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121 lead
1. n грузило, отвес2. n мор. лотto cast the lead — бросать лот, мерить глубину лотом
3. n сл. пуля, пули4. n l5. n свинцовые полосы для покрытия крыши6. n покрытая свинцом крыша; плоская крышаunder the leads — на чердаке, под крышей
7. n графит; карандашный грифельpot lead — графит, чёрный свинец
8. n полигр. свинец, гарт9. n полигр. шпоны10. n диал. котелок, котёлlead balloon — неудача; провал
11. v тех. освинцовывать, покрывать свинцом12. v полигр. разделять шпонами, прокладывать шпоны; набирать на шпоны13. n руководство; инициативаto take the lead — брать на себя руководство, проявлять инициативу
14. n примерlead the way — идти во главе; показывать пример
15. n указание, директива16. n ключ; намёк17. n развёрнутый подзаголовок, аннотация18. n вводная часть19. n первое предложение или первый абзац информационной статьи20. n газетная информация, помещённая на видном месте21. n первенство, первое место22. n преим. спорт. преимущество, перевес23. n поводок; привязь24. n театр. кино25. n главная роль26. n исполнитель или исполнительница главной роли27. n карт. ход; первый ход28. n карт. карта, масть29. n карт. разг. дорожка, тропинка30. n карт. искусственное русло31. n карт. разводье; проход32. n карт. эл. подводящий проводground lead — земляной провод; земляной вывод
33. n карт. ошиновка, электропроводка34. n карт. трубопровод; канал35. n карт. тех. шаг или ход36. n карт. тех. отводной блок37. n карт. тех. центрирующая фаска38. n карт. тех. опережение, предварение39. n карт. воен. упреждение, приведение огня40. n карт. геол. жила, жильное месторождение41. n карт. геол. золотоносный песок42. n карт. тех. стрела; укосина43. v вести; показывать путьto lead a fast life — вести беспутную жизнь, прожигать жизнь
44. v руководить, возглавлять; управлятьtake the lead — быть впереди; возглавлять
45. v занимать первое место; быть впереди46. v спорт. идти первым; вести, лидироватьthe big chestnut was leading by three lengths — большая гнедая лошадь опередила других на три корпуса
47. v спорт. вести по очкам; иметь, набрать больше очковlead away — увести, увлечь
48. v превосходитьas an actor he certainly leads — как актёр он, несомненно, не имеет себе равных
49. v вести, приводить50. v выходить, сообщаться51. v вести, служить проводом или каналом52. v приводить; вызвать; быть причиной, иметь результатомto lead nowhere — ни к чему не привести, оказаться безрезультатным
to lead to crime — вести, приводить к совершению преступления
53. v убедить, склонить; заставить, повлиять54. v вовлекать55. v юр. задавать наводящие вопросы56. v карт. ходить57. v воен. упреждать58. v шотл. юр. свидетельствовать; представлятьСинонимический ряд:1. chief (adj.) chief; main; prime; principal; supreme2. first (adj.) first; front; head; primary3. advance (noun) advance; first place; foremost4. clue (noun) clue; evidence; hint; scent5. direction (noun) direction; leadership; management6. example (noun) example; guidance; model; pattern7. head (noun) boss; head; king; precedence; president; vanguard8. leader (noun) bellwether; dean; doyen; guide; leader; pilot9. leading lady (noun) leading lady; leading man; prima donna; principal; protagonist; star10. weight (noun) plumb; weight11. command (verb) captain; command; dominate; reign; rule12. convert (verb) bring; convert; move; persuade13. go (verb) carry; extend; go; reach; run; stretch14. guide (verb) conduct; convey; direct; escort; go before; guide; introduce; manage; moderate; pilot; precede; preface; route; see; shepherd; show; steer; usher15. influence (verb) allure; convince; entice; induce; influence; lure; seduce16. live (verb) live; pass; pursue17. surpass (verb) beat; excel; outstrip; overtake; surpass; transcendАнтонимический ряд:accede; acquiesce; assent; assist; attend; comply; concede; concur; conform; consent; dissuade; follow; help; imitate; last; obey; secondary; trail -
122 okay
