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101 liable
liable ['laɪəbəl]∎ to be held liable for sth être tenu (pour) responsable de qch;∎ employers are liable for their staff's mistakes les employeurs sont (civilement) responsables des erreurs de leur personnel;∎ to be liable for sb's debts répondre des dettes de qn;∎ you'll be liable for damages on sera en droit de vous demander ou réclamer des dommages et intérêts∎ to be liable to do sth (person, thing) risquer de faire qch;∎ the programme is liable to change le programme est susceptible d'être modifié, il se peut que le programme subisse des modifications;∎ he's liable to arrive at any moment il peut arriver d'une minute à l'autre;∎ the bomb is liable to explode at any moment la bombe risque d'exploser à tout instant;∎ we are all liable to make mistakes tout le monde peut se tromper;∎ if you don't remind him, he's liable to forget si on ne lui rappelle pas, il risque d'oublier;∎ to be liable to headaches être sujet aux maux de tête∎ to be liable for tax (person) être assujetti à ou redevable de l'impôt; (goods) être assujetti à une taxe;∎ offenders are liable to a fine les contrevenants sont passibles d'une amende;∎ he is liable to be prosecuted il s'expose à des poursuites judiciaires;∎ Military to be liable for military service être astreint au service militaire -
102 Porter, Charles Talbot
SUBJECT AREA: Steam and internal combustion engines[br]b. 18 January 1826 Auburn, New York, USAd. 1910 USA[br]American inventor of a stone dressing machine, an improved centrifugal governor and a high-speed steam engine.[br]Porter graduated from Hamilton College, New York, in 1845, read law in his father's office, and in the autumn of 1847 was admitted to the Bar. He practised for six or seven years in Rochester, New York, and then in New York City. He was drawn into engineering when aged about 30, first through a client who claimed to have invented a revolutionary type of engine and offered Porter the rights to it as payment of a debt. Having lent more money, Porter saw neither the man nor the engine again. Porter followed this with a similar experience over a patent for a stone dressing machine, except this time the machine was built. It proved to be a failure, but Porter set about redesigning it and found that it was vastly improved when it ran faster. His improved machine went into production. It was while trying to get the steam engine that drove the stone dressing machine to run more smoothly that he made a discovery that formed the basis for his subsequent work.Porter took the ordinary Watt centrifugal governor and increased the speed by a factor of about ten; although he had to reduce the size of the weights, he gained a motion that was powerful. To make the device sufficiently responsive at the right speed, he balanced the centrifugal forces by a counterweight. This prevented the weights flying outwards until the optimum speed was reached, so that the steam valves remained fully open until that point and then the weights reacted more quickly to variations in speed. He took out a patent in 1858, and its importance was quickly recognized. At first he manufactured and sold the governors himself in a specially equipped factory, because this was the only way he felt he could get sufficient accuracy to ensure a perfect action. For marine use, the counterweight was replaced by a spring.Higher speed had brought the advantage of smoother running and so he thought that the same principles could be applied to the steam engine itself, but it was to take extensive design modifications over several years before his vision was realized. In the winter of 1860–1, J.F. Allen met Porter and sketched out his idea of a new type of steam inlet valve. Porter saw the potential of this for his high-speed engine and Allen took out patents for it in 1862. The valves were driven by a new valve gear designed by Pius Fink. Porter decided to display his engine at the International Exhibition in London in 1862, but it had to be assembled on site because the parts were finished in America only just in time to be shipped to meet the deadline. Running at 150 rpm, the engine caused a sensation, but as it was non-condensing there were few orders. Porter added condensing apparatus and, after the failure of Ormerod Grierson \& Co., entered into an agreement with Joseph Whitworth to build the engines. Four were exhibited at the 1867 Paris Exposition Universelle, but Whitworth and Porter fell out and in 1868 Porter returned to America.Porter established another factory to build his engine in America, but he ran into all sorts of difficulties, both mechanical and financial. Some engines were built, and serious production was started c. 1874, but again there were further problems and Porter had to leave his firm. High-speed engines based on his designs continued to be made until after 1907 by the Southwark Foundry and Machine Company, Philadelphia, so Porter's ideas were proved viable and led to many other high-speed designs.