own jointly

/vt/ совместно владеть

1. adj

2. v

jointly ['dʒɔɪntlɪ]

adverb

conjointement;

∎ to own/manage jointly coposséder/cogérer;

∎ the house is jointly owned la maison est en copropriété;

∎ Law jointly liable coresponsable, conjointement responsable;

∎ Finance jointly and severally conjointement et solidairement

jointly adv [manage, publish, own, organize] conjointement ; jointly owned en copropriété ; to be jointly owned by X et Y être la copropriété de X et Y ; to be jointly liable for damages être solidaire des dégâts.

jointly [ˈdʒɔɪntlɪ]

• to be jointly responsible for sth être conjointement responsable de qch

* * *

adverb [manage, publish, own] conjointement

avverbio [manage, publish, own] congiuntamente

* * *

adverb (together: They worked jointly on this book.) congiuntamente

* * *

1 congiuntamente; in comune

2 (leg., fin.; spesso jointly and severally) solidalmente; in solido: jointly liable, solidalmente responsabili.

* * *

avverbio [manage, publish, own] congiuntamente

------------------------------------------------------------

[English Word] jointly

[Swahili Word] sharika

[Part of Speech] adverb

[Derived Word] shiriki V

------------------------------------------------------------

[English Word] jointly

[Swahili Word] shirika

[Part of Speech] adverb

[Derived Word] shiriki V

[English Example] We own our property jointly

[Swahili Example] Mali yetu ni shirika

------------------------------------------------------------

[xhointli] adv. bashkë, së bashku, bashkarisht; own sth jointly e kemi diçka bashkarisht

1) (one of the parts of something that is divided among several people etc: We all had a share of the cake; We each paid our share of the bill.) parte

2) (the part played by a person in something done etc by several people etc: I had no share in the decision.) parte

3) (a fixed sum of money invested in a business company by a shareholder.) acción, participación

1) ((usually with among, between, with) to divide among a number of people: We shared the money between us.) repartir, dividir

2) (to have, use etc (something that another person has or uses); to allow someone to use (something one has or owns): The students share a sitting-room; The little boy hated sharing his toys.) compartir

3) ((sometimes with in) to have a share of with someone else: He wouldn't let her share the cost of the taxi.) compartir

•

- shareholder

share¹ n parte

share² vb

1. dividir / repartir

2. compartir

El gerundio de share se escribe sharing

tr[ʃeə^SMALLr/SMALL]

noun

1 (portion) parte nombre femenino

■ you've already eaten your share! ¡ya te has comido tu parte!

■ you'll get your share of the winnings recibirás tu parte de las ganancias

■ she's had her share of bad luck ha tenido su parte de mala suerte

2 SMALLFINANCE/SMALL (held by shareholder) acción nombre femenino; (held by partner) participación nombre femenino

transitive verb

1 (have or use with others) compartir; (have in common) compartir, tener en común

■ can you share one book between two? ¿podéis compartir un libro entre los dos?

■ I used to share a bedroom with my sister compartía una habitación con mi hermana

■ let's share a taxi compartamos un taxi

2 (tell news, feelings, etc) compartir

■ she wanted to share her secret with someone quería compartir el secreto con alguien

3 (divide) repartir, dividir

■ the profits are shared out among the workers se reparten los beneficios entre los trabajadores

■ share the cake between everyone divide el pastel entre todos

intransitive verb

1 compartir

■ there's only one bed so you'll have to share sólo hay una cama así que tendréis que compartirla

\

a problem shared is a problem halved las penas compartidas son menos penas

to share and share alike compartir las cosas

to do one's share hacer su parte

to go shares pagar a medias

share capital capital nombre masculino social

share price cotización nombre femenino

share ['ʃɛr] v, shared ; sharing vt

1) apportion: dividir, repartir

2) : compartir

they share a room: comparten una habitación

share vi

: compartir

share n

1) portion: parte f, porción f

one's fair share: lo que le corresponde a uno

2) : acción f (en una compañía)

to hold shares: tener acciones

• acción (Banca) s.f.

• aportación s.f.

• compartir s.m.

• cuota s.f.

• cupo s.m.

• escote s.m.

• lote s.m.

• parte s.f.

• participación s.f.

