a partner in a firm

1. noun

1) a person who shares the ownership of a business etc with one or more others:

2) one of two people who dance, play in a game etc together:

2. verb

SUBJECT AREA: Land transport, Mechanical, pneumatic and hydraulic engineering, Railways and locomotives, Steam and internal combustion engines

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Matthew Murray was apprenticed at the age of 14 to a blacksmith who probably also did millwrighting work. He then worked as a journeyman mechanic at Stockton-on-Tees, where he had experience with machinery for a flax mill at Darlington. Trade in the Stockton area became slack in 1788 and Murray sought work in Leeds, where he was employed by John Marshall, who owned a flax mill at Adel, located about 5 miles (8 km) from Leeds. He soon became Marshall's chief mechanic, and when in 1790 a new mill was built in the Holbeck district of Leeds by Marshall and his partner Benyon, Murray was responsible for the installation of the machinery. At about this time he took out two patents relating to improvements in textile machinery.

In 1795 he left Marshall's employment and, in partnership with David Wood (1761– 1820), established a general engineering and millwrighting business at Mill Green, Holbeck. In the following year the firm moved to a larger site at Water Lane, Holbeck, and additional capital was provided by two new partners, James Fenton (1754–1834) and William Lister (1796–1811). Lister was a sleeping partner and the firm was known as Fenton, Murray \& Wood and was organized so that Fenton kept the accounts, Wood was the administrator and took charge of the workshops, while Murray provided the technical expertise. The factory was extended in 1802 by the construction of a fitting shop of circular form, after which the establishment became known as the "Round Foundry".

In addition to textile machinery, the firm soon began the manufacture of machine tools and steam-engines. In this field it became a serious rival to Boulton \& Watt, who privately acknowledged Murray's superior craftsmanship, particularly in foundry work, and resorted to some industrial espionage to discover details of his techniques. Murray obtained patents for improvements in steam engines in 1799, 1801 and 1802. These included automatic regulation of draught, a mechanical stoker and his short-D slide valve. The patent of 1801 was successfully opposed by Boulton \& Watt. An important contribution of Murray to the development of the steam engine was the use of a bedplate so that the engine became a compact, self-contained unit instead of separate components built into an en-gine-house.

Murray was one of the first, if not the very first, to build machine tools for sale. However, this was not the case with the planing machine, which he is said to have invented to produce flat surfaces for his slide valves. Rather than being patented, this machine was kept secret, although it was apparently in use before 1814.

In 1812 Murray was engaged by John Blenkinsop (1783–1831) to build locomotives for his rack railway from Middleton Colliery to Leeds (about 3 1/2 miles or 5.6 km). Murray was responsible for their design and they were fitted with two double-acting cylinders and cranks at right angles, an important step in the development of the steam locomotive. About six of these locomotives were built for the Middleton and other colliery railways and some were in use for over twenty years. Murray also supplied engines for many early steamboats. In addition, he built some hydraulic machinery and in 1814 patented a hydraulic press for baling cloth.

Murray's son-in-law, Richard Jackson, later became a partner in the firm, which was then styled Fenton, Murray \& Jackson. The firm went out of business in 1843.

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SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering

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James Nasmyth was the youngest son of Alexander Nasmyth (1758–1840), the portrait and landscape painter. According to his autobiography he was named James Hall after his father's friend, the geologist Sir James Hall (1761–1832), but he seems never to have used his second name in official documents. He received an elementary education at Edinburgh High School, but left at the age of 12. He attended evening classes at the Edinburgh School of Arts for the instruction of Mechanics between 1821 and 1825, and gained experience as a mechanic at an early age in his father's workshop. He shared these early experiences with his brother George, who was only a year or so older, and in the 1820s the brothers built several model steam engines and a steam-carriage capable of carrying eight passengers on the public roads. In 1829 Nasmyth obtained a position in London as personal assistant to Henry Maudslay, and after Maudslay's death in February 1831 he remained with Maudslay's partner, Joshua Field, for a short time. He then returned to Edinburgh, where he and his brother George started in a small way as general engineers. In 1834 they moved to a small workshop in Manchester, and in 1836, with the aid of financial backing from some Manchester businessmen, they established on a site at Patricroft, a few miles from the city, the works which became known as the Bridgewater Foundry. They were soon joined by a third partner, Holbrook Gaskell (1813–1909), who looked after the administration of the business, the firm then being known as Nasmyths Gaskell \& Co. They specialized in making machine tools, and Nasmyth invented many improvements so that they soon became one of the leading manufacturers in this field. They also made steam locomotives for the rapidly developing railways. James Nasmyth's best-known invention was the steam-hammer, which dates from 1839 but was not patented until 1842. The self-acting control gear was probably the work of Robert Wilson and ensured the commercial success of the invention. George Nasmyth resigned from the partnership in 1843 and in 1850 Gaskell also resigned, after which the firm continued as James Nasmyth \& Co. James Nasmyth himself retired at the end of 1856 and went to live at Penshurst, Kent, in a house which he named "Hammerfield" where he devoted his time mainly to his hobby of astronomy. Robert Wilson returned to become Managing Partner of the firm, which later became Nasmyth, Wilson \& Co. and retained that style until its closure in 1940. Nasmyth's claim to be the sole inventor of the steam-hammer has been disputed, but his patent of 1842 was not challenged and the fourteen-year monopoly ensured the prosperity of the business so that he was able to retire at the age of 48. At his death in 1890 he left an estate valued at £243,805.

