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121 Nash, John
SUBJECT AREA: Architecture and building[br]b. c. 1752 (?) London, Englandd. 13 May 1835 Cowes, Isle of Wight[br]English architect and town planner.[br]Nash's name is synonymous with the great scheme carried out for his patron, the Prince Regent, in the early nineteenth century: the development of Marylebone Park from 1811 constituted a "garden city" for the wealthy in the centre of London. Although only a part of Nash's great scheme was actually achieved, an immense amount was carried out, comprising the Regent's Park and its surrounding terraces, the Regent's Street, including All Souls' Church, and the Regent's Palace in the Mall. Not least was Nash's exotic Royal Pavilion at Brighton.From the early years of the nineteenth century, Nash and a number of other architects took advantage of the use of structural materials developed as a result of the Industrial Revolution; these included wrought and cast iron and various cements. Nash utilized iron widely in the Regent Street Quadrant, Carlton House Terrace and at the Brighton Pavilion. In the first two of these his iron columns were masonry clad, but at Brighton he unashamedly constructed iron column supports, as in the Royal Kitchen, and his ground floor to first floor cast-iron staircase, in which he took advantage of the malleability of the material to create a "Chinese" bamboo design, was particularly notable. The great eighteenth-century terrace architecture of Bath and much of the later work in London was constructed in stone, but as nineteenth-century needs demanded that more buildings needed to be erected at lower cost and greater speed, brick was used more widely for construction; this was rendered with a cement that could be painted to imitate stone. Nash, in particular, employed this method at Regent's Park and used a stucco made from sand, brickdust, powdered limestone and lead oxide that was suited for exterior work.[br]Further ReadingTerence Davis, 1960, The Architecture of John Nash, Studio.——1966, John Nash: The Prince Regent's Architect, Country Life.Sir John Summerson, 1980, John Nash: Architect to King George IV, Allen \& Unwin.DY -
122 Nervi, Pier Luigi
[br]b. 21 June 1891 Sondrio, Italyd. 9 January 1979 (?), Italy[br]Italian engineer who played a vital role in the use and adaptation of reinforced concrete as a structural material from the 1930s to the 1970s.[br]Nervi early established a reputation in the use of reinforced concrete with his stadium in Florence (1930–2). This elegant concrete structure combines graceful curves with functional solidity and is capable of seating some 35,000 spectators. The stadium was followed by the aircraft hangars built for the Italian Air Force at Orvieto and Ortebello, in which he spanned the vast roofs of the hangars with thin-shelled vaults supported by precast concrete beams and steel-reinforced ribs. The structural strength and subtle curves of these ribbed roofs set the pattern for Nervi's techniques, which he subsequently varied and elaborated on to solve problems that arose in further commissions.Immediately after the Second World War Italy was short of supplies of steel for structural purposes so, in contrast to the USA, Britain and Germany, did not for some years construct any quantity of steel-framed rectangular buildinngs used for offices, housing or industrial use. It was Nervi who led the way to a ferroconcrete approach, using a new type of structure based on these materials in the form of a fine steel mesh sprayed with cement mortar and used to roof all kinds of structures. It was a method that resulted in expressionist curves instead of rectangular blocks, and the first of his great exhibition halls at Turin (1949), with a vault span of 240 ft (73 m), was an early example of this technique. Nervi continued to create original and beautiful ferroconcrete structures of infinite variety: for example, the hall at the Lido di Roma, Ostia; the terme at Chianciano; and the three buildings that he designed for the Rome Olympics in 1960. The Palazzetto dello Sport is probably the most famous of these, for which he co-operated with the architect Annibale Vitellozzi to construct a small sports palace seating 5,000 spectators under a concrete "big top" of 194 ft (59 m) diameter, its enclosing walls supported by thirtysix guy ropes of concrete; inside, the elegant roof displays a floral quality. In 1960 Nervi returned to Turin to build his imaginative Palace of Labour for the centenary celebrations of Garibaldi and Victor Emmanuel in the city. This vast hall, like the Crystal Palace in