test+prototype

SUBJECT AREA: Steam and internal combustion engines

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A German born in Paris, he was educated in Augsburg and later in Munich, where he graduated first in his class. There he took some courses under Professor Karl von Linde, pioneer of mechanical refrigeration and an authority on thermodynamics, who pointed out the low efficiency of the steam engine. He went to work for the Linde Ice Machine Company as an engineer and later as Manager; there he conceived a new basic cycle and worked out its thermodynamics, which he published in 1893 as "The theory and construction of a rational heat motor". Compressing air adiabatically to one-sixteenth of its volume caused the temperature to rise to 1,000°F (540°C). Injected fuel would then ignite automatically without any electrical system. He obtained permission to use the laboratories of the Augsburg-Nuremburg Engine Works to build a single-cylinder prototype. On test it blew up, nearly killing Diesel. He proved his principle, however, and obtained financial support from the firm of Alfred Krupp. The design was refined until successful and in 1898 an engine was put on display in Munich with the result that many business people invested in Diesel and his engine and its worldwide production. Diesel made over a million dollars out of the invention. The heart of the engine is the fuel-injection pump, which operates at a pressure of c.500 psi (35 kg/cm). The first English patent for the engine was in 1892. The firms in Augsburg sent him abroad to sell his engine; he persuaded the French to adopt it for submarines, Germany having refused this. Diesel died in 1913 in mysterious circumstances, vanishing from the Harwich-Antwerp ferry.

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SUBJECT AREA: Land transport, Railways and locomotives, Steam and internal combustion engines

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Orphaned as a child, Hamilton went to work for Southern Pacific Railroad in his teens, and then worked for several other companies. In his spare time he learned mathematics and physics from a retired professor. In 1911 he joined the White Motor Company, makers of road motor vehicles in Denver, Colorado, where he had gone to recuperate from malaria. He remained there until 1922, apart from an eighteenth-month break for war service.

Upon his return from war service, Hamilton found White selling petrol-engined railbuses with mechanical transmission, based on road vehicles, to railways. He noted that they were not robust enough and that the success of petrol railcars with electric transmission, built by General Electric since 1906, was limited as they were complex to drive and maintain. In 1922 Hamilton formed, and became President of, the Electro- Motive Engineering Corporation (later Electro-Motive Corporation) to design and produce petrol-electric rail cars. Needing an engine larger than those used in road vehicles, yet lighter and faster than marine engines, he approached the Win ton Engine Company to develop a suitable engine; in addition, General Electric provided electric transmission with a simplified control system. Using these components, Hamilton arranged for his petrol-electric railcars to be built by the St Louis Car Company, with the first being completed in 1924. It was the beginning of a highly successful series. Fuel costs were lower than for steam trains and initial costs were kept down by using standardized vehicles instead of designing for individual railways. Maintenance costs were minimized because Electro-Motive kept stocks of spare parts and supplied replacement units when necessary. As more powerful, 800 hp (600 kW) railcars were produced, railways tended to use them to haul trailer vehicles, although that practice reduced the fuel saving. By the end of the decade Electro-Motive needed engines more powerful still and therefore had to use cheap fuel. Diesel engines of the period, such as those that Winton had made for some years, were too heavy in relation to their power, and too slow and sluggish for rail use. Their fuel-injection system was erratic and insufficiently robust and Hamilton concluded that a separate injector was needed for each cylinder.

