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41 recién
• freshly• lateen sail• latency• Newfoundlander• newly born• recently -
42 Fabius, Laurent
(Adj. Fabiusien) Born 1946.Former socialist Prime Minister of France (1984-1986) during the first Mitterrand presidency. Graduate of theENA (Ecole Normale d'Administration). Fabius more recently came to much public attention by being the leading proponent of the victorious "no" vote in the French referendum on the European Constitution in 2005.Dictionnaire Français-Anglais. Agriculture Biologique > Fabius, Laurent
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43 Introduction
Portugal is a small Western European nation with a large, distinctive past replete with both triumph and tragedy. One of the continent's oldest nation-states, Portugal has frontiers that are essentially unchanged since the late 14th century. The country's unique character and 850-year history as an independent state present several curious paradoxes. As of 1974, when much of the remainder of the Portuguese overseas empire was decolonized, Portuguese society appeared to be the most ethnically homogeneous of the two Iberian states and of much of Europe. Yet, Portuguese society had received, over the course of 2,000 years, infusions of other ethnic groups in invasions and immigration: Phoenicians, Greeks, Celts, Romans, Suevi, Visigoths, Muslims (Arab and Berber), Jews, Italians, Flemings, Burgundian French, black Africans, and Asians. Indeed, Portugal has been a crossroads, despite its relative isolation in the western corner of the Iberian Peninsula, between the West and North Africa, Tropical Africa, and Asia and America. Since 1974, Portugal's society has become less homogeneous, as there has been significant immigration of former subjects from its erstwhile overseas empire.Other paradoxes should be noted as well. Although Portugal is sometimes confused with Spain or things Spanish, its very national independence and national culture depend on being different from Spain and Spaniards. Today, Portugal's independence may be taken for granted. Since 1140, except for 1580-1640 when it was ruled by Philippine Spain, Portugal has been a sovereign state. Nevertheless, a recurring theme of the nation's history is cycles of anxiety and despair that its freedom as a nation is at risk. There is a paradox, too, about Portugal's overseas empire(s), which lasted half a millennium (1415-1975): after 1822, when Brazil achieved independence from Portugal, most of the Portuguese who emigrated overseas never set foot in their overseas empire, but preferred to immigrate to Brazil or to other countries in North or South America or Europe, where established Portuguese overseas communities existed.Portugal was a world power during the period 1415-1550, the era of the Discoveries, expansion, and early empire, and since then the Portuguese have experienced periods of decline, decadence, and rejuvenation. Despite the fact that Portugal slipped to the rank of a third- or fourth-rate power after 1580, it and its people can claim rightfully an unusual number of "firsts" or distinctions that assure their place both in world and Western history. These distinctions should be kept in mind while acknowledging that, for more than 400 years, Portugal has generally lagged behind the rest of Western Europe, although not Southern Europe, in social and economic developments and has remained behind even its only neighbor and sometime nemesis, Spain.Portugal's pioneering role in the Discoveries and exploration era of the 15th and 16th centuries is well known. Often noted, too, is the Portuguese role in the art and science of maritime navigation through the efforts of early navigators, mapmakers, seamen, and fishermen. What are often forgotten are the country's slender base of resources, its small population largely of rural peasants, and, until recently, its occupation of only 16 percent of the Iberian Peninsula. As of 1139—10, when Portugal emerged first as an independent monarchy, and eventually a sovereign nation-state, England and France had not achieved this status. The Portuguese were the first in the Iberian Peninsula to expel the Muslim invaders from their portion of the peninsula, achieving this by 1250, more than 200 years before Castile managed to do the same (1492).Other distinctions may be noted. Portugal conquered the first overseas empire beyond the Mediterranean in the early modern era and established the first plantation system based on slave labor. Portugal's empire was the first to be colonized and the last to be decolonized in the 20th century. With so much of its scattered, seaborne empire dependent upon the safety and seaworthiness of shipping, Portugal was a pioneer in initiating marine insurance, a practice that is taken for granted today. During the time of Pombaline Portugal (1750-77), Portugal was the first state to organize and hold an industrial trade fair. In distinctive