a+partner+in+a+firm

пътник търговски югоизточния район a traveller working the south-eastern district

търговски да to, in order to (c inf.)

той дойде, търговски да те види he came (in order) to see you

пиши му веднага, търговски да знае навреме write to him at once so that he may know in time

той умря, търговски да живеем ние he died that others might live

търговски да не lest; so as not to

що търговски what kind of

изпуснах влака търговски две минути I missed the train by two minutes

търговски съжаление to my/our regret; it is to be regretted (that)

търговски щастие luckily, fortunately, happily

търговски моя голяма изненада much to my surprise.; commercial, of commerce/trade; trade (attr.). business (attr.); merchant (attr.); mercantile

търговски кораб a merchant vessel/ship; merchantman; trader

търговски пътник a travelling salesman

търговски посредник middleman

търговски представител a trade/commercial representative

търговски център a trade centre

търговски стоки/артикули articles of trade, merchandise, commercial goods

търговски баланс a balance of trade

търговска мрежа a trade network

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търго̀вски,

прил., -а, -о, -и commercial, of commerce/trade; trade (attr.), business (attr.); merchant (attr.); mercantile; международни \търговскии термини incoterms; \търговскиа кампания trade drive; \търговскиа къща/фирма/компания firm; \търговскиа мрежа trade network; \търговскиа организация trade/trading organization; \търговскиа отстъпка trade discount; \търговскиа палата/ка̀мара chamber of commerce; \търговскиа политика commercial policy; \търговскиа реклама commercial; \търговскиа улица shopping/commercial/trading/business street; \търговскии баланс balance of trade; \търговскии брокер merchandise broker; \търговскии връзки trade relations; business connections; \търговскии договор, \търговскио споразумение trade agreement; \търговскии дружества trading corporations/partnerships; \търговскии капитал trade capital; \търговскии книги business books; \търговскии комплекс shopping mall; \търговскии кораб merchant vessel/ship; merchantman; trader; \търговскии обект trade facility; \търговскии партньор trading partner; \търговскии посредник middleman; \търговскии представител trade/commercial representative; \търговскии пътник travelling salesman, commercial traveller, sl. Bagman; амер. drummer; \търговскии свят, \търговскио съсловие the business world; merchants; tradefolk, tradespeople; \търговскии служители commercial officers; \търговскии стоки/артикули articles of trade, merchandise, commercial goods; \търговскии флот mercantile/merchant marine; \търговскио наименование (на стока) a trade name; \търговскио право юр. commercial law, law merchant; \търговскио-промишлен commercial and industrial.

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trade: търговски mark - търговска марка, a търговски organization - търговска организация, a търговски agreement - търговски договор; commercial: търговски law - търговско право; business: търговски connections - търговски връзки; middleman - търговски посредник; mercantile (за флота); merchant ; a traveling salesman - търговски пътник

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1. adj ( rivale) competing, rival

2. m f in una gara, gioco competitor, contestant

finance competitor

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concorrente agg.

1 concurrent: (fis.) forze concorrenti, concurrent forces; (mat.) linee concorrenti, concurrent lines

2 ( rivale) competing, rival: ditta concorrente, competing firm

◆ s.m.

1 competitor: i concorrenti alla gara, the competitors in the race; i concorrenti al premio, the competitors for the prize; oltrepassare, superare un concorrente, to overtake, to pass a competitor; la partenza, l'arrivo dei concorrenti, the departure, the arrival of competitors

2 ( candidato) candidate; (a un posto ecc.) applicant: i concorrenti al posto erano dieci, there were ten applicants for the job

3 (comm.) competitor, rival; ( per un appalto) tenderer, bidder: per battere i concorrenti bisogna migliorare il prodotto, we need to improve the product to beat the opposition; aveva un concorrente, he had an opponent (o rival)

4 (dir.) ( in un reato) party to a crime, partner in crime, accomplice, accessory.