In 1930 Electro-Motive Corporation and Winton were acquired by General Motors in pursuance of their aim to develop a diesel engine suitable for rail traction, with the use of unit fuel injectors; Hamilton retained his position as President. At this time, industrial depression had combined with road and air competition to undermine railway-passenger business, and Ralph Budd, President of the Chicago, Burlington \& Quincy Railroad, thought that traffic could be recovered by way of high-speed, luxury motor trains; hence the Pioneer Zephyr was built for the Burlington. This comprised a 600 hp (450 kW), lightweight, two-stroke, diesel engine developed by General Motors (model 201 A), with electric transmission, that powered a streamlined train of three articulated coaches. This train demonstrated its powers on 26 May 1934 by running non-stop from Denver to Chicago, a distance of 1,015 miles (1,635 km), in 13 hours and 6 minutes, when the fastest steam schedule was 26 hours. Hamilton and Budd were among those on board the train, and it ushered in an era of high-speed diesel trains in the USA. By then Hamilton, with General Motors backing, was planning to use the lightweight engine to power diesel-electric locomotives. Their layout was derived not from steam locomotives, but from the standard American boxcar. The power plant was mounted within the body and powered the bogies, and driver's cabs were at each end. Two 900 hp (670 kW) engines were mounted in a single car to become an 1,800 hp (l,340 kW) locomotive, which could be operated in multiple by a single driver to form a 3,600 hp (2,680 kW) locomotive. To keep costs down, standard locomotives could be mass-produced rather than needing individual designs for each railway, as with steam locomotives. Two units of this type were completed in 1935 and sent on trial throughout much of the USA. They were able to match steam locomotive performance, with considerable economies: fuel costs alone were halved and there was much less wear on the track. In the same year, Electro-Motive began manufacturing diesel-electrie locomotives at La Grange, Illinois, with design modifications: the driver was placed high up above a projecting nose, which improved visibility and provided protection in the event of collision on unguarded level crossings; six-wheeled bogies were introduced, to reduce axle loading and improve stability. The first production passenger locomotives emerged from La Grange in 1937, and by early 1939 seventy units were in service. Meanwhile, improved engines had been developed and were being made at La Grange, and late in 1939 a prototype, four-unit, 5,400 hp (4,000 kW) diesel-electric locomotive for freight trains was produced and sent out on test from coast to coast; production versions appeared late in 1940. After an interval from 1941 to 1943, when Electro-Motive produced diesel engines for military and naval use, locomotive production resumed in quantity in 1944, and within a few years diesel power replaced steam on most railways in the USA.

Hal Hamilton remained President of Electro-Motive Corporation until 1942, when it became a division of General Motors, of which he became Vice-President.

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SUBJECT AREA: Metallurgy

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Paul Héroult, the son of a tanner, at the age of 16, while still at school in Caen, read Deville's book on aluminium and became obsessed with the idea of developing a cheap way of producing this metal. After his family moved to Gentillysur-Bièvre he studied at the Ecole Sainte-Barbe in Paris and then returned to Caen to work in the laboratory of his father's tannery. His first patent, filed in February and granted on 23 April 1886, described an invention almost identical to that of C.M. Hall: "the electrolysis of alumina dissolved in molten cryolite into which the current is introduced through suitable electrodes. The cryolite is not consumed." Early in 1887 Héroult attempted to obtain the support of Alfred Rangod Pechiney, the proprietor of the works at Salindres where Deville's process for making sodium-reduced aluminium was still being operated. Pechiney persuaded Héroult to modify his electrolytic process by using a cathode of molten copper, thus making it possible produce aluminium bronze rather than pure aluminium. Héroult then approached the Swiss firm J.G.Nehe Söhne, ironmasters, whose works at the Falls of Schaffhausen obtained power from the Rhine. They were looking for a new metallurgical process requiring large quantities of cheap hydroelectric power and Héroult's process seemed suitable. In 1887 they established the Société Metallurgique Suisse to test Héroult's process. Héroult became Technical Director and went to the USA to defend his patents against those of Hall. During his absence the Schaffhausen trials were successfully completed, and on 18 November 1888 the Société Metallurgique combined with the German AEG group, Oerlikon and Escher Wyss, to establish the Aluminium Industrie Aktiengesellschaft Neuhausen. In the early electrolytic baths it was occasionally found that arcs between the bath surface and electrode could develop if the electrodes were inadvertently raised. From this observation, Héroult and M.Killiani developed the electric arc furnace. In this, arcs were intentionally formed between the surface of the charge and several electrodes, each connected to a different pole of the AC supply. This furnace, the prototype of the modern electric steel furnace, was first used for the direct reduction of iron ore at La Praz in 1903. This work was undertaken for the Canadian Government, for whom Héroult subsequently designed a 5,000-amp single-phase furnace which was installed and tested at Sault-Sainte-Marie in Ontario and successfully used for smelting magnetite ore.

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SUBJECT AREA: Aerospace, Steam and internal combustion engines

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Most early aero-engines were adaptations of automobile engines, but Louis Séguin and his brother Laurent set out to produce a genuine aero-engine. They decided to build a "rotary" engine in which the crankshaft remained stationary and the cylinders rotated: the propeller was attached to the cylinders. The idea was not new, for rotary engines had been proposed by engineers from James Watt to Samuel P. Langley, rival of the Wright brothers. (An engine with stationary cylinders and a rotating crankshaftplus-propeller is classed as a "radial".) Louis Séguin formed the Société des Moteurs Gnome in 1906 to build stationary industrial engines. Laurent joined him to develop a lightweight engine specifically for aeronautical use. They built a fivecylinder air-cooled radial engine in 1908 and then a prototype seven-cylinder rotary engine. Later in the year the Gnome Oméga rotary, developing 50 hp (37 kW), was produced. This was test-flown in a Voisin biplane during June 1909. The Gnome was much lighter than its conventional rivals and surprisingly reliable in view of the technical problems of supplying rotating cylinders with the petrol-air mixture and a spark to ignite it. It was an instant success.