[br]Bibliography1908, Engineering Reminiscences, New York: J. Wiley \& Sons; reprinted 1985, Bradley, Ill.: Lindsay (autobiography; the main source of information about his life).Further ReadingR.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (examines his governor and steam engine).O.Mayr, 1974, "Yankee practice and engineering theory; Charles T.Porter and the dynamics of the high-speed engine", Technology and Culture 16 (4) (examines his governor and steam engine).RLH -
103 Zeppelin, Count Ferdinand von
SUBJECT AREA: Aerospace[br]b. 8 July 1838 Konstanz, Germanyd. 8 March 1917 Berlin, Germany[br]German designer of rigid airships, which became known as Zeppelins.[br]Zeppelin served in the German Army and retired with the rank of General in 1890. While in the army, he was impressed by the use of balloons in the American Civil War and during the Siege of Paris. By the time he retired, non-rigid airships were just beginning to make their mark. Zeppelin decided to build an airship with a rigid framework to support the gas bags. Plans were drawn up in 1893 with the assistance of Theodore Kober, an engineer, but the idea was rejected by the authorities. A company was founded in 1898 and construction began. The Luftschiff Zeppelin No. 1 (LZ1) made its first flight on 2 July 1900. Modifications were needed and the second flight took place in October. A reporter called Hugo Eckener covered this and later flights: his comments and suggestions so impressed Zeppelin that Eckener eventually became his partner, publicist, fund-raiser and pilot.The performance of the subsequent Zeppelins gradually improved, but there was limited military interest. In November 1909 a company with the abbreviated name DELAG was founded to operate passenger-carrying Zeppelins. The service was opened by LZ 7 Deutschland in mid-June 1910, and the initial network of Frankfurt, Baden- Baden and Düsseldorf was expanded. Eckener became a very efficient Director of Flight Operations, and by the outbreak of war in 1914 some 35,000 passengers had been carried without any fatalities. During the First World War many Zeppelins were built and they carried out air-raids on Britain. Despite their menacing reputation, they were very vulnerable to attack by fighters. Zeppelin, now in his seventies, turned his attention to large bombers, following the success of Sikorsky's Grand, but he died in 1917. Eckener continued to instruct crews and improve the Zeppelin designs. When the war ended Eckener arranged to supply the Americans with an airship as part of German reparations: this became the Los Angeles. In 1928 a huge new airship, the Graf Zeppelin, was completed and Eckener took command. He took the Graf Zeppelin on many successful flights, including a voyage around the world in 1929.[br]Bibliography1908, Erfahrungen beim Bau von Luftschiffen, Berlin. 1908, Die Eroberung der Luft, Stuttgart.Further ReadingThere are many books on the history of airships, and on Graf von Zeppelin in particular. Of note are: H.Eckener, 1938, Count Zeppelin: The Man and His Work, London.——1958, My Zeppelins, London.P.W.Brooks, 1992, Zeppelin: Rigid Airships 1893–1940, London.T.Nielson, 1955, The Zeppelin Story: The Life of Hugo Eckener, English edn, London (written as a novel in direct speech).M.Goldsmith, 1931, Zeppelin: A Biography, New York.W.R.Nitshe, 1977, The Zeppelin Story, New York.F.Gütschow, 1985, Das Luftschiff, Stuttgart (a record of all the airships).JDSBiographical history of technology > Zeppelin, Count Ferdinand von
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104 black and white effect
"One of a group of photo modifications someone can make to a color photo that mimic different effects that would be achieved by taking the same photo using black and white film stock. One effect uses strict conversion to monochrome by throwing away all of the color information. Others mimic the result when a black and white photo is taken through a colored filter—orange, red, or yellow—to enhance or suppress certain color information. Two effects perform strict conversions to monochrome and then apply a color tint—sepia or cyan—in one step."
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