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1. agg

1) Geom concurrent

2) Comm competing attr

2. sm/f

Comm, Sport competitor, (a un concorso di bellezza) contestant

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aggettivo [ ditta] competing; [ prodotto] rival, competing

sostantivo maschile e sostantivo femminile

1) (rivale) competitor

2) comm. competitor, rival

3) sport contender, contestant, entrant, starter

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concorrente

/konkor'rεnte/

I aggettivo

 [ ditta] competing; [ prodotto] rival, competing

II m. e f.

 1 (rivale) competitor

 2 comm. competitor, rival

 3 sport contender, contestant, entrant, starter.

( ricavare) find

( osservare) note, notice

ditta acquire, buy up

da quanto è successo si rileva che... from what has happened, we can gather that...

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rilevare v.tr.

1 ( levare di nuovo) to take* off again, to take* away again

2 (letter.) ( rialzare) to raise (anche fig.): lo rilevò da terra, she raised him from the ground; quelle parole rilevarono le sue speranze, those words raised his hopes

3 ( notare) to notice; ( mettere in evidenza) to point out; ( esaminare) to survey: non l'avevo rilevato, I had not noticed it; dovresti rilevare questi aspetti del problema, you should point out these aspects of the problem; volevo farti rilevare alcuni errori, I wanted to point out a few mistakes to you; gli feci rilevare che avrebbe potuto telefonare, I pointed out that he could have telephoned; rilevare la situazione internazionale, to survey the international situation

4 ( venire a sapere) to find*, to see*, to learn*: ho rilevato quella notizia dal giornale, I learnt that piece of news from the newspaper

5 ( ricavare) to take*; (fig.) to obtain: rilevare il calco, la maschera di un cadavere, to take a death mask; rilevare un'impronta digitale, to take a fingerprint; ha rilevato un magro frutto dalle sue fatiche, (fig.) he obtained (o he got) a poor reward for his effort

6 ( topografia) to survey; ( cartografia, geol.) to map: rilevare un tratto di terra, to survey a tract of land

7 (econ., comm.) (subentrare a qlcu. in qlco.) to take* over; ( comprare) to buy*: rilevare una ditta, un negozio, un debito, to take over a firm, a shop, a debt; rilevare la quota di un socio, to buy out a partner

8 ( sostituire) to relieve: andrò a rilevarlo dopo la lezione, I shall go and relieve him (o take his place) after the lesson; rilevare una sentinella, to relieve a sentry

9 ( andare a prendere per accompagnare) to call for s.o.; to collect, to pick up: verrò a rilevarti alle otto, I shall call for you at eight o'clock

10 (mar.) to take* a bearing of (sthg.)

11 (inform.) to sense

◆ v. intr.

1 ( sporgere) to stand* out, to show* up

2 (fig.) ( avere importanza) to be important, to count, to matter: poco rileva che venga o no, it doesn't matter whether he comes.

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verbo transitivo

1) (constatare) to notice, to point out [errori, contraddizione, fatto]; to note [progresso, fenomeno]; to detect [tracce, cambiamenti]; (annotare) to take* down, to note down [nome, dati]

2) (registrare) [ strumento] to register [ sisma]

3) topogr. mar. aer. to survey

4) (dare il cambio a) to relieve [sentinella, lavoratore]

5) (acquisire) to take* over [società, fabbrica]; to buy* out [ quota]

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rilevare

/rile'vare/ [1]

verbo transitivo

 1 (constatare) to notice, to point out [errori, contraddizione, fatto]; to note [progresso, fenomeno]; to detect [tracce, cambiamenti]; (annotare) to take* down, to note down [nome, dati]

 2 (registrare) [ strumento] to register [ sisma]

 3 topogr. mar. aer. to survey

 4 (dare il cambio a) to relieve [sentinella, lavoratore]

 5 (acquisire) to take* over [società, fabbrica]; to buy* out [ quota].

consociato agg. associate (d), consociate

◆ s.m. associate, consociate; ( socio) partner, member: ( azienda) consociata, associated firm; il numero dei consociati ammonta a 300, the membership amounts to 300 (o there are 300 members).