• quiñón s.m.

• compartir v.

• dividir v.

• participar v.

• partir v.

• repartir v.

• sobrellevar v.

1) c ( portion) parte f

2) (Busn, Fin)

a) ( held by partner) (no pl) participación f

b) c ( held by shareholder) acción f

1)

a) ( use jointly)

b) ( have in common) \<\<interest/opinion\>\> compartir; \<\<characteristics\>\> tener* en común

2)

a) ( divide) dividir

b) ( communicate) \<\<experience/knowledge\>\> intercambiar

a) ( use jointly) compartir

b) ( have a part)

- share out

1. N

1) (=portion) parte f, porción f

- the lion's share

2) (Econ) acción f

2. VT

1) (=split, divide) [+ resource, benefit] repartir, dividir, partir

2) (=accept equally) [+ duty, responsibility, task] compartir, corresponsabilizarse de

3) (=have in common) [+ characteristic, quality] compartir, tener en común; [+ experience, opinion] compartir

4) (=tell, relate) [+ piece of news, thought] contar, compartir, hacer partícipe de frm ( with a)

VI compartir ( with con)

- share and share alike

- share out

[ʃɛǝ(r)]

* * *

1) c ( portion) parte f

2) (Busn, Fin)

a) ( held by partner) (no pl) participación f

b) c ( held by shareholder) acción f

1)

a) ( use jointly)

b) ( have in common) \<\<interest/opinion\>\> compartir; \<\<characteristics\>\> tener* en común

2)

a) ( divide) dividir

b) ( communicate) \<\<experience/knowledge\>\> intercambiar

a) ( use jointly) compartir

b) ( have a part)

- share out

SUBJECT AREA: Land transport, Railways and locomotives

[br]

[br]

[br]

In the mid-1850s Saxby was a foreman in the Brighton Works of the London Brighton \& South Coast Railway, where he had no doubt become familiar with construction of semaphore signals of the type invented by C.H. Gregory; the London-Brighton line was one of the first over which these were installed. In the 1850s points and signals were usually worked independently, and it was to eliminate the risk of accident from conflicting points and signal positions that Saxby in 1856 patented an arrangement by which related points and signals would be operated simultaneously by a single lever.

Others were concerned with the same problem. In 1855 Vignier, an employee of the Western Railway of France, had made an interlocking apparatus for junctions, and in 1859 Austin Chambers, who worked for the North London Railway, installed at Kentish Town Junction an interlocking lever frame in which a movement that depended upon another could not even commence until the earlier one was completed. He patented it early in 1860; Saxby patented his own version of such an apparatus later the same year. In 1863 Saxby left the London Brighton \& South Coast Railway to enter into a partnership with J.S.Farmer and established Saxby \& Farmer's railway signalling works at Kilburn, London. The firm manufactured, installed and maintained signalling equipment for many prominent railway companies. Its interlocking frames made possible installation of complex track layouts at increasingly busy London termini possible.

In 1867 Saxby \& Farmer purchased Chambers's patent of 1860, Later developments by the firm included effective interlocking actuated by lifting a lever's catch handle, rather than by the lever itself (1871), and an improved locking frame known as the "gridiron" (1874). This was eventually superseded by tappet interlocking, which had been invented by James Deakin of the rival firm Stevens \& Co. in 1870 but for which patent protection had been lost through non-renewal.

Saxby \& Farmer's equipment was also much used on the European continent, in India and in the USA, to which it introduced interlocking. A second manufacturing works was set up in 1878 at Creil (Oise), France, and when the partnership terminated in 1888 Saxby moved to Creil and managed the works himself until he retired to Sussex in 1900.

[br]

[xhoint] adj.,n.,v. -adj. i përbashkët (veprim, punë); kolektive (përgjegjësi); i përzier (komision); joint ownership bashkëpronësi; joint account llogari bankare e përbashkët (në dy emra)

-n 1. bashkim, lidhje, vend bashkimi. 2. mënyrë bashkimi, lloj lidhjeje. 3. anat. nyjë, kyç, artikulacion. 4. Br. copë mishi (për të pjekur). 5. zhrg. mejhane; vend; godinë. 6. zhrg. cigare me marihuanë.