Gnomes were mass-produced for use during the First World War. Both sides built and flew rotary engines, which were improved over the years until, by 1917, their size had grown to such an extent that a further increase was not practicable. The gyroscopic effects of a large rotating engine became a serious handicap to manoeuvrability, and the technical problems inherent in a rotary engine were accentuated.

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SUBJECT AREA: Electricity, Land transport, Public utilities, Railways and locomotives

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George Westinghouse's father was an ingenious manufacturer of agricultural implements; the son, after a spell in the Union Army during the Civil War, and subsequently in the Navy as an engineer, went to work for his father. He invented a rotary steam engine, which proved impracticable; a rerailing device for railway rolling stock in 1865; and a cast-steel frog for railway points, with longer life than the cast-iron frogs then used, in 1868–9. During the same period Westinghouse, like many other inventors, was considering how best to meet the evident need for a continuous brake for trains, i.e. one by which the driver could apply the brakes on all vehicles in a train simultaneously instead of relying on brakesmen on individual vehicles. By chance he encountered a magazine article about the construction of the Mont Cenis Tunnel, with a description of the pneumatic tools invented for it, and from this it occurred to him that compressed air might be used to operate the brakes along a train.

The first prototype was ready in 1869 and the Westinghouse Air Brake Company was set up to manufacture it. However, despite impressive demonstration of the brake's powers when it saved the test train from otherwise certain collision with a horse-drawn dray on a level crossing, railways were at first slow to adopt it. Then in 1872 Westinghouse added to it the triple valve, which enabled the train pipe to charge reservoirs beneath each vehicle, from which the compressed air would apply the brakes when pressure in the train pipe was reduced. This meant that the brake was now automatic: if a train became divided, the brakes on both parts would be applied. From then on, more and more American railways adopted the Westinghouse brake and the Railroad Safety Appliance Act of 1893 made air brakes compulsory in the USA. Air brakes were also adopted in most other parts of the world, although only a minority of British railway companies took them up, the remainder, with insular reluctance, preferring the less effective vacuum brake.

From 1880 Westinghouse was purchasing patents relating to means of interlocking railway signals and points; he combined them with his own inventions to produce a complete signalling system. The first really practical power signalling scheme, installed in the USA by Westinghouse in 1884, was operated pneumatically, but the development of railway signalling required an awareness of the powers of electricity, and it was probably this that first led Westinghouse to become interested in electrical processes and inventions. The Westinghouse Electric Company was formed in 1886: it pioneered the use of electricity distribution systems using high-voltage single-phase alternating current, which it developed from European practice. Initially this was violently opposed by established operators of direct-current distribution systems, but eventually the use of alternating current became widespread.

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πατήρ, πατρός, ὁ (Hom.+) acc. somet. πατέραν (ApcEsdr 2:6 p. 25, 26 Tdf.); voc. πάτερ; for this the nom. w. the art. ὁ πατήρ Mt 11:26; Mk 14:36; Lk 10:21b; Ro 8:15; Gal 4:6.—The vv.ll. πατήρ without the art. for the voc., in J 17:11, 21, 24, and 25 is regarded by B-D-F §147, 3 as a scribal error (but as early as II A.D. BGU 423, 11 has κύριέ μου πατήρ. Perh. even PPar 51, 36 [159 B.C.]). S. also W-S. §29, 4b and Mlt-H. 136; ‘father’.

① the immediate biological ancestor, parent

ⓐ male, father (of Noah Did., Gen. 165, 6) Mt 2:22; 4:21f; 8:21; 10:21; Mk 5:40; 15:21; Lk 1:17 (after Mal 3:23); J 4:53; Ac 7:14; 1 Cor 5:1; B 13:5 al. οἱ τῆς σαρκὸς ἡμῶν πατέρες our physical fathers Hb 12:9a.

ⓑ male and female together as parents οἱ πατέρες parents (Pla., Leg. 6, 772b; Dionys. Hal. 2, 26; Diod S 21, 17, 2; X. Eph. 1, 11; 3, 3; Kaibel 227) Hb 11:23.—Eph 6:4; Col 3:21 (Apollon. Rhod. 4, 1089 of parents who are inclined to become λίην δύσζηλοι toward their children).