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1. agg

2. sm/f

3. sf

De·tek·tei <-, -en> [detɛkʼtai] f

[private] detective agency, firm of [private] investigators;

„\Detektei Schlupps & Partner“ “Schlupps & Partners, Private Investigators”

( объединение) association;

society;

( фирма) company;

firm;

( не имеющее ограниченной ответственности) partnership

- коммандитное товарищество

1  (business) partner ⇒ member of the firm

SUBJECT AREA: Ports and shipping

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The son of Patrick Bell, a millwright, Henry had two sisters and an elder brother and was educated at the village school. When he was 9 years old Henry was sent to lodge in Falkirk with an uncle and aunt of his mother's so that he could attend the school there. At the age of 12 he left school and agreed to become a mason with a relative. In 1783, after only three years, he was bound apprentice to his Uncle Henry, a millwright at Jay Mill. He stayed there for a further three years and then, in 1786, joined the firm of Shaw \& Hart, shipbuilders of Borrowstoneness. These were to be the builders of William Symington's hull for the Charlotte Dundas. He also spent twelve months with Mr James Inglis, an engineer of Bellshill, Lanarkshire, and then went to London to gain experience, working for the famous John Rennie for some eighteen months. By 1790 he was back in Glasgow, and a year later he took a partner, James Paterson, into his new business of builder and contractor, based in the Trongate. He later referred to himself as "architect", and his partnership with Paterson lasted seven years. He is said to have invented a discharging machine for calico printing, as well as a steam dredger for clearing the River Clyde.

The Baths Hotel was opened in Helensburgh in 1808, with the hotel-keeper, who was also the first provost of the town, being none other than Henry Bell. It has been suggested that Bell was also the builder of the hotel and this seems very likely. Bell installed a steam engine for pumping sea water out of the Clyde and into the baths, and at first ran a coach service to bring customers from Glasgow three days a week. The driver was his brother Tom. The coach was replaced by the Comet steamboat in 1812.

While Henry was busy with his provost's duties and making arrangements for the building of his steamboat, his wife Margaret, née Young, whom he married in March 1794, occupied herself with the management of the Baths Hotel. Bell did not himself manufacture, but supervised the work of experts: John and Charles Wood of Port Glasgow, builders of the 43ft 6 in. (13.25 m)-long hull of the Comet; David Napier of Howard Street Foundry for the boiler and other castings; and John Robertson of Dempster Street, who had previously supplied a small engine for pumping water to the baths at the hotel in Helensburgh, for the 3 hp engine. The first trials of the finished ship were held on 24 July 1812, when she was launched from Wood's yard. A regular service was advertised in the Glasgow Chronicle on 5 August and was the first in Europe, preceded only by that of Robert Fulton in the USA. The Comet continued to run until 1820, when it was wrecked.

Bell received little reward for his promotion of steam navigation, merely small pensions from the Clyde trustees and others. He was buried at the parish church of Rhu.

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SUBJECT AREA: Ports and shipping

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James Caird was educated at Glasgow Academy. While the connections are difficult to unravel, it is clear he was related to the Cairds of Greenock, whose shipyard on the Clyde built countless liners for the P \& O Company, and to the Caird family who were munificent benefactors of Dundee and the Church of Scotland.

In 1878 Caird joined a firm of East India Merchants in Glasgow, but later went to London. In 1890 he entered the service of Turnbull, Martin \& Co., managers of the Scottish Shire Line of Steamers; he quickly rose to become Manager, and by 1903 he was the sole partner and owner. In this role his business skill became apparent, as he pioneered (along with the Houlder and Federal Lines) refrigerated shipping connections between the United Kingdom and Australia and New Zealand. In 1917 he sold his shipping interests to Messrs Cayzer Irvine, managers of the Clan Line.

During the First World War, Caird set up a new shipyard on the River Wye at Chepstow in Wales. Registered in April 1916, the Standard Shipbuilding and Engineering Company took over an existing shipbuilder in an area not threatened by enemy attacks. The purpose of the yard was rapid building of standardized merchant ships during a period when heavy losses were being sustained because of German U-boat attacks. Caird was appointed Chairman, a post he held until the yard came under full government control later in the war. The shipyard did not meet the high expectations of the time, but it did pioneer standard shipbuilding which was later successful in the USA, the UK and Japan.

