shipping+period

   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 PEOPLE

   The 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 the

   Atlantic. 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 census

   1890 5,049,700

   1900 5,423,000

   1911 5,960,000

   1930 6,826,000

   1940 7,185,143

   1950 8,510,000

   1960 8,889,000

   1970 8,668,000* note decrease

   1980 9,833,000

   1991 9,862,540

   1996 9,934,100

   2006 10,642,836

   2010 10,710,000 (estimated)

SUBJECT AREA: Ports and shipping

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Barnett studied naval architecture at the University of Glasgow and served an apprenticeship under the yacht designer George L. Watson. This was unusual as most undergraduates tended, then as now, to spend their initial years in the various departments of a shipyard, with concentration on the work of the drawing office. In 1904 Barnett succeeded Watson as Principal of the firm, and was simultaneously appointed Consulting Naval Architect to the Royal National Lifeboat Institution (RNLI), a post he held until his retirement in 1947. During this period many changes in lifeboat design brought increasing efficiency, better ranges of stability and improvements in operational safety. The RNLI recognized the great service of Barnett and his predecessor by naming two lifeboat types after them: the Watson and the Barnett.

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SUBJECT AREA: Civil engineering, Ports and shipping

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Following education at the Royal High School of Edinburgh, Bell served an apprenticeship with a Mr Bertram, engineer and shipwright of Leith, before continuing as a regular pupil with Bell and Miller, the well-known civil engineers of Glasgow. A short period at Pelton Colliery in County Durham followed, and then at the early age of 20 Bell was appointed Resident Engineer on the construction of the Meadowside Graving Dock in Glasgow.

The Meadowside Dry Dock was opened on 28 January 1858 and was a remarkable act of faith by the proprietors Messrs Tod and McGregor, one of the earliest companies in iron shipbuilding in the British Isles. It was the first dry dock in the City of Glasgow and used the mouth of the river Kelvin for canting ships; at the time the dimensions of 144×19×5.5m depth were regarded as quite daring. This dock was to remain in regular operation for nearly 105 years and is testimony to the skills of Imrie Bell and his colleagues.

In the following years he worked for the East India Railway Company, where he was in charge of the southern half of the Jumna Railway Bridge at Allahabad, before going on to other exciting civil engineering contracts in India. On his return home, Bell became Engineer to Leith Docks, and three years later he became Executive Engineer to the States of Jersey, where he constructed St Helier's Harbour and the lighthouse at La Corbiere—the first in Britain to be built with Portland cement. In 1878 he rejoined his old firm of Bell and Miller, and ultimately worked from their Westminster office. One of his last jobs in Scotland was supervising the building of the Great Western Road Bridge in Glasgow, one of the beautiful bridges in the West End of the city.

Bell retired from business in 1898 and lived in Surrey for the rest of his life.

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SUBJECT AREA: Ports and shipping

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Chapman was born on the west coast of Sweden and was the son of a British naval officer serving in the Swedish Navy. In 1738 he followed in his father's footsteps by joining the naval dockyards as a shipbuilding apprentice. Subsequent experience was gained in other shipyards and by two years (1741–3) in London. His assiduous note taking and study of British shipbuilding were noticed and he was offered appointments in England, but these were refused and he returned to Sweden in 1744 and for a while operated as a ship repairer in partnership with a man called Bagge. In 1749 he started out on his own. He began with a period of study in Stockholm and in London, where he worked for a while under Thomas Simpson, and then went on to France and the Netherlands. During his time in England he learned the art of copper etching, a skill that later stood him in good stead. After some years he was appointed Deputy Master Shipwright to the Swedish Navy, and in 1760 he became Master Shipwright at Sveaborg (now Suomenlinna), the fortress island of Helsinki. There Chapman excelled by designing the coastal defence or skerry fleet that to this day is accepted as beautiful and fit for purpose. He understood the limitations of ship design and throughout his life strove to improve shipbuilding by using the advances in mathematics and science that were then being made. His contribution to the rationalization of thought in ship theory cannot be overemphasized.

In 1764 he became Chief Shipbuilder to the Swedish Navy, with particular responsibility for Karlskrona and for Stockholm. He assisted in the new rules for the classification of warships and later introduced standardization to the naval dockyards. He continued to rise in rank and reputation until his retirement in 1793, but to the end his judgement was sought on many matters concerning not only ship design but also the administration of the then powerful Swedish Navy.

His most important bequest to his profession is the great book Architectura Navalis Mercatoria, first published in 1768. Later editions were larger and contained additional material. This volume remains one of the most significant works on shipbuilding.

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SUBJECT AREA: Aerospace, Ports and shipping

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He was educated at Gresham's School in Holt and at Peterhouse College, Cambridge, where he graduated in engineering in 1931; he was made an Honorary Fellow in 1974. Cockerell entered the engineering firm of W.H.Allen \& Sons of Bedford as a pupil in 1931, and two years later he returned to Cambridge to engage in radio research for a further two years. In 1935 he joined Marconi Wireless Telegraph Company, working on very high frequency (VHF) transmitters and direction finders. During the Second World War he worked on airborne navigation and communication equipment, and later he worked on radar. During this period he filed thirty six patents in the fields of radio and navigational systems.