political and governmental developments, Portugal's record is more mixed, and this fact suggests that maintaining a government with a functioning rule of law and a pluralist, representative democracy has not been an easy matter in a country that for so long has been one of the poorest and least educated in the West. Portugal's First Republic (1910-26), only the third republic in a largely monarchist Europe (after France and Switzerland), was Western Europe's most unstable parliamentary system in the 20th century. Finally, the authoritarian Estado Novo or "New State" (1926-74) was the longest surviving authoritarian system in modern Western Europe. When Portugal departed from its overseas empire in 1974-75, the descendants, in effect, of Prince Henry the Navigator were leaving the West's oldest empire.Portugal's individuality is based mainly on its long history of distinc-tiveness, its intense determination to use any means — alliance, diplomacy, defense, trade, or empire—to be a sovereign state, independent of Spain, and on its national pride in the Portuguese language. Another master factor in Portuguese affairs deserves mention. The country's politics and government have been influenced not only by intellectual currents from the Atlantic but also through Spain from Europe, which brought new political ideas and institutions and novel technologies. Given the weight of empire in Portugal's past, it is not surprising that public affairs have been hostage to a degree to what happened in her overseas empire. Most important have been domestic responses to imperial affairs during both imperial and internal crises since 1415, which have continued to the mid-1970s and beyond. One of the most important themes of Portuguese history, and one oddly neglected by not a few histories, is that every major political crisis and fundamental change in the system—in other words, revolution—since 1415 has been intimately connected with a related imperial crisis. The respective dates of these historical crises are: 1437, 1495, 1578-80, 1640, 1820-22, 1890, 1910, 1926-30, 1961, and 1974. The reader will find greater detail on each crisis in historical context in the history section of this introduction and in relevant entries.LAND AND PEOPLEThe Republic of Portugal is located on the western edge of the Iberian Peninsula. A major geographical dividing line is the Tagus River: Portugal north of it has an Atlantic orientation; the country to the south of it has a Mediterranean orientation. There is little physical evidence that Portugal is clearly geographically distinct from Spain, and there is no major natural barrier between the two countries along more than 1,214 kilometers (755 miles) of the Luso-Spanish frontier. In climate, Portugal has a number of microclimates similar to the microclimates of Galicia, Estremadura, and Andalusia in neighboring Spain. North of the Tagus, in general, there is an Atlantic-type climate with higher rainfall, cold winters, and some snow in the mountainous areas. South of the Tagus is a more Mediterranean climate, with hot, dry, often rainless summers and cool, wet winters. Lisbon, the capital, which has a fifth of the country's population living in its region, has an average annual mean temperature about 16° C (60° F).For a small country with an area of 92,345 square kilometers (35,580 square miles, including the Atlantic archipelagos of the Azores and the Madeiras), which is about the size of the state of Indiana in the United States, Portugal has a remarkable diversity of regional topography and scenery. In some respects, Portugal resembles an island within the peninsula, embodying a unique fusion of European and non-European cultures, akin to Spain yet apart. Its geography is a study in contrasts, from the flat, sandy coastal plain, in some places unusually wide for Europe, to the mountainous Beira districts or provinces north of the Tagus, to the snow-capped mountain range of the Estrela, with its unique ski area, to the rocky, barren, remote Trás-os-Montes district bordering Spain. There are extensive forests in central and northern Portugal that contrast with the flat, almost Kansas-like plains of the wheat belt in the Alentejo district. There is also the unique Algarve district, isolated somewhat from the Alentejo district by a mountain range, with a microclimate, topography, and vegetation that resemble closely those of North Africa.Although Portugal is small, just 563 kilometers (337 miles) long and from 129 to 209 kilometers (80 to 125 miles) wide, it is strategically located on transportation and communication routes between Europe and North Africa, and the Americas and Europe. Geographical location is one key to the long history of Portugal's three overseas empires, which stretched once from Morocco to the Moluccas and from lonely Sagres at Cape St. Vincent to Rio de Janeiro, Brazil. It is essential to emphasize the identity of its neighbors: on the north and east Portugal