that+may+be+opened

1) (to a great degree: He's very clever; You came very quickly; I'm not feeling very well.) zelo

2) (absolutely; in the highest degree: The very first thing you must do is ring the police; She has a car of her very own.) povsem

1) (exactly or precisely the thing, person etc mentioned: You're the very man I want to see; At that very minute the door opened.) prav tisti

2) (extreme: at the very end of the day; at the very top of the tree.) čisto

3) (used for emphasis in other ways: The very suggestion of a sea voyage makes her feel seasick.) že sam

•

- very well

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adjective ( verily adverb)

pravi

a very knave — pravi lopov

he is the veriest vagabund — on je pravi pravcati vagabund; lasten, sam, celó

my very son — moj lastni sin, sam moj sin

his very brother did not know him — njegov lastni brat ga ni spoznal; (izza the, this, that ali svojilnega zaimka) ta (oni itd.) isti, prav

the very day I arrived — prav na dan, ko sem prispel

the very thing — baš tisto pravo

that very day — prav (še) istega dne

in this very room — prav v tej sobi

at this very place — prav na tem mestu

at the very end — prav na koncu

from very egoism — iz samega (čistega) egoizma

in the very heart of Europe — prav v srcu Evrope

this is the very thing I want — prav to potrebujem

it is the very last thing to do — to je prav zadnja stvar, ki jo je treba narediti; čisti, pravi, točen

the very opposite — čisto(pravo) nasprotje

on the very same day — točno istega dne; (redko) legitimen, zakonit

zelo; prav, zares; v polnem pomenu; baš

very good — prav, v redu, se strinjam

very well — prav dobro, v redu

very much — zelo, izredno

my very own — zares moj, osebno moj

the very best quality — res najboljša kakovost

at the very latest — res najkasneje

it is the very last thing to do — to je res (prav) zadnja stvar, ki jo je treba narediti

you may keep it for your very own — lahko si to obdržiš kot svojo (pravo) last

I'll do my very utmost — napravil bom prav vse, kar bo v moji moči

I bought it with my very own money — to sem kupil z res svojim denarjem

v. modale

can, come tutti i verbi modali, ha caratteristiche particolari:

● ha significato di pres. o di futuro;

● non ha forme flesse (-s alla 3^a pers. sing. pres., - ing, -ed), non è mai usato con ausiliari e non ha tempi composti; la forma del passato, solo per alcuni significati, è could; in sostituzione dei modi e tempi mancanti si usano, secondo il significato, quelli di to be able o di to be possible;

● le interrogative sono formate mediante la semplice posposizione del soggetto;

● la forma negativa è cannot, spesso abbreviato in can't;

● l'infinito che segue non ha la particella to;

● viene usato nelle question tags

1 ( esprime abilità, conoscenza, capacità) – Can he speak English?, parla inglese?; sa l'inglese?; I can take care of myself, posso (o so) badare a me stesso; He cannot dance, non sa ballare; ( anche) non può ballare (per es. perché ha una gamba rotta); I honestly can't tell you, non so proprio dirtelo; I cannot lift this suitcase, non riesco (o non ce la faccio) a sollevare questa valigia; DIALOGO → - Accident- Can you move your toes?, riesci a muovere le dita del piede?; We can't afford it, non possiamo permettercelo; See if you can make him understand, vedi se riesci a farglielo capire; You can be nice when you want to, sai essere simpatico quando vuoi; I can't see, non ci vedo; Can you see that sparrow on the hedge?, lo vedi quel passero sulla siepe?; Can you hear me?, mi sentite?; I can smell something burning, sento odore di bruciato

2 ( esprime possibilità) – This dish can be prepared the day before, questo piatto può essere preparato il giorno prima; Traces of a fresco can still be seen on the wall, sul muro sono ancora visibili (o si possono ancora vedere) le tracce di un affresco; I'm sure we can find a solution to this problem, sono sicuro che troveremo una soluzione per questo problema; This situation can't be allowed to go on, non si può lasciare che questa situazione perduri; How can you expect me to believe that?, come puoi pensare che io ci creda?; The sea along this coast can be very rough, il mare può essere molto mosso lungo questa costa; Life can be difficult, la vita è difficile a volte

3 ( esprime autorizzazione o permesso, concessi o richiesti) – I cannot vote yet, non posso ancora votare; You can go now, puoi andare, ora; Can you tell me or is it a secret?, me lo puoi dire o è un segreto?; Can I speak to the manager?, posso parlare con il direttore?; Can I interrupt you for just a second?, posso interromperti solo un attimo?