okay, OK ○A n accord m ; to give one's okay to sb/sth donner son accord à qn/qch ; to give sth the okay donner le feu vert à qch ; to give sb the okay to do donner le feu vert à qn pour faire.B adj1 [car, colour, party, holiday, job] pas mal ○ ; [plumber, babysitter] bien (inv) ; it's okay to do il n'y a pas de mal à faire ; it's okay by me/him ça ne me/le dérange pas ; is it okay if …? est-ce que ça va si …? ; to be okay for time/money avoir assez de temps/d'argent ; he's okay il est sympa ○ ; ‘is he a good teacher?’-‘yes, he's okay’ ‘c'est un bon prof?’-‘oui, il est bien’ ; to feel okay aller bien ; ‘how are you?’-‘okay’ ‘comment vas-tu?’-‘ça va’ ; ‘how was the meeting/interview/exam?’-‘okay’ ‘comment as-tu trouvé la réunion/l'entretien/l'examen?’-‘ça s'est bien passé’ ; ‘how was the match?’-‘okay’ ‘comment as-tu trouvé le match?’-‘pas mal’ ; ‘is my hat/hair okay?’ ‘ça va mon chapeau/mes cheveux ○ ?’ ;2 ( acceptable) that's okay for men, but… ça passe encore pour les hommes, mais… ; that may be okay in other countries/in your house, but… ça se passe peut être dans d'autres pays/chez toi, mais… ; it's okay to call him by his nickname tu peux l'appeler par son petit nom ; it's okay to refuse drugs on a le droit de dire non à la drogue ;3 (in agreement, confirmation) [reply, signal] d'accord.D particle1 ( giving agreement) d'accord ;2 ( seeking consensus) d'accord?, ça va? ;3 ( seeking information) bon d'accord ; okay, whose idea was this? bon d'accord, qui a eu cette idée? ;4 ( introducing topic) bien ; okay, let's move on to… bien, passons à… ; okay, now turn to page 26 bon, prenez la page 26 maintenant. -
123 Adams, William Bridges
[br]b. 1797 Madeley, Staffordshire, Englandd. 23 July 1872 Broadstairs, Kent, England[br]English inventory particularly of road and rail vehicles and their equipment.[br]Ill health forced Adams to live abroad when he was a young man and when he returned to England in the early 1830s he became a partner in his father's firm of coachbuilders. Coaches during that period were steered by a centrally pivoted front axle, which meant that the front wheels had to swing beneath the body and were therefore made smaller than the rear wheels. Adams considered this design defective and invented equirotal coaches, built by his firm, in which the front and rear wheels were of equal diameter and the coach body was articulated midway along its length so that the front part pivoted. He also applied himself to improving vehicles for railways, which were developing rapidly then.In 1843 he opened his own engineering works, Fairfield Works in north London (he was not related to his contemporary William Adams, who was appointed Locomotive Superintendent to the North London Railway in 1854). In 1847 he and James Samuel, Engineer to the Eastern Counties Railway, built for that line a small steam inspection car, the Express, which was light enough to be lifted off the track. The following year Adams built a broad-gauge steam railcar, the Fairfield, for the Bristol \& Exeter Railway at the insistance of the line's Engineer, C.H.Gregory: self-propelled and passenger-carrying, this was the first railcar. Adams developed the concept further into a light locomotive that could haul two or three separate carriages, and light locomotives built both by his own firm and by other noted builders came into vogue for a decade or more.In 1847 Adams also built eight-wheeled coaches for the Eastern Counties Railway that were larger and more spacious than most others of the day: each in effect comprised two four-wheeled coaches articulated together, with wheels that were allowed limited side-play. He also realized the necessity for improvements to railway track, the weakest point of which was the joints between the rails, whose adjoining ends were normally held in common chairs. Adams invented the fishplated joint, first used by the Eastern Counties Railway in 1849 and subsequently used almost universally.Adams was a prolific inventor. Most important of his later inventions was the radial axle, which was first applied to the leading and trailing wheels of a 2–4–2 tank engine, the White Raven, built in 1863; Adams's radial axle was the forerunner of all later radial axles. However, the sprung tyres with which White Raven was also fitted (an elastic steel hoop was interposed between wheel centre and tyre) were not perpetuated. His inventiveness was not restricted to engineering: in matters of dress, his adoption, perhaps invention, of the turn-down collar at a time when men conventionally wore standup collars had lasting effect.[br]BibliographyAdams took out some thirty five British patents, including one for the fishplate in 1847. He wrote copiously, as journalist and author: his most important book was English Pleasure Carriages (1837), a detailed description of coachbuilding, together with ideas for railway vehicles and track. The 1971 reprint (Bath: Adams \& Dart) has a biographical introduction by Jack Simmons.Further ReadingC.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allan, Ch. 1. See also England, George.PJGR -