● out of joint a) i dalë nga vendi; i shkëputur; b) jashtë përdorimit; në gjendje të keqe

-vt 1. lidh, bashkoj me kllapa/me thitha. 2. ndaj, copëtoj (një pulë etj)

● jointly [xhointli] adv. bashkë, së bashku, bashkarisht; own sth jointly e kemi diçka bashkarisht

● joint-stock company [xhoint stok 'kampëni] n. shoqëri aksionare

* * *

përbashkët

SUBJECT AREA: Agricultural and food technology

[br]

[br]

[br]

Lawes's education at Eton and Oxford did little to inform his early taste for chemistry, which he developed largely on his own. By the age of 20 he had fitted up the best bedroom in his house as a fully equipped chemical laboratory. His first interest was in the making of drugs; it was said that he knew the Pharmacopoeia, by heart. He did, however, receive some instruction from Anthony Todd Thomson of University College, London. His father having died in 1822, Lawes entered into possession of the Rothamsted estate when he came of age in 1834. He began experiments with plants with uses as drugs, but following an observation by a neighbouring farmer of the effect of bones on the growth of certain crops Lawes turned to experiments with bones dissolved in sulphuric acid on his turnip crop. The results were so promising that he took out a patent in 1842 for converting mineral and fossil phosphates into a powerful manure by the action of sulphuric acid. The manufacture of these superphosphates became a major industry of tremendous benefit to agriculture. Lawes himself set up a factory at Deptford in 1842 and a larger one in 1857 at Barking Creek, both near London. The profits from these and other chemical manufacturing concerns earned Lawes profits which funded his experimental work at Rothamsted. In 1843, Lawes set up the world's first agricultural experiment station. Later in the same year he was joined by Joseph Henry Gilbert, and together they carried out a considerable number of experiments of great benefit to agriculture, many of the results of which were published in the leading scientific journals of the day, including the Philosophical Transactions of the Royal Society. In all, 132 papers were published, most of them jointly with Gilbert. A main theme of the work on plants was the effect of various chemical fertilizers on the growth of different crops, compared with the effects of farm manure and of no treatment at all. On animal rearing, they studied particularly the economical feeding of animals.

The work at Rothamsted soon brought Lawes into prominence; he joined the Royal Agricultural Society in 1846 and became a member of its governing body two years later, a position he retained for over fifty years. Numerous distinctions followed and Rothamsted became a place of pilgrimage for people from many parts of the world who were concerned with the application of science to agriculture. Rothamsted's jubilee in 1893 was marked by a public commemoration headed by the Prince of Wales.

[br]

SUBJECT AREA: Chemical technology, Mining and extraction technology, Weapons and armour

[br]

[br]

[br]

The son of a barber-surgeon who deserted his family to serve in the Swedish army, Nobel showed little interest in academic pursuits as a child and was sent to sea at the age of 16, but jumped ship in Egypt and was eventually employed as an architect by the pasha. Returning to Sweden, he won a scholarship to the Stockholm School of Architecture, where he studied from 1821 to 1825 and was awarded a number of prizes. His interest then leaned towards mechanical matters and he transferred to the Stockholm School of Engineering. Designs for linen-finishing machines won him a prize there, and he also patented a means of transforming rotary into reciprocating movement. He then entered the real-estate business and was successful until a fire in 1833 destroyed his house and everything he owned. By this time he had married and had two sons, with a third, Alfred (of Nobel Prize fame; see Alfred Nobel), on the way. Moving to more modest quarters on the outskirts of Stockholm, Immanuel resumed his inventions, concentrating largely on India rubber, which he applied to surgical instruments and military equipment, including a rubber knapsack.

