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who succeeded James I

  • 1 Watt, James

    [br]
    b. 19 January 1735 Greenock, Renfrewshire, Scotland
    d. 19 August 1819 Handsworth Heath, Birmingham, England
    [br]
    Scottish engineer and inventor of the separate condenser for the steam engine.
    [br]
    The sixth child of James Watt, merchant and general contractor, and Agnes Muirhead, Watt was a weak and sickly child; he was one of only two to survive childhood out of a total of eight, yet, like his father, he was to live to an age of over 80. He was educated at local schools, including Greenock Grammar School where he was an uninspired pupil. At the age of 17 he was sent to live with relatives in Glasgow and then in 1755 to London to become an apprentice to a mathematical instrument maker, John Morgan of Finch Lane, Cornhill. Less than a year later he returned to Greenock and then to Glasgow, where he was appointed mathematical instrument maker to the University and was permitted in 1757 to set up a workshop within the University grounds. In this position he came to know many of the University professors and staff, and it was thus that he became involved in work on the steam engine when in 1764 he was asked to put in working order a defective Newcomen engine model. It did not take Watt long to perceive that the great inefficiency of the Newcomen engine was due to the repeated heating and cooling of the cylinder. His idea was to drive the steam out of the cylinder and to condense it in a separate vessel. The story is told of Watt's flash of inspiration as he was walking across Glasgow Green one Sunday afternoon; the idea formed perfectly in his mind and he became anxious to get back to his workshop to construct the necessary apparatus, but this was the Sabbath and work had to wait until the morrow, so Watt forced himself to wait until the Monday morning.
    Watt designed a condensing engine and was lent money for its development by Joseph Black, the Glasgow University professor who had established the concept of latent heat. In 1768 Watt went into partnership with John Roebuck, who required the steam engine for the drainage of a coal-mine that he was opening up at Bo'ness, West Lothian. In 1769, Watt took out his patent for "A New Invented Method of Lessening the Consumption of Steam and Fuel in Fire Engines". When Roebuck went bankrupt in 1772, Matthew Boulton, proprietor of the Soho Engineering Works near Birmingham, bought Roebuck's share in Watt's patent. Watt had met Boulton four years earlier at the Soho works, where power was obtained at that time by means of a water-wheel and a steam engine to pump the water back up again above the wheel. Watt moved to Birmingham in 1774, and after the patent had been extended by Parliament in 1775 he and Boulton embarked on a highly profitable partnership. While Boulton endeavoured to keep the business supplied with capital, Watt continued to refine his engine, making several improvements over the years; he was also involved frequently in legal proceedings over infringements of his patent.
    In 1794 Watt and Boulton founded the new company of Boulton \& Watt, with a view to their retirement; Watt's son James and Boulton's son Matthew assumed management of the company. Watt retired in 1800, but continued to spend much of his time in the workshop he had set up in the garret of his Heathfield home; principal amongst his work after retirement was the invention of a pantograph sculpturing machine.
    James Watt was hard-working, ingenious and essentially practical, but it is doubtful that he would have succeeded as he did without the business sense of his partner, Matthew Boulton. Watt coined the term "horsepower" for quantifying the output of engines, and the SI unit of power, the watt, is named in his honour.
    [br]
    Principal Honours and Distinctions
    FRS 1785. Honorary LLD, University of Glasgow 1806. Foreign Associate, Académie des Sciences, Paris 1814.
    Further Reading
    H.W.Dickinson and R Jenkins, 1927, James Watt and the Steam Engine, Oxford: Clarendon Press.
    L.T.C.Rolt, 1962, James Watt, London: B.T. Batsford.
    R.Wailes, 1963, James Watt, Instrument Maker (The Great Masters: Engineering Heritage, Vol. 1), London: Institution of Mechanical Engineers.
    IMcN

    Biographical history of technology > Watt, James

  • 2 succeed

    1. intransitive verb
    1) (achieve aim) Erfolg haben

    somebody succeeds in something — jemandem gelingt etwas; jemand schafft etwas

    somebody succeeds in doing something — es gelingt jemandem, etwas zu tun

    succeed in business/college — geschäftlich/im Studium erfolgreich sein

    I succeeded in passing the test — ich habe die Prüfung mit Erfolg od. erfolgreich abgelegt