In 1950 Cockerell left Marconi to set up his own boat-hire business on the Norfolk Broads. He began to consider how to increase the speed of boats by means of air lubrication. Since the 1870s engineers had at times sought to reduce the drag on a boat by means of a thin layer of air between hull and water. After his first experiments, Cockerell concluded that a significant reduction in drag could only be achieved with a thick cushion of air. After experimenting with several ways of applying the air-cushion principle, the first true hovercraft "took off" in 1955. It was a model in balsa wood, 2 ft 6 in. (762 mm) long and weighing 4½ oz. (27.6 g); it was powered by a model-aircraft petrol engine and could travel over land or water at 13 mph (20.8 km/h). Cockerell filed his first hovercraft patent on 12 December 1955. The following year he founded Hovercraft Ltd and began the search for a manufacturer. The government was impressed with the invention's military possibilities and placed it on the secret list. The secret leaked out, however, and the project was declassified. In 1958 the National Research and Development Corporation decided to give its backing, and the following year Saunders Roe Ltd with experience of making flying boats, produced the epoch-making SR N1, a hovercraft with an air cushion produced by air jets directed downwards and inwards arranged round the periphery of the craft. It made a successful crossing of the English Channel, with the inventor on board.

Meanwhile Cockerell had modified the hovercraft so that the air cushion was enclosed within flexible skirts. In this form it was taken up by manufacturers throughout the world and found wide application as a passenger-carrying vehicle, for military transport and in scientific exploration and survey work. The hover principle found other uses, such as for air-beds to relieve severely burned patients and for hover mowers.

The development of the hovercraft has occupied Cockerell since then and he has been actively involved in the several companies set up to exploit the invention, including Hovercraft Development Ltd and British Hovercraft Corporation. In the 1970s and 1980s he took up the idea of the generation of electricity by wavepower; he was Founder of Wavepower Ltd, of which he was Chairman from 1974 to 1982.

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SUBJECT AREA: Civil engineering, Ports and shipping

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On completing his schooling, Deas spent some years in a locomotive manufacturing shop in Edinburgh and then in a civil engineer's office. He selected the railway for his career, and moved upwards through the professional ranks, working for different companies until 1864 when he became Engineer-in-Chief of the Edinburgh \& Glasgow Railway. This later became the North British Railway and after some years, in 1869, Deas moved to the Clyde Navigation Trust as their Engineer. For thirty years he controlled the development of this great river, and with imaginative vision and determined hard work he saw a trebling in revenue, length of quayage and water area under the Trust's jurisdiction. His office worked on a wide range of problems, including civil engineering, maintenance of harbour craft and the drafting of reports for the many Parliamentary Acts required for the extension of Glasgow Harbour. To understand the immensity of the task, one must appreciate that the River Clyde then had sixty-five shipyards and could handle the largest ships afloat. This had come through the canalization of the old meandering and shallow stream and the difficult removal of the river bed's rock barriers.

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SUBJECT AREA: Ports and shipping

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Francis Egerton was the younger of the two surviving sons of Scroop, 1st Duke of Bridgewater, and on the death of his brother, the 2nd Duke, he succeeded to the title in 1748. Until that time he had received little or no education as his mother considered him to be of feeble intellect. His guardians, the Duke of Bedford and Lord Trentham, decided he should be given an opportunity and sent him to Eton in 1749. He remained there for three years and then went on the "grand tour" of Europe. During this period he saw the Canal du Midi, though whether this was the spark that ignited his interest in canals is hard to say. On his return to England he indulged in the social round in London and raced at Newmarket. After two unsuccessful attempts at marriage he retired to Lancashire to further his mining interests at Worsley, where the construction of a canal to Manchester was already being considered. In fact, the Act for the Bridgewater Canal had been passed at the time he left London. John Gilbert, his land agent at Worsley, encouraged the Duke to pursue the canal project, which had received parliamentary approval in March 1759. Brindley had been recommended on account of his work at Trentham, the estate of the Duke's brother-in-law, and Brindley was consulted and subsequently appointed Engineer; the canal opened on 17 July 1761. This was immediately followed by an extension project from Longford Brook to Runcorn to improve communications between Manchester and Liverpool; this was completed on 31 December 1772, after Brindley's death. The Duke also invested heavily in the Trent \& Mersey Canal, but his interests were confined to his mines and the completed canals for the rest of his life.

It is said that he lacked a sense of humour and even refused to read books. He was untidy in his dress and habits yet he was devoted to the Worsley undertakings. When travelling to Worsley he would have his coach placed on a barge so that he could inspect the canal during the journey. He amassed a great fortune from his various activities, but when he died, instead of leaving his beloved canal to the beneficiaries under his will, he created a trust to ensure that the canal would endure; the trust did not expire until 1903. The Duke is commemorated by a large Corinthian pillar, which is now in the care of the National Trust, in the grounds of his mansion at Ashridge, Hertfordshire.

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SUBJECT AREA: Ports and shipping