England a century earlier (see Paxton), had to be built quickly and be suitable for later adaptation. It was therefore constructed partly in steel, and the metal supporting columns rose to palm-leaf capitals reminiscent of those in ancient Nile palaces.Nervi's aim was always to create functional buildings that simultaneously act by their aesthetic qualities as an effective educational influence. Functionalism for Nervi never became "brutalism". In consequence, his work is admired by the lay public as well as by architects. He collaborated with many of the outstanding architects of the day: with Gio Ponti on the Pirelli Building in Milan (1955–9); with Zehrfuss and Breuer on the Y-plan UNESCO Building in Paris (1953–7); and with Marcello Piacentini on the 16,000-seat Palazzo dello Sport in Rome. Nervi found time to write a number of books on building construction and design, lectured in the Universities of Rio de Janiero and Buenos Aires, and was for many years Professor of Technology and Technique of Construction in the Faculty of Architecture at the University of Rome. He continued to design new structures until well into the 1970s.[br]Principal Honours and DistinctionsRIBA Royal Gold Medal 1960. Royal Institute of Structural Engineers Gold Medal 1968. Honorary Degree Edinburgh University, Warsaw University, Munich University, London University, Harvard University. Member International Institute of Arts and Letters, Zurich; American Academy of Arts and Sciences; Royal Academy of Fine Arts, Stockholm.Bibliography1956, Structures, New York: Dodge.1945, Scienza o Arte del Costruire?, Rome: Bussola.Further ReadingP.Desideri et al., 1979, Pier Luigi Nervi, Bologna: Zanichelli.A.L.Huxtable, 1960, Masters of World Architecture; Pier Luigi Nervi, New York: Braziller.DY -
123 Pasley, General Sir Charles William
SUBJECT AREA: Civil engineering[br]b. 8 September 1780 Eskdalemuir, Dumfriesshire, Scotlandd. 19 April 1861 London, England[br]Scottish Colonel-Commandant, Royal Engineers.[br]At first he was educated by Andrew Little of Lan-gholm. At the age of 14 he was sent to school at Selkirk, where he stayed for two years until joining the Royal Military Academy at Woolwich in August 1796. He was commissioned as Second Lieutenant in the Royal Artillery and transferred to the Royal Engineers on 1 April 1798. He served at Minorca, Malta, Naples, Sicily, Calabria and in the siege of Copenhagen and in other campaigns. He was promoted First Captain in 1807, and was on the staff of Sir John Moore at the battle of Coruna. He was wounded at the siege of Flushing in 1809 and was invalided for a year, employing his time in learning German.In November 1810 he published his Essay on Military Policy and Institutions of the British Empire, which ran through four editions. In 1811 he was in command of a company of Royal Military Artificers at Plymouth and there he devised a method of education by which the NCOs and troops could teach themselves without "mathematical masters". His system was a great success and was adopted at Chatham and throughout the corps. In 1812 he was appointed Director of the School of Military Engineering at Chatham. He remained at Chatham until 1841, when he was appointed Inspector-General of Railways. During this period he organized improved systems of sapping, mining, telegraphing, pontooning and exploding gunpowder on land or under water, and prepared pamphlets and courses of instruction in these and other subjects. In May 1836 he started what is probably the most important work for which he is remembered. This, was a book on Limes, Calcareous Cements, Mortar, Stuccos and Concretes. The general adoption of Joseph Aspdin's Portland Cement was largely due to Pasley's recommendation of the material.He was married twice: first in 1814 at Chatham to Harriet Cooper; and then on 30 March 1819 at Rochester to Martha Matilda Roberts, with whom he had six children— she died in 1881.[br]Principal Honours and DistinctionsKGB 1846. FRS 1816. Honorary DCL, Oxford University 1844.Bibliography1810, Essay on Military Policy and Institutions of the British Empire. Limes, Calcareous Cements, Mortar, Stuccos and Concretes.Further ReadingPorter, History of the Corps of Royal Engineers. DNB. Proceedings of the Royal Society.IMcNBiographical history of technology > Pasley, General Sir Charles William
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124 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 -
125 Wright, Wilbur