It was talk of plans to construct a canal at Suez that first excited his interest in explosives. He saw them as a means of making mining more efficient and began to experiment in his backyard. However, this made him unpopular with his neighbours, and the city authorities ordered him to cease his investigations. By this time he was deeply in debt and in 1837 moved to Finland, leaving his family in Stockholm. He hoped to interest the Russians in land and sea mines and, after some four years, succeeded in obtaining financial backing from the Ministry of War, enabling him to set up a foundry and arms factory in St Petersburg and to bring his family over. By 1850 he was clear of debt in Sweden and had begun to acquire a high reputation as an inventor and industrialist. His invention of the horned contact mine was to be the basic pattern of the sea mine for almost the next 100 years, but he also created and manufactured a central-heating system based on hot-water pipes. His three sons, Ludwig, Robert and Alfred, had now joined him in his business, but even so the outbreak of war with Britain and France in the Crimea placed severe pressures on him. The Russians looked to him to convert their navy from sail to steam, even though he had no experience in naval propulsion, but the aftermath of the Crimean War brought financial ruin once more to Immanuel. Amongst the reforms brought in by Tsar Alexander II was a reliance on imports to equip the armed forces, so all domestic arms contracts were abruptly cancelled, including those being undertaken by Nobel. Unable to raise money from the banks, Immanuel was forced to declare himself bankrupt and leave Russia for his native Sweden. Nobel then reverted to his study of explosives, particularly of how to adapt the then highly unstable nitroglycerine, which had first been developed by Ascanio Sobrero in 1847, for blasting and mining. Nobel believed that this could be done by mixing it with gunpowder, but could not establish the right proportions. His son Alfred pursued the matter semi-independently and eventually evolved the principle of the primary charge (and through it created the blasting cap), having taken out a patent for a nitroglycerine product in his own name; the eventual result of this was called dynamite. Father and son eventually fell out over Alfred's independent line, but worse was to follow. In September 1864 Immanuel's youngest son, Oscar, then studying chemistry at Uppsala University, was killed in an explosion in Alfred's laboratory: Immanuel suffered a stroke, but this only temporarily incapacitated him, and he continued to put forward new ideas. These included making timber a more flexible material through gluing crossed veneers under pressure and bending waste timber under steam, a concept which eventually came to fruition in the form of plywood.

In 1868 Immanuel and Alfred were jointly awarded the prestigious Letterstedt Prize for their work on explosives, but Alfred never for-gave his father for retaining the medal without offering it to him.

[br]

SUBJECT AREA: Land transport, Railways and locomotives

[br]

[br]

[br]

George Stephenson was the son of the fireman of the pumping engine at Wylam colliery, and horses drew wagons of coal along the wooden rails of the Wylam wagonway past the house in which he was born and spent his earliest childhood. While still a child he worked as a cowherd, but soon moved to working at coal pits. At 17 years of age he showed sufficient mechanical talent to be placed in charge of a new pumping engine, and had already achieved a job more responsible than that of his father. Despite his position he was still illiterate, although he subsequently learned to read and write. He was largely self-educated.

In 1801 he was appointed Brakesman of the winding engine at Black Callerton pit, with responsibility for lowering the miners safely to their work. Then, about two years later, he became Brakesman of a new winding engine erected by Robert Hawthorn at Willington Quay on the Tyne. Returning collier brigs discharged ballast into wagons and the engine drew the wagons up an inclined plane to the top of "Ballast Hill" for their contents to be tipped; this was one of the earliest applications of steam power to transport, other than experimentally.

In 1804 Stephenson moved to West Moor pit, Killingworth, again as Brakesman. In 1811 he demonstrated his mechanical skill by successfully modifying a new and unsatisfactory atmospheric engine, a task that had defeated the efforts of others, to enable it to pump a drowned pit clear of water. The following year he was appointed Enginewright at Killingworth, in charge of the machinery in all the collieries of the "Grand Allies", the prominent coal-owning families of Wortley, Liddell and Bowes, with authorization also to work for others. He built many stationary engines and he closely examined locomotives of John Blenkinsop's type on the Kenton \& Coxlodge wagonway, as well as those of William Hedley at Wylam.

It was in 1813 that Sir Thomas Liddell requested George Stephenson to build a steam locomotive for the Killingworth wagonway: Blucher made its first trial run on 25 July 1814 and was based on Blenkinsop's locomotives, although it lacked their rack-and-pinion drive. George Stephenson is credited with building the first locomotive both to run on edge rails and be driven by adhesion, an arrangement that has been the conventional one ever since. Yet Blucher was far from perfect and over the next few years, while other engineers ignored the steam locomotive, Stephenson built a succession of them, each an improvement on the last.