4 ( esprime richiesta) – Can I have a clean glass?, posso avere un bicchiere pulito?; Can you give me a lift?, puoi darmi un passaggio?; Can't you be a bit more tolerant?, non puoi essere un po' più tollerante?

5 ( esprime offerta, suggerimento) – What can I do for you?, che cosa posso fare per te?; ( in un negozio, ecc.) in che posso servirla?, desidera?; DIALOGO → - Offering a drink2- What can I get you to drink?, cosa posso offrirti da bere?; You can take it if you like it, puoi prenderlo se ti piace; We can have lunch now if you wish, possiamo pranzare ora se volete; We can always come back later, possiamo sempre tornare più tardi

6 ( esprime sorpresa o incredulità) – He cannot have forgotten, non può averlo dimenticato; non è possibile che l'abbia dimenticato; It can't be true, non può essere vero; You can't be serious!, non dirai mica sul serio!; Where can they have gone?, dove possono essere andati?; dove saranno andati?; Whatever can he want?, che cosa vorrà mai?

7 ( con valore rafforzativo di un verbo di pensiero, opinione, ecc.) – I cannot understand why he behaved as he did, non capisco perché si sia comportato a quel modo; You can't think how glad I am, non puoi credere quanto sia felice

● can but ► but (1), B, def. 3 □ cannot help ► to help □ as fast as you can, il più velocemente possibile; più in fretta che puoi □ as soon as you can, appena puoi; appena possibile; più presto che puoi □ as happy as can be, felicissimo □ as quietly as can be, col massimo silenzio; piano piano; zitti zitti.

1 recipiente (metallico); latta; fusto; bidone: a petrol can, un bidone (o una latta) di benzina; a can of paint [of oil], una latta di vernice [d'olio]; tin can, lattina; scatoletta

2 barattolo ( di alluminio, per alimenti); scatola; scatoletta; lattina: a can of peas, una scatola di piselli; a can of beer, una lattina di birra; DIALOGO → - At a service station.- Could you get me a can of drink?, potresti portarmi una bibita in lattina?

3 ( slang USA) – the can, la latrina; il cesso

4 ( slang) – the can, la galera; la gattabuia

5 ( slang USA) sedere; chiappe (pl.); culo (pop.)

6 ( slang USA) automobile (spec. scassata); macinino (fig.)

7 ( slang mil., USA) cacciatorpediniere

8 ( slang USA) cassaforte

9 (al pl.) ( slang) auricolari

10 (al pl.) ( slang USA) tette; zinne

● (fig.) a can of worms, un problema difficile ( e potenzialmente scomodo o imbarazzante); una situazione ingarbugliata; un ginepraio: His question opened up a nice can of worms, la sua domanda ci ha messi davanti a un bel ginepraio □ (spec. USA) can opener, apriscatole; ( slang USA) arnese da scasso, grimaldello □ can vendor, distributore automatico di lattine ( di birra, ecc.) □ (fig. fam.) to carry the can; prendersi la colpa (al posto di q.); pagare (per qc.) □ (fam.) in the can, (cinem., TV, di film, ecc.) finito, pronto per la distribuzione; (fig.) fatto, pronto, cosa fatta: The contract is almost in the can, il contratto è quasi cosa fatta.