② one from whom one is descended and generally at least several generations removed, forefather, ancestor, progenitor, forebear: of Abraham (Jos., Ant. 14, 255 Ἀ., πάντων Ἑβραίων πατήρ; Just., D. 100, 3) Mt 3:9; Lk 1:73; 16:24; J 8:39, 53, 56; Ac 7:2b. Of Isaac Ro 9:10. Jacob J 4:12 (JosAs 22:5). David Mk 11:10; Lk 1:32. Pl. οἱ πατέρες the forefathers, ancestors (Hom. et al.; oft. LXX; En 99:14; PsSol 9:10; ParJer 4:10; Jos., Ant. 13, 297; Just., D. 57, 2 and 136, 3; Mel., P. 87, 654) Mt 23:30, 32; Lk 1:55; 6:23, 26; 11:47f; J 4:20; 6:31; Ac 3:13, 25; Hb 1:1; 8:9 (Jer 38:32); B 2:7 (Jer 7:22); 5:7; 14:1; PtK 2 p. 15, 6 (Jer 38:32).

③ one who provides moral and intellectual upbringing, father

ⓐ in a positive sense (Epict. 3, 22, 81f: the Cynic superintends the upbringing of all pers. as their πατήρ; Procop. Soph., Ep. 13; Ael. Aristid. 47 p. 425 D.: Pla. as τῶν ῥητόρων π. καὶ διδάσκαλος; Aristoxenus, Fgm. 18: Epaminondas is the ἀκροατής of the Pythagorean Lysis and calls him πατήρ; Philostrat., Vi. Soph. 1, 8 p. 10, 4 the διδάσκαλος as πατήρ) ἐὰν μυρίους παιδαγωγοὺς ἔχητε ἐν Χριστῷ, ἀλλʼ οὐ πολλοὺς πατέρας 1 Cor 4:15 (cp. GrBar 13:4 εἰς πνευματικοὺς πατέρας; on the subject matter ADieterich, Mithraslit. 1903, 52; 146f; 151; Rtzst., Mysterienrel.³ 40: ‘he [the “mystes”] by these teachings becomes the parent of the novice. We find undoubted examples of πατήρ as a title in the Isis cult in Delos, in the Phrygian mystery communities, in the Mithras cult, in the worshipers of the θεὸς ὕψιστος and elsewh.’). Of Jesus ὡς πατὴρ υἱοὺς ἡμᾶς προσηγόρευσεν as a father he called us (his) sons 2 Cl 1:4 (cp. Ps.-Clem., Hom. 3, 19; ὁ Χριστὸς π. τῶν πιστευόντων ὑπάρχει Did., Gen. 106, 6.—ὁ Ἰησοῦς, ὁ π. [=founder] τῆς τοιαύτης διδασκαλίας Orig., C. Cels. 2, 44, 32).

ⓑ in a neg. sense of the devil (for patristic trad. s. Lampe s.v. πατήρ D)

α. as father of a group of Judeans J 8:44ab, as verdict on the sin of the opposition to God’s purpose in Jesus, not on the person (cp. descriptions of dissidents at Qumran, esp. 1QS and 1QH, w. focus on aspect of deception).

β. as father of lies (Celsus 2, 47 as π. τῆς κακίας) vs. 44c (on πατήρ in the sense of ‘originator’ cp. Caecil. Calact., Fgm. 127 ὁ π. τοῦ λόγου=the author of the book). On the view that in 44a and c there might be a statement about the father of the devil s. Hdb.³ ad loc. (NDahl, EHaenchen Festschr. ’64, 70–84 [Cain]).—LDürr, Geistige Vaterrschaft in: Herwegen Festschr. ’38, 1–30.

④ a title of respectful address, father

ⓐ as an honorary title (Diod S 21, 12, 2; 5; Ps.-Callisth. 1, 14, 2 πάτερ; 4 Km 2:12; 6:21; 13:14; Test Abr B 2 p. 106, 3 [Stone p. 60] καλὲ πάτερ; Jos., Ant. 12, 148; 13, 127; Just., D. 3, 7. Also PGen 52, 1; 5 κυρίῳ καὶ πατρὶ Ἀμινναίῳ Ἀλύπιος; UPZ 65, 3 [154 B.C.]; 70, 2; BGU 164, 2; POxy 1296, 15; 18; 1592, 3; 5; 1665, 2) Mt 23:9a; specif. in addressing the members of the High Council Ac 7:2a; cp. 22:1 (of Job in TestJob 53:3 ὁ πατὴρ τῶν ὀρφανῶν).