    2) (come next) die Nachfolge antreten

    succeed to an office/the throne — die Nachfolge in einem Amt/die Thronfolge antreten

    succeed to a title/an estate — einen Titel/ein Gut erben

    2. transitive verb
    ablösen [Monarchen, Beamten]

    succeed somebody [in a post] — jemandes Nachfolge [in einem Amt] antreten

    * * *
    [sək'si:d]
    1) (to manage to do what one is trying to do; to achieve one's aim or purpose: He succeeded in persuading her to do it; He's happy to have succeeded in his chosen career; She tried three times to pass her driving-test, and at last succeeded; Our new teaching methods seem to be succeeding.) Erfolg haben
    2) (to follow next in order, and take the place of someone or something else: He succeeded his father as manager of the firm / as king; The cold summer was succeeded by a stormy autumn; If the duke has no children, who will succeed to (= inherit) his property?) nachfolgen
    •
    - academic.ru/71789/success">success
    - successful
    - successfully
    - succession
    - successive
    - successively
    - successor
    - in succession
    * * *
    suc·ceed
    [səkˈsi:d]
    I. vi
    1. (achieve purpose) Erfolg haben, erfolgreich sein
    ▪ to \succeed in sth mit etw dat Erfolg haben
    they \succeeded in their attempt ihr Versuch war ein Erfolg
    ▪ to \succeed in doing sth etw mit Erfolg tun
    they will only \succeed in making things worse damit erreichen sie nur, dass alles noch schlimmer wird
    with a single remark you've \succeeded in offending everyone ( iron) mit einer einzigen Bemerkung hast du es geschafft, alle vor den Kopf zu stoßen
    to \succeed in business geschäftlich erfolgreich sein
    to \succeed whatever the circumstances unter allen Umständen Erfolg haben
    the plan \succeeded der Plan ist gelungen
    2. (follow) nachfolgen, die Nachfolge antreten, Nachfolger/in werden
    ▪ to \succeed to sth die Nachfolge in etw dat antreten
    to \succeed to an office die Nachfolge in einem Amt antreten
    to \succeed to the throne die Thronfolge antreten
    to \succeed to [great] wealth [große] Reichtümer erben
    3.
    ▶ if at first you don't \succeed, try, try again ( prov) wirf die Flinte nicht gleich ins Korn fam
    II. vt
    ▪ to \succeed sb [as sth] jds Nachfolge [als etw] antreten
    to \succeed sb in office jds Amt übernehmen, jdm im Amt nachfolgen
    to \succeed sb in a post jds Stelle antreten
    * * *
    [sək'siːd]
    1. vi
    1) (= be successful person) erfolgreich sein, Erfolg haben; (plan etc) gelingen, erfolgreich sein

    to succeed in business/in a plan — geschäftlich/mit einem Plan erfolgreich sein

    I succeeded in doing it — es gelang mir, es zu tun

    you'll only succeed in making things worse —

    nothing succeeds like success (prov) — nichts ist so erfolgreich wie der Erfolg

    if at first you don't succeed(, try, try, try again) (Prov) — wirf die Flinte nicht gleich ins Korn (prov)

    2)

    (= come next) to succeed to an office — in einem Amt nachfolgen

    he succeeded to his father's position — er wurde (der) Nachfolger seines Vaters, er trat die Nachfolge seines Vaters an (geh)

    to succeed to the throne —

    2. vt
    (= come after, take the place of) folgen (+dat), folgen auf (+acc); (person also) Nachfolger(in) m(f) werden +gen

    to succeed sb in a post/in office — jds Nachfolger werden, jds Stelle/Amt (acc) übernehmen

    who succeeded James I? — wer kam nach or folgte auf Jakob I.?