124 Brindley, James
SUBJECT AREA: Canals[br]b. 1716 Tunstead, Derbyshire, Englandd. 27 September 1772 Turnhurst, Staffordshire, England[br]English canal engineer.[br]Born in a remote area and with no material advantages, Brindley followed casual rural labouring occupations until 1733, when he became apprenticed to Abraham Bennett of Macclesfield, a wheelwright and millwright. Though lacking basic education in reading and writing, he demonstrated his ability, partly through his photographic memory, to solve practical problems. This established his reputation, and after Bennett's death in 1742 he set up his own business at Leek as a millwright. His skill led to an invitation to solve the problem of mine drainage at Wet Earth Colliery, Clifton, near Manchester. He tunnelled 600 ft (183 m) through rock to provide a leat for driving a water-powered pump.Following work done on a pump on Earl Gower's estate at Trentham, Brindley's name was suggested as the engineer for the proposed canal for which the Duke of Bridge water (Francis Egerton) had obtained an Act in 1759. The Earl and the Duke were brothers-in-law, and the agents for the two estates were, in turn, the Gilbert brothers. The canal, later known as the Bridgewater Canal, was to be constructed to carry coal from the Duke's mines at Worsley into Manchester. Brindley advised on the details of its construction and recommended that it be carried across the river Irwell at Barton by means of an aqueduct. His proposals were accepted, and under his supervision the canal was constructed on a single level and opened in 1761. Brindley had also surveyed for Earl Gower a canal from the Potteries to Liverpool to carry pottery for export, and the signal success of the Bridgewater Canal ensured that the Trent and Mersey Canal would also be built. These undertakings were the start of Brindley's career as a canal engineer, and it was largely from his concepts that the canal system of the Midlands developed, following the natural contours rather than making cuttings and constructing large embankments. His canals are thus winding navigations unlike the later straight waterways, which were much easier to traverse. He also adopted the 7 ft (2.13 m) wide lock as a ruling dimension for all engineering features. For cheapness, he formed his canal tunnels without a towpath, which led to the notorious practice of legging the boats through the tunnels.Brindley surveyed a large number of projects and such was his reputation that virtually every proposal was submitted to him for his opinion. Included among these projects were the Staffordshire and Worcestershire, the Rochdale, the Birmingham network, the Droitwich, the Coventry and the Oxford canals. Although he was nominally in charge of each contract, much of the work was carried out by his assistants while he rushed from one undertaking to another to ensure that his orders were being carried out. He was nearly 50 when he married Anne Henshall, whose brother was also a canal engineer. His fees and salaries had made him very wealthy. He died in 1772 from a chill sustained when carrying out a survey of the Caldon Canal.[br]Further ReadingA.G.Banks and R.B.Schofield, 1968, Brindley at Wet Earth Colliery: An Engineering Study, Newton Abbot: David \& Charles.S.E.Buckley, 1948, James Brindley, London: Harrap.JHB -
125 Cowper, Edward Alfred
SUBJECT AREA: Metallurgy[br]b. 10 December 1819 London, Englandd. 9 May 1893 Weybridge, Surrey, England[br]English inventor of the hot-blast stove used in ironmaking.[br]Cowper was apprenticed in 1834 to John Braithwaite of London and in 1846 obtained employment at the engineers Fox \& Henderson in Birmingham. In 1851 he was engaged in the contract drawings for the Crystal Palace housing the Great Exhibition, and in the same year he set up in London as a consulting engineer. Cowper designed the 211 ft (64.3 m) span roof of Birmingham railway station, the first large-span station roof to be constructed. Cowper had an inventive turn of mind. While still an apprentice, he devised the well-known railway fog-signal and, at Fox \& Henderson, he invented an improved method of casting railway chairs. Other inventions included a compound steam-engine with receiver, patented in 1857; a bicycle wheel with steel spokes and rubber tyre (1868); and an electric