Caird's greatest work may have been the service he gave to the councils which helped form the National Maritime Museum at Greenwich. He used all his endeavours to ensure the successful launch of the world's greatest maritime museum; he persuaded friends to donate, the Government to transfer artefacts and records, and he gave of his wealth to purchase works of art for the nation. Prior to his death he endowed the Museum with £1.25 million, a massive sum for the 1930s, and this (the Caird Fund) is administered to this day by the Trustees of Greenwich.

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SUBJECT AREA: Electricity, Public utilities

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Bryan Donkin IV was the son of S.B.Donkin (1871–1952) and the great-great-grandson of Bryan Donkin I (1768–1855). He was educated at Gresham's School in Holt, and at Pembroke College, Cambridge. He served a three-year apprenticeship with the English Electric Company Ltd, followed by a special one-year course with the General Electric Company of America. He became a partner in the consulting firm of Kennedy \& Donkin in 1933 (see Donkin, Bryan III) and was associated with the construction of 132 kV and 275 kV overhead-transmission lines in Britain and with many electricity generating schemes. He was responsible for the design of the Pimlico district heating scheme, and was a member of the Institution of Civil Engineers, the Institution of Electrical Engineers and the American Institute of Electrical Engineers.

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SUBJECT AREA: Steam and internal combustion engines

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When Arthur Woolf left the Griffin Brewery, London, in October 1808, he formed a partnership with Humphrey Edwards, described as a millwright at Mill Street, Lambeth, where they started an engine works to build Woolf's type of compound engine. A number of small engines were constructed and other ordinary engines modified with the addition of a high-pressure cylinder. Improvements were made in each succeeding engine, and by 1811 a standard form had been evolved. During this experimental period, engines were made with cylinders side by side as well as the more usual layout with one behind the other. The valve gear and other details were also improved. Steam pressure may have been around 40 psi (2.8 kg/cm²). In an advertisement of February 1811, the partners claimed that their engines had been brought to such a state of perfection that they consumed only half the quantity of coal required for engines on the plan of Messrs Boulton \& Watt. Woolf visited Cornwall, where he realized that more potential for his engines lay there than in London; in May 1811 the partnership was dissolved, with Woolf returning to his home county. Edwards struggled on alone in London for a while, but when he saw a more promising future for the engine in France he moved to Paris. On 25 May 1815 he obtained a French patent, a Brevet d'importation, for ten years. A report in 1817 shows that during the previous two years he had imported into France fifteen engines of different sizes which were at work in eight places in various parts of the country. He licensed a mining company in the north of France to make twenty-five engines for winding coal. In France there was always much more interest in rotative engines than pumping ones. Edwards may have formed a partnership with Goupil \& Cie, Dampierre, to build engines, but this is uncertain. He became a member of the firm Scipion, Perrier, Edwards \& Chappert, which took over the Chaillot Foundry of the Perrier Frères in Paris, and it seems that Edwards continued to build steam engines there for the rest of his life. In 1824 it was claimed that he had made about 100 engines in England and another 200 in France, but this is probably an exaggeration.

The Woolf engine acquired its popularity in France because its compound design was more economical than the single-cylinder type. To enable it to be operated safely, Edwards first modified Woolf s cast-iron boiler in 1815 by placing two small drums over the fire, and then in 1825 replaced the cast iron with wrought iron. The modified boiler was eventually brought back to England in the 1850s as the "French" or "elephant" boiler.