is bounded by Spain, its only neighbor, and by the Atlantic Ocean on the south and west. Portugal is the westernmost country of Western Europe, and its shape resembles a face, with Lisbon below the nose, staring into theAtlantic. No part of Portugal touches the Mediterranean, and its Atlantic orientation has been a response in part to turning its back on Castile and Léon (later Spain) and exploring, traveling, and trading or working in lands beyond the peninsula. Portugal was the pioneering nation in the Atlantic-born European discoveries during the Renaissance, and its diplomatic and trade relations have been dominated by countries that have been Atlantic powers as well: Spain; England (Britain since 1707); France; Brazil, once its greatest colony; and the United States.Today Portugal and its Atlantic islands have a population of roughly 10 million people. While ethnic homogeneity has been characteristic of it in recent history, Portugal's population over the centuries has seen an infusion of non-Portuguese ethnic groups from various parts of Europe, the Middle East, and Africa. Between 1500 and 1800, a significant population of black Africans, brought in as slaves, was absorbed in the population. And since 1950, a population of Cape Verdeans, who worked in menial labor, has resided in Portugal. With the influx of African, Goan, and Timorese refugees and exiles from the empire—as many as three quarters of a million retornados ("returned ones" or immigrants from the former empire) entered Portugal in 1974 and 1975—there has been greater ethnic diversity in the Portuguese population. In 2002, there were 239,113 immigrants legally residing in Portugal: 108,132 from Africa; 24,806 from Brazil; 15,906 from Britain; 14,617 from Spain; and 11,877 from Germany. In addition, about 200,000 immigrants are living in Portugal from eastern Europe, mainly from Ukraine. The growth of Portugal's population is reflected in the following statistics:1527 1,200,000 (estimate only)1768 2,400,000 (estimate only)1864 4,287,000 first census1890 5,049,7001900 5,423,0001911 5,960,0001930 6,826,0001940 7,185,1431950 8,510,0001960 8,889,0001970 8,668,000* note decrease1980 9,833,0001991 9,862,5401996 9,934,1002006 10,642,8362010 10,710,000 (estimated) -
44 Ferro, Antônio
(1895-1956)Writer, journalist, cultural leader, and diplomat in the early and middle phases of the Estado Novo. Born into a family with strong republican sympathies and enrolled as a student in Lisbon University's Law Faculty, Ferro soon abandoned his faith in the chaotic republic, quit studying law, and became a poet, writer, and journalist. His reputation as a modernist and nationalist who was also a cosmopolitan, celebrated, prolific, and well-traveled journalist was acquired during the years 1917-33, when his publications attracted much public attention. Ferro published best-selling accounts include exclusive personal interviews of right-wing dictators in Italy, Spain, and other countries; portraits of the United States, including Hollywood in the 1920s; and a depiction of the turbulent Spanish Republic prior to the Spanish Civil War.The best-selling book that brought Ferro a key government job with the Estado Novo was composed of a series of 1932 interviews with Portugal's dictator, Salazar-O Homem e a Sua Obra (1933). This sensational book advanced an appealing image of Antônio de Oliveira Salazar, recently appointed premier by the military. The next year, Salazar invited Ferro to head the government's new information arm, Secretariado de Propaganda Nacional, which was renamed Secretariado Nacional da Informação (SNI) in 1944. From 1933 to 1949, Ferro directed this agency. Later alienated by the political situation, he was posted as a diplomat to Berne and Rome. Ferro married the Lisbon-based writer Maria Fernanda de Castro (1900-94). She collaborated with him on many writing and film projects. Ferro's so-called "policy of the Spirit" was a cultural policy that blended modernism, nationalism, and conservative values in the plastic and performing arts, film, and literature. After his diplomatic service abroad, he died in Lisbon. -
45 Sholes, Christopher Latham
SUBJECT AREA: Paper and printing[br]b. 14 February 1819 Mooresburg, Pennsylvania, USAd. 17 February 1890 USA[br]American inventor of the first commercially successful typewriter.