ⓑ as a designation of the older male members of a church (as respectful address by younger people to their elders Hom. et al. S. also a.) 1J 2:13, 14b.

⑤ revered deceased persons with whom one shares beliefs or traditions, fathers, ancestors

ⓐ generation(s) of deceased Christians 2 Pt 3:4; 1 Cl 23:3=2 Cl 11:2 (an apocryphal saying, at any rate interpreted in this way by the Christian writers). Christians of an earlier generation could also be meant in 1 Cl 30:7; 60:4; 62:2; 2 Cl 19:4. Yet it is poss. that these refer to

ⓑ the illustrious religious heroes of the OT, who are ‘ancestors’ even to gentile Christians, who are validated as Israelites (Just., D. 101, 1). In 1 Cor 10:1 Paul calls the desert generation of Israelites οἱ πατέρες ἡμῶν (the ‘philosophers’ of earlier times are so called in Cleopatra 114f). Likew. Ro 4:12b Abraham ὁ πατὴρ ἡμῶν (on this s. c below). The latter is also so referred to Js 2:21; 1 Cl 31:2; likew. the patriarch Jacob 4:8.

ⓒ the ‘fatherhood’ can also consist in the fact that the one who is called ‘father’ is the prototype of a group or the founder of a class of persons (cp. Pla., Menex. 240e οὐ μόνον τῶν σωμάτων τῶν ἡμετέρων πατέρας ἀλλὰ καὶ τῆς ἐλευθερίας; 1 Macc 2:54). Abraham who, when he was still uncircumcised, received the promise because of his faith, and then received circumcision to seal it, became thereby πατὴρ πάντων τῶν πιστευόντων διʼ ἀκροβυστίας father of all those who believe, though they are uncircumcised Ro 4:11 and likew. πατὴρ περιτομῆς father of those who are circumcised vs. 12a, insofar as they are not only circumcised physically, but are like the patriarch in faith as well. Cp. 4:16, 17 (Gen 17:5).

⑥ the supreme deity, who is responsible for the origin and care of all that exists, Father, Parent (Just., A II, 6, 2 τὸ δὲ πατὴρ καὶ θεὸς καὶ κτίστης καὶ κύριος καὶ δεσπότης οὐκ ὀνόματά ἐστιν, ἀλλʼ … προσφήσεις ‘the terms, father, god, founder, lord, and master are not names but … modes of address [in recognition of benefits and deeds])

ⓐ as the originator and ruler (Pind., O. 2, 17 Χρόνος ὁ πάντων π.; Pla., Tim. 28c; 37c; Stoa: Epict. 1, 3, 1; Diog. L. 7, 147; Maximus Tyr. 2, 10a; Galen XIX p. 179 K. ὁ τῶν ὅλων πατὴρ ἐν θεοῖς; Job 38:28; Mal 2:10; Philo, Spec. Leg. 1, 96 τῷ τοῦ κόσμου πατρί; 2, 6 τὸν ποιητὴν καὶ πατέρα τῶν ὅλων, Ebr. 30; 81, Virt. 34; 64; 179; 214; Jos., Ant. 1, 20 πάντων πατήρ; 230; 2, 152; 7, 380 πατέρα τε καὶ γένεσιν τῶν ὅλων; Herm. Wr. 1, 21 ὁ πατὴρ ὅλων … ὁ θεὸς κ. πατήρ; 30 al., also p. 476, 23 Sc. δεσπότης καὶ πατὴρ καὶ ποιητής; PGM 4, 1170; 1182; Just., A I, 45, 1 ὁ π. τῶν πάντων θεός; D. 95, 2 ὁ πατὴρ τῶν ὅλων; Ath. 27, 2; Iren.; Orig., C. Cels. 1, 46, 34; Hippolyt.; π. δὲ δὶα τὸ εἶναι πρὸ τῶν ὅλων Theoph. Ant. 1, 4 [p. 64, 8]) ὁ πατὴρ τῶν φώτων the father of the heavenly bodies Js 1:17 (cp. ApcMos 36 v.l. [MCeriani, Monumenta Sacra et Profana V/1, 1868] ἐνώπιον τοῦ φωτὸς τῶν ὅλων, τοῦ πατρὸς τῶν φώτων; 38).

ⓑ as ὁ πατὴρ τῶν πνευμάτων Hb 12:9b (cp. Num 16:22; 27:16 and in En the fixed phrase ‘Lord of the spirits’).—SeePKatz, Philo’s Bible ’50, p. 33, 1.