1 mettere in scatola, inscatolare ( alimenti o bevande)

2 (fam. USA) buttare fuori; cacciare; licenziare

3 (fam. USA) abbandonare ( un progetto, ecc., perché insoddisfacente); bocciare; cestinare

4 ( slang USA) mettere in galera; sbattere dentro

5 ( slang cinem., TV, USA) finire ( un film); approvare ( una ripresa)

6 ( slang USA) smettere; piantarla: Can that noise!, smettila di far rumore!; Can it!, piantala!

   Portugal's world's fair, held from May to October 1998, set in Lisbon. Designed to commemorate and celebrate the 500th anniversary of Vasco da Gama's 1498 discovery of an all-water route to India, this was an ambitious undertaking for a small country with a developing economy. The setting of the exposition was remote eastern Lisbon, along the banks of the Tagus estuary. To facilitate logistics, Portugal opened a new Metro station (Oriente) for the Expo and the new Vasco da Gama Bridge, just northeast of the site. More than 10 million visitors, many of them from abroad but a large proportion from Spain and Portugal, arrived at the site by Metro, bus, taxi, or car and were guided by signs in three languages: Portuguese, Spanish, and English. To the dismay of Francophones, the choice of English and Spanish reflected both the nature of the globalization process and Portugal's growing connections with Europe and the wider world.

   The theme of Expo '98 was "The Oceans, Heritage for the Future," and the official mascot-symbol was "Gil," a cartoon characterization of a drop of ocean water, based on the suggestion of schoolchildren from the small town of Barrancos. Somewhat in the spirit of Disney's Mickey Mouse, "Gil" reflected cheeriness, but his message was serious, alerting the public to the fact that the oceans were endangered and fresh drinking water increasingly in short supply for a burgeoning world population. Among the outstanding structures at Expo '98 was the Pavilion of Portugal, designed by Portuguese architect Álvaro Siza Vieira, and the Pavilion of the Oceans or the Oceanarium (which remained open to the public after the exposition closed), which was designed by an American architect.

   Despite the general success of the fair, critics gave mixed reviews to the historic commemoration of the Discoveries facets of the effort. No vessel from Vasco da Gama's 1497-99 famous voyage was reproduced at the fair's dockside exhibit—although there was a 19th-century sailing vessel and a reproduction of one of the vessels from Christopher Columbus's first voyage, constructed by Portuguese in Madeira—nor was there much else on Vasco da Gama in the Pavilion of Portugal. Instead, visitors were impressed with a multimedia show based on knowledge of a Portuguese shipwreck, a 17th-century nau, found by archaeologists in recent years. The sound and light show in this lovely space was magnificent. The most popular exhibits were the Oceanarium and the Utopia Pavilion, where lines could be hours long. Despite the fact that Expo '98 made only a weak effort to attract visitors from outside Europe, the general consensus was that it was a successful enterprise, unique in Portugal's record of historic and contemporary expositions since 1940.

    See also Commemorations, Portuguese historic.

SUBJECT AREA: Domestic appliances and interiors

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Belling was educated at Burts Grammar School in Lostwithiel, Cornwall, and at Crossley Schools in Halifax, Yorkshire. In 1903 he was apprenticed to Crompton \& Co. at Chelmsford in Essex, the firm that in 1894 offered for sale the earliest electric heaters. These electric radiant panels were intended as heating radiators or cooking hotplates, but were not very successful because, being cast-iron panels into which heating wires had been embedded in enamel, they tended to fracture due to the different rates of thermal expansion of the iron and the enamel. Other designs of electric heaters followed, notably the introduction of large, sausage-shaped carbon filament bulbs fitted into a fire frame and backed by reflectors. This was the idea of H. Dowsing, a collaborator of Crompton, in 1904.

After qualifying in 1906, Belling left Crompton \& Co. and went to work for Ediswan at Ponders End in Hertfordshire. He left in 1912 to set up his own business, which he began in a small shed in Enfield. With a small staff and capital of £450, he took out his first patent for his wire-wound-former electric fire in the same year. The resistance wire, made from nickel-chrome alloy such as that patented in 1906 by A.L. Marsh, was coiled round a clay former. Six such bars were attached to a cast-iron frame with heating control knobs, and the device was marketed as the Standard Belling Fire. Advertised in 1912, the fire was an immediate success and was followed by many other variations. Improvements to the first model included wire safety guards, enamel finishes and a frame ornamented with copper and brass.