[br]Sholes was born on his parents' farm, of a family that had originally come from England. After leaving school at 14, he was apprenticed for four years to the local newspaper, the Danville Intelligencer. He moved with his parents to Wisconsin, where he followed his trade as journalist and printer, within a year becoming State Printer and taking charge of the House journal of the State Legislature. When he was 20 he left home and joined his brother in Madison, Wisconsin, on the staff of the Wisconsin Enquirer. After marrying, he took the editorship of the Southport Telegraph, until he became Postmaster of Southport. His experiences as journalist and postmaster drew him into politics and, in spite of the delicate nature of his health and personality, he served with credit as State Senator and in the State Assembly. In 1860 he moved to Milwaukee, where he became Editor of the local paper until President Lincoln offered him the post of Collector of Customs at Milwaukee.That position at last gave Sholes time to develop his undoubted inventive talents. With a machinist friend, Samuel W.Soule, he obtained a patent for a paging machine and another two years later for a machine for numbering the blank pages of a book serially. At the small machine shop where they worked, there was a third inventor, Carlos Glidden. It was Glidden who suggested to Sholes that, in view of his numbering machine, he would be well equipped to develop a letter printing machine. Glidden drew Sholes's attention to an account of a writing machine that had recently been invented in London by John Pratt, and Sholes was so seized with the idea that he devoted the rest of his life to perfecting the machine. With Glidden and Soule, he took out a patent for a typewriter on June 1868 followed by two further patents for improvements. Sholes struggled unsuccessfully for five years to exploit his invention; his two partners gave up their rights in it and finally, on 1 March 1873, Sholes himself sold his rights to the Remington Arms Company for $12,000. With their mechanical skills and equipment, Remingtons were able to perfect the Sholes typewriter and put it on the market. This, the first commercially successful typewriter, led to a revolution not only in office work, but also in work for women, although progress was slow at first. When the New York Young Women's Christian Association bought six Remingtons in 1881 to begin classes for young women, eight turned up for the first les-son; and five years later it was estimated that there were 60,000 female typists in the USA. Sholes said, "I feel that I have done something for the women who have always had to work so hard. This will more easily enable them to earn a living."Sholes continued his work on the typewriter, giving Remingtons the benefit of his results. His last patent was granted in 1878. Never very strong, Sholes became consumptive and spent much of his remaining nine years in the vain pursuit of health.[br]Bibliography23 June 1868, US patent no. 79,265 (the first typewriter patent).Further ReadingM.H.Adler, 1973, The Writing Machine, London: Allen \& Unwin.LRDBiographical history of technology > Sholes, Christopher Latham
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46 Stephenson, George
[br]b. 9 June 1781 Wylam, Northumberland, Englandd. 12 August 1848 Tapton House, Chesterfield, England[br]English engineer, "the father of railways".[br]George Stephenson was the son of the fireman of the pumping engine at Wylam colliery, and horses drew wagons of coal along the wooden rails of the Wylam wagonway past the house in which he was born and spent his earliest childhood. While still a child he worked as a cowherd, but soon moved to working at coal pits. At 17 years of age he showed sufficient mechanical talent to be placed in charge of a new pumping engine, and had already achieved a job more responsible than that of his father. Despite his position he was still illiterate, although he subsequently learned to read and write. He was largely self-educated.In 1801 he was appointed Brakesman of the winding engine at Black Callerton pit, with responsibility for lowering the miners safely to their work. Then, about two years later, he became Brakesman of a new winding engine erected by Robert Hawthorn at Willington Quay on the Tyne. Returning collier brigs discharged ballast into wagons and the engine drew the wagons up an inclined plane to the top of "Ballast Hill" for their contents to be tipped; this was one of the earliest applications of steam power to transport, other than experimentally.In 1804 Stephenson moved to West Moor pit, Killingworth, again as Brakesman. In 1811 he demonstrated his mechanical skill by successfully modifying a new and unsatisfactory atmospheric engine, a task that had defeated the efforts of others, to enable it to pump a drowned pit clear of water. The following year he was appointed Enginewright at Killingworth, in charge of the machinery in all the collieries of the "Grand Allies", the prominent coal-owning families of Wortley, Liddell and Bowes, with authorization also to work for others. He built many stationary engines and he closely examined locomotives of John Blenkinsop's type on the Kenton \& Coxlodge wagonway, as well as those of William Hedley at Wylam.It was in 1813 that Sir Thomas Liddell requested George Stephenson to build a steam locomotive for the Killingworth wagonway: Blucher made its first trial run on 25 July 1814 and was based on Blenkinsop's locomotives, although it lacked their rack-and-pinion drive. George Stephenson is credited