ⓒ as father of humankind (since Hom. Ζεύς is called πατήρ or πατὴρ ἀνδρῶν τε θεῶν τε; Diod S 5, 72, 2 πατέρα δὲ [αὐτὸν προσαγορευθῆναι] διὰ τὴν φροντίδα καὶ τὴν εὔνοιαν τὴν εἰς ἅπαντας, ἔτι δὲ καὶ τὸ δοκεῖν ὥσπερ ἀρχηγὸν εἶναι τοῦ γένους τῶν ἀνθρώπων=‘[Zeus is called] father because of his thoughtfulness and goodwill toward all humanity, and because, moreover, he is thought of as originator of the human race’, cp. 3, 61, 4; 5, 56, 4; Dio Chrys. 36 [53], 12 Zeus as π. τῶν ἀνθρώπων, not only because of his position as ruler, but also because of his love and care [ἀγαπῶν κ. προνοῶν]. Cp. Plut., Mor. 167d; Jos., Ant. 4, 262 πατὴρ τοῦ παντὸς ἀνθρώπων γένους. In the OT God is called ‘Father’ in the first place to indicate a caring relationship to the Israelite nation as a whole, or to the king as the embodiment of the nation. Only in late writers is God called the Father of the pious Israelite as an individual: Sir 23:1, 4; Tob 13:4; Wsd 2:16; 14:3; 3 Macc 5:7.—Bousset, Rel.³ 377ff; EBurton, ICC Gal 1921, 384–92; RGyllenberg, Gott d. Vater im AT u. in d. Predigt Jesu: Studia Orient. I 1925, 51–60; JLeipoldt, D. Gotteserlebnis Jesu 1927; AWilliams, ‘My Father’ in Jewish Thought of the First Century: JTS 31, 1930, 42–47; TManson, The Teaching of Jesus, ’55, 89–115; HMontefiore, NTS 3, ’56/57, 31–46 [synoptics]; BIersel, ‘D. Sohn’ in den synopt. Ev., ’61, 92–116).

α. as a saying of Jesus ὁ πατήρ σου Mt 6:4, 6b, 18b. ὁ πατὴρ ὑμῶν Mt 6:15; 10:20, 29; 23:9b; Lk 6:36; 12:30, 32; J 20:17c. ὁ πατὴρ αὐτῶν (=τῶν δικαίων) Mt 13:43. ὁ πατὴρ ὑμῶν ὁ ἐν (τοῖς) οὐρανοῖς (the synagogue also spoke of God as ‘Father in Heaven’; Bousset, Rel.³ 378) Mt 5:16, 45; 6:1; 7:11; Mk 11:25. ὁ πατὴρ ὑμῶν ὁ οὐράνιος Mt 5:48; 6:14, 26, 32. Cp. 23:9b. ὁ πατὴρ ὁ ἐξ οὐρανοῦ Lk 11:13. ὁ πατήρ σου ὁ ἐν τῷ κρυπτῷ (or κρυφαίῳ) Mt 6:6a, 18a.—For the evangelist the words πάτερ ἡμῶν ὁ ἐν τοῖς οὐρανοῖς Mt 6:9 refer only to the relation betw. God and humans, though Jesus perh. included himself in this part of the prayer. The same is true of πάτερ ἁγιασθήτω τὸ ὄνομά σου Lk 11:2 (for invocation in prayer cp. Simonides, Fgm. 13, 20 Ζεῦ πάτερ).—ELohmeyer, D. Vaterunser erkl. ’46 (Eng. tr. JBowden, ’65); TManson, The Sayings of Jesus, ’54, 165–71; EGraesser, Das Problem der Parusieverzögerung in den synopt. Ev. usw., Beih. ZNW 22, ’57, 95–113; AHamman, La Prière I, Le NT, ’59, 94–134; JJeremias, Das Vaterunser im Lichte der neueren Forschung, ’62 (Eng. tr., The Lord’s Prayer, JReumann, ’64); WMarchel, Abba, Père! La Prière ’63; also bibl. in JCharlesworth, ed., The Lord’s Prayer and Other Prayer Texts fr. the Greco-Roman Era ’94, 186–201.