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Born in modest circumstances, Fairbairn nevertheless enjoyed a broad and liberal education until around the age of 14. Thereafter he served an apprenticeship as a millwright in a Northumberland colliery. This seven-year period marked him out as a man of determination and intellectual ability; he planned his life around the practical work of pit-machinery maintenance and devoted his limited free time to the study of mathematics, science and history as well as "Church, Milton and Recreation". Like many before and countless thousands after, he worked in London for some difficult and profitless years, and then moved to Manchester, the city he was to regard as home for the rest of his life. In 1816 he was married. Along with a workmate, James Lillie, he set up a general engineering business, which steadily enlarged and ultimately involved both shipbuilding and boiler-making. The partnership was dissolved in 1832 and Fairbairn continued on his own. Consultancy work commissioned by the Forth and Clyde Canal led to the construction of iron steamships by Fairbairn for the canal; one of these, the PS Manchester was lost in the Irish Sea (through the little-understood phenomenon of compass deviation) on her delivery voyage from Manchester to the Clyde. This brought Fairbairn to the forefront of research in this field and confirmed him as a shipbuilder in the novel construction of iron vessels. In 1835 he operated the Millwall Shipyard on the Isle of Dogs on the Thames; this is regarded as one of the first two shipyards dedicated to iron production from the outset (the other being Tod and MacGregor of Glasgow). Losses at the London yard forced Fairbairn to sell off, and the yard passed into the hands of John Scott Russell, who built the I.K. Brunel -designed Great Eastern on the site. However, his business in Manchester went from strength to strength: he produced an improved Cornish boiler with two firetubes, known as the Lancashire boiler; he invented a riveting machine; and designed the beautiful swan-necked box-structured crane that is known as the Fairbairn crane to this day.

Throughout his life he advocated the widest use of iron; he served on the Admiralty Committee of 1861 investigating the use of this material in the Royal Navy. In his later years he travelled widely in Europe as an engineering consultant and published many papers on engineering. His contribution to worldwide engineering was recognized during his lifetime by the conferment of a baronetcy by Queen Victoria.

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SUBJECT AREA: Ports and shipping

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Svend Foyn's background typified the best of the Norwegian merchant marine: good seamanship, deep religious faith and an investigative and adventurous approach to life based on sound commercial judgement. After the period of training normal to his time, Foyn became a shipmaster and then followed the sealer's trade. By the early 1860s he had amassed a considerable sum of money and began to look around for an area of further conquest. He built whale catchers and operated them with scientific care, and by 1862 his work was recognized in Norway, Scotland and some other countries as personifying the whaling industry. Foyn's inventive approach to this new trade ensured that innovative ideas were accepted and that his inventions—such as the rubber accumulator, the recoil absorber and the harpoon braking system—became an accepted part of the whaler's trade. It is said that his first harpoon gun, invented in 1864, weighed 1 ton. Foyn designed a special whaling winch in 1873 that was protected by patent, the same year that the Norwegian Government granted him a ten-year monopoly on his system for catching whales.

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SUBJECT AREA: Canals, Civil engineering, Ports and shipping, Railways and locomotives

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William Jessop inherited from his father a natural ability in engineering, and because of his father's association with John Smeaton in the construction of Eddystone Lighthouse he was accepted by Smeaton as a pupil in 1759 at the age of 14. Smeaton was so impressed with his ability that Jessop was retained as an assistant after completion of his pupilage in 1767. As such he carried out field-work, making surveys on his own, but in 1772 he was recommended to the Aire and Calder Committee as an independent engineer and his first personally prepared report was made on the Haddlesey Cut, Selby Canal. It was in this report that he gave his first evidence before a Parliamentary Committee. He later became Resident Engineer on the Selby Canal, and soon after he was elected to the Smeatonian Society of Engineers, of which he later became Secretary for twenty years. Meanwhile he accompanied Smeaton to Ireland to advise on the Grand Canal, ultimately becoming Consulting Engineer until 1802, and was responsible for Ringsend Docks, which connected the canal to the Liffey and were opened in 1796. From 1783 to 1787 he advised on improvements to the River Trent, and his ability was so recognized that it made his reputation. From then on he was consulted on the Cromford Canal (1789–93), the Leicester Navigation (1791–4) and the Grantham Canal (1793–7); at the same time he was Chief Engineer of the Grand Junction Canal from 1793 to 1797 and then Consulting Engineer until 1805. He also engineered the Barnsley and Rochdale Canals. In fact, there were few canals during this period on which he was not consulted. It has now been established that Jessop carried the responsibility for the Pont-Cysyllte Aqueduct in Wales and also prepared the estimates for the Caledonian Canal in 1804. In 1792 he became a partner in the Butterley ironworks and thus became interested in railways. He proposed the Surrey Iron Railway in 1799 and prepared for the estimates; the line was built and opened in 1805. He was also the Engineer for the 10 mile (16 km) long Kilmarnock \& Troon Railway, the Act for which was obtained in 1808 and was the first Act for a public railway in Scotland. Jessop's advice was sought on drainage works between 1785 and 1802 in the lowlands of the Isle of Axholme, Holderness, the Norfolk Marshlands, and the Axe and Brue area of the Somerset Levels. He was also consulted on harbour and dock improvements. These included Hull (1793), Portsmouth (1796), Folkestone (1806) and Sunderland (1807), but his greatest dock works were the West India Docks in London and the Floating Harbour at Bristol. He was Consulting Engineer to the City of London Corporation from 1796to 1799, drawing up plans for docks on the Isle of Dogs in 1796; in February 1800 he was appointed Engineer, and three years later, in September 1803, he was appointed Engineer to the Bristol Floating Harbour. Jessop was regarded as the leading civil engineer in the country from 1785 until 1806. He died following a stroke in 1814.