Belling turned his attention to hotplates, cookers, immersion heaters, electric irons, water urns and kettles, producing the Modernette Cooker (1919), the multi-parabola fire bar (1921), the plate and dish warmer (1924), the storage heater (1926) and the famous Baby Belling cookers, the first of which appeared in 1929. By 1955 business had developed so well that Belling opened another factory at Burnley, Lancashire. He partly underwrote, for the amount of £1 million, a proposed scientific technical college for the electrical industry at Enfield.

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SUBJECT AREA: Metallurgy

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His father Emile owned an iron-and steelworks at Sireuil, near Angoulême, and, through this, Pierre became interested in improving the steelmaking process. In England, C.W. Siemens had developed the regenerative principle of waste-heat recovery that produced a much higher furnace temperature. In 1863, the Martins applied this process in an open-hearth furnace built under licence from Siemens, with the aid of his engineers. They melted a mixture of pig-and wrought iron to produce steel with the required carbon content. Martin exhibited the product at the Paris Exhibition of 1867 and was awarded a gold medal. The open-hearth process was for a long time known as the Siemens-Martin process, but Martin did not share in the profits which others gained from its successful adoption. He had difficulty in obtaining patent rights as it was claimed that the principles of the process were already known and in use. The costs of litigation brought Martin to the brink of poverty, from which relief came only late in life, when in 1907 the Comité des Forges de France opened a subscription for him that was generously supported. A week before his death, the Iron and Steel Institute of London bestowed on him their Bessemer gold medal.

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SUBJECT AREA: Canals, Railways and locomotives

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Outram's father was one of the principal promoters of the Cromford Canal, Derbyshire, and Benjamin Outram became Assistant to the canal's Engineer, William Jessop. In 1789 Outram was appointed Superintendent in charge of construction, and his responsibilities included the 2,978 yd (2,723 m) Butterley Tunnel; while the tunnel was being driven, coal and iron ore were encountered. Outram and a partner purchased the Butterley Hall estate above the tunnel and formed Outram \& Co. to exploit the coal and iron: a wide length of the tunnel beneath the company's furnace was linked to the surface by shafts to become in effect an underground wharf. Jessop soon joined the company, which grew and prospered to eventually become the long-lived Butterley Company.

As a canal engineer, Outram's subsequent projects included the Derby, Huddersfield Narrow and Peak Forest Canals. On the Derby Canal he built a small iron aqueduct, which though designed later than the Longdon Aqueduct of Thomas Telford was opened earlier, in 1796, to become the first iron aqueduct.

It is as a tramroad engineer that Outram is best known. In 1793 he completed a mile-long (1.6 km) tramroad from Outram \& Co.'s limestone quarry at Crich to the Cromford Canal, for which he used plate rails of the type recently developed by John Curr. He was, however, able to use a wider gauge—3 ft 6 in. (1.07 m) between the flanges—and larger wagons than Curr had been able to use underground in mines. It appears to have been Outram's idea to mount the rails on stone blocks, rather than wooden sleepers.

Outram then engineered tramroads to extend the lines of the Derby and Peak Forest Canals. He encouraged construction of such tramroads in many parts of Britain, often as feeders of traffic to canals. He acted as Engineer, and his company often provided the rails and sometimes undertook the entire construction of a line. Foreseeing that lines would be linked together, he recommended a gauge of 4 ft 2 in. (1.27 m) between the flanges as standard, and for twenty years or so Outram's plateways, with horses or gravity as motive power, became the usual form of construction for new railways. However, experience then showed that edge rails, weight for weight, could carry greater load, and were indeed almost essential for the introduction of steam locomotives.