β. as said by Christians (Sextus 59=222; 225 God as π. of the pious. The servant of Sarapis addresses God in this way: Sb 1046; 3731, 7) in introductions of letters ἀπὸ θεοῦ πατρὸς ἡμῶν: Ro 1:7; 1 Cor 1:3; 2 Cor 1:2; Gal 1:3, cp. vs. 4; Eph 1:2; Phil 1:2; Col 1:2; Phlm 3; 2 Th 1:2 (v.l. without ἡμῶν); without ἡμῶν 1 Ti 1:2 (v.l. with ἡμῶν); 2 Ti 1:2; Tit 1:4; 2J 3a (here vs 3b shows plainly that it is not ‘our’ father, but the Father of Jesus Christ who is meant).—πατὴρ ἡμῶν also Phil 4:20; 1 Th 1:3; 3:11, 13; 2 Th 2:16; D 8:2; 9:2f. τὸν ἐπιεικῆ καὶ εὔσπλαγχνον πατέρα ἡμῶν 1 Cl 29:1. Likew. we have the Father of the believers Ro 8:15 (w. αββα, s. JBarr, Abba Isn’t Daddy: JTS 39, ’88, 28–47; s. also JFitzmyer, Ro [AB] ad loc.); 2 Cor 1:3b (ὁ πατὴρ τῶν οἰκτιρμῶν; s. οἰκτιρμός); 6:18 (cp. 2 Km 7:14); Gal 4:6; Eph 4:6 (πατὴρ πάντων, as Herm. Wr. 5, 10); 1 Pt 1:17. ὁ οἰκτίρμων καὶ εὐεργετικὸς πατήρ 1 Cl 23:1. Cp. 8:3 (perh. fr. an unknown apocryphal book). πάτερ ἅγιε D 10:2 (cp. 8:2; 9:2f).

γ. as said by Judeans ἕνα πατέρα ἔχομεν τὸν θεόν J 8:41b. Cp. vs. 42.

ⓓ as Father of Jesus Christ

α. in Jesus’ witness concerning himself ὁ πατήρ μου Mt 11:27a; 20:23; 25:34; 26:29, 39, 42, 53; Lk 2:49 (see ὁ 2g and Goodsp., Probs. 81–83); 10:22a; 22:29; 24:49; J 2:16; 5:17, 43; 6:40 and oft. in J; Rv 2:28; 3:5, 21. ἡ βασιλεία τοῦ πατρός μου 2 Cl 12:6 in an apocryphal saying of Jesus. ὁ πατήρ μου ὁ ἐν (τοῖς) οὐρανοῖς Mt 7:21; 10:32, 33; 12:50; 16:17; 18:10, 19. ὁ πατήρ μου ὁ οὐράνιος 15:13; 18:35 (Just., A I, 15, 8). Jesus calls himself the Human One (Son of Man), who will come ἐν τῇ δόξῃ τοῦ πατρὸς αὐτοῦ 16:27; Mk 8:38. Abs. ὁ πατήρ, πάτερ Mt 11:25, 26; Mk 14:36 (s. GSchelbert, FZPhT 40, ’93, 259–81; response ERuckstuhl, ibid. 41, ’94, 515–25; response Schelbert, ibid. 526–31); Lk 10:21ab; 22:42; 23:34, 46 (all voc.); J 4:21, 23ab; 5:36ab, 37, 45; 6:27, 37, 45, 46a, 65 and oft. in J. Father and Son stand side by side or in contrast Mt 11:27bc; 24:36; 28:19; Mk 13:32; Lk 10:22bc; J 5:19–23, 26; 1J 1:3; 2:22–24; 2J 9; B 12:8. WLofthouse, Vater u. Sohn im J: ThBl 11, ’32, 290–300.

β. in the confession of the Christians π. τοῦ κυρίου ἡμῶν Ἰησοῦ Χριστοῦ Ro 15:6; 2 Cor 1:3a; Eph 1:3; Col 1:3; 1 Pt 1:3. π. τοῦ κυρίου Ἰησοῦ 2 Cor 11:31. Cp. 1 Cor 15:24; Hb 1:5 (2 Km 7:14); Rv 1:6; 1 Cl 7:4; IEph 2:1; ITr ins 12:2; MPol 14:1; AcPl Ha 2, 33; 6, 34; AcPlCor 2:7 (cp. Just., D. 30, 3; 129, 1 al.).