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SUBJECT AREA: Ports and shipping

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After schooling in France and Germany, Krylov returned to St Petersburg (as it then was) and in 1878 entered the Naval College. Upon graduating, he started work with the Naval Hydrographic Department; the combination of his genius and breadth of interest became apparent, and from 1888 until 1890 he undertook simultaneously a two-year university course in mathematics and a naval architecture course at his old college. On completion of his formal studies, Krylov commenced fifty years of service to the academic bodies of St Petersburg, including eight years as Superintendent of the Russian Admiralty Ship Model Experiment Tank. For many years he was Professor of Naval Architecture in the city, reorganizing the methods of teaching of his profession in Russia. It was during this period that he laid the foundations of his remarkable research and published the first of his many books destined to become internationally accepted in the fields of waves, rolling, ship motion and vibration. Practical work was not overlooked: he was responsible for the design of many vessels for the Imperial Russian Navy, including the battleships Sevastopol and Petropavlovsk, and went on, as Director of Naval Construction, to test anti-rolling tanks aboard military vessels in the North Atlantic in 1913. Following the Revolution, Krylov was employed by the Soviet Union to re-establish scientific links with other European countries, and on several occasions he acted as Superintendent in the procurement of important technical material from overseas. In 1919 he was appointed Head of the Marine Academy, and from then on participated in many scientific conferences and commissions, mainly in the shipbuilding field, and served on the Editorial Board of the well-respected Russian periodical Sudostroenie (Shipbuilding). The breadth of his personal research was demonstrated by the notable contributions he made to the Russian development of the gyro compass.

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SUBJECT AREA: Ports and shipping

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A son of the manse, Russell was originally destined for the Church and commenced studies at the University of St Andrews, but shortly afterwards he transferred to Glasgow, graduating MA in 1825 when only 17 years old. He began work as a teacher in Edinburgh, working up from a school to the Mechanics Institute and then in 1832 to the University, where he took over the classes in natural philosophy following the death of the professor. During this period he designed and advised on the application of steam power to road transport and to the Forth and Clyde Canal, thereby awakening his interest in ships and naval architecture.

Russell presented papers to the British Association over several years, and one of them, The Wave Line Theory of Ship Form (although now superseded), had great influence on ship designers of the time and helped to establish the formal study of hydromechanics. With a name that was becoming well known, Russell looked around for better opportunities, and on narrowly missing appointment to the Chair of Mathematics at Edinburgh University he joined the upand-coming Clyde shipyard of Caird \& Co., Greenock, as Manager in 1838.

Around 1844 Russell and his family moved to London; following some business problems he was in straitened circumstances. However, appointment as Secretary to the Committee setting up the Great Exhibition of 1851 eased his path into London's intellectual society and allowed him to take on tasks such as, in 1847, the purchase of Fairbairn's shipyard on the Isle of Dogs and the subsequent building there of I.K. Brunel's Great Eastern steamship. This unhappy undertaking was a millstone around the necks of Brunel and Russell and broke the health of the former. With the yard failing to secure the order for HMS Warrior, the Royal Navy's first ironclad, Russell pulled out of shipbuilding and for the remainder of his life was a designer, consultant and at times controversial, but at all times polished and urbane, member of many important committees and societies. He is remembered as one of the founders of the Institution of Naval Architects in 1860. His last task was to design a Swiss Lake steamer for Messrs Escher Wyss, a company that coincidentally had previously retained Sir William Fairbairn.

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SUBJECT AREA: Ports and shipping

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Since he had a long family connection with the naval base at Portsmouth, it is not surprising that Watts started to serve his apprenticeship there in 1860. He was singled out for advanced training and then in 1866 was one of three young men selected to attend the Royal School of Naval Architecture at South Kensington in London. On completing his training he joined the technical staff, then had a period as a ship overseer before going to assist William Froude for two years, an arrangement which led to a close friendship between Watts and the two Froudes. Some interesting tasks followed: the calculations for HM Armoured Ram Polyphemus; the setting up of a "calculating" section within the Admiralty; and then work as a constructor at Chatham Dockyard. In 1885 the first major change of direction took place: Watts resigned from naval service to take the post of General Manager of the Elswick shipyard of Sir W.G.Armstrong. This was a wonderful opportunity for an enthusiastic and highly qualified man, and Watts rose to the challenge. Elswick produced some of the finest warships at the end of the nineteenth century and its cruisers, such as the Esmeralda of the Chilean Navy, had a legendary name.

In 1902 he was recalled to the Navy to succeed Sir William White as Director of Naval Construction (DNC). This was one of the most exciting times ever in warship design and it was during Watts's tenure of the post that the Dreadnought class of battleship was produced, the submarine service was developed and the destroyer fleet reached high levels of performance. It has been said that Watts's distinct achievements as DNC were greater armament per ton displacement, higher speeds and better manoeuvring, greater protection and, almost as important, elegance of appearance. Watt retired in 1912 but remained a consultant to the Admiralty until 1916, and then joined the board of Armstrong Whitworth, on which he served until his death.

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SUBJECT AREA: Ports and shipping

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Following early education at Devonport, White passed the Royal Dockyard entry examination in 1859 to commence a seven-year shipwright apprenticeship. However, he was destined for greater achievements and in 1863 passed the Admiralty Scholarship examinations, which enabled him to study at the Royal School of Naval Architecture at South Kensington, London. He graduated in 1867 with high honours and was posted to the Admiralty Constructive Department. Promotion came swiftly, with appointment to Assistant Constructor in 1875 and Chief Constructor in 1881.