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SUBJECT AREA: Civil engineering, Ports and shipping, Railways and locomotives

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The son of a miller, he received a rudimentary education in the village school. At an early age he was helping his father in the mill, and in 1800 he was apprenticed to a cabinet maker. After four years he returned to work with his father, but, preferring to leave the parental home, he not long afterwards joined a firm of agricultural-machinery makers in Swanton in Norfolk. There he acquired a reputation for making accurate patterns for the iron caster and demonstrated a talent for mechanical invention, patenting a self-regulating windmill sail in 1807. He then set up on his own as a millwright, but he found he could better himself by joining the engineering works of Ransomes of Ipswich in 1812. He was soon appointed their Chief Engineer, and after nine years he became a partner in the firm until he moved to London in 1826. Around 1818 he invented the treadmill, with the aim of putting prisoners to useful work in grinding corn and other applications. It was rapidly adopted by the principal prisons, more as a means of punishment than an instrument of useful work.

From 1814 Cubitt had been gaining experience in civil engineering, and upon his removal to London his career in this field began to take off. He was engaged on many canal-building projects, including the Oxford and Liverpool Junction canals. He accomplished some notable dock works, such as the Bute docks at Cardiff, the Middlesborough docks and the coal drops on the river Tees. He improved navigation on the river Severn and compiled valuable reports on a number of other leading rivers.

The railway construction boom of the 1840s provided him with fresh opportunities. He engineered the South Eastern Railway (SER) with its daringly constructed line below the cliffs between Folkestone and Dover; the railway was completed in 1843, using massive charges of explosive to blast a way through the cliffs. Cubitt was Consulting Engineer to the Great Northern Railway and tried, with less than his usual success, to get the atmospheric system to work on the Croydon Railway.

When the SER began a steamer service between Folkestone and Boulogne, Cubitt was engaged to improve the port facilities there and went on to act as Consulting Engineer to the Boulogne and Amiens Railway. Other commissions on the European continent included surveying the line between Paris and Lyons, advising the Hanoverian government on the harbour and docks at Hamburg and directing the water-supply works for Berlin.

Cubitt was actively involved in the erection of the Crystal Palace for the Great Exhibition of 1851; in recognition of this work Queen Victoria knighted him at Windsor Castle on 23 December 1851.

Cubitt's son Joseph (1811–72) was also a notable civil engineer, with many railway and harbour works to his credit.

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SUBJECT AREA: Aerospace, Steam and internal combustion engines

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Harry Ricardo was the eldest child and only son of Halsey Ricardo (architect) and Catherine Rendel (daughter of Alexander Rendel, senior partner in the firm of consulting civil engineers that later became Rendel, Palmer and Tritton). He was educated at Rugby School and at Cambridge. While still at school, he designed and made a steam engine to drive his bicycle, and by the time he went up to Cambridge in 1903 he was a skilled craftsman. At Cambridge, he made a motor cycle powered by a petrol engine of his own design, and with this he won a fuel-consumption competition by covering almost 40 miles (64 km) on a quart (1.14 1) of petrol. This brought him to the attention of Professor Bertram Hopkinson, who invited him to help with research on turbulence and pre-ignition in internal combustion engines. After leaving Cambridge in 1907, he joined his grandfather's firm and became head of the design department for mechanical equipment used in civil engineering. In 1916 he was asked to help with the problem of loading tanks on to railway trucks. He was then given the task of designing and organizing the manufacture of engines for tanks, and the success of this enterprise encouraged him to set up his own establishment at Shoreham, devoted to research on, and design and development of, internal combustion engines.