ⓔ Oft. God is simply called (ὁ) πατήρ (the) Father (e.g. TestJob 33:9, s. DRahnenführer, ZNW 62, ’71, 77; ApcMos 35 τοῦ ἀοράτου πατρός; Just., D. 76, 3 al. On the presence or absence of the art. s. B-D-F §257, 3; Rob. 795) Eph 2:18; 3:14; 5:20; 6:23; 1J 1:2; 2:1, 15; 3:1; B 14:6; Hv 3, 9, 10; IEph 3:2; 4:2; IMg 13:2; ITr 12:2; 13:3; IRo 2:2; 3:3; 7:2; 8:2; IPhld 9:1; ISm 3:3; 7:1; 8:1; D 1:5; Dg 12:9; 13:1; AcPlCor 2:5, 19; MPol 22:3; EpilMosq 5. θεὸς π. Gal 1:1 (for the formulation Ἰ. Χρ. καὶ θεὸς πατήρ cp. Diod S 4, 11, 1: Heracles must obey τῷ Διὶ καὶ πατρί; Oenomaus in Eus., PE 5, 35, 3 Λοξίας [=Apollo] καὶ Ζεὺς πατήρ); Phil 2:11; Col 3:17; 1 Th 1:1, 2 v.l.; 2 Pt 1:17; Jd 1; IEph ins a; ISm ins; IPol ins; MPol ins. ὁ θεὸς καὶ π. Js 1:27; Col 3:17 v.l.; MPol 22:1; ὁ κύριος καὶ π. Js 3:9.—Attributes are also ascribed to the πατήρ (Zoroaster acc. to Philo Bybl.: 790 Fgm. 4, 52 Jac. [in Eus., PE 1, 10, 52] God is π. εὐνομίας κ. δικαιοσύνης) ὁ πατὴρ τῆς δόξης Eph 1:17. πατὴρ ὕψιστος IRo ins. ὁ θεὸς καὶ πατὴρ παντοκράτωρ MPol 19:2.—B. 103. DELG. M-M. EDNT. TW. Sv.

 

ГИС
Географическая информационная система
геоинформационная система
Информационная система, обеспечивающая сбор, хранение, обработку, доступ, отображение и распространение пространственно-координированных данных (пространственных данных). ГИС содержит данные о пространственных обьектах в форме их цифровых представлений (векторных, растровых, квадротомических и иных), включает соответствующий задачам набор функциональных возможностей ГИС, в которых реализуются операции геоинформационных технологий, или ГИС-технологий (GIS tehnology), поддерживается программным, аппаратным, информационным, нормативно-правовым, кадровым и организационным обеспечением. По территориапьному охвату различают глобальные, или планетарные ГИС (global GIS), субконтинентальные ГИС, национальные ГИС, зачастую имеющие статус государственных, региональные ГИС (regional GIS), субрегиональные ГИС и локальные, или местные ГИС (lokal GIS). ГИС различаются предметной областью информационного моделирования, к примеру, городские ГИС, или муниципальные ГИС, МГИС (urban GIS), природоохранные ГИС (environmental GIS) и т.п.; среди них особое наименование, как особо широко распространенные, получили земельные информационные системы. Проблемная ориентация ГИС определяется решаемыми в ней задачами (научными и прикладными), среди них инвентаризация ресурсов (в том числе кадастр), анализ, оценка, мониторинг, управление и ппантрование, поддержка принятия решений. Интегрированные ГИС, ИГИС (integrated GIS, IGIS) совмещают функциональные возможности ГИС и систем цифровой обработки изображений (материалов дистанционного зондирования) в единой интегрированной среде. Полимасштабные, или масштабно-независимые ГИС (multiscale GIS) основаны на множественных, или полимасштабных представпениях пространственных объектов (multiple representation, multiscale representation), обеспечивая графическое или картографическое вопроизведение данных на любом из избранных уровней масштабного ряда на основе единственного набора данных с наибольшим пространственным разрешением. Пространственно-временные ГИС (spatio-temporal GIS) оперируют пространственно-временными данными. Реализация геоинформационных проектов (GIS project), создание ГИС в широком смысле слова, включает этапы предпроектных исследований (feasibility stady), в том числе изучение требований пользователя (user requirements) и функциональных возможностей используемых программных средств ГИС, технико-экономическое обоснование, оценку соотношения "затраты/прибыль" (costs/benefits); системное проектирование ГИС (GIS designing), включая стадию пилот-проекта (pilot-project), разработку ГИС (GIS development); ее тестирование на небольшом территориальном фрагменте, или тестовом участке (test area), прототипирование, или создание опытного образца, прототипа (prototype); внедрение ГИС (GIS implementation), эксплуатацию и использование. Научные, технические, технологические и прикладные аспекты проектирования, создания и использования ГИС изучаются геоинформатикой.
[ http://www.morepc.ru/dict/]

Тематики

• информационные технологии в целом

Синонимы

• Географическая информационная система
• геоинформационная система

EN

• geographic information system
• GIS