In 1883 he left the Admiralty and joined the Tyneside shipyard of Sir W.G. Armstrong, Mitchell \& Co. at a salary of about treble that of a Chief Constructor, with, in addition, a production bonus based on tonnage produced! At the Elswick Shipyard he became responsible for the organization and direction of shipbuilding activities, and during his relatively short period there enhanced the name of the shipyard in the warship export market. It is assumed that White did not settle easily in the North East of England, and in 1885, following negotiations with the Admiralty, he was released from his five-year exclusive contract and returned to public service as Director of Naval Construction and Assistant Controller of the Royal Navy. (As part of the settlement the Admiralty released Philip Watts to replace White, and in later years Watts was also to move from that same shipyard and become White's successor as Director of Naval Construction.) For seventeen momentous years White had technical control of ship production for the Royal Navy. The rapid building of warships commenced after the passing of the Naval Defence Act of 1889, which authorized directly and indirectly the construction of around seventy vessels. The total number of ships built during the White era amounted to 43 battleships, 128 cruisers of varying size and type, and 74 smaller vessels. While White did not have the stimulation of building a revolutionary capital ship as did his successor, he did have the satisfaction of ensuring that the Royal Navy was equipped with a fleet of all-round capability, and he saw the size, displacement and speed of the ships increase dramatically.

In 1902 he resigned from the Navy because of ill health and assumed several less onerous tasks. During the construction of the Cunard Liner Mauretania on the Tyne, he held directorships with the shipbuilders Swan, Hunter and Wigham Richardson, and also the Parsons Marine Turbine Company. He acted as a consultant to many organizations and had an office in Westminster. It was there that he died in February 1913.

White left a great literary legacy in the form of his esteemed Manual of Naval Architecture, first published in 1877 and reprinted several times since in English, German and other languages. This volume is important not only as a text dealing with first principles but also as an illustration of the problems facing warship designers of the late nineteenth century.

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SUBJECT AREA: Mining and extraction technology, Ports and shipping

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Williams was articled by his father, Owen Williams of Treffos in Anglesey, to the prominent Flintshire lawyer John Lloyd, whose daughter Catherine he is believed to have married. By 1769 Williams, lessee of the mansion and estate of Llanidan, was an able lawyer with excellent connections in Anglesey. His life changed dramatically when he agreed to act on behalf of the Lewis and Hughes families of Llysdulas, who had begun a lawsuit against Sir Nicholas Bayly of Plas Newydd concerning the ownership and mineral rights of copper mines on the western side of Parys mountain. During a prolonged period of litigation, Williams managed these mines for Margaret Lewis on behalf of Edward Hughes, who was established after a judgement in Chancery in 1776 as one of two legal proprietors, the other being Nicholas Bayly. The latter then decided to lease his portion to the London banker John Dawes, who in 1778 joined Hughes and Thomas Williams when they founded the Parys Mine Company.

As the active partner in this enterprise, Williams began to establish his own smelting and fabricating works in South Wales, Lancashire and Flintshire, where coal was cheap. He soon broke the power of Associated Smelters, a combine holding the Anglesey mine owners to ransom. The low production cost of Anglesey ore gave him a great advantage over the Cornish mines and he secured very profitable contracts for the copper sheathing of naval and other vessels. After several British and French copper-bottomed ships were lost because of corrosion failure of the iron nails and bolts used to secure the sheathing, Williams introduced a process for manufacturing heavily work-hardened copper bolts and spikes which could be substituted directly for iron fixings, avoiding the corrosion difficulty. His new product was adopted by the Admiralty in 1784 and was soon used extensively in British and European dockyards.

In 1785 Williams entered into partnership with Lord Uxbridge, son and heir of Nicholas Bayly, to run the Mona Mine Company at the Eastern end of Parys Mountain. This move ended much enmity and litigation and put Williams in effective control of all Anglesey copper. In the same year, Williams, with Matthew Boulton and John Wilkinson, persuaded the Cornish miners to establish a trade cooperative, the Cornish Metal Company, to market their ores. When this began to fall in 1787, Williams took over its administration, assets and stocks and until 1792 controlled the output and sale of all British copper. He became known as the "Copper King" and the output of his many producers was sold by the Copper Offices he established in London, Liverpool and Birmingham. In 1790 he became Member of Parliament for the borough of Great Marlow, and in 1792 he and Edward Hughes established the Chester and North Wales Bank, which in 1900 was absorbed by the Lloyds group.

After 1792 the output of the Anglesey mines started to decline and Williams began to buy copper from all available sources. The price of copper rose and he was accused of abusing his monopoly. By this time, however, his health had begun to deteriorate and he retreated to Bath.

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SUBJECT AREA: Canals, Ports and shipping

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Wilson, the son of a sailor, spent his early years on the Forth. Later his father moved home to the west and Wilson served his apprenticeship as a shipwright on the Clyde at the small shipyards of Bowling, fifteen miles (24 km) west of Glasgow and on the river's north bank. In his late thirties Wilson was to take the leading role in what is arguably the most important development in Scotland's distinguished shipbuilding history: the building of the world's first properly constructed iron ship. This ship, the Vulcan, was the culmination of several years' effort by a group of people well connected within the academic establishment of Scotland. The Forth and Clyde Canal Company had passed instructions for investigations to be made into reducing running expenses and a distinguished committee looked into this matter. They included John Robison (Secretary of the Royal Society of Edinburgh), Professor Joseph Black of Glasgow University, James Watt and John Schanck. After a period of consideration it was decided to build a new, fastpassage barge of iron, and tenders were invited from several appropriate contractors. Wilson, with the assistance of two blacksmiths, John and Thomas Smellie, was awarded the work, and the Vulcan was constructed and ultimately launched at Faskine near Glasgow in 1819. The work involved was far beyond the comprehension of engineers of the twentieth century, as Wilson had to arrange puddled-iron plates for the shell and hand-crafted angle irons for the frames. His genius is now apparent as every steel ship worldwide uses a form of construction literally "hammered out on the anvil" between 1818 and 1819. The Vulcan was almost 64 ft (19.5 m) in length and 11 ft (3.4 m) broad. In 1822 Wilson was appointed an inspector of works for the Canal Company, and ultimately he superintended the building of the docks at Grangemouth, where he died in 1873, the same year that the Vulcan was broken up.