During this period many lives were lost in coalmines from explosions of gas ignited by miners' lamps. By observation and experiment (sometimes at great personal risk) Stephenson invented a satisfactory safety lamp, working independently of the noted scientist Sir Humphry Davy who also invented such a lamp around the same time.

In 1817 George Stephenson designed his first locomotive for an outside customer, the Kilmarnock \& Troon Railway, and in 1819 he laid out the Hetton Colliery Railway in County Durham, for which his brother Robert was Resident Engineer. This was the first railway to be worked entirely without animal traction: it used inclined planes with stationary engines, self-acting inclined planes powered by gravity, and locomotives.

On 19 April 1821 Stephenson was introduced to Edward Pease, one of the main promoters of the Stockton \& Darlington Railway (S \& DR), which by coincidence received its Act of Parliament the same day. George Stephenson carried out a further survey, to improve the proposed line, and in this he was assisted by his 18-year-old son, Robert Stephenson, whom he had ensured received the theoretical education which he himself lacked. It is doubtful whether either could have succeeded without the other; together they were to make the steam railway practicable.

At George Stephenson's instance, much of the S \& DR was laid with wrought-iron rails recently developed by John Birkinshaw at Bedlington Ironworks, Morpeth. These were longer than cast-iron rails and were not brittle: they made a track well suited for locomotives. In June 1823 George and Robert Stephenson, with other partners, founded a firm in Newcastle upon Tyne to build locomotives and rolling stock and to do general engineering work: after its Managing Partner, the firm was called Robert Stephenson \& Co.

In 1824 the promoters of the Liverpool \& Manchester Railway (L \& MR) invited George Stephenson to resurvey their proposed line in order to reduce opposition to it. William James, a wealthy land agent who had become a visionary protagonist of a national railway network and had seen Stephenson's locomotives at Killingworth, had promoted the L \& MR with some merchants of Liverpool and had carried out the first survey; however, he overreached himself in business and, shortly after the invitation to Stephenson, became bankrupt. In his own survey, however, George Stephenson lacked the assistance of his son Robert, who had left for South America, and he delegated much of the detailed work to incompetent assistants. During a devastating Parliamentary examination in the spring of 1825, much of his survey was shown to be seriously inaccurate and the L \& MR's application for an Act of Parliament was refused. The railway's promoters discharged Stephenson and had their line surveyed yet again, by C.B. Vignoles.

The Stockton \& Darlington Railway was, however, triumphantly opened in the presence of vast crowds in September 1825, with Stephenson himself driving the locomotive Locomotion, which had been built at Robert Stephenson \& Co.'s Newcastle works. Once the railway was at work, horse-drawn and gravity-powered traffic shared the line with locomotives: in 1828 Stephenson invented the horse dandy, a wagon at the back of a train in which a horse could travel over the gravity-operated stretches, instead of trotting behind.

Meanwhile, in May 1826, the Liverpool \& Manchester Railway had successfully obtained its Act of Parliament. Stephenson was appointed Engineer in June, and since he and Vignoles proved incompatible the latter left early in 1827. The railway was built by Stephenson and his staff, using direct labour. A considerable controversy arose c. 1828 over the motive power to be used: the traffic anticipated was too great for horses, but the performance of the reciprocal system of cable haulage developed by Benjamin Thompson appeared in many respects superior to that of contemporary locomotives. The company instituted a prize competition for a better locomotive and the Rainhill Trials were held in October 1829.

Robert Stephenson had been working on improved locomotive designs since his return from America in 1827, but it was the L \& MR's Treasurer, Henry Booth, who suggested the multi-tubular boiler to George Stephenson. This was incorporated into a locomotive built by Robert Stephenson for the trials: Rocket was entered by the three men in partnership. The other principal entrants were Novelty, entered by John Braithwaite and John Ericsson, and Sans Pareil, entered by Timothy Hackworth, but only Rocket, driven by George Stephenson, met all the organizers' demands; indeed, it far surpassed them and demonstrated the practicability of the long-distance steam railway. With the opening of the Liverpool \& Manchester Railway in 1830, the age of railways began.

