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101 second
Ⅰ.second1 ['sekənd]seconde ⇒ 1 (a)-(c), 1 (f), 1 (h) second ⇒ 1 (d), 2 (a), 2 (b) deuxième ⇒ 1 (d), 2 (a), 2 (b) en seconde place ⇒ 3 (a) deuxièmement ⇒ 3 (c)1 noun(a) (unit of time) seconde f;∎ the ambulance arrived within seconds l'ambulance est arrivée en quelques secondes∎ I'll be with you in a second je serai à vous dans un instant;∎ I'll only be a second j'en ai seulement pour deux secondes;∎ just a or half a second! une seconde!(d) (in order) second(e) m,f, deuxième mf;∎ I was the second to arrive je suis arrivé deuxième ou le deuxième;∎ to come a close second (in race) être battu de justesse∎ seconds out! soigneurs hors du ring!∎ in second en seconde∎ an upper/lower second une licence avec mention bien/assez bien∎ major/minor second seconde f majeure/mineure∎ every second person une personne sur deux;∎ Charles the Second Charles Deux ou II;∎ the second of March le deux mars;∎ for the second time pour la deuxième fois;∎ to be second in command (in hierarchy) être deuxième dans la hiérarchie; Military commander en second;∎ he's second in line for promotion il sera le second à bénéficier d'une promotion;∎ he's second in line for the throne c'est le deuxième dans l'ordre de succession au trône;∎ Grammar in the second person singular/plural à la deuxième personne du singulier/pluriel;∎ his wife took second place to his career sa femme venait après sa carrière;∎ and in the second place… (in demonstration, argument) et en deuxième lieu…;∎ it's second nature to her c'est une seconde nature chez elle;∎ he's second only to his teacher as a violinist en tant que violoniste, il n'y a que son professeur qui le surpasse ou qui lui soit supérieur;∎ as a goalkeeper, he's second to none comme gardien de but, il n'a pas son pareil;∎ her short stories are second to none ses nouvelles sont inégalées ou sans pareil(b) (another, additional) deuxième, second, autre;∎ a second Camus/Churchill un nouveau Camus/Churchill;∎ he was given a second chance (in life) on lui a accordé une seconde chance (dans la vie);∎ you are unlikely to get a second chance to join the team il est peu probable que l'on vous propose à nouveau de faire partie de l'équipe;∎ to take a second helping se resservir;∎ would you like a second helping/a second cup? en reprendrez-vous (un peu/une goutte)?;∎ can I have a second helping of meat? est-ce que je peux reprendre de la viande?;∎ they have a second home in France ils ont une résidence secondaire en France;∎ France is my second home la France est ma seconde patrie;∎ I'd like a second opinion (said by doctor) je voudrais prendre l'avis d'un confrère; (said by patient) je voudrais consulter un autre médecin;∎ I need a second opinion on these results j'aimerais avoir l'avis d'un tiers sur ces résultats;∎ to have second thoughts avoir des doutes, hésiter;∎ are you having second thoughts? est-ce que vous hésitez?;∎ he left his family without a second thought il a quitté sa famille sans réfléchir ou sans se poser de questions;∎ on second British thoughts or American thought I'd better go myself réflexion faite, il vaut mieux que j'y aille moi-même3 adverb(a) (in order) en seconde place;∎ to come second (in race) arriver en seconde position;∎ she arrived second (at party, meeting) elle est arrivée la deuxième;∎ the horse came second to Juniper's Lad le cheval s'est classé deuxième derrière Juniper's Lad∎ he's the second oldest player in the team après le doyen de l'équipe c'est lui le plus vieux;∎ the second largest/second richest le second par la taille/second par le revenu;∎ the second largest city in the world/in Portugal la deuxième ville du monde/du Portugal(c) (secondly) en second lieu, deuxièmement∎ I'll second that! je suis d'accord!∎ are there any seconds? il y a du rab?►► second ballot deuxième tour m;second base (in baseball) deuxième base f;1 nounpis-aller m inv;∎ I refuse to make do with second best je refuse de me contenter d'un pis-aller;∎ she knew she would never be more than second best (in person's affection) elle savait qu'elle ne serait jamais plus qu'un second choix; (athlete) elle savait qu'elle serait toujours deuxième2 adverb∎ to come off second best être battu, se faire battre;second childhood gâtisme m, seconde enfance f;∎ he's in his second childhood il est retombé en enfance;Railways second class seconde f (classe f);Religion the Second Coming le second avènement du Messie;second cousin cousin(e) m,f issu(e) de germains;British second eleven (in soccer, cricket) équipe f de réserve (dans le cadre scolaire ou amateur);Cars second gear seconde f;Sport second half deuxième mi-temps f inv;second hand (of watch, clock) aiguille f des