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[ˈkredɪt]

acceptance credit акцептный кредит acceptance letter of credit подтверждение аккредитива agricultural credit сельскохозяйственный кредит credit фин. кредит; долг; сумма, записанная на приход; правая сторона бухгалтерской книги; on credit в долг; в кредит; to allow credit предоставить кредит bank credit банковский кредит bank credit agreement банковское кредитное соглашение banker confirmed credit аккредитив, подтвержденный банком banker credit банковский кредит banking credit банковский кредит bilateral credit кредит, предоставляемый на двусторонней основе credit похвала, честь; to one's credit к (чьей-л.) чести; the boy is a credit to his family мальчик делает честь своей семье; to do (smb.) credit делать честь (кому-л.) building credit кредит на строительство business credit кредит на торгово-промышленную деятельность buyer's credit кредит покупателя buyer's credit потребительский кредит cash credit кредит в наличной форме cash credit овердрафт cash letter of credit аккредитив наличными cheap credit кредит под низкий процент commercial credit коммерческий кредит commercial credit подтоварный кредит commercial credit товарный аккредитив commercial letter of credit товарный аккредитив construction credit кредит на строительство construction credit строительный кредит consumer credit потребительский кредит consumer instalment credit потребительский кредит с погашением в рассрочку consumption credit кредит потребления credit аккредитив credit вера credit верить credit влияние; значение; уважение (of, for) credit влияние credit выделять кредит credit доверие; вера; to give credit (to smth.) поверить (чему-л.) credit доверие credit доверять; верить credit доверять credit зачет credit амер. зачет; удостоверение о прохождении (какого-л.) курса в учебном заведении credit фин. кредит; долг; сумма, записанная на приход; правая сторона бухгалтерской книги; on credit в долг; в кредит; to allow credit предоставить кредит credit кредит credit фин. кредитовать credit кредитовать credit льгота credit похвала, честь; to one's credit к (чьей-л.) чести; the boy is a credit to his family мальчик делает честь своей семье; to do (smb.) credit делать честь (кому-л.) credit правая сторона счета credit приписывать; to credit (smb.) with good intentions приписывать (кому-л.) добрые намерения credit репутация credit скидка credit сумма, записанная на приход credit хорошая репутация credit against pledge of chattels ссуда под залог движимого имущества credit an account with an amount записывать сумму на кредит счета credit an amount to an account записывать сумму на кредит счета credit at reduced rate of interest кредит по сниженной процентной ставке credit attr.: credit card кредитная карточка (форма безналичного расчета); credit worthiness кредитоспособность credit for construction кредит на строительство credit for unlimited period кредит на неограниченный срок credit granted by supplier кредит, предоставляемый поставщиком credit in the profit and loss account записывать на кредит счета прибылей и убытков credit on security of personal property кредит под гарантию индивидуальной собственности credit secured on real property кредит, обеспеченный недвижимостью credit to account записывать на кредит счета credit to finance production кредит для финансирования производства credit приписывать; to credit (smb.) with good intentions приписывать (кому-л.) добрые намерения credit attr.: credit card кредитная карточка (форма безналичного расчета); credit worthiness кредитоспособность current account credit кредит по открытому счету customs credit таможенный кредит debit and credit дебет и кредит debit and credit расход и приход deferred credit зачисление денег на текущий счет с отсрочкой demand line of credit кредитная линия до востребования discount credit учетный кредит credit похвала, честь; to one's credit к (чьей-л.) чести; the boy is a credit to his family мальчик делает честь своей семье; to do (smb.) credit делать честь (кому-л.) documentary acceptance credit документарный аккредитив documentary acceptance credit документарный акцептный кредит documentary credit документарный аккредитив documentary credit документированный кредит documentary letter of credit документарный аккредитив documentary letter of credit товарный аккредитив, оплачиваемый при предъявлении отгрузочных документов documentary sight credit документарный аккредитив, по которому выписывается предъявительская тратта export credit кредит на экспорт export credit экспортный кредит export letter of credit экспортный аккредитив extend a credit предоставлять кредит external credit зарубежный кредит farm credit сельскохозяйственный кредит financial aid by credit финансовая помощь путем предоставления кредита fixed sum credit кредит с фиксированной суммой foreign credit иностранный кредит credit доверие; вера; to give credit (to smth.) поверить (чему-л.) goods credit подтоварный кредит government credit правительственный кредит grant credit предоставлять кредит guarantee credit кредит в качестве залога guaranteed credit гарантированный кредит hire-purchase credit кредит на куплю-продажу в рассрочку import credit кредит для импорта товаров import credit кредит на импорт industrial credit промышленный кредит industrial credit undertaking предприятие, пользующееся промышленным кредитом instalment credit кредит на оплату в рассрочку instalment credit кредит с погашением в рассрочку interest credit кредит для выплаты процентов intervention credit посреднический кредит investment credit кредит для финансирования инвестиций investment tax credit налоговая скидка для капиталовложений irrevocable bank credit не подлежащий отмене банковский кредит irrevocable documentary credit безотзывный документальный аккредитив limited credit ограниченный кредит long term credit долгосрочный кредит long-term credit долгосрочный кредит mail order credit кредит на доставку товаров по почте mail order credit кредит на посылочную торговлю marginal credit кредит по операциям с маржой monetary credit денежный кредит mortgage credit ипотечный кредит mortgage credit кредит под недвижимость credit фин. кредит; долг; сумма, записанная на приход; правая сторона бухгалтерской книги; on credit в долг; в кредит; to allow credit предоставить кредит on credit в кредит credit похвала, честь; to one's credit к (чьей-л.) чести; the boy is a credit to his family мальчик делает честь своей семье; to do (smb.) credit делать честь (кому-л.) open a credit открывать кредит open credit неограниченный кредит open credit открытый кредит operating credit текущий кредит to our credit в наш актив to our credit на кредит нашего счета outstanding exchange credit неоплаченный валютный кредит overdraft credit превышение кредитного лимита personal credit индивидуальный заем personal credit личный кредит provide credit предоставлять кредит purchase credit кредит на покупку purchase on credit покупка в кредит purchaser on credit покупатель в кредит raise credit получать кредит real estate credit ипотечный кредит renewable credit возобновляемый кредит revocable documentary credit отзывной документарный кредит revoke a credit аннулировать кредит revolving credit возобновляемый кредит revolving credit револьверный кредит rollover credit кредит, пролонгированный путем возобновления rollover credit кредит с плавающей процентной ставкой rollover credit ролловерный кредит sale on credit продажа в кредит sale: credit on credit продажа в кредит second mortgage credit кредит под вторую закладную second mortgage credit кредит под заложенную собственность secondary credit компенсационный кредит secured credit ломбардный кредит secured credit обеспеченный кредит shipping credit кредит на отправку груза short-term credit краткосрочный кредит sight credit аккредитив, по которому выписывается предъявительская тратта special-term credit кредит на особых условиях stand-by credit гарантийный кредит stand-by credit договоренность о кредите stand-by credit кредит, используемый при необходимости stand-by credit резервный кредит supplier credit кредит поставщику supplier's credit кредит поставщика swing credit кредит, используемый попеременно двумя компаниями одной группы swing credit кредит, используемый попеременно двумя компаниями в двух формах swing credit кредитная линия свинг tax credit налоговая льгота tax credit налоговая скидка tax credit отсрочка уплаты налога term credit срочный кредит tighten the credit ужесточать условия кредита time credit срочный кредит to the credit of в кредит trade credit коммерческий кредит trade credit торговый кредит trade credit фирменный кредит transmit credit переводить кредит unconfirmed credit неподтвержденный кредит unlimited credit неограниченный кредит unsecured credit бланковый кредит unsecured credit необеспеченный кредит unusual credit кредит, представленный на особых условиях utilize a credit использовать кредит withhold credit прекращать кредитование working credit кредит для подкрепления оборотного капитала заемщика to your credit в вашу пользу to your credit в кредит вашего счета to your credit на ваш счет