Stephenson was active in many aspects. He advised on the construction of the Belgian State Railway, of which the Brussels-Malines section, opened in 1835, was the first all-steam railway on the European continent. In England, proposals to link the L \& MR with the Midlands had culminated in an Act of Parliament for the Grand Junction Railway in 1833: this was to run from Warrington, which was already linked to the L \& MR, to Birmingham. George Stephenson had been in charge of the surveys, and for the railway's construction he and J.U. Rastrick were initially Principal Engineers, with Stephenson's former pupil Joseph Locke under them; by 1835 both Stephenson and Rastrick had withdrawn and Locke was Engineer-in-Chief. Stephenson remained much in demand elsewhere: he was particularly associated with the construction of the North Midland Railway (Derby to Leeds) and related lines. He was active in many other places and carried out, for instance, preliminary surveys for the Chester \& Holyhead and Newcastle \& Berwick Railways, which were important links in the lines of communication between London and, respectively, Dublin and Edinburgh.

He eventually retired to Tapton House, Chesterfield, overlooking the North Midland. A man who was self-made (with great success) against colossal odds, he was ever reluctant, regrettably, to give others their due credit, although in retirement, immensely wealthy and full of honour, he was still able to mingle with people of all ranks.

[br]

SUBJECT AREA: Aerospace, Architecture and building, Horology, Weapons and armour

[br]

[br]

[br]

Leonardo was the illegitimate son of a Florentine lawyer. His first sixteen years were spent with the lawyer's family in the rural surroundings of Vinci, which aroused in him a lifelong love of nature and an insatiable curiosity in it. He received little formal education but extended his knowledge through private reading. That gave him only a smattering of Latin, a deficiency that was to be a hindrance throughout his active life. At sixteen he was apprenticed in the studio of Andrea del Verrochio in Florence, where he received a training not only in art but in a wide variety of crafts and technical arts.

In 1482 Leonardo went to Milan, where he sought and obtained employment with Ludovico Sforza, later Duke of Milan, partly to sculpt a massive equestrian statue of Ludovico but the work never progressed beyond the full-scale model stage. He did, however, complete the painting which became known as the Virgin of the Rocks and in 1497 his greatest artistic achievement, The Last Supper, commissioned jointly by Ludovico and the friars of Santa Maria della Grazie and painted on the wall of the monastery's refectory. Leonardo was responsible for the court pageants and also devised a system of irrigation to supply water to the plains of Lombardy. In 1499 the French army entered Milan and deposed Leonardo's employer. Leonardo departed and, after a brief visit to Mantua, returned to Florence, where for a time he was employed as architect and engineer to Cesare Borgia, Duke of Romagna. Around 1504 he completed another celebrated work, the Mona Lisa.

In 1506 Leonardo began his second sojourn in Milan, this time in the service of King Louis XII of France, who appointed him "painter and engineer". In 1513 Leonardo left for Rome in the company of his pupil Francesco Melzi, but his time there was unproductive and he found himself out of touch with the younger artists active there, Michelangelo above all. In 1516 he accepted with relief an invitation from King François I of France to reside at the small château of St Cloux in the royal domain of Amboise. With the pension granted by François, Leonardo lived out his remaining years in tranquility at St Cloux.

Leonardo's career can hardly be regarded as a success or worthy of such a towering genius. For centuries he was known only for the handful of artistic works that he managed to complete and have survived more or less intact. His main activity remained hidden until the nineteenth and twentieth centuries, during which the contents of his notebooks were gradually revealed. It became evident that Leonardo was one of the greatest scientific investigators and inventors in the history of civilization. Throughout his working life he extended a searching curiosity over an extraordinarily wide range of subjects. The notes show careful investigation of questions of mechanical and civil engineering, such as power transmission by means of pulleys and also a form of chain belting. The notebooks record many devices, such as machines for grinding and polishing lenses, a lathe operated by treadle-crank, a rolling mill with conical rollers and a spinning machine with pinion and yard divider. Leonardo made an exhaustive study of the flight of birds, with a view to designing a flying machine, which obsessed him for many years.

Leonardo recorded his observations and conclusions, together with many ingenious inventions, on thousands of pages of manuscript notes, sketches and drawings. There are occasional indications that he had in mind the publication of portions of the notes in a coherent form, but he never diverted his energy into putting them in order; instead, he went on making notes. As a result, Leonardo's impact on the development of science and technology was virtually nil. Even if his notebooks had been copied and circulated, there were daunting impediments to their understanding. Leonardo was left-handed and wrote in mirror-writing: that is, in reverse from right to left. He also used his own abbreviations and no punctuation.