    * * *
    succeed [səkˈsiːd]
    A v/i
    1. glücken, erfolgreich sein oder verlaufen, gelingen, Erfolg haben (Sache):
    nothing succeeds like success (Sprichwort) nichts ist so erfolgreich wie der Erfolg
    2. Erfolg haben, erfolgreich sein, sein Ziel erreichen (Person) (as als; in mit etwas; with bei jemandem):
    he succeeded in doing sth es gelang ihm, etwas zu tun;
    succeed in action JUR obsiegen;
    he succeeded very badly es gelang ihm sehr schlecht
    3. (to)
    a) Nachfolger werden (in einem Amt etc)
    b) erben (akk):
    succeed to the throne auf dem Thron folgen;
    succeed to sb’s rights in jemandes Rechte eintreten
    4. (to) (unmittelbar) folgen (dat oder auf akk), nachfolgen (dat)
    B v/t (nach)folgen (dat), folgen (dat oder auf akk), jemandes (Amts- oder Rechts)Nachfolger(in) werden, jemanden beerben:
    succeed sb in office jemandes Amt übernehmen
    * * *
    1. intransitive verb
    1) (achieve aim) Erfolg haben

    somebody succeeds in something — jemandem gelingt etwas; jemand schafft etwas

    somebody succeeds in doing something — es gelingt jemandem, etwas zu tun

    succeed in business/college — geschäftlich/im Studium erfolgreich sein

    2) (come next) die Nachfolge antreten

    succeed to an office/the throne — die Nachfolge in einem Amt/die Thronfolge antreten

    succeed to a title/an estate — einen Titel/ein Gut erben

    2. transitive verb
    ablösen [Monarchen, Beamten]

    succeed somebody [in a post] — jemandes Nachfolge [in einem Amt] antreten

    * * *
    v.
    Erfolg haben ausdr.
    folgen v.
    gelingen v.
    glücken v.