[ˈɔfɪs]

accident office бюро по несчастным случаям accountant's office бухгалтерия accounting office бухгалтерия office служба, должность; an office under Government место на государственной службе; an honorary office почетная должность under: England office the Stuarts Англия в эпоху Стюартов; an office under Government государственная служба application for office просьба о зачислении на должность appointment to office назначение на должность appointment to office назначение на место appointment to office назначение на пост assay office пробирная палата assessment office налоговое управление audit office ревизионное управление automated office автоматизированное бюро to take (или to enter upon) office вступать в должность; to be in office быть у власти office контора, канцелярия; амер. кабинет врача; to be in the office служить в конторе, в канцелярии; dentist's office амер. зубоврачебный кабинет booking office билетная касса branch office отделение branch office филиал branch post office местное почтовое отделение branch post office филиал почтового отделения broking firm's office представительство брокерской фирмы building office строительное управление business office торговая контора Cabinet office секретариат кабинета министров cargo registration office бюро регистрации грузов cash office касса cash office помещение кассы cashier's office касса cashier's office помещение кассы central office главная контора central office главный офис clearance office расчетная палата clearance office расчетное учреждение clearing office расчетная палата clearing office расчетное учреждение company registration office бюро регистрации компаний complaints office бюро рекламаций county revenue office налоговая инспекция округа criminal records office учреждение, ведущее регистрацию преступлений customs office таможня data processing office отдел обработки данных delivery post office почтовое отделение доставки office контора, канцелярия; амер. кабинет врача; to be in the office служить в конторе, в канцелярии; dentist's office амер. зубоврачебный кабинет dismissal from office освобождение от должности dispatch office экспедиционная контора distraint office орган, налагающий арест на имущество в обеспечение выполнения долга district office окружная контора district office районное отделение district office районный офис drawing office конструкторский отдел drawing office конструкторское бюро eligibility for office право на занятие должности eligible for office имеющий право на занятие должности employment office бюро по найму рабочей силы employment office бюро по трудоустройству exchange control office центр валютного контроля exchange office пункт обмена валюты express parcels office отделение срочной доставки посылок foreign exchange office пункт обмена иностранной валюты forwarding office станция отправления forwarding office транспортно-экспедиторская контора forwarding office транспортно-экспедиторское учреждение front office администрация корпорации front office главное управление front office дилерская комната front office дирекция front office правление фирмы front office руководство организации front office руководящие круги full-time office штатная должность general post office главный почтамт to get (или to come) into office принять дела, приступить к исполнению служебных обязанностей; to win office победить на выборах, прийти к власти office разг. намек, знак; to give (to take) the office сделать (понять) намек office услуга; good office любезность, одолжение; ill office плохая услуга government office правительственное учреждение head office главная контора head office правление head office управление head post office почт. главный почтамт honorary office неоплачиваемая должность honorary office почетная должность housing office управление по жилищному строительству office услуга; good office любезность, одолжение; ill office плохая услуга in office в должности in office у власти ineligible for office лишенный права занятия должности, лишенный права на пребывание в должности information office справочно-информационное бюро inquiry office справочное бюро inquiry office справочный стол recruiting office призывной пункт; inquiry office справочное бюро; our London office наш филиал в Лондоне issuing office отдел исходящих документов office обязанность, долг; функция; it is my office to open the mail в мои обязанности входит вскрывать почту joint sales office совместный отдел сбыта judicial office судебная должность judicial office юридическое бюро (палаты лордов) labour office отдел кадров land registry office государственная контора, регистрирующая земельные сделки office церковная служба; обряд; Office for the Dead заупокойная служба; the Office of the Mass обедня; the last offices похоронный обряд law office адвокатская фирма law office контора адвокатов law office судебное ведомство law office юридическая фирма to hold office занимать пост; to leave (или to resign) office уйти с должности licensing office отдел лицензий life office контора по страхованию жизни local branch office контора местного отделения local government office муниципальное учреждение local office местная контора; местное бюро local office местная контора lost property office бюро находок luggage registration office отделение регистрации багажа main office главная контора main office главное управление mining office управление горной промышленности ministerial office канцелярия