SUBJECT AREA: Aerospace[br]b. 16 April 1867 Millville, Indiana, USAd. 30 May 1912 Dayton, Ohio, USA[br]American co-inventor, with his brother Orville Wright (b. 19 August 1871 Dayton, Ohio, USA; d. 30 January 1948 Dayton, Ohio, USA), of the first powered aeroplane capable of sustained, controlled flight.[br]Wilbur and Orville designed and built bicycles in Dayton, Ohio. In the 1890s they developed an interest in flying which led them to study the experiments of gliding pioneers such as Otto Lilienthal in Germany, and their fellow American Octave Chanute. The Wrights were very methodical and tackled the many problems stage by stage. First, they developed a method of controlling a glider using movable control surfaces, instead of weight-shifting as used in the early hand-gliders. They built a wind tunnel to test their wing sections and by 1902 they had produced a controllable glider. Next they needed a petrol engine, and when they could not find one to suit their needs they designed and built one themselves.On 17 December 1903 their Flyer was ready and Orville made the first short flight of 12 seconds; Wilbur followed with a 59-second flight covering 853 ft (260 m). An improved design, Flyer II, followed in 1904 and made about eighty flights, including circuits and simple ma-noeuvres. In 1905 Flyer III made several long flights, including one of 38 minutes covering 24½ miles (39 km). Most of the Wrights' flying was carried out in secret to protect their patents, so their achievements received little publicity. For a period of two and a half years they did not fly, but they worked to improve their Flyer and to negotiate terms for the sale of their invention to various governments and commercial syndi-cates.In 1908 the Wright Model A appeared, and when Wilbur demonstrated it in France he astounded the European aviators by making several flights lasting more than one hour and one of 2 hours 20 minutes. Considerable numbers of the Model A were built, but the European designers rapidly caught up and overtook the Wrights. The Wright brothers became involved in several legal battles to protect their patents: one of these, with Glenn Curtiss, went on for many years. Wilbur died of typhoid fever in 1912. Orville sold his interest in the Wright Company in 1915, but retained an interest in aeronautical research and lived on to see an aeroplane fly faster than the speed of sound.[br]Principal Honours and DistinctionsRoyal Aeronautical Society (London) Gold Medal (awarded to both Wilbur and Orville) May 1909. Medals from the Aero Club of America, Congress, Ohio State and the City of Dayton.Bibliography1951, Miracle at Kitty Hawk. The Letters of Wilbur \& Orville Wright, ed. F.C.Kelly, New York.1953, The Papers of Wilbur and Orville Wright, ed. Marvin W.McFarland, 2 vols, New York.Orville Wright, 1953, How We Invented the Aeroplane, ed. F.C.Kelly, New York.Further ReadingA.G.Renstrom, 1968, Wilbur \& Orville Wright. A Bibliography, Washington, DC (with 2,055 entries).C.H.Gibbs-Smith, 1963, The Wright Brothers, London (reprint) (a concise account).J.L.Pritchard, 1953, The Wright Brothers', Journal of the Royal Aeronautical Society (December) (includes much documentary material).F.C.Kelly, 1943, The Wright Brothers, New York (reprint) (authorized by Orville Wright).H.B.Combs with M.Caidin, 1980, Kill Devil Hill, London (contains more technical information).T.D.Crouch, 1989, The Bishop's Boys: A Life of Wilbur \& Orville Wright, New York (perhaps the best of various subsequent biographies).JDS -
126 характеристика
характеристика сущperformanceакустическая характеристикаacoustic propertyакустическая характеристика двигателяengine acoustic performanceантидетонационная характеристикаantiknock ratingаэродинамическая характеристика1. aerodynamic performance2. aerodynamic characteristic 3. aerodynamic property аэродинамические характеристикиaerodynamic behaviorаэроупругая характеристикаaeroelastic characteristicбалансировочная характеристикаtrim characteristicвзлетная характеристика1. takeoff ability2. takeoff performance взлетно-посадочные характеристикиtake-off and landing characteristicsвибрационная характеристикаvibration characteristicвлиять на летные характеристикиeffect on flight characteristicsвысотная характеристикаaltitude performanceвысотно-скоростная характеристикаaltitude-airspeed performanceвысотные характеристики двигателяengine altitude performancesдиапазон полетных характеристикflight-perfomance rangeдренажные характеристикиdrainage characteristicsдроссельная характеристика1. throttle performance2. throttle characteristic 3. thrust curve задавать характеристикиschedule the performancesинформация о летно-технических характеристикахperformance informationкоординаты характеристикиdata on the performanceлетная