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SUBJECT AREA: Textiles

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Peter Ewart, the youngest of six sons, was born at Traquair manse, where his father was a clergyman in the Church of Scotland. He was educated at the Free School, Dumfries, and in 1782 spent a year at Edinburgh University. He followed this with an apprenticeship under John Rennie at Musselburgh before moving south in 1785 to help Rennie erect the Albion corn mill in London. This brought him into contact with Boulton \& Watt, and in 1788 he went to Birmingham to erect a waterwheel and other machinery in the Soho Manufactory. In 1789 he was sent to Manchester to install a steam engine for Peter Drinkwater and thus his long connection with the city began. In 1790 Ewart took up residence in Manchester as Boulton \& Watt's representative. Amongst other engines, he installed one for Samuel Oldknow at Stockport. In 1792 he became a partner with Oldknow in his cotton-spinning business, but because of financial difficulties he moved back to Birmingham in 1795 to help erect the machines in the new Soho Foundry. He was soon back in Manchester in partnership with Samuel Greg at Quarry Bank Mill, Styal, where he was responsible for developing the water power, installing a steam engine, and being concerned with the spinning machinery and, later, gas lighting at Greg's other mills.

In 1798, Ewart devised an automatic expansion-gear for steam engines, but steam pressures at the time were too low for such a device to be effective. His grasp of the theory of steam power is shown by his paper to the Manchester Literary and Philosophical Society in 1808, On the Measure of Moving Force. In 1813 he patented a power loom to be worked by the pressure of steam or compressed air. In 1824 Charles Babbage consulted him about automatic looms. His interest in textiles continued until at least 1833, when he obtained a patent for a self-acting spinning mule, which was, however, outclassed by the more successful one invented by Richard Roberts. Ewart gave much help and advice to others. The development of the machine tools at Boulton \& Watt's Soho Foundry has been mentioned already. He also helped James Watt with his machine for copying sculptures. While he continued to run his own textile mill, Ewart was also in partnership with Charles Macintosh, the pioneer of rubber-coated cloth. He was involved with William Fairbairn concerning steam engines for the boats that Fairbairn was building in Manchester, and it was through Ewart that Eaton Hodgkinson was introduced to Fairbairn and so made the tests and calculations for the tubes for the Britannia Railway Bridge across the Menai Straits. Ewart was involved with the launching of the Liverpool \& Manchester Railway as he was a director of the Manchester Chamber of Commerce at the time.

In 1835 he uprooted himself from Manchester and became the first Chief Engineer for the Royal Navy, assuming responsibility for the steamboats, which by 1837 numbered 227 in service. He set up repair facilities and planned workshops for overhauling engines at Woolwich Dockyard, the first establishment of its type. It was here that he was killed in an accident when a chain broke while he was supervising the lifting of a large boiler. Engineering was Ewart's life, and it is possible to give only a brief account of his varied interests and connections here.

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SUBJECT AREA: Textiles

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Isaac Holden's father, who had the same name, had been a farmer and lead miner at Alston in Cumbria before moving to work in a coal-mine near Glasgow. After a short period at Kilbarchan grammar school, the younger Isaac was engaged first as a drawboy to two weavers and then, after the family had moved to Johnstone, Scotland, worked in a cotton-spinning mill while attending night school to improve his education. He was able to learn Latin and bookkeeping, but when he was about 15 he was apprenticed to an uncle as a shawl-weaver. This proved to be too much for his strength so he returned to scholastic studies and became Assistant to an able teacher, John Kennedy, who lectured on physics, chemistry and history, which he also taught to his colleague. The elder Isaac died in 1826 and the younger had to provide for his mother and younger brother, but in 1828, at the age of 21, he moved to a teaching post in Leeds. He filled similar positions in Huddersfield and Reading, where in October 1829 he invented and demonstrated the lucifer match but did not seek to exploit it. In 1830 he returned because of ill health to his mother in Scotland, where he began to teach again. However, he was recommended as a bookkeeper to William Townend, member of the firm of Townend Brothers, Cullingworth, near Bingley, Yorkshire. Holden moved there in November 1830 and was soon involved in running the mill, eventually becoming a partner.