Leading on from the work with Hopkinson were his discoveries on the suppression of detonation in spark-ignition engines. He noted that the current paraffinic fuels were more prone to detonation than the aromatics, which were being discarded as they did not comply with the existing specifications because of their high specific gravity. He introduced the concepts of "highest useful compression ratio" (HUCR) and "toluene number" for fuel samples burned in a special variable compression-ratio engine. The toluene number was the proportion of toluene in heptane that gave the same HUCR as the fuel sample. Later, toluene was superseded by iso-octane to give the now familiar octane rating. He went on to improve the combustion in side-valve engines by increasing turbulence, shortening the flame path and minimizing the clearance between piston and head by concentrating the combustion space over the valves. By these means, the compression ratio could be increased to that used by overhead-valve engines before detonation intervened. The very hot poppet valve restricted the advancement of all internal combustion engines, so he turned his attention to eliminating it by use of the single sleeve-valve, this being developed with support from the Air Ministry. By the end of the Second World War some 130,000 such aero-engines had been built by Bristol, Napier and Rolls-Royce before the piston aero-engine was superseded by the gas turbine of Whittle. He even contributed to the success of the latter by developing a fuel control system for it.

Concurrent with this was work on the diesel engine. He designed and developed the engine that halved the fuel consumption of London buses. He invented and perfected the "Comet" series of combustion chambers for diesel engines, and the Company was consulted by the vast majority of international internal combustion engine manufacturers. He published and lectured widely and fully deserved his many honours; he was elected FRS in 1929, was President of the Institution of Mechanical Engineers in 1944–5 and was knighted in 1948. This shy and modest, though very determined man was highly regarded by all who came into contact with him. It was said that research into internal combustion engines, his family and boats constituted all that he would wish from life.

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SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering, Textiles

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Richard Roberts was the son of a shoemaker and tollkeeper and received only an elementary education at the village school. At the age of 10 his interest in mechanics was stimulated when he was allowed by the Curate, the Revd Griffith Howell, to use his lathe and other tools. As a young man Roberts acquired a considerable local reputation for his mechanical skills, but these were exercised only in his spare time. For many years he worked in the local limestone quarries, until at the age of 20 he obtained employment as a pattern-maker in Staffordshire. In the next few years he worked as a mechanic in Liverpool, Manchester and Salford before moving in 1814 to London, where he obtained employment with Henry Maudslay. In 1816 he set up on his own account in Manchester. He soon established a reputation there for gear-cutting and other general engineering work, especially for the textile industry, and by 1821 he was employing about twelve men. He built machine tools mainly for his own use, including, in 1817, one of the first planing machines.

One of his first inventions was a gas meter, but his first patent was obtained in 1822 for improvements in looms. His most important contribution to textile technology was his invention of the self-acting spinning mule, patented in 1825. The normal fourteen-year term of this patent was extended in 1839 by a further seven years. Between 1826 and 1828 Roberts paid several visits to Alsace, France, arranging cottonspinning machinery for a new factory at Mulhouse. By 1826 he had become a partner in the firm of Sharp Brothers, the company then becoming Sharp, Roberts \& Co. The firm continued to build textile machinery, and in the 1830s it built locomotive engines for the newly created railways and made one experimental steam-carriage for use on roads. The partnership was dissolved in 1843, the Sharps establishing a new works to continue locomotive building while Roberts retained the existing factory, known as the Globe Works, where he soon after took as partners R.G.Dobinson and Benjamin Fothergill (1802–79). This partnership was dissolved c. 1851, and Roberts continued in business on his own for a few years before moving to London as a consulting engineer.

During the 1840s and 1850s Roberts produced many new inventions in a variety of fields, including machine tools, clocks and watches, textile machinery, pumps and ships. One of these was a machine controlled by a punched-card system similar to the Jacquard loom for punching rivet holes in plates. This was used in the construction of the Conway and Menai Straits tubular bridges. Roberts was granted twenty-six patents, many of which, before the Patent Law Amendment Act of 1852, covered more than one invention; there were still other inventions he did not patent. He made his contribution to the discussion which led up to the 1852 Act by publishing, in 1830 and 1833, pamphlets suggesting reform of the Patent Law.