secondes, trotteuse f;second language deuxième langue f;Journalism second lead gros titre m de deuxième ordre;second lieutenant (in army) ≃ sous-lieutenant m; Belgian & Swiss ≃ lieutenant m; (in air force) ≃ sous-lieutenant m;second name nom m de famille;Nautical second officer (officier m en) second m;second row (in rugby) deuxième ligne f;second showing deuxième représentation f;second sight seconde ou double vue f;∎ to have second sight avoir un don de double vue;Military second strike seconde frappe f, deuxième frappe f;Sport second team équipe f de réserve;second teeth deuxième dentition f, dentition f définitive;Music second violin deuxième violon mⅡ.second2 [sɪ'kɒnd]∎ she was seconded to the UN elle a été détachée à l'ONU;∎ Peter was seconded for service abroad Peter a été envoyé en détachement à l'étranger -
102 sixth
sixth [sɪksθ]1 noun(a) (fraction) sixième m(b) (in series) sixième mf(c) (of month) six m inv∎ to be in the lower/upper sixth ≃ être en première/en terminalesixième3 adverbsixièmement; (in contest) en sixième position, à la sixième place; see also fifth►► British School sixth form = classe terminale de l'enseignement secondaire en Angleterre et au pays de Galles, préparant aux "A-levels", ≃ classes fpl de première et de terminale;∎ all the sixth formers tous les élèves de première et de terminale;sixth sense sixième sens m;∎ some sixth sense told me she wouldn't come j'avais l'intuition qu'elle ne viendrait pas -
103 engine
двигатель; мотор; машинаbuzz up an engine — жарг. запускать двигатель
clean the engine — прогазовывать [прочищать] двигатель (кратковременной даней газа)
engine of bypass ratio 10: 1 — двигатель с коэффициентом [степенью] двухконтурности 10:1
flight discarded jet engine — реактивный двигатель, отработавший лётный ресурс
kick the engine over — разг. запускать двигатель
lunar module ascent engine — подъёмный двигатель лунного модуля [отсека]
monofuel rocket engine — ЖРД на однокомпонентном [унитарном] топливе
open the engine up — давать газ, увеличивать тягу или мощность двигателя
prepackaged liquid propellant engine — ЖРД на топливе длительного хранения; заранее снаряжаемый ЖРД
production(-standard, -type) engine — серийный двигатель, двигатель серийного образца [типа]
return and landing engine — ксм. двигатель для возвращения и посадки
reversed rocket engine — тормозной ракетный двигатель; ксм. тормозная двигательная установка
run up the engine — опробовать [«гонять»] двигатель
secure the engine — выключать [останавливать, глушить] двигатель
shut down the engine — выключать [останавливать, глушить] двигатель
shut off the engine — выключать [останавливать, глушить] двигатель
solid(-fuel, -grain) rocket engine — ракетный двигатель твёрдого топлива
turn the engine over — проворачивать [прокручивать] двигатель [вал двигателя]
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104 Goldmark, Peter Carl
[br]b. 2 December 1906 Budapest, Hungaryd. 7 December 1977 Westchester Co., New York, USA[br]Austro-Hungarian engineer who developed the first commercial colour television system and the long-playing record.[br]After education in Hungary and a period as an assistant at the Technische Hochschule, Berlin, Goldmark moved to England, where he joined Pye of Cambridge and worked on an experimental thirty-line television system using a cathode ray tube (CRT) for the display. In 1936 he moved to the USA to work at Columbia Broadcasting Laboratories. There, with monochrome television based on the CRT virtually a practical proposition, he devoted his efforts to finding a way of producing colour TV images: in 1940 he gave his first demonstration of a working system. There then followed a series of experimental field-sequential colour TV systems based on segmented red, green and blue colour wheels and drums, where the problem was to find an acceptable compromise between bandwidth, resolution, colour flicker and colour-image breakup. Eventually he arrived at a system using a colour wheel in combination with a CRT containing a panchromatic phosphor screen, with a scanned raster of 405 lines and a primary colour rate of 144 fields per second. Despite the fact that the receivers were bulky, gave relatively poor, dim pictures and used standards totally incompatible with the existing 525-line, sixty fields per second interlaced monochrome (black and white) system, in 1950 the Federal Communications Commission (FCC), anxious to encourage postwar revival of the industry, authorized the system for public broadcasting. Within eighteen months, however, bowing to pressure from the remainder of the industry, which had formed its own National Television Systems Committee (NTSC) to develop a much more satisfactory, fully