характеристика1. flight performance2. flying property летно-технические характеристики1. performance codes2. aircraft performance characteristics летно-технические характеристики воздушного суднаaircraft performancesлетные характеристикиflight characteristicsметод проверки характеристикperfomance check methodнавигационная характеристикаnavigation performanceобобщенные характеристики по шумуgeneralized noise characteristicsограничение характеристикperfomance limitationосновные характеристикиbasic characteristicsотрицательно влиять на характеристикиadversely affect performancesоценка летных характеристикperformance evaluationпадающая характеристикаfalling responseподвергать сомнению соответствие характеристик нормам летной годностиreflect on airworthinessполет для проверки летных характеристикperformance flightпологая характеристикаflat responseпомпажная характеристикаsurge characteristicпосадочная характеристикаlanding performanceпосадочные характеристикиlanding characteristicsПостоянный комитет по летно-техническим характеристикамStanding Committee of Performanceпротивоштопорные характеристикиspin-recovery characteristicsрабочая характеристикаoperating characteristicрасчетная характеристикаdesign characteristicскоростная характеристика1. thrust versus speed curve2. speed ability снижение характеристикperformance lossснимать характеристики1. take characteristics2. check performances стендовая характеристикаinstallation featuresтехнические характеристики зональной навигацииarea navigation capabilityтормозная характеристика воздушного судна1. aircraft braking performance2. aircraft stopping performance требования к эксплуатационным характеристикамoperating performance requirementsтяговая характеристикаthrust characteristicтяговые характеристикиpropulsion performance characteristicsусталостная характеристикаfatigue propertyустанавливать характеристикиestablish the characteristicsустановленные характеристикиspecified characteristicsуточнение летно-технических характеристикperfomance correctionухудшение характеристикdeterioration in performanceхарактеристика в зоне ожиданияholding performanceхарактеристика ВППrunway performanceхарактеристика выдерживания высотыheight-keeping performanceхарактеристика затуханияdecay characteristicхарактеристика излучения звукаsound emission characteristicхарактеристика набора высоты при полете по маршрутуen-route climb performanceхарактеристика планированияgliding performanceхарактеристика по наддувуmanifold pressure characteristicхарактеристика поперечной устойчивостиlateral characteristicхарактеристика процесса горенияcombustion characteristicхарактеристика прочности материалаmaterial strength propertyхарактеристика путевой устойчивостиdirectional stability characteristicхарактеристика расходаflow characteristicхарактеристика расхода воздухаair flow characteristicхарактеристика рентабельностиbreak-even pointхарактеристика сваливанияstall characteristicхарактеристика спектраspectral characteristicхарактеристика сцепления поверхности ВППrunway friction characteristicхарактеристика топливаfuel propertyхарактеристика управляемости1. control characteristic2. handling characteristic характеристика устойчивостиstability characteristicхарактеристика холостого ходаno-load characteristicхарактеристика чувствительности к звуковому давлениюpressure response characteristicхарактеристики авторотацииwindmilling performanceхарактеристики двигателяengine performancesхарактеристики короткого летного поляshort-field performancesхарактеристики наведения по линии путиtrack-defining characteristicsхарактеристики на разворотахturn characteristicsхарактеристики нарастанияonset characteristicsхарактеристики по шумуnoise characteristicsхарактеристики приемаacceleration characteristicхарактеристики скороподъемностиclimb performancesхарактеристики уровня безопасностиsafe featuresхарактеристики, установленные техническим заданиемscheduled performancesчастотная характеристикаfrequency responseэксплуатационная характеристикаoperating performance -
127 ikat
string, cord to tie. 2 bunch, bundle, sheaf. 3 band. 4 method of tie-dying material being woven. -
128 вторичное использование отходов
вторичное использование отходов
—
[ http://www.eionet.europa.eu/gemet/alphabetic?langcode=en]EN
recycling
A resource recovery method involving the collection and treatment of a waste product for use as raw material in the manufacture of the same or a similar product. (Source: LANDY)
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Русско-английский словарь нормативно-технической терминологии > вторичное использование отходов
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