In 1833 Holden urged Messrs Townend to introduce seven wool-combing machines of Collier's designs, but they were found to be very imperfect and brought only trouble and loss. In 1836 Holden began experimenting on the machines until they showed reasonable success. He decided to concentrate entirely on developing the combing machine and in 1846 moved to Bradford to form an alliance with Samuel Lister. A joint patent in 1847 covered improvements to the Collier combing machine. The "square motion" imitated the action of the hand-comber more closely and was patented in 1856. Five more patents followed in 1857 and others from 1858 to 1862. Holden recommended that the machines should be introduced into France, where they would be more valuable for the merino trade. This venture was begun in 1848 in the joint partnership of Lister \& Holden, with equal shares of profits. Holden established a mill at Saint-Denis, first with Donisthorpe machines and then with his own "square motion" type. Other mills were founded at Rheims and at Croix, near Roubaix. In 1858 Lister decided to retire from the French concerns and sold his share to Holden. Soon after this, Holden decided to remodel all their machinery for washing and carding the gill machines as well as perfecting the square comb. Four years of excessive application followed, during which time £20,000 was spent in experiments in a small mill at Bradford. The result fully justified the expenditure and the Alston Works was built in Bradford.

Holden was a Liberal and from 1865 to 1868 he represented Knaresborough in Parliament. Later he became the Member of Parliament for the Northern Division of the Riding, Yorkshire, and then for the town of Keighley after the constituencies had been altered. He was liberal in his support of religious, charitable and political objectives. His house at Oakworth, near Keighley, must have been one of the earliest to have been lit by electricity.

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SUBJECT AREA: Recording

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He graduated from the Dover Academy (Delaware) in 1882 and was apprenticed in a machine-repair firm in Philadelphia and studied in evening classes at the Spring Garden Institute. In 1888 he took employment in a small Philadelphia machine shop owned by Andrew Scull, specializing in repair and bookbinding machinery. After travels in the western part of the US, in 1891 he became a partner in Scull \& Johnson, Manufacturing Machinists, and established a further company, the New Jersey Wire Stitching Machine Company. He bought out Andrew Scull's interest in October 1894 (the last instalment being paid in 1897) and became an independent general machinist. In 1896 he had perfected a spring motor for the Berliner flat-disc gramophone, and he started experimenting with a more direct method of recording in a spiral groove: that of cutting in wax. Co-operation with Berliner eventually led to the incorporation of the Victor Talking Machine Company in 1901. The innumerable court cases stemming from the fact that so many patents for various elements in sound recording and reproduction were in very many hands were brought to an end in 1903 when Johnson was material in establishing cross-licencing agreements between Victor, Columbia Graphophone and Edison to create what is known as a patent pool. Early on, Johnson had a thorough experience in all matters concerning the development and manufacture of both gramophones and records. He made and patented many major contributions in all these fields, and his approach was very business-like in that the contribution to cost of each part or process was always a decisive factor in his designs. This attitude was material in his consulting work for the sister company, the Gramophone Company, in London before it set up its own factories in 1910. He had quickly learned the advantages of advertising and of providing customers with durable equipment and records. This motivation was so strong that Johnson set up a research programme for determining the cause of wear in records. It turned out to depend on groove profile, and from 1911 one particular profile was adhered to and processes for transforming the grooves of valuable earlier records were developed. Without precise measuring instruments, he used the durability as the determining factor. Johnson withdrew more and more to the role of manager, and the Victor Talking Machine Company gained such a position in the market that the US anti-trust legislation was used against it. However, a generation change in the Board of Directors and certain erroneous decisions as to product line started a decline, and in February 1926 Johnson withdrew on extended sick leave: these changes led to the eventual sale of Victor. However, Victor survived due to the advent of radio and the electrification of replay equipment and became a part of Radio Corporation of America. In retirement Johnson took up various activities in the arts and sciences and financially supported several projects; his private yacht was used in 1933 in work with the Smithsonian Institution on a deep-sea hydrographie and fauna-collecting expedition near Puerto Rico.

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SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering

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Henry Maudslay was the third son of an ex-soldier and storekeeper at Woolwich Arsenal. At the age of 12 he was employed at the Arsenal filling cartridges; two years later he was transferred to the woodworking department, adjacent to the smithy, to which he moved when 15 years old. He was a rapid learner, and three years later Joseph Bramah took him on for the construction of special tools required for the mass-production of his locks. Maudslay was thus employed for the next eight years. He became Bramah's foreman, married his housekeeper, Sarah Tindale, and, unable to better himself, decided to leave and set up on his own. He soon outgrew his first premises in Wells Street and moved to Margaret Street, off Oxford Street, where some examples of his workmanship were displayed in the window. These caught the attention of a visiting Frenchman, de Bacquancourt; he was a friend of Marc Isambard Brunel, who was then in the early stages of designing the block-making machinery later installed at Portsmouth dockyard.