At his death Leonardo bequeathed his entire output of notes to his friend and companion Francesco Melzi, who kept them safe until his own death in 1570. Melzi left the collection in turn to his son Orazio, whose lack of interest in the arts and sciences resulted in a sad period of dispersal which endangered their survival, but in 1636 the bulk of them, in thirteen volumes, were assembled and donated to the Ambrosian Library in Milan. These include a large volume of notes and drawings compiled from the various portions of the notebooks and is now known as the Codex Atlanticus. There they stayed, forgotten and ignored, until 1796, when Napoleon's marauding army overran Italy and art and literary works, including the thirteen volumes of Leonardo's notebooks, were pillaged and taken to Paris. After the war in 1815, the French government agreed to return them but only the Codex Atlanticus found its way back to Milan; the rest remained in Paris. The appendix to one notebook, dealing with the flight of birds, was later regarded as of sufficient importance to stand on its own. Four small collections reached Britain at various times during the seventeenth and eighteenth centuries; of these, the volume in the Royal Collection at Windsor Castle is notable for its magnificent series of anatomical drawings. Other collections include the Codex Leicester and Codex Arundel in the British Museum in London, and the Madrid Codices in Spain.

Towards the end of the nineteenth century, Leonardo's true stature as scientist, engineer and inventor began to emerge, particularly with the publication of transcriptions and translations of his notebooks. The volumes in Paris appeared in 1881–97 and the Codex Atlanticus was published in Milan between 1894 and 1904.

[br]

LRD / IMcN

SUBJECT AREA: Automotive engineering, Land transport

[br]

[br]

[br]

Royce was the younger son of a flour miller. His father's death forced him to earn his own living from the age of 10 selling newspapers, as a post office messenger boy, and in other jobs. At the age of 14, he became an apprentice at the Great Northern Railway's locomotive works, but was unable to complete his apprenticeship due to a shortage of money. He moved to a tool company in Leeds, then in 1882 he became a tester for the London Electric Light \& Power Company and attended classes at the City \& Guilds Technical College. In the same year, the company made him Chief Electrical Engineer for the lighting of the streets of Liverpool.

In 1884, at the age of 21, he founded F.H. Royce \& Co (later called Royce Ltd, from 1894 to 1933) with a capital of £70, manufacturing arc lamps, dynamos and electric cranes. In 1903, he bought a 10 hp Deauville car which proved noisy and unreliable; he therefore designed his own car. By the end of 1903 he had produced a twocylinder engine which ran for many hundreds of hours driving dynamos; on 31 March 1904, a 10 hp Royce car was driven smoothly and silently from the works in Cooke Street, Manchester. This car so impressed Charles S. Rolls, whose London firm were agents for high-class continental cars, that he agreed to take the entire output from the Manchester works. In 1906 they jointly formed Rolls-Royce Ltd and at the end of that year Royce produced the first 40/50 hp Silver Ghost, which remained in production until 1925 when it was replaced by the Phantom and Wraith. The demand for the cars grew so great that in 1908 manufacture was transferred to a new factory in Derby.

In 1911 Royce had a breakdown due to overwork and his lack of attention to taking regular meals. From that time he never returned to the works but continued in charge of design from a drawing office in his home in the south of France and later at West Wittering, Sussex, England. During the First World War he designed the Falcon, Hawk and Condor engines as well as the VI2 Eagle, all of which were liquid-cooled. Later he designed the 36.7-litre Rolls-Royce R engines for the Vickers Supermarine S.6 and S.6B seaplanes which were entered for the Schneider Trophy (which they won in 1929 and 1931, the 5.5 having won in 1927 with a Napier Lion engine) and set a world speed record of 408 mph (657 km/h) in 1931; the 1941 Griffon engine was derived from the R.

Royce was an improver rather than an innovator, though he did invent a silent form of valve gear, a friction-damped slipper flywheel, the Royce carburettor and a spring drive for timing gears. He was a modest man with a remarkable memory who concentrated on perfecting the detail of every component. He married Minnie Punt, but they had no children. A bust of him at the Derby factory is captioned simply "Henry Royce, Mechanic".