writing telegraph (1879). Cowper's most important invention by far was the hot-blast stove, the first application of C.W. Siemens's regenerative principle to ironmaking, patented in 1857. Waste gases from the blast furnace were burnt in an iron chamber lined with a honeycomb of firebricks. When they were hot, the gas was directed to a second similar chamber while the incoming air blast for the blast furnace was heated by passing it through the first chamber. The stoves alternatively received and gave up heat and the heated blast, introduced by J.B. Neilson, led to considerable fuel economies in blast-furnace operation; the system is still in use. Cowper played an active part in the engineering institutions of his time, becoming President of the Institution of Mechanical Engineers in 1880–1. He was commissioned by the Science and Art Department to catalogue the collections of machinery and inventions at the South Kensington Museum, whose science collections now form the Science Museum, London.[br]Principal Honours and DistinctionsPresident, Institution of Mechanical Engineers 1880–1.Further ReadingObituary, 1893, Journal of the Iron and Steel Institute: 172–3, London.W.K.V.Gale, 1969, Iron and Steel, London: Longmans, pp. 42, 75 (describes his hot-blast stoves).LRD -
126 Davidson, Robert
[br]b. 18 April 1804 Aberdeen, Scotlandd. 16 November 1894 Aberdeen, Scotland[br]Scottish chemist, pioneer of electric power and builder of the first electric railway locomotives.[br]Davidson, son of an Aberdeen merchant, attended Marischal College, Aberdeen, between 1819 and 1822: his studies included mathematics, mechanics and chemistry. He subsequently joined his father's grocery business, which from time to time received enquiries for yeast: to meet these, Davidson began to manufacture yeast for sale and from that start built up a successful chemical manufacturing business with the emphasis on yeast and dyes. About 1837 he started to experiment first with electric batteries and then with motors. He invented a form of electromagnetic engine in which soft iron bars arranged on the periphery of a wooden cylinder, parallel to its axis, around which the cylinder could rotate, were attracted by fixed electromagnets. These were energized in turn by current controlled by a simple commutaring device. Electric current was produced by his batteries. His activities were brought to the attention of Michael Faraday and to the scientific world in general by a letter from Professor Forbes of King's College, Aberdeen. Davidson declined to patent his inventions, believing that all should be able freely to draw advantage from them, and in order to afford an opportunity for all interested parties to inspect them an exhibition was held at 36 Union Street, Aberdeen, in October 1840 to demonstrate his "apparatus actuated by electro-magnetic power". It included: a model locomotive carriage, large enough to carry two people, that ran on a railway; a turning lathe with tools for visitors to use; and a small printing machine. In the spring of 1842 he put on a similar exhibition in Edinburgh, this time including a sawmill. Davidson sought support from railway companies for further experiments and the construction of an electromagnetic locomotive; the Edinburgh exhibition successfully attracted the attention of the proprietors of the Edinburgh 585\& Glasgow Railway (E \& GR), whose line had been opened in February 1842. Davidson built a full-size locomotive incorporating his principle, apparently at the expense of the railway company. The locomotive weighed 7 tons: each of its two axles carried a cylinder upon which were fastened three iron bars, and four electromagnets were arranged in pairs on each side of the cylinders. The motors he used were reluctance motors, the power source being zinc-iron batteries. It was named Galvani and was demonstrated on the E \& GR that autumn, when it achieved a speed of 4 mph (6.4 km/h) while hauling a load of 6 tons over a distance of 1 1/2 miles (2.4 km); it was the first electric locomotive. Nevertheless, further support from the railway company was not forthcoming, although to some railway workers the locomotive seems to have appeared promising enough: they destroyed it in Luddite reaction. Davidson staged a further exhibition in London in 1843 without result and then, the cost of battery chemicals being high, ceased further experiments of this type. He survived long enough to see the electric railway become truly practicable in the 1880s.