compatible system based on the RCA three-gun shadowmask CRT, the FCC withdrew its approval.While all this was going on, Goldmark had also been working on ideas for overcoming the poor reproduction, noise quality, short playing-time (about four minutes) and limited robustness and life of the long-established 78 rpm 12 in. (30 cm) diameter shellac gramophone record. The recent availability of a new, more robust, plastic material, vinyl, which had a lower surface noise, enabled him in 1948 to reduce the groove width some three times to 0.003 in. (0.0762 mm), use a more lightly loaded synthetic sapphire stylus and crystal transducer with improved performance, and reduce the turntable speed to 33 1/3 rpm, to give thirty minutes of high-quality music per side. This successful development soon led to the availability of stereophonic recordings, based on the ideas of Alan Blumlein at EMI in the 1930s.In 1950 Goldmark became a vice-president of CBS, but he still found time to develop a scan conversion system for relaying television pictures to Earth from the Lunar Orbiter spacecraft. He also almost brought to the market a domestic electronic video recorder (EVR) system based on the thermal distortion of plastic film by separate luminance and coded colour signals, but this was overtaken by the video cassette recorder (VCR) system, which uses magnetic tape.[br]Principal Honours and DistinctionsInstitute of Electrical and Electronics Engineers Morris N.Liebmann Award 1945. Institute of Electrical and Electronics Engineers Vladimir K. Zworykin Award 1961.Bibliography1951, with J.W.Christensen and J.J.Reeves, "Colour television. USA Standard", Proceedings of the Institute of Radio Engineers 39: 1,288 (describes the development and standards for the short-lived field-sequential colour TV standard).1949, with R.Snepvangers and W.S.Bachman, "The Columbia long-playing microgroove recording system", Proceedings of the Institute of Radio Engineers 37:923 (outlines the invention of the long-playing record).Further ReadingE.W.Herold, 1976, "A history of colour television displays", Proceedings of the Institute of Electrical and Electronics Engineers 64:1,331.See also: Baird, John LogieKF -
105 Hamilton, Harold Lee (Hal)
[br]b. 14 June 1890 Little Shasta, California, USAd. 3 May 1969 California, USA[br]American pioneer of diesel rail traction.[br]Orphaned as a child, Hamilton went to work for Southern Pacific Railroad in his teens, and then worked for several other companies. In his spare time he learned mathematics and physics from a retired professor. In 1911 he joined the White Motor Company, makers of road motor vehicles in Denver, Colorado, where he had gone to recuperate from malaria. He remained there until 1922, apart from an eighteenth-month break for war service.Upon his return from war service, Hamilton found White selling petrol-engined railbuses with mechanical transmission, based on road vehicles, to railways. He noted that they were not robust enough and that the success of petrol railcars with electric transmission, built by General Electric since 1906, was limited as they were complex to drive and maintain. In 1922 Hamilton formed, and became President of, the Electro- Motive Engineering Corporation (later Electro-Motive Corporation) to design and produce petrol-electric rail cars. Needing an engine larger than those used in road vehicles, yet lighter and faster than marine engines, he approached the Win ton Engine Company to develop a suitable engine; in addition, General Electric provided electric transmission with a simplified control system. Using these components, Hamilton arranged for his petrol-electric railcars to be built by the St Louis Car Company, with the first being completed in 1924. It was the beginning of a highly successful series. Fuel costs were lower than for steam trains and initial costs were kept down by using standardized vehicles instead of designing for individual railways. Maintenance costs were minimized because Electro-Motive kept stocks of spare parts and supplied replacement units when necessary. As more powerful, 800 hp (600 kW) railcars were produced, railways tended to use them to haul trailer vehicles, although that practice reduced the fuel saving. By the end of the decade Electro-Motive needed engines more powerful still and therefore had to use cheap fuel. Diesel engines of the period, such as those that Winton had made for some years, were too heavy in relation to their power, and too slow and sluggish for rail use. Their fuel-injection system was erratic and insufficiently robust and Hamilton concluded that a separate injector was needed for each cylinder.In 1930 Electro-Motive