with building the first locomotive both to run on edge rails and be driven by adhesion, an arrangement that has been the conventional one ever since. Yet Blucher was far from perfect and over the next few years, while other engineers ignored the steam locomotive, Stephenson built a succession of them, each an improvement on the last.During this period many lives were lost in coalmines from explosions of gas ignited by miners' lamps. By observation and experiment (sometimes at great personal risk) Stephenson invented a satisfactory safety lamp, working independently of the noted scientist Sir Humphry Davy who also invented such a lamp around the same time.In 1817 George Stephenson designed his first locomotive for an outside customer, the Kilmarnock \& Troon Railway, and in 1819 he laid out the Hetton Colliery Railway in County Durham, for which his brother Robert was Resident Engineer. This was the first railway to be worked entirely without animal traction: it used inclined planes with stationary engines, self-acting inclined planes powered by gravity, and locomotives.On 19 April 1821 Stephenson was introduced to Edward Pease, one of the main promoters of the Stockton \& Darlington Railway (S \& DR), which by coincidence received its Act of Parliament the same day. George Stephenson carried out a further survey, to improve the proposed line, and in this he was assisted by his 18-year-old son, Robert Stephenson, whom he had ensured received the theoretical education which he himself lacked. It is doubtful whether either could have succeeded without the other; together they were to make the steam railway practicable.At George Stephenson's instance, much of the S \& DR was laid with wrought-iron rails recently developed by John Birkinshaw at Bedlington Ironworks, Morpeth. These were longer than cast-iron rails and were not brittle: they made a track well suited for locomotives. In June 1823 George and Robert Stephenson, with other partners, founded a firm in Newcastle upon Tyne to build locomotives and rolling stock and to do general engineering work: after its Managing Partner, the firm was called Robert Stephenson \& Co.In 1824 the promoters of the Liverpool \& Manchester Railway (L \& MR) invited George Stephenson to resurvey their proposed line in order to reduce opposition to it. William James, a wealthy land agent who had become a visionary protagonist of a national railway network and had seen Stephenson's locomotives at Killingworth, had promoted the L \& MR with some merchants of Liverpool and had carried out the first survey; however, he overreached himself in business and, shortly after the invitation to Stephenson, became bankrupt. In his own survey, however, George Stephenson lacked the assistance of his son Robert, who had left for South America, and he delegated much of the detailed work to incompetent assistants. During a devastating Parliamentary examination in the spring of 1825, much of his survey was shown to be seriously inaccurate and the L \& MR's application for an Act of Parliament was refused. The railway's promoters discharged Stephenson and had their line surveyed yet again, by C.B. Vignoles.The Stockton \& Darlington Railway was, however, triumphantly opened in the presence of vast crowds in September 1825, with Stephenson himself driving the locomotive Locomotion, which had been built at Robert Stephenson \& Co.'s Newcastle works. Once the railway was at work, horse-drawn and gravity-powered traffic shared the line with locomotives: in 1828 Stephenson invented the horse dandy, a wagon at the back of a train in which a horse could travel over the gravity-operated stretches, instead of trotting behind.Meanwhile, in May 1826, the Liverpool \& Manchester Railway had successfully obtained its Act of Parliament. Stephenson was appointed Engineer in June, and since he and Vignoles proved incompatible the latter left early in 1827. The railway was built by Stephenson and his staff, using direct labour. A considerable controversy arose c. 1828 over the motive power to be used: the traffic anticipated was too great for horses, but the performance of the reciprocal system of cable haulage developed by Benjamin Thompson appeared in many respects superior to that of contemporary locomotives. The company instituted a prize competition for a better locomotive and the Rainhill Trials were held in October 1829.Robert Stephenson had been working on improved locomotive designs since his return from America in 1827, but it was the L \& MR's Treasurer, Henry Booth, who suggested the multi-tubular boiler to George Stephenson. This was incorporated into a locomotive built by Robert Stephenson for the trials: Rocket was entered by the three men in partnership. The other principal entrants were Novelty, entered by John Braithwaite and John Ericsson, and Sans Pareil, entered by Timothy Hackworth, but only Rocket, driven by George Stephenson, met all the organizers' demands; indeed, it