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SUBJECT AREA: Agricultural and food technology, Chemical technology

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Sustained by the family tanning business in Dole, near the Swiss border, Pasteur's school career was undistinguished, sufficing to gain him entry into the teacher-training college in Paris, the Ecole Normale, There the chemical lectures by the great organic chemist J.B.A.Dumas (1800–84) fired Pasteur's enthusiasm for chemistry which never left him. Pasteur's first research, carried out at the Ecole, was into tartaric acid and resulted in the discovery of its two optically active forms resulting from dissymmetrical forms of their molecules. This led to the development of stereochemistry. Next, an interest in alcoholic fermentation, first as Professor of Chemistry at Lille University in 1854 and then back at the Ecole from 1857, led him to deny the possibility of spontaneous generation of animal life. Doubt had previously been cast on this, but it was Pasteur's classic research that finally established that the putrefaction of broth or the fermentation of sugar could not occur spontaneously in sterile conditions, and could only be caused by airborne micro-organisms. As a result, he introduced pasteurization or brief, moderate heating to kill pathogens in milk, wine and other foods. The suppuration of wounds was regarded as a similar process, leading Lister to apply Pasteur's principles to revolutionize surgery. In 1860, Pasteur himself decided to turn to medical research. His first study again had important industrial implications, for the silk industry was badly affected by diseases of the silkworm. After prolonged and careful investigation, Pasteur found ways of dealing with the two main infections. In 1868, however, he had a stroke, which prevented him from active carrying out experimentation and restricted him to directing research, which actually was more congenial to him. Success with disease in larger animals came slowly. In 1879 he observed that a chicken treated with a weakened culture of chicken-cholera bacillus would not develop symptoms of the disease when treated with an active culture. He compared this result with Jenner's vaccination against smallpox and decided to search for a vaccine against the cattle disease anthrax. In May 1881 he staged a demonstration which clearly showed the success of his new vaccine. Pasteur's next success, finding a vaccine which could protect against and treat rabies, made him world famous, especially after a person was cured in 1885. In recognition of his work, the Pasteur Institute was set up in Paris by public subscription and opened in 1888. Pasteur's genius transcended the boundaries between science, medicine and technology, and his achievements have had significant consequences for all three fields.

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SUBJECT AREA: Land transport, Railways and locomotives

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Pihl trained as an engineer at Göteborg, Sweden, and then moved to London, where he worked under Robert Stephenson during 1845 and 1846. In 1850 he returned to Norway and worked with the English contractors building the first railway in Norway, the Norwegian Trunk Railway from Kristiania to Eidsvold, for which the English standard gauge was used. Subsequently he worked in England for a year, but in 1856 joined the Norwegian government's Road Department, which was to have responsibility for railways. In 1865 a distinct Railway Department was set up, and Pihl became Director for State Railway Construction. Because of the difficulties of the terrain and limited traffic, Pihl recommended that in the case of two isolated lines to be built the outlay involved in ordinary railways would not be justified, and that they should be built to the narrow gauge of 3 ft 6 in. (1.07 m). His recommendation was accepted by the Government in 1857 and the two lines were built to this gauge and opened during 1861–4. Six of their seven locomotives, and all their rolling stock, were imported from Britain. The lines cost £3,000 and £5,000 per mile, respectively; a standard-gauge line built in the same period cost £6,400 per mile.

Subsequently, many hundreds of miles of Norwegian railways were built to 3 ft 6 in. (1.07 m) gauge under Pihl's direction. They influenced construction of railways to this gauge in Australia, Southern Africa, New Zealand, Japan and elsewhere. However, in the late 1870s controversy arose in Norway over the economies that could in fact be gained from the 3 ft 6 in. (1,07 m) gauge. This controversy in the press, in discussion and in the Norwegian parliament became increasingly acrimonious during the next two decades; the standard-gauge party may be said to have won with the decision in 1898, the year after Pihl's death, to build the Bergen-Oslo line to standard gauge.

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See also: Fox, Sir Charles; Inoue Masaru; Spooner, Charles Easton