[br]Bibliography1840, letter, Mechanics Magazine, 33:53–5 (comparing his machine with that of William Hannis Taylor (2 November 1839, British patent no. 8,255)).Further Reading1891, Electrical World, 17:454.J.H.R.Body, 1935, "A note on electro-magnetic engines", Transactions of the Newcomen Society 14:104 (describes Davidson's locomotive).F.J.G.Haut, 1956, "The early history of the electric locomotive", Transactions of the Newcomen Society 27 (describes Davidson's locomotive).A.F.Anderson, 1974, "Unusual electric machines", Electronics \& Power 14 (November) (biographical information).—1975, "Robert Davidson. Father of the electric locomotive", Proceedings of the Meeting on the History of Electrical Engineering Institution of Electrical Engineers, 8/1–8/17 (the most comprehensive account of Davidson's work).A.C.Davidson, 1976, "Ingenious Aberdonian", Scots Magazine (January) (details of his life).PJGR / GW -
127 Heathcote, John
SUBJECT AREA: Textiles[br]b. 7 August 1783 Duffield, Derbyshire, Englandd. 18 January 1861 Tiverton, Devonshire, England[br]English inventor of the bobbin-net lace machine.[br]Heathcote was the son of a small farmer who became blind, obliging the family to move to Long Whatton, near Loughborough, c.1790. He was apprenticed to W.Shepherd, a hosiery-machine maker, and became a frame-smith in the hosiery industry. He moved to Nottingham where he entered the employment of an excellent machine maker named Elliott. He later joined William Caldwell of Hathern, whose daughter he had married. The lace-making apparatus they patented jointly in 1804 had already been anticipated, so Heathcote turned to the problem of making pillow lace, a cottage industry in which women made lace by arranging pins stuck in a pillow in the correct pattern and winding around them thread contained on thin bobbins. He began by analysing the complicated hand-woven lace into simple warp and weft threads and found he could dispense with half the bobbins. The first machine he developed and patented, in 1808, made narrow lace an inch or so wide, but the following year he made much broader lace on an improved version. In his second patent, in 1809, he could make a type of net curtain, Brussels lace, without patterns. His machine made bobbin-net by the use of thin brass discs, between which the thread was wound. As they passed through the warp threads, which were arranged vertically, the warp threads were moved to each side in turn, so as to twist the bobbin threads round the warp threads. The bobbins were in two rows to save space, and jogged on carriages in grooves along a bar running the length of the machine. As the strength of this fabric depended upon bringing the bobbin threads diagonally across, in addition to the forward movement, the machine had to provide for a sideways movement of each bobbin every time the lengthwise course was completed. A high standard of accuracy in manufacture was essential for success. Called the "Old Loughborough", it was acknowledged to be the most complicated machine so far produced. In partnership with a man named Charles Lacy, who supplied the necessary capital, a factory was established at Loughborough that proved highly successful; however, their fifty-five frames were destroyed by Luddites in 1816. Heathcote was awarded damages of £10,000 by the county of Nottingham on the condition it was spent locally, but to avoid further interference he decided to transfer not only his machines but his entire workforce elsewhere and refused the money. In a disused woollen factory at Tiverton in Devonshire, powered by the waters of the river Exe, he built 300 frames of greater width and speed. By continually making inventions and improvements until he retired in 1843, his business flourished and he amassed a large fortune. He patented one machine for silk cocoon-reeling and another for plaiting or braiding. In 1825 he brought out two patents for the mechanical ornamentation or figuring of lace. He acquired a sound knowledge of French prior to opening a steam-powered lace factory in France. The factory proved to be a successful venture that lasted many years. In 1832 he patented a monstrous steam plough that is reputed to have cost him over £12,000 and was claimed to be the best in its day. One of its stated aims was "improved methods of draining land", which he hoped would develop agriculture in Ireland. A cable was used to haul the implement across the land. From 1832 to 1859, Heathcote represented Tiverton in Parliament and, among other benefactions, he built a school for his adopted town.