far surpassed them and demonstrated the practicability of the long-distance steam railway. With the opening of the Liverpool \& Manchester Railway in 1830, the age of railways began.Stephenson was active in many aspects. He advised on the construction of the Belgian State Railway, of which the Brussels-Malines section, opened in 1835, was the first all-steam railway on the European continent. In England, proposals to link the L \& MR with the Midlands had culminated in an Act of Parliament for the Grand Junction Railway in 1833: this was to run from Warrington, which was already linked to the L \& MR, to Birmingham. George Stephenson had been in charge of the surveys, and for the railway's construction he and J.U. Rastrick were initially Principal Engineers, with Stephenson's former pupil Joseph Locke under them; by 1835 both Stephenson and Rastrick had withdrawn and Locke was Engineer-in-Chief. Stephenson remained much in demand elsewhere: he was particularly associated with the construction of the North Midland Railway (Derby to Leeds) and related lines. He was active in many other places and carried out, for instance, preliminary surveys for the Chester \& Holyhead and Newcastle \& Berwick Railways, which were important links in the lines of communication between London and, respectively, Dublin and Edinburgh.He eventually retired to Tapton House, Chesterfield, overlooking the North Midland. A man who was self-made (with great success) against colossal odds, he was ever reluctant, regrettably, to give others their due credit, although in retirement, immensely wealthy and full of honour, he was still able to mingle with people of all ranks.[br]Principal Honours and DistinctionsPresident, Institution of Mechanical Engineers, on its formation in 1847. Order of Leopold (Belgium) 1835. Stephenson refused both a knighthood and Fellowship of the Royal Society.Bibliography1815, jointly with Ralph Dodd, British patent no. 3,887 (locomotive drive by connecting rods directly to the wheels).1817, jointly with William Losh, British patent no. 4,067 (steam springs for locomotives, and improvements to track).Further ReadingL.T.C.Rolt, 1960, George and Robert Stephenson, Longman (the best modern biography; includes a bibliography).S.Smiles, 1874, The Lives of George and Robert Stephenson, rev. edn, London (although sycophantic, this is probably the best nineteenthcentury biography).PJGR -
47 Vauban, Sébastien de
[br]b. 15 May 1633 St-Léger-de-Fougeret, Château Chinon, Nièvre, Franced. 20 March 1707 Paris, France[br]French civil and military engineer.[br]Born of impecunious parents, Vauban joined Condé's regiment as a cadet in 1651, at the age of 17, although he had apparently acquired some knowledge of mathematics and fortifications in the Carmelite College of Semur-en-Auxois. In the war of the Fronde he was captured by the Royal troops in 1653 and was converted to the king's service. He was soon recognized as having engineering ability and was given the task of repairing the fortifications of Sainte-Menehould. During the next few years he was engaged on fortification repairs and assisting at sieges, including Ypres, Gravelines and Oudenarde in 1658. Vauban found favour with the king, Louis XIV, and was responsible for the fortifications of Lille, which had been captured in 1667; he commenced the defensive structures of the citadel and the town in 1668. These were completed in 1674 and consisted of a vast pentagonal fort with bastions and further detached works surrounded by water defences. In 1692 he was present at the siege of Namur and was responsible for its capture. He was then put in charge of re-establishing and improving the defences. He next developed a line of fortresses along the French border. He later was abandoned by the king, whom he had served so well, and, with his advice being ignored by the French forces, they suffered defeat after defeat in Marlborough's wars.Meanwhile he had been called in to inspect the recently completed Canal du Midi and subsequently made recommendations for its improvement. These included the extension of the Montagne Noire feeder, and the construction of the Cesse and Orbiel aqueducts which were carried out to his design and under his supervision in 1686–7. In 1700 he was consulted on and produced a plan for a canal across France from north to south, providing a barge waterway from Nîmes to Dunkirk, but this was not carried out.In 1703 he was created maréchal de France, and two years later he devised vast schemes for the development of the canal system in Flanders. Owing to determined opposition from the local people, these schemes were abandoned and not revived until 1770, by which time the locals were prepared to accept them.[br]Further ReadingSir Reginald Blomfield, 1938, Sébastien lePrestre de Vauban, 1633–1707, Methuen. D.Halevy, 1924, Vauban. Builder of Fortresses, trans. C.J.C.Street, Geoffrey Bles.JHB
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