    English-german dictionary > succeed

  • 3 Stephenson, George

    [br]
    b. 9 June 1781 Wylam, Northumberland, England
    d. 12 August 1848 Tapton House, Chesterfield, England
    [br]
    English engineer, "the father of railways".
    [br]
    George Stephenson was the son of the fireman of the pumping engine at Wylam colliery, and horses drew wagons of coal along the wooden rails of the Wylam wagonway past the house in which he was born and spent his earliest childhood. While still a child he worked as a cowherd, but soon moved to working at coal pits. At 17 years of age he showed sufficient mechanical talent to be placed in charge of a new pumping engine, and had already achieved a job more responsible than that of his father. Despite his position he was still illiterate, although he subsequently learned to read and write. He was largely self-educated.
    In 1801 he was appointed Brakesman of the winding engine at Black Callerton pit, with responsibility for lowering the miners safely to their work. Then, about two years later, he became Brakesman of a new winding engine erected by Robert Hawthorn at Willington Quay on the Tyne. Returning collier brigs discharged ballast into wagons and the engine drew the wagons up an inclined plane to the top of "Ballast Hill" for their contents to be tipped; this was one of the earliest applications of steam power to transport, other than experimentally.
    In 1804 Stephenson moved to West Moor pit, Killingworth, again as Brakesman. In 1811 he demonstrated his mechanical skill by successfully modifying a new and unsatisfactory atmospheric engine, a task that had defeated the efforts of others, to enable it to pump a drowned pit clear of water. The following year he was appointed Enginewright at Killingworth, in charge of the machinery in all the collieries of the "Grand Allies", the prominent coal-owning families of Wortley, Liddell and Bowes, with authorization also to work for others. He built many stationary engines and he closely examined locomotives of John Blenkinsop's type on the Kenton \& Coxlodge wagonway, as well as those of William Hedley at Wylam.
    It was in 1813 that Sir Thomas Liddell requested George Stephenson to build a steam locomotive for the Killingworth wagonway: Blucher made its first trial run on 25 July 1814 and was based on Blenkinsop's locomotives, although it lacked their rack-and-pinion drive. George Stephenson is credited with building the first locomotive both to run on edge rails and be driven by adhesion, an arrangement that has been the conventional one ever since. Yet Blucher was far from perfect and over the next few years, while other engineers ignored the steam locomotive, Stephenson built a succession of them, each an improvement on the last.
    During this period many lives were lost in coalmines from explosions of gas ignited by miners' lamps. By observation and experiment (sometimes at great personal risk) Stephenson invented a satisfactory safety lamp, working independently of the noted scientist Sir Humphry Davy who also invented such a lamp around the same time.
    In 1817 George Stephenson designed his first locomotive for an outside customer, the Kilmarnock \& Troon Railway, and in 1819 he laid out the Hetton Colliery Railway in County Durham, for which his brother Robert was Resident Engineer. This was the first railway to be worked entirely without animal traction: it used inclined planes with stationary engines, self-acting inclined planes powered by gravity, and locomotives.
    On 19 April 1821 Stephenson was introduced to Edward Pease, one of the main promoters of the Stockton \& Darlington Railway (S \& DR), which by coincidence received its Act of Parliament the same day. George Stephenson carried out a further survey, to improve the proposed line, and in this he was assisted by his 18-year-old son, Robert Stephenson, whom he had ensured received the theoretical education which he himself lacked. It is doubtful whether either could have succeeded without the other; together they were to make the steam railway practicable.
    At George Stephenson's instance, much of the S \& DR was laid with wrought-iron rails recently developed by John Birkinshaw at Bedlington Ironworks, Morpeth. These were longer than cast-iron rails and were not brittle: they made a track well suited for locomotives. In June 1823 George and Robert Stephenson, with other partners, founded a firm in Newcastle upon Tyne to build locomotives and rolling stock and to do general engineering work: after its Managing Partner, the firm was called Robert Stephenson \& Co.
    In 1824 the promoters of the Liverpool \& Manchester Railway (L \& MR) invited George Stephenson to resurvey their proposed line in order to reduce opposition to it. William James, a wealthy land agent who had become a visionary protagonist of a national railway network and had seen Stephenson's locomotives at Killingworth, had promoted the L \& MR with some merchants of Liverpool and had carried out the first survey; however, he overreached himself in business and, shortly after the invitation to Stephenson, became bankrupt. In his own survey, however, George Stephenson lacked the assistance of his son Robert, who had left for South America, and he delegated much of the detailed work to incompetent assistants. During a devastating Parliamentary examination in the spring of 1825, much of his survey was shown to be seriously inaccurate and the L \& MR's application for an Act of Parliament was refused. The railway's promoters discharged Stephenson and had their line surveyed yet again, by C.B. Vignoles.
    The Stockton \& Darlington Railway was, however, triumphantly opened in the presence of vast crowds in September 1825, with Stephenson himself driving the locomotive Locomotion, which had been built at Robert Stephenson \& Co.'s Newcastle works. Once the railway was at work, horse-drawn and gravity-powered traffic shared the line with locomotives: in 1828 Stephenson invented the horse dandy, a wagon at the back of a train in which a horse could travel over the gravity-operated stretches, instead of trotting behind.
    Meanwhile, in May 1826, the Liverpool \& Manchester Railway had successfully obtained its Act of Parliament. Stephenson was appointed Engineer in June, and since he and Vignoles proved incompatible the latter left early in 1827. The railway was built by Stephenson and his staff, using direct labour. A considerable controversy arose c. 1828 over the motive power to be used: the traffic anticipated was too great for horses, but the performance of the reciprocal system of cable haulage developed by Benjamin Thompson appeared in many respects superior to that of contemporary locomotives. The company instituted a prize competition for a better locomotive and the Rainhill Trials were held in October 1829.
    Robert Stephenson had been working on improved locomotive designs since his return from America in 1827, but it was the L \& MR's Treasurer, Henry Booth, who suggested the multi-tubular boiler to George Stephenson. This was incorporated into a locomotive built by Robert Stephenson for the trials: Rocket was entered by the three men in partnership. The other principal entrants were Novelty, entered by John Braithwaite and John Ericsson, and Sans Pareil, entered by Timothy Hackworth, but only Rocket, driven by George Stephenson, met all the organizers' demands; indeed, it far surpassed them and demonstrated the practicability of the long-distance steam railway. With the opening of the Liverpool \& Manchester Railway in 1830, the age of railways began.
    Stephenson was active in many aspects. He advised on the construction of the Belgian State Railway, of which the Brussels-Malines section, opened in 1835, was the first all-steam railway on the European continent. In England, proposals to link the L \& MR with the Midlands had culminated in an Act of Parliament for the Grand Junction Railway in 1833: this was to run from Warrington, which was already linked to the L \& MR, to Birmingham. George Stephenson had been in charge of the surveys, and for the railway's construction he and J.U. Rastrick were initially Principal Engineers, with Stephenson's former pupil Joseph Locke under them; by 1835 both Stephenson and Rastrick had withdrawn and Locke was Engineer-in-Chief. Stephenson remained much in demand elsewhere: he was particularly associated with the construction of the North Midland Railway (Derby to Leeds) and related lines. He was active in many other places and carried out, for instance, preliminary surveys for the Chester \& Holyhead and Newcastle \& Berwick Railways, which were important links in the lines of communication between London and, respectively, Dublin and Edinburgh.
    He eventually retired to Tapton House, Chesterfield, overlooking the North Midland. A man who was self-made (with great success) against colossal odds, he was ever reluctant, regrettably, to give others their due credit, although in retirement, immensely wealthy and full of honour, he was still able to mingle with people of all ranks.
    [br]
    Principal Honours and Distinctions
    President, Institution of Mechanical Engineers, on its formation in 1847. Order of Leopold (Belgium) 1835. Stephenson refused both a knighthood and Fellowship of the Royal Society.
    Bibliography
    1815, jointly with Ralph Dodd, British patent no. 3,887 (locomotive drive by connecting rods directly to the wheels).
    1817, jointly with William Losh, British patent no. 4,067 (steam springs for locomotives, and improvements to track).
    Further Reading
    L.T.C.Rolt, 1960, George and Robert Stephenson, Longman (the best modern biography; includes a bibliography).
    S.Smiles, 1874, The Lives of George and Robert Stephenson, rev. edn, London (although sycophantic, this is probably the best nineteenthcentury biography).
    PJGR

