Surveyor
    41) Федеральное бюро расследований: Louisville Field Office
    42) Единицы измерений: Light Seconds

    Универсальный англо-русский словарь > ls

  • 59 лондоновские дисперсионные силы

    Универсальный русско-английский словарь > лондоновские дисперсионные силы

  • 60 модернизация стратег

    General subject: modernization of the strategic forces (англ. термин взят из кн.: Military Balance 2009. - London: International Institute for Strategic Studies, 2009; в тексте перед термином стоял опред. артикль)

    Универсальный русско-английский словарь > модернизация стратег

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