Corporation and Winton were acquired by General Motors in pursuance of their aim to develop a diesel engine suitable for rail traction, with the use of unit fuel injectors; Hamilton retained his position as President. At this time, industrial depression had combined with road and air competition to undermine railway-passenger business, and Ralph Budd, President of the Chicago, Burlington \& Quincy Railroad, thought that traffic could be recovered by way of high-speed, luxury motor trains; hence the Pioneer Zephyr was built for the Burlington. This comprised a 600 hp (450 kW), lightweight, two-stroke, diesel engine developed by General Motors (model 201 A), with electric transmission, that powered a streamlined train of three articulated coaches. This train demonstrated its powers on 26 May 1934 by running non-stop from Denver to Chicago, a distance of 1,015 miles (1,635 km), in 13 hours and 6 minutes, when the fastest steam schedule was 26 hours. Hamilton and Budd were among those on board the train, and it ushered in an era of high-speed diesel trains in the USA. By then Hamilton, with General Motors backing, was planning to use the lightweight engine to power diesel-electric locomotives. Their layout was derived not from steam locomotives, but from the standard American boxcar. The power plant was mounted within the body and powered the bogies, and driver's cabs were at each end. Two 900 hp (670 kW) engines were mounted in a single car to become an 1,800 hp (l,340 kW) locomotive, which could be operated in multiple by a single driver to form a 3,600 hp (2,680 kW) locomotive. To keep costs down, standard locomotives could be mass-produced rather than needing individual designs for each railway, as with steam locomotives. Two units of this type were completed in 1935 and sent on trial throughout much of the USA. They were able to match steam locomotive performance, with considerable economies: fuel costs alone were halved and there was much less wear on the track. In the same year, Electro-Motive began manufacturing diesel-electrie locomotives at La Grange, Illinois, with design modifications: the driver was placed high up above a projecting nose, which improved visibility and provided protection in the event of collision on unguarded level crossings; six-wheeled bogies were introduced, to reduce axle loading and improve stability. The first production passenger locomotives emerged from La Grange in 1937, and by early 1939 seventy units were in service. Meanwhile, improved engines had been developed and were being made at La Grange, and late in 1939 a prototype, four-unit, 5,400 hp (4,000 kW) diesel-electric locomotive for freight trains was produced and sent out on test from coast to coast; production versions appeared late in 1940. After an interval from 1941 to 1943, when Electro-Motive produced diesel engines for military and naval use, locomotive production resumed in quantity in 1944, and within a few years diesel power replaced steam on most railways in the USA.Hal Hamilton remained President of Electro-Motive Corporation until 1942, when it became a division of General Motors, of which he became Vice-President.[br]Further ReadingP.M.Reck, 1948, On Time: The History of the Electro-Motive Division of General Motors Corporation, La Grange, Ill.: General Motors (describes Hamilton's career).PJGRBiographical history of technology > Hamilton, Harold Lee (Hal)
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106 Riley, James
SUBJECT AREA: Metallurgy[br]b. 1840 Halifax, Englandd. 15 July 1910 Harrogate, England[br]English steelmaker who promoted the manufacture of low-carbon bulk steel by the open-hearth process for tin plate and shipbuilding; pioneer of nickel steels.[br]After working as a millwright in Halifax, Riley found employment at the Ormesby Ironworks in Middlesbrough until, in 1869, he became manager of the Askam Ironworks in Cumberland. Three years later, in 1872, he was appointed Blast-furnace Manager at the pioneering Siemens Steel Company's works at Landore, near Swansea in South Wales. Using Spanish ore, he produced the manganese-rich iron (spiegeleisen) required as an additive to make satisfactory steel. Riley was promoted in 1874 to be General Manager at Landore, and he worked with William Siemens to develop the use of the latter's regenerative furnace for the production of open-hearth steel. He persuaded Welsh makers of tin plate to use sheets rolled from lowcarbon (mild) steel instead of from charcoal iron and, partly by publishing some test results, he was instrumental in influencing the Admiralty to build two naval vessels of mild steel, the Mercury and the Iris.In 1878 Riley moved north on his