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to be knighted for war services

  • 1 be knighted for war services

    Универсальный англо-русский словарь > be knighted for war services

  • 2 knight

    1. [naıt] n
    1. 1) рыцарь; витязь

    knight's fee - ист. отводимый рыцарю участок земли, за владение которым он должен нести воинскую службу

    Knight of the Rueful Countenance - рыцарь Печального Образа, Дон-Кихот

    the Knight of the Swan - рыцарь Лебедя, Лоэнгрин

    2) рыцарь, благородный человек
    3) рыцарь, поклонник ( дамы)
    3. кавалер одного из высших английских орденов

    Knight of the Garter [of the Bath, of the British Empire] - кавалер ордена Подвязки [Бани, Британской Империи]

    4. шутл. рыцарь (какой-л. профессии); мастер

    knight of the brush [of the cue, of the green cloth, of the napkin, of the cleaver, of the needle] - художник [биллиардист, картёжник, официант, мясник, портной]

    knight of the pen - рыцарь пера; журналист; писатель

    5. всадник ( в Древнем Риме)
    6. шахм. конь
    7. карт. уст. валет

    ♢ knight of the carpet - а) ист. рыцарь, получивший своё звание не на войне, а за службу при дворе; б) салонный шаркун; в) солдат, отсиживающийся в тылу

    knight of the road - а) разбойник (с большой дороги); б) бродяга

    knight of knife - уст. разбойник; вор

    knight of the post - мошенник, пройдоха

    knight of fortune - авантюрист, искатель лёгкой наживы

    Knights of Labor - амер. ист. «Рыцари труда» ( профсоюз)

    2. [naıt] v
    1. посвящать в рыцари; возводить в рыцарское достоинство
    2. присваивать личное дворянское звание рыцаря

    to be knighted for war services - получить звание рыцаря за военные заслуги

    НБАРС > knight

  • 3 knight

    1. n рыцарь; витязь
    2. n рыцарь, благородный человек
    3. n рыцарь, поклонник
    4. n кавалер одного из высших английских орденов
    5. n шутл. рыцарь; мастер
    6. n всадник
    7. n шахм. конь
    8. n карт. уст. валет

    knight of knife — разбойник; вор

    knight of the post — мошенник, пройдоха

    9. v посвящать в рыцари; возводить в рыцарское достоинство
    10. v присваивать личное дворянское звание рыцаря
    Синонимический ряд:
    1. cavalier (noun) aristocrat; cavalier; equestrian warrior; gallant; gentleman; horse soldier; horseman; knight-errant; noble; nobleman; patrician; prince; rider
    2. champion (noun) champion; defender; guardian; protector
    3. liege (noun) liege; paladin; retainer; warrior
    Антонимический ряд:
    knave; peasant; ruler

    English-Russian base dictionary > knight

  • 4 Gresley, Sir Herbert Nigel

    [br]
    b. 19 June 1876 Edinburgh, Scotland
    d. 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 Distinctions
    Knighted 1936. President, Institution of Locomotive Engineers 1927 and 1934. President, Institution of Mechanical Engineers 1936.
    Further Reading
    F.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).
    PJGR

    Biographical history of technology > Gresley, Sir Herbert Nigel

  • 5 Handley Page, Sir Frederick

    SUBJECT AREA: Aerospace
    [br]
    b. 15 November 1885 Cheltenham, England
    d. 21 April 1962 London, England
    [br]
    English aviation pioneer, specialist in large aircraft and developer of the slotted wing for safer slow flying.
    [br]
    Frederick Handley Page trained as an electrical engineer but soon turned his attention to the more exciting world of aeronautics. He started by manufacturing propellers for aeroplanes and airships, and then in 1909 he founded a public company. His first aeroplane, the Bluebird, was not a success, but an improved version flew well. It was known as the "Yellow Peril" because of its yellow doped finish and made a notable flight across London from Barking to Brooklands. In 1910 Handley Page became one of the first college lecturers in aeronautical engineering. During the First World War Handley Page concentrated on the production of large bombers. The 0/100 was a biplane with a wing span of 100 ft (30 m) and powered by two engines: it entered service in 1916. In 1918 an improved version, the 0/400, entered service and a larger four-engined bomber made its first flight. This was the V/1500, which was designed to bomb Berlin, but the war ended before this raid took place. After the war, Handley Page turned his attention to airline operations with the great advantage of having at his disposal large bombers which could be adapted to carry passengers. Handley Page Air Transport Ltd was formed in 1919 and provided services to several European cities. Eventually this company became part of Imperial Airways, but Handley Page continued to supply them with large airliners. Probably the most famous was the majestic HP 42 four-engined biplane, which set very high standards of comfort and safety. Safety was always important to Handley Page and in 1920 he developed a wing with a slot along the leading edge: this made slow flying safer by delaying the stall. Later versions used separate aerofoil-shaped slats on the leading edge that were sometimes fixed, sometimes retractable. The HP 42 was fitted with these slats. From the 1930s Handley Page produced a series of bombers, such as the Heyford, Hampden, Harrow and, most famous of all, the Halifax, which played a major role in the Second World War. Then followed the Victor V-bomber of 1952 with its distinctive "crescent" wing and high tailplane. Sir Frederick's last venture was the Herald short-haul airliner of 1955; designed to replace the ubiquitous Douglas DC-3, it was only a limited success.
    [br]
    Principal Honours and Distinctions
    Knighted 1942. CBE 1918. Lord Lieutenant of the County of Middlesex 1956–60. Honorary Fellow of the Royal Aeronautical Society.
    Bibliography
    1950, "Towards slower and safer flying, improved take-off and landing and cheaper airports", Journal of the Royal Aeronautical Society.
    Further Reading
    D.C.Clayton, 1970, Handley Page: An Aircraft Album, London (for details of his aircraft).
    C.H.Barnes, 1976, Handley Page Aircraft since 1907, London.
    JDS

    Biographical history of technology > Handley Page, Sir Frederick

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