In the early 1820s Roberts helped to establish the Manchester Mechanics' Institute, and in 1823 he was elected a member of the Literary and Philosophical Society of Manchester. He frequently contributed to their proceedings and in 1861 he was made an Honorary Member. He was elected a Member of the Institution of Civil Engineers in 1838. From 1838 to 1843 he served as a councillor of the then-new Municipal Borough of Manchester. In his final years, without the assistance of business partners, Roberts suffered financial difficulties, and at the time of his death a fund for his aid was being raised.

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1. lawyer; 2. attorney; 3. counsellor, counselor; 4. barrister; 5. solicitor

Русское слово юрист относится к людям, занимающимся юридической деятельностью без уточнения их функций, специальности в юриспруденции. Английские соответствия конкретизируют функции и квалификацию юриста.

1. lawyer — юрист, адвокат (общее название для человека, оказывающего юридические услуги всякого рода, как правило, не выступает в суде): my lawyer — мой адвокат; a famous lawyer — известный адвокат; a lawyer by profession — юрист по профессии; io consult a lawyer — получить консультацию (у) юриста

2. attorney — поверенный, адвокат, юрист, прокурор (преимущественно американский термин, обозначает специалиста, который не только консультирует, но и представляет своего клиента по юридическим и правовым вопросам, может выступать в суде): Не later became a prominent attorney. — Позднее он стал выдающимся адвокатом. No one wanted the position of defence attorney. — Никто не хотел занимать пост адвоката защиты. If you want to understand the meaning of this law, go to the District Attorney. — Если вы хотите получить разъяснения по этому закону, обратитесь к районному прокурору.

3. counsellor , counselor — адвокат, юрист (преимущественно американский термин для адвоката, консультирующего и выступающего в суде (= attorney), используется как обращение в суде): «Thank you. Counsellor,» said the judge. — «Благодарю вас, господин адвокат», — сказал судья. The counsellor requested to interrogate the defendant but his request was rejected. — Адвокат истца попросил разрешения допросить ответчика, но его запрос был отклонен.

4. barrister — адвокат (преимущественно британский термин для адвоката, имеющего право выступать в суде, как со стороны обвинения, так и со стороны защиты): barrister for defence — адвокат защиты; barrister for prosecution — адвокат обвинения

5. solicitor — юрисконсульт, поверенный в делах (используется главным образом в британском варианте для адвокатов, ведущих финансовые и юридические дела своих клиентов, но выступающих в суде в ограниченных случаях в низших инстанциях суда): city (department, government) solicitor — юрисконсульт города (министерства, правительства) Не was a partner in a firm of solicitor. — Он был совладельцем одной юридической фирмы./Он был совладельцем одной адвокатской конторы. I was advised to put the matter into the hands of a solicitor. — Мне посоветовали поручить это дело адвокату./Мне посоветовали передать это дело адвокату./Мне посоветовали нанять адвоката.

a partner in a firm

1 [persoon die deel uitmaakt van een groep, vaak in samenstellingen] member

2 [deel van het lichaam] part ⇒ member, 〈 ledemaat ook〉 limb

3 [wiskunde] term

4 [paragraaf] paragraph

♦voorbeelden:

1   het aantal leden bedraagt … • the membership is …

     lid van een firma • a partner in a firm

     lid van de gemeenteraad • (town) councillor

     lid van de Kamer • ^BMember of Parliament, M.P.

     hij werd verkozen tot lid van de Raad/van het Parlement • he was elected onto the Council/to Parliament

     betalend lid • sustaining member

     buitengewoon lid • associate (member)

     geregistreerd/stemgerechtigd lid • card-carrying/voting member

     lid blijven • stay on the books; 〈 in bestuur〉 continue in office

     deze omroep heeft/telt 500.000 leden • this broadcasting company has a membership of 500,000

     niet-studenten kunnen geen lid worden • non-students are not eligible for membership

