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1 subsequent lift
Военный термин: последовательная перевозка по этапам -
2 subsequent lift
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3 lift
перевозка; подъем; транспорт, транспортные средства; подъемник; рейс; груз, перевозимый за один рейс; ав. подъемная сила; перенос огня; прекращение огня ( по цели) ; перевозить; поднимать(ся); переносить огонь; прекращать огонь ( по цели) ; переносить ( удар авиации) на другую цель— sea lift -
4 carrier
n1) транспортное агентство, транспортная организация; перевозчик
- air carrier
- bulk carrier
- cargo carrier
- cellular carrier
- combination carrier
- common carrier
- container carrier
- contract carrier
- deepsea carrier
- established carrier
- feeder carrier
- first carrier
- freight carrier
- highway carrier
- inland carrier
- insurance carrier
- intermediate carrier
- interstate carrier
- intrastate carrier
- lift-on, lift-off carrier
- lighter carrier
- line-haul carrier
- liquified gas carrier
- local carrier
- lumber carrier
- motor carrier
- ocean carrier
- official carrier
- oil carrier
- ore carrier
- ore/oil carrier
- pipeline carrier
- private carrier
- public carrier
- rail carrier
- reinsurance carrier
- road carrier
- ro-ro container carrier
- sea carrier
- short-haul carrier
- subsequent carrier
- surface carrier
- timber carrier
- carrier of freight
- carrier of propertyEnglish-russian dctionary of contemporary Economics > carrier
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5 mortgage
1.закладывать недвижимость; получать ссуду под залог недвижимости•2.1) залог; залог недвижимости, ипотека; закладная• -
6 Estoril
Composed of the towns of São Pedro, São João, Monte Estoril, and Estoril, and located about 32 kilometers (15 miles) west of Lisbon along the coast, Estoril forms the heart of a tourist region. Once described in tourist literature as the Sun Coast ( Costa do Sol), this coast—in order not to be confused with a region with a similar name in neighboring Spain (Costa del Sol)—has been renamed the "Lisbon Coast." Its origins go back to several developments in the late 19th century that encouraged the building of a resort area that would take advantage of the coast's fine climate and beaches from Carcav-elos to Cascais. Sporty King Carlos I (r. 1889-1908) and his court liked summering in Cascais (apparently the first tennis in Portugal was played here), then only a simple fishing village. There are medicinal spring waters in Estoril, and the inauguration (1889) of a new train line from Lisbon to Cascais provided a convenient way of bringing in visitors before the age of automobiles and superhighways.As a high-class resort town, Estoril was developed beginning in the 1920s and 1930s, due in part to the efforts of the entrepreneur Fausto de Figueiredo, whose memorial statue graces the now famous Casino Gardens. Soon Estoril possessed a gambling casino, restaurants, and several fine hotels.Estoril's beginnings as a small but popular international resort and watering spot were slow and difficult, however, and what Estoril became was determined in part by international economy and politics. The resort's backers and builders modeled Estoril to a degree on Nice, a much larger, older, and better-known resort in the French Riviera. The name "Estoril," in fact, which was not found on Portuguese maps before the 20th century, was a Portuguese corruption of the French word for a mountain range near Nice. Estoril hotel designs, such as that of reputedly the most luxurious hotel outside Lisbon, the Hotel Palácio-Estoril, looked to earlier hotel designs on the French Riviera.It was remarkable, too, that Estoril's debut as a resort area with full services (hotels, casino, beach, spa) and sports (golf, tennis, swimming) happened to coincide with the depth of the world Depression (1929-34) that seemed to threaten its future. Less expensive, with a more reliably mild year-round climate and closer to Great Britain and North America than the older French Riviera, the "Sun Coast" that featured Estoril had many attractions. The resort's initial prosperity was guaranteed when large numbers of middle-class and wealthy Spaniards migrated to the area after 1931, during the turbulent Spanish Republic and subsequent bloody Civil War (1936-39). World War II (when Portugal was neutral) and the early stages of the Cold War only enhanced the Sun Coast's resort reputation. After 1939, numbers of displaced and dethroned royalty from Europe came to Portugal to live in a sunny, largely tax-free climate. In the early 1950s, Estoril's casino became known to millions of readers and armchair travelers when it was featured in one of the early James Bond books by Ian Fleming, Casino Royale (1953). In the 1980s and 1990s, the Casino was expanded and rehabilitated, while the Hotel Palacio Estoril was given a face-lift along with a new railroad station and the addition of more elegant restaurants and shops. In 2003, in the Estoril Post Office building, a Museum of Exiles and Refugees of World War II was opened. -
7 Gresley, Sir Herbert Nigel