appointment as General Manager of the Steel Company of Scotland, a firm closely associated with Charles Tennant that was formed in 1872 to make steel by the Siemens process. Already by 1878, fourteen Siemens melting furnaces had been erected, and in that year 42,000 long tons of ingots were produced at the company's Hallside (Newton) Works, situated 8 km (5 miles) south-east of Glasgow. Under Riley's leadership, steelmaking in open-hearth furnaces was initiated at a second plant situated at Blochairn. Plates and sections for all aspects of shipbuilding, including boilers, formed the main products; the company also supplied the greater part of the steel for the Forth (Railway) Bridge. Riley was associated with technical modifications which improved the performance of steelmaking furnaces using Siemens's principles. He built a gasfired cupola for melting pig-iron, and constructed the first British "universal" plate mill using three-high rolls (Lauth mill).At the request of French interests, Riley investigated the properties of steels containing various proportions of nickel; the report that he read before the Iron and Steel Institute in 1889 successfully brought to the notice of potential users the greatly enhanced strength that nickel could impart and its ability to yield alloys possessing substantially lower corrodibility.The Steel Company of Scotland paid dividends in the years to 1890, but then came a lean period. In 1895, at the age of 54, Riley moved once more to another employer, becoming General Manager of the Glasgow Iron and Steel Company, which had just laid out a new steelmaking plant at Wishaw, 25 km (15 miles) south-east of Glasgow, where it already had blast furnaces. Still the technical innovator, in 1900 Riley presented an account of his experiences in introducing molten blast-furnace metal as feed for the open-hearth steel furnaces. In the early 1890s it was largely through Riley's efforts that a West of Scotland Board of Conciliation and Arbitration for the Manufactured Steel Trade came into being; he was its first Chairman and then its President.In 1899 James Riley resigned from his Scottish employment to move back to his native Yorkshire, where he became his own master by acquiring the small Richmond Ironworks situated at Stockton-on-Tees. Although Riley's 1900 account to the Iron and Steel Institute was the last of the many of which he was author, he continued to contribute to the discussion of papers written by others.[br]Principal Honours and DistinctionsPresident, West of Scotland Iron and Steel Institute 1893–5. Vice-President, Iron and Steel Institute, 1893–1910. Iron and Steel Institute (London) Bessemer Gold Medal 1887.Bibliography1876, "On steel for shipbuilding as supplied to the Royal Navy", Transactions of the Institute of Naval Architects 17:135–55.1884, "On recent improvements in the method of manufacture of open-hearth steel", Journal of the Iron and Steel Institute 2:43–52 plus plates 27–31.1887, "Some investigations as to the effects of different methods of treatment of mild steel in the manufacture of plates", Journal of the Iron and Steel Institute 1:121–30 (plus sheets II and III and plates XI and XII).27 February 1888, "Improvements in basichearth steel making furnaces", British patent no. 2,896.27 February 1888, "Improvements in regenerative furnaces for steel-making and analogous operations", British patent no. 2,899.1889, "Alloys of nickel and steel", Journal of the Iron and Steel Institute 1:45–55.Further ReadingA.Slaven, 1986, "James Riley", in Dictionary of Scottish Business Biography 1860–1960, Volume 1: The Staple Industries (ed. A.Slaven and S. Checkland), Aberdeen: Aberdeen University Press, 136–8."Men you know", The Bailie (Glasgow) 23 January 1884, series no. 588 (a brief biography, with portrait).J.C.Carr and W.Taplin, 1962, History of the British Steel Industry, Harvard University Press (contains an excellent summary of salient events).JKA -
107 Wöhler, August
SUBJECT AREA: Metallurgy[br]b. 22 June 1819 Soltau, Germanyd. 21 June 1914 Hannover, Germany[br]German railway engineer who first established the fatigue fracture of metals.