     lid worden van • join, become a member of

     lid voor het leven worden • become a life member

     lid zijn van de bibliotheek • belong to the library

     lid zijn van • be a member of; be/serve on 〈comité e.d.〉

     als lid bedanken • resign one's membership

     iemand als lid schrappen/royeren • strike someone's name from the books

     als lid toelaten • admit to membership

     beëdigd worden als lid van • be sworn in as a member of

     zich als lid aanmelden/opgeven • apply for membership

2   recht van lijf en leden • straight-limbed

     het (mannelijk) lid • the (male) member

     hij beefde over al zijn leden • he trembled in every limb/all over

     hij heeft een ziekte onder de leden • he has a disease

4   artikel 3, lid 4 • subsection 4 of section 3

¶   een ontwrichte elleboog in het lid plaatsen/zetten • put back/ 〈 medicijnen, geneeskunde〉 reduce a dislocated elbow

SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering, Paper and printing

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Bryan Donkin was the fifth son of Bryan Donkin I (1768–1855) and was educated at schools in Bromley (Kent), London, Paris and Nantes. He was an apprentice in his father's Bermondsey works and soon became an active and valuable assistant in the design and construction of papermaking, printing, pumping and other machinery. In 1829 he was sent to France to superintend the construction of paper mills and other machinery at Nantes. He later became a partner in the firm which in 1858 received an order to construct and set up a large paper mill at St Petersburg. This work took him to Russia several times before its completion in 1862. He obtained several patents relating to paper-making and steam engines. He was elected an associate of the Institution of Civil Engineers in 1835 and a member in 1840.

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SUBJECT AREA: Civil engineering, Mechanical, pneumatic and hydraulic engineering, Steam and internal combustion engines

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Joshua Field was educated at a boarding school in Essex until the age of 16, when he obtained employment at the Royal Dockyards at Portsmouth under the Chief Mechanical Superintendent, Simon Goodrich (1773–1847), and later in the drawing office at the Admiralty in Whitehall. At this time, machinery for the manufacture of ships' blocks was being made for the Admiralty by Henry Maudslay, who was in need of a competent draughtsman, and Goodrich recommended Joshua Field. This was the beginning of Field's long association with Maudslay; he later became a partner in the firm which was for many years known as Maudslay, Sons \& Field. They undertook a variety of mechanical engineering work but were renowned for marine steam engines, with Field being responsible for much of the design work in the early years. Joshua Field was the eldest of the eight young men who in 1818 founded the Institution of Civil Engineers; he was the first Chairman of the Institution and later became a vice-president. He was the only one of the founders to be elected President and was the first mechanical engineer to hold that office. James Nasmyth in his autobiography relates that Joshua Field kept a methodical account of his technical discussions in a series of note books which were later indexed. Some of these diaries have survived, and extracts from the notes he made on a tour of the industrial areas of the Midlands and the North West in 1821 have been published.

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SUBJECT AREA: Steam and internal combustion engines

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Jonathan came from a family with an engineering tradition: his grandfather Joseph had worked under Thomas Newcomen. Jonathan was the sixth child in a family of thirteen whose names all began with "J". In 1781 he was living at Penryn, Cornwall and described himself as a plumber, brazier and engineer. As early as 1776, when he wished to amuse himself by making a small st-eam engine, he wanted to make something new and wondered if the steam would perform more than one operation in an engine. This was the foundation for his compound engine. He worked on engines in Cornwall, and in 1778 was Engineer at the Ting Tang mine where he helped Boulton \& Watt erect one of their engines. He was granted a patent in 1781 and in that year tried a large-scale experiment by connecting together two engines at Wheal Maid. Very soon John Winwood, a partner in a firm of iron founders at Bristol, acquired a share in the patent, and in 1782 an engine was erected in a colliery at Radstock, Somerset. This was probably not very successful, but a second was erected in the same area. Hornblower claimed greater economy from his engines, but steam pressures at that time were not high enough to produce really efficient compound engines. Between 1790 and 1794 ten engines with his two-cylinder arrangement were erected in Cornwall, and this threatened Boulton \& Watt's near monopoly. At first the steam was condensed by a surface condenser in the bottom of the second, larger cylinder, but this did not prove very successful and later a water jet was used. Although Boulton \& Watt proceeded against the owners of these engines for infringement of their patent, they did not take Jonathan Hornblower to court. He tried a method of packing the piston rod by a steam gland in 1781 and his work as an engineer must have been quite successful, for he left a considerable fortune on his death.

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