[br]Bibliography1804, with William Caldwell, British patent no. 2,788 (lace-making machine). 1808. British patent no. 3,151 (machine for making narrow lace).1809. British patent no. 3,216 (machine for making Brussels lace). 1813, British patent no. 3,673.1825, British patent no. 5,103 (mechanical ornamentation of lace). 1825, British patent no. 5,144 (mechanical ornamentation of lace).Further ReadingV.Felkin, 1867, History of the Machine-wrought Hosiery and Lace Manufacture, Nottingham (provides a full account of Heathcote's early life and his inventions).A.Barlow, 1878, The History and Principles of Weaving by Hand and by Power, London (provides more details of his later years).W.G.Allen, 1958 John Heathcote and His Heritage (biography).M.R.Lane, 1980, The Story of the Steam Plough Works, Fowlers of Leeds, London (for comments about Heathcote's steam plough).W.English, 1969, The Textile Industry, London, and C.Singer (ed.), 1958, A History ofTechnology, Vol. V, Oxford: Clarendon Press (both describe the lace-making machine).RLH -
128 Leonardo da Vinci
[br]b. 15 April 1452 Vinci, near Florence, Italy,d. 2 May 1519 St Cloux, near Amboise, France.[br]Italian scientist, engineer, inventor and artist.[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]Principal Honours and Distinctions"Premier peintre, architecte et mécanicien du Roi" to King François I of France, 1516.Further ReadingE.MacCurdy, 1939, The Notebooks of Leonardo da Vinci, 2 vols, London; 2nd edn, 1956, London (the most extensive selection of the notes, with an English translation).G.Vasari (trans. G.Bull), 1965, Lives of the Artists, London: Penguin, pp. 255–271.C.Gibbs-Smith, 1978, The Inventions of Leonardo da Vinci, Oxford: Phaidon. L.H.Heydenreich, Dibner and L. Reti, 1981, Leonardo the Inventor, London: Hutchinson.I.B.Hart, 1961, The World of Leonardo da Vinci, London: Macdonald.LRD / IMcN
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Turn-To — Thoroughbred racehorse infobox horsename = Turn To caption = sire = Royal Charger grandsire = Nearco dam = Source Sucree damsire = Admiral Drake sex = Stallion foaled = 1951 country = Great Britain flagicon|Great Britain colour = Bay breeder =… … Wikipedia
Turn left at Gilgamesh — Infobox Play name = Turn Left at Gilgamesh writer = Rory Winston characters = Boz Kizzy Dale date of premiere = March 6th, 1990 place = Intar Theatre New York City, New York orig lang = English genre = Drama Turn left at Gilgamesh is a play by… … Wikipedia
turn — 1. an act of copulation The imagery is from the stage: To obtain lodgings she fell prey to a Jamaican pimp whose girls worked Wilberforce Road in Finsbury Park at £5 a turn. (Fiennes, 1996) 2. (round/around) to subvert from… … How not to say what you mean: A dictionary of euphemisms
turn hostile — go/turn hostile ► FINANCE to force the sale of a company whose owners do not want to sell it: »The chief executive said he was still ready to go hostile for one of the two companies. Main Entry: ↑hostile … Financial and business terms
turn eighteen on election day — someone whose 18th birthday falls on election day … English contemporary dictionary
Gravity turn — A gravity turn or zero lift turn is a maneuver (see trajectory optimization) used in launching a spacecraft into, or descending from, an orbit around a celestial body such as a planet or a moon. This launch trajectory offers two main advantages… … Wikipedia
Batting out of turn — In baseball, a sequence of nine players come to bat according to their team s batting order, taking turns in an attempt to become a runner and reach base or to help preceding runners to score. Occasionally, one or more batters may bat in the… … Wikipedia
List of games from Whose Line Is It Anyway? — The below list describes games featured on the British and/or American versions of the television show Whose Line Is It Anyway? . The games are categorized based on their primary defining aspect, though some might fit into other categories as… … Wikipedia
The Turn (novel) — Infobox Book name = The Turn orig title = Il Turno translator = image caption = author = Luigi Pirandello cover artist = country = Italy language = Italian genre = Novel publisher = Niccolò Giannotta (orig.) Newton Compton release date = 1902… … Wikipedia