министра ministerial office министерство misconduct in office нарушение служебных обязанностей municipal architect's office управление архитектора города municipal office муниципальное управление national debt office отдел банка по государственному долгу national registration office государственное бюро записи актов гражданского состояния non-eligibility for office отсутствие права на занятие должности non-eligible for office не имеющий права на зянятие должности notary's office нотариальная контора office бюро office ведомство, министерство, контора, канцелярия office ведомство, министерство; управление; Office of Education Федеральное управление просвещения (в США) office ведомство office должность office канцелярия office контора, канцелярия; амер. кабинет врача; to be in the office служить в конторе, в канцелярии; dentist's office амер. зубоврачебный кабинет office контора office министерство office разг. намек, знак; to give (to take) the office сделать (понять) намек office обязанность, долг; функция; it is my office to open the mail в мои обязанности входит вскрывать почту office обязанность office офис office пост office расследование по вопросам, связанным с правом короны на недвижимое или движимое имущество office служба, должность; an office under Government место на государственной службе; an honorary office почетная должность office служба office pl службы при доме (кладовые и т. п.) office служебное помещение office управление office услуга office услуга; good office любезность, одолжение; ill office плохая услуга office учреждение office функция office церковная служба; обряд; Office for the Dead заупокойная служба; the Office of the Mass обедня; the last offices похоронный обряд office block административное здание; здание, в котором помещаются конторы разных фирм office церковная служба; обряд; Office for the Dead заупокойная служба; the Office of the Mass обедня; the last offices похоронный обряд office ведомство, министерство; управление; Office of Education Федеральное управление просвещения (в США) office of future отдел перспективного планирования office of issue эмитент office of notary public государственная нотариальная контора office of patent agents бюро патентных поверенных office церковная служба; обряд; Office for the Dead заупокойная служба; the Office of the Mass обедня; the last offices похоронный обряд recruiting office призывной пункт; inquiry office справочное бюро; our London office наш филиал в Лондоне paperless office вчт. безбумажное учреждение paperless office организация с безбумажным делопроизводством parcels office грузовая контора parcels office ж.-д. посылочное отделение patent office патентное бюро patent office патентное ведомство patent: office office бюро патентов; patent right амер. патент pay office платежная касса pay office платежное учреждение pay office финансовая часть payment office касса period in office период нахождения в должности personnel office отдел кадров placement office бюро трудоустройства post office почтовое отделение prefect's office префектура Prime Minister's Office канцелярия премьер-министра public employment office государственная контора по трудоустройству public office государственное учреждение public office муниципальное учреждение public: office общественный; государственный; public man общественный деятель; public office государственное, муниципальное или общественное учреждение public prosecutor's office прокуратура public record office государственный архив record: Record Office, Public Record Office Государственный архив public relations office отдел по связям с общественными организациями purchasing office офис компании, где оформляются все ее покупки Record Office государственный архив (Великобритания) record: Record Office, Public Record Office Государственный архив recruiting office призывной пункт; inquiry office справочное бюро; our London office наш филиал в Лондоне regional office региональное бюро regional office региональное управление register office бюро записи актов гражданского состояния register office регистратура register: office office = registry registered office зарегистрированная контора registered office официальный адрес правления компании registered office юридический адрес компании registrar's office регистрационное бюро registry office регистратура; отдел записи актов гражданского состояния removal from office смещение с должности representative office представительство revenue office бюро налогов и сборов salary office отдел заработной платы sales office отдел сбыта shipping office транспортная контора social service office бюро социального обслуживания social welfare office бюро социального обеспечения sorting office сортировочный отдел State Accident Compensation Office Государственное управление (бюро) по выплате компенсаций в связи с несчастным случаем status inquiry office орган обследования общественного положения to take (или to enter upon) office вступать в должность; to be in office быть у власти take office вступать в должность tax collector's office налоговое управление tax office налоговое управление ticket office билетная касса tourist information office туристическое бюро vacant office вакансия vacant office вакантная должность wage office касса wage office расчетный отдел to get (или to come) into office принять дела, приступить к исполнению служебных обязанностей; to win office победить на выборах, прийти к власти