    Biographical history of technology > Stephenson, George

  • 4 Hertz, Heinrich Rudolph

    [br]
    b. 22 February 1857 Hamburg, Germany
    d. 1 January 1894 Bonn, Germany
    [br]
    German physicist who was reputedly the first person to transmit and receive radio waves.
    [br]
    At the age of 17 Hertz entered the Gelehrtenschule of the Johaneums in Hamburg, but he left the following year to obtain practical experience for a year with a firm of engineers in Frankfurt am Main. He then spent six months at the Dresden Technical High School, followed by year of military service in Berlin. At this point he decided to switch from engineering to physics, and after a year in Munich he studied physics under Helmholtz at the University of Berlin, gaining his PhD with high honours in 1880. From 1883 to 1885 he was a privat-dozent at Kiel, during which time he studied the electromagnetic theory of James Clerk Maxwell. In 1885 he succeeded to the Chair in Physics at Karlsruhe Technical High School. There, in 1887, he constructed a rudimentary transmitter consisting of two 30 cm (12 in.) rods with metal balls separated by a 7.5 mm (0.3 in.) gap at the inner ends and metallic plates at the outer ends, the whole assembly being mounted at the focus of a large parabolic metal mirror and the two rods being connected to an induction coil. At the other side of his laboratory he placed a 70 cm (27½ in.) diameter wire loop with a similar air gap at the focus of a second metal mirror. When the induction coil was made to create a spark across the transmitter air gap, he found that a spark also occurred at the "receiver". By a series of experiments he was not only able to show that the invisible waves travelled in straight lines and were reflected by the parabolic mirrors, but also that the vibrations could be refracted like visible light and had a similar wavelength. By this first transmission and reception of radio waves he thus confirmed the theoretical predictions made by Maxwell some twenty years earlier. It was probably in his experiments with this apparatus in 1887 that Hertz also observed that the voltage at which a spark was able to jump a gap was significantly reduced by the presence of ultraviolet light. This so-called photoelectric effect was subsequently placed on a theoretical basis by Albert Einstein in 1905. In 1889 he became Professor of Physics at the University of Bonn, where he continued to investigate the nature of electric discharges in gases at low pressure until his death after a long and painful illness. In recognition of his measurement of radio and other waves, the international unit of frequency of an oscillatory wave, the cycle per second, is now universally known as the Hertz.
    [br]
    Principal Honours and Distinctions
    Royal Society Rumford Medal 1890.
    Bibliography
    Much of Hertz's work, including his 1890 paper "On the fundamental equations of electrodynamics for bodies at rest", is recorded in three collections of his papers which are available in English translations by D.E.Jones et al., namely Electric Waves (1893), Miscellaneous Papers (1896) and Principles of Mechanics (1899).
    Further Reading
    J.G.O'Hara and W.Pricha, 1987, Hertz and the Maxwellians, London: Peter Peregrinus. J.Hertz, 1977, Heinrich Hertz, Memoirs, Letters and Diaries, San Francisco: San Francisco Press.
    KF

    Biographical history of technology > Hertz, Heinrich Rudolph

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