[br]Wöhler, the son of a schoolteacher, was born at Soltau on the Luneburg Heath and received his early education at his father's school, where his mathematical abilities soon became apparent. He completed his studies at the Technical High School, Hannover.In 1840 he obtained a position at the Borsig Engineering Works in Berlin and acquired there much valuable experience in railway technology. He trained as an engine driver in Belgium and in 1843 was appointed as an engineer to the first Hannoverian Railway, then being constructed between Hannover and Lehrte. In 1847 he became Chief Superintendent of rolling stock on the Lower Silesian-Brandenhurg Railway, where his technical abilities influenced the Prussian Minister of Commerce to appoint him to a commission set up to investigate the reasons for the unusually high incidence of axle failures then being encountered on the railways. This was in 1852, and by 1854, when the Brandenburg line had been nationalized, Wöhler had already embarked on the long, systematic programme of mechanical testing which eventually provided him with a clear insight into the process of what is now referred to as "fatigue failure". He concentrated initially on the behaviour of machined iron and steel specimens subjected to fluctuating direct, bending and torsional stresses that were imposed by testing machines of his own design.Although Wöhler was not the first investigator in this area, he was the first to recognize the state of "fatigue" induced in metals by the repeated application of cycles of stress at levels well below those that would cause immediate failure. His method of plotting the fatigue stress amplitude "S" against the number of stress cycles necessary to cause failure "N" yielded the well-known S-N curve which described very precisely the susceptibility to fatigue failure of the material concerned. Engineers were thus provided with an invaluable testing technique that is still widely used in the 1990s.Between 1851 and 1898 Wöhler published forty-two papers in German technical journals, although the importance of his work was not initially fully appreciated in other countries. A display of some of his fracture fatigue specimens at the Paris Exposition in 1867, however, stimulated a short review of his work in Engineering in London. Four years later, in 1871, Engineering published a series of nine articles which described Wöhler's findings in considerable detail and brought them to the attention of engineers. Wöhler became a member of the newly created management board of the Imperial German Railways in 1874, an appointment that he retained until 1889. He is also remembered for his derivation in 1855 of a formula for calculating the deflections under load of lattice girders, plate girders, and other continuous beams resting on more than two supports. This "Three Moments" theorem appeared two years before Clapeyron independently advanced the same expression. Wöhler's other major contribution to bridge design was to use rollers at one end to allow for thermal expansion and contraction.[br]Bibliography1855, "Theorie rechteckiger eiserner Brückenbalken", Zeitschrift für Bauwesen 5:122–66. 1870, "Über die Festigkeitversuche mit Eisen und Stahl", Zeitschrift für Bauwesen 20:73– 106.Wöhler's experiments on the fatigue of metals were reported in Engineering (1867) 2:160; (1871) 11:199–200, 222, 243–4, 261, 299–300, 326–7, 349–50, 397, 439–41.Further ReadingR.Blaum, 1918, "August Wöhler", Beiträge zur Geschichte der Technik und Industrie 8:35–55.——1925, "August Wöhler", Deutsches biographisches Jahrbuch, Vol. I, Stuttgart, pp. 103–7.K.Pearson, 1890, "On Wöhler's experiments on alternating stress", Messeng. Math.20:21–37.J.Gilchrist, 1900, "On Wöhler's Laws", Engineer 90:203–4.ASD -
108 tone
тон; звук; лад;1) tone block — цилиндрический барабан; 2) tone cluster — кластер; 3) tone copying — копирование тембров; 4) tone detune — тонкая расстройка; 5) tone generator — тонгенератор; 6) tone of the chord — аккордовый звук; 7) tone parameter — параметр тембра; 8) tone parameter table — таблица параметров тембра; 9) tone row — звукоряд; 10) tone selection — выбор тембра; 11) tone sensation — слуховое ощущение; 12) tone series — звукоряд; 13) tone system — ладовая система; 14) combination tone — комбинационный тон; 15) gliding tone — нефиксированный тон, глиссандирующий тон; 16) level tone — фиксированный тон, тон определенной высоты; 17) lower neighbor tone — нижний вспомогательный звук; 18) upper neighbor tone — верхний вспомогательный звук; 19) passing tone — проходящий звук; 20) major, minor tone — большой, малый тон ( у Птолемея и в чистом строе) a) Whereas the Aja languages have only level tones, the softer inflexions of Yoruba, which has both level and gliding tones, give greater flexibility to the melody — В отличие от языков адья, в которых присутствуют только тоны определенной высоты, мягкие флексии языка йоруба, в котором присутствуют и тоны определенной высоты и глиссандирующие тоны, придают мелодии большую гибкость. -
109 fill handle
The small black square in the lower-right corner of a selected cell that can be used to copy data and to fill adjacent cells with a series of data.
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