[br]b. 19 June 1876 Edinburgh, Scotlandd. 5 April 1941 Hertford, England[br]English mechanical engineer, designer of the A4-class 4–6–2 locomotive holding the world speed record for steam traction.[br]Gresley was the son of the Rector of Netherseale, Derbyshire; he was educated at Marlborough and by the age of 13 was skilled at making sketches of locomotives. In 1893 he became a pupil of F.W. Webb at Crewe works, London \& North Western Railway, and in 1898 he moved to Horwich works, Lancashire \& Yorkshire Railway, to gain drawing-office experience under J.A.F.Aspinall, subsequently becoming Foreman of the locomotive running sheds at Blackpool. In 1900 he transferred to the carriage and wagon department, and in 1904 he had risen to become its Assistant Superintendent. In 1905 he moved to the Great Northern Railway, becoming Superintendent of its carriage and wagon department at Doncaster under H.A. Ivatt. In 1906 he designed and produced a bogie luggage van with steel underframe, teak body, elliptical roof, bowed ends and buckeye couplings: this became the prototype for East Coast main-line coaches built over the next thirty-five years. In 1911 Gresley succeeded Ivatt as Locomotive, Carriage \& Wagon Superintendent. His first locomotive was a mixed-traffic 2–6–0, his next a 2–8–0 for freight. From 1915 he worked on the design of a 4–6–2 locomotive for express passenger traffic: as with Ivatt's 4 4 2s, the trailing axle would allow the wide firebox needed for Yorkshire coal. He also devised a means by which two sets of valve gear could operate the valves on a three-cylinder locomotive and applied it for the first time on a 2–8–0 built in 1918. The system was complex, but a later simplified form was used on all subsequent Gresley three-cylinder locomotives, including his first 4–6–2 which appeared in 1922. In 1921, Gresley introduced the first British restaurant car with electric cooking facilities.With the grouping of 1923, the Great Northern Railway was absorbed into the London \& North Eastern Railway and Gresley was appointed Chief Mechanical Engineer. More 4–6– 2s were built, the first British class of such wheel arrangement. Modifications to their valve gear, along lines developed by G.J. Churchward, reduced their coal consumption sufficiently to enable them to run non-stop between London and Edinburgh. So that enginemen might change over en route, some of the locomotives were equipped with corridor tenders from 1928. The design was steadily improved in detail, and by comparison an experimental 4–6–4 with a watertube boiler that Gresley produced in 1929 showed no overall benefit. A successful high-powered 2–8–2 was built in 1934, following the introduction of third-class sleeping cars, to haul 500-ton passenger trains between Edinburgh and Aberdeen.In 1932 the need to meet increasing road competition had resulted in the end of a long-standing agreement between East Coast and West Coast railways, that train journeys between London and Edinburgh by either route should be scheduled to take 8 1/4 hours. Seeking to accelerate train services, Gresley studied high-speed, diesel-electric railcars in Germany and petrol-electric railcars in France. He considered them for the London \& North Eastern Railway, but a test run by a train hauled by one of his 4–6–2s in 1934, which reached 108 mph (174 km/h), suggested that a steam train could better the railcar proposals while its accommodation would be more comfortable. To celebrate the Silver Jubilee of King George V, a high-speed, streamlined train between London and Newcastle upon Tyne was proposed, the first such train in Britain. An improved 4–6–2, the A4 class, was designed with modifications to ensure free running and an ample reserve of power up hill. Its streamlined outline included a wedge-shaped front which reduced wind resistance and helped to lift the exhaust dear of the cab windows at speed. The first locomotive of the class, named Silver Link, ran at an average speed of 100 mph (161 km/h) for 43 miles (69 km), with a maximum speed of 112 1/2 mph (181 km/h), on a seven-coach test train on 27 September 1935: the locomotive went into service hauling the Silver Jubilee express single-handed (since others of the class had still to be completed) for the first three weeks, a round trip of 536 miles (863 km) daily, much of it at 90 mph (145 km/h), without any mechanical troubles at all. Coaches for the Silver Jubilee had teak-framed, steel-panelled bodies on all-steel, welded underframes; windows were double glazed; and there was a pressure ventilation/heating system. Comparable trains were introduced between London Kings Cross and Edinburgh in 1937 and to Leeds in 1938.Gresley did not hesitate to incorporate outstanding features from elsewhere into his locomotive designs and was well aware of the work of André Chapelon in France. Four A4s built in 1938 were equipped with Kylchap twin blast-pipes and double chimneys to improve performance still further. The first of these to be completed, no. 4468, Mallard, on 3 July 1938 ran a test train at over 120 mph (193 km/h) for 2 miles (3.2 km) and momentarily achieved 126 mph (203 km/h), the world speed record for steam traction. J.Duddington was the driver and T.Bray the fireman. The use of high-speed trains came to an end with the Second World War. The A4s were then demonstrated to be powerful as well as fast: one was noted hauling a 730-ton, 22-coach train at an average speed exceeding 75 mph (120 km/h) over 30 miles (48 km). The war also halted electrification of the Manchester-Sheffield line, on the 1,500 volt DC overhead system; however, anticipating eventual resumption, Gresley had a prototype main-line Bo-Bo electric locomotive built in 1941. Sadly, Gresley died from a heart attack while still in office.[br]Principal Honours and DistinctionsKnighted 1936. President, Institution of Locomotive Engineers 1927 and 1934. President, Institution of Mechanical Engineers 1936.Further ReadingF.A.S.Brown, 1961, Nigel Gresley, Locomotive Engineer, Ian Allan (full-length biography).John Bellwood and David Jenkinson, Gresley and Stanier. A Centenary Tribute (a good comparative account).See also: Bulleid, Oliver Vaughan SnellPJGRBiographical history of technology > Gresley, Sir Herbert Nigel
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