[br]

- agreed goal

(™; T.M.; tm)

марк., юр. товарний знак; торговий знак; торгова марка; фірмовий знак; фабрична марка; виробничий знак

специфічний знак у формі символу, графічного позначення фірми (logo), назви, букв, ескіза, заклику (slogan) і т. ін., що ототожнює його з певним продуктом (product), послугою (service¹) або організацією і тим відокремлює від продуктів конкурентів; ♦ торговий знак забезпечений правовим захистом, що дає власникові виключне право ним користуватись, а також є видом інтелектуальної власності (intellectualproperty) та належить до категорії нематеріальних активів (intangible assets); серед найбільш популярних торгових знаків: графічний знак Олімпіади, букви BMW — відома марка авто; назва Microsoft — специфічні комп'ютерні програмні засоби

═════════■═════════

abstract trademark абстрактний товарний знак; active trademark чинний товарний знак • використовуваний товарний знак; altered trademark змінений товарний знак • товарний знак із змінами; amended trademark змінений товарний знак • товарний знак із змінами; arbitrary trademark умовний товарний знак; associated trademarks об'єднані товарні знаки; circle trademark товарний знак у вигляді кола; collective trademark колективний товарний знак; combined trademark об'єднаний товарний знак; computerized trademark товарний знак покоління комп'ютерів; corporate trademark фірмовий товарний знак; descriptive trademark описовий товарний знак; distinctive trademark розпізнавальний товарний знак; famous trademark загальновідомий товарний знак; federally-registered trademark федеральний товарний знак; figurative trademark зображальний товарний знак; figure trademark цифровий товарний знак • зображальний товарний знак; forged trademark підроблений торговий знак • контрафактний товарний знак; imitated trademark імітоварний товарний знак; infringed trademark товарний знак, права якого порушені; international trademark міжнародний товарний знак; jointly owned trademark товарний знак спільного володіння; legitimate trademark товарний знак, що охороняється законом; letter trademark товарний знак у вигляді літер; monogram trademark товарний знак у вигляді монограми • знак-монограма; native trademark місцевий товарний знак; obsolete trademark застарілий товарний знак; official trademark офіційний товарний знак; old-fashioned trademark старомодний товарний знак; persuasive trademark переконливий товарний знак; pharmaceutical trademark товарний знак фармацевтичного виробу; pictorial trademark товарний знак у вигляді зображення; printed trademark друкований товарний знак; prospective trademark потенційний товарний знак; recognized trademark визнаний товарний знак; registered trademark зареєстрований товарний знак; service trademark товарний знак послуги; signature trademark товарний знак у вигляді підпису; similar trademarks подібні товарні знаки; sketchy trademark контурний товарний знак; sophisticated trademark ускладнений товарний знак; sound trademark звуковий товарний знак; strong trademark ефективний товарний знак; stylized trademark стилізований товарний знак; symbolic trademark товарний знак із використанням символу; technical trademark технічний товарний знак; three-dimentional trademark об'ємний товарний знак; two-dimensional trademark двовимірний товарний знак; uniform trademarks однакові товарні знаки; unregistered trademark незареєстрований торговий знак; visual trademark візуальний товарний знак; weak trademark неефективний товарний знак; well-known trademark загальновідомий товарний знак; world-renowned trademark визнаний у світі товарний знак; word trademark словесний товарний знак

═════════□═════════

an infringement upon a trademark порушення права товарного знака; registration of a trademark реєстрація товарного знака; trademarks act закон про товарні знаки • акт про товарні знаки; trademark agreement угода про товарні знаки; trademark application заява на реєстрацію товарного знака; trademark certificate свідоцтво на товарний знак; trademark design ескіз товарного знака • зразок товарного знака • проект товарного знака; trademark law закон про товарний знак; trademark protection захист товарного знака; trademark registration реєстрація товарного знака; to hold a trademark бути власником товарного знака; to identify by trademark встановлювати/встановити за товарним знаком; to own a trademark бути власником товарного знака

trademark ‡ A. assets¹ (383)

пор. copyright

пор. patent

пор. brand

* * *