Brunel wanted first a set of working models, as he did not think that the Lords of the Admiralty would be capable of understanding engineering drawings; Maudslay made these for him within the next two years. Sir Samuel Bentham, Inspector-General of Naval Works, agreed that Brunel's system was superior to the one that he had gone some way in developing; the Admiralty approved, and an order was placed for the complete plant. The manufacture of the machinery occupied Maudslay for the next six years; he was assisted by a draughtsman whom he took on from Portsmouth dockyard, Joshua Field (1786–1863), who became his partner in Maudslay, Son and Field. There were as many as eighty employees at Margaret Street until, in 1810, larger premises became necessary and a new works was built at Lambeth Marsh where, eventually, there were up to two hundred workers. The new factory was flanked by two houses, one of which was occupied by Maudslay, the other by Field. The firm became noted for its production of marine steam-engines, notably Maudslay's table engine which was first introduced in 1807.

Maudslay was a consummate craftsman who was never happier than when working at his bench or at a machine tool; he was also one of the first engineers to appreciate the virtues of standardization. Evidence of this appreciation is to be found in his work in the development of the Bramah lock and then on the machine tools for the manufacture of ship's blocks to Marc Brunel's designs; possibly his most important contribution was the invention in 1797 of the metal lathe. He made a number of surface plates of the finest quality. The most celebrated of his numerous measuring devices was a micrometer-based machine which he termed his "Lord Chancellor" because, in the machine shop, it represented the "final court of appeal", measuring to one-thousandth of an inch.

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SUBJECT AREA: Automotive engineering, Steam and internal combustion engines

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Orphaned at the age of 10, Maybach was destined to become one of the world's most renowned engine designers. From 1868 he was apprenticed as a draughtsman at the Briiderhaus Engineering Works in Reurlingen, where his talents were recognized by Gottlieb Daimler, who was Manager and Technical Director. Nikolaus Otto had by then developed his atmospheric engine and reorganized his company, Otto \& Langen, into Gasmotorenfabrik Deutz, of which he appointed Daimler Manager. After employment at a machine builders in Karlsruhe, in 1872 Maybach followed Daimler to Deutz where he worked as a partner on the design of high-speed engines: his engines ran at up to 900 rpm, some three times as fast as conventional engines of the time. Maybach made improvements to the timing, carburation and other features. In 1881 Daimler left the Deutz Company and set up on his own as a freelance inventor, moving with his family to Bad Cannstatt; in April 1882 Maybach joined him as Engineer and Designer to set up a partnership to develop lightweight high-speed engines suitable for vehicles. A motor cycle appeared in 1885 and a modified horse-drawn carriage was fitted with a Maybach engine in 1886. Other applications to small boats, fire-engine pumps and small locomotives quickly followed, and the Vee engine of 1890 that was fitted into the French Peugeot automobiles had a profound effect upon the new sport of motor racing. In 1895 Daimler won the first international motor race and the same year Maybach became Technical Director of the Daimler firm. In 1899 Emil Jellinek, Daimler agent in France and also Austro-Hungarian consul, required a car to compete with Panhard and Levassor, who had been victorious in the Paris-Bordeaux race; he wanted more power and a lower centre of gravity, and turned to Maybach with his requirements, the 35 hp Daimler- Simplex of 1901 being the outcome. Its performance and road holding superseded those of all others at the time; it was so successful that Jellinek immediately placed an order for thirty-six cars. His daughter's name was Mercedes, after whom, when the merger of Daimler and Benz came about, the name Mercedes-Benz was adopted.

In his later years, Maybach designed the engine for the Zeppelin airships. He retired from the Daimler Company in 1907.

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KAB / IMcN