Building the last great airship.

It is in 1930's propaganda style German, but there are some great images and film of construction details.

 

Released a year after the Hindenburg disaster, this film documents the construction process of the next zeppelin, the LZ 130. At this stage seen in the film, she was to have been nearly identical to the LZ 129 (Hindenburg), with only a small number of minor improvements (notably, her tail fins were 60 centimeters shorter in addition to some slight changes elsewhere). Later redesigned with new passenger decks and tractor-type engine cars designed for helium, the LZ 130, named the Graf Zeppelin (II), would ultimately be the last zeppelin ever flown.

 

Enjoy
Keep your sightglass full, your firebox trimmed, and your water iced. 

KJ

 

An aerial view of a portion of the Grand Fleet at anchor in the Firth of Forth looking at the iconic rail bridge, taken from the British Airship R.9.

Secrets of the L49

Found this fascinating description of the interior of the downed German airship L49.

Enjoy
Keep your sightglass full, your firebox trimmed and your water iced.
KJ

From the ‘Nottingham Evening Post,’ 1st November 1917.


In the early hours of 20th October 1917, disorientated, suffering from airsickness, with only two engines working and attacked by Nieuports of Escadrille N.152, Zeppelin L49 came down in France.

It was examined in great detail by the British and French and an account of an inspection by an American “air expert” was published on 1st November 1917.

SECRETS OF THE L49.

FINDINGS OF AN AMERICAN EXPERT.

FROZEN WATER BALLAST.

An air expert of the Chicago Daily News, who visited the wrecked Zeppelin at Bourbonne-les-Bains, has communicated the following account of his impressions to the Press Association’s correspondent.

“Having just visited Zeppelin L49, which fell five kilometres from here, I have been struck by a number of facts. In the tanks there was still a large amount of petrol. The alcoholised water used for fluid ballast was frozen in the reservoirs, and in the 19 balloons of goldbeaters’ skin there was a great lack of gas. The only conclusion to be drawn from these facts was that the Zeppelin’s descent was caused by want of gas, and the impossibility of dropping ballast owing to the freezing of the water.

“Two meteorological authorities have informed me that the Zeppelin’s commander was, in all probability, deceived by the heavy wind like a mistral, which was more violent at the higher than at the lower altitudes. The highest altitude shown by the instruments was 7,000 metres, and rising to this height no doubt resulted in loss of hydrogen, and caused the liquid ballast to freeze. After descending to a lower altitude the commander was unable to reduce his ballast but went on in the hope of reaching Germany. French fighting machines, however, forced him to land. Hoping to set his machine on fire, the commander fired his pistol at the Zeppelin until stopped by a French sentinel. Fortunately he did not succeed. His only remark was ‘As you please, but I thought I had the right to destroy my machine when I surrendered.’

“COMFORTLESS CONVEYANCE.

“I went all over the captured airship from the turret platform to the cars. In the wireless telegraphy compartment I found some dry biscuits marked ‘Hanover,’ but was afraid to taste them for fear of poison.

“After all I had heard of Zeppelin comfort, I was surprised not to find much. On the contrary, I should not care to pass a night in one, even for the pleasure of bombing Berlin. The means of communication in the interior of the envelope consisted of an aluminium bridge 4½ inches wide of very fragile construction made of small pieces of aluminium and thin wood, with wire here and there to assist the passenger in keeping his balance. The sides of the bridge were merely waterproofed cloth – nothing else between the passenger and the ground beneath, but all, perhaps, that was necessary. But, still, I confess to being somewhat surprised at the makeshift appearance of the construction and workmanship, of which any English or French workman would have been ashamed.

“One notable exception, however, was the wireless room and installation, which closely resembled that of a transatlantic line of the latest type. According to a French expert who was sent to examine the apparatus, it included several new features of some importance. He assured me that in spite of the operator’s attempt to destroy the machinery before abandoning the ship, it would be possible to reconstruct the apparatus completely,

“Forward of the wireless room, the roomy bridge on the control station was furnished with a fibre mat, and with thick glass wind-shields on all sides. On the right and in the centre were two wheels for the elevating and directing rudders respectively, like those on a small motor yacht. A chart table stood on the right. Square stools, with rounded corners, made of thin wood, were used here elsewhere. They were so lightly made that when a French officer stood on one in order to reach the envelope it collapsed.

“IN THE ENGINE-ROOM.

“Aft of the wireless room stands the engine-room, where the largest of the five motors actuates the direct drive propeller. This is reached by a ladder which leads to a narrow path, 500 or 600 feet long, within the envelope. On the engine-room floor there was a folded parachute, which looked as though the engineer wore it attached to his shoulders until the moment when the commander decided to surrender.

“From this main motor-room, where the engine is twice the power of the others, I walked inside the envelope along a frail, narrow path of little sticks mounted on aluminium to a point where two diverging paths led to the nacelles.


“On the way I passed a tube of balloon cloth, enclosing an extremely light aluminium ladder, with rungs as far apart as possible, and leading to this was a wooden ladder reminiscent of those used for toy dog performances, but probably much less strong. I climbed uncertainly some 40 rungs to the top of the envelope, where was a small gun platform for two men and machine guns. I noticed here that the top of the envelope was almost white, shading gradually into black towards the lowest part.

“The aft nacelles, one on each side, were reached by ladders about eight feet long leading down from the interior of the envelope. Each of these contain two motors driving a single propeller – two motors being employed so that only one may be used on each side if it is desired to economise fuel.

“Inside the envelope are 19 balloons of goldbeaters’ skin, with smaller balloons built into them for the purpose of taking any overflow of gas, or if required they can be inflated by means of valves which are controlled from the navigation bridge forward.

“The envelope also contains water tanks of canvas, with a capacity of two hundred litres each, evenly distributed. This water ballast can also be controlled from the bridge. There are besides 16 petrol tanks of very solid construction, so arranged that any motor can be fed from any one tank. The rest of the contents include some spare parts, hammocks for the crew, which were probably not much used this last journey, and the aluminium framework that gives the envelope its shape.”
 
Image: 'The Sphere,' 3rd November 1917.

All the words!

In the early 18th C there was a kind of mania for "dictionaries". While often oriented to the rapidly expanding vocabulary of English, they also covered many distinct subjects.
Many Victorians in the 19th C would recognize these subjects.
Some persist to this day others have faded from the main stream of academic pursuits.

This is from "The New World of Words: or a Universal English Dictionary" by John Philips, first published in 1706, (edited by John Kersey 6th edition). The 6th edition included, "A brief Explication of all terms that relate to the Arts and Sciences, either Liberal or Mechanical, viz."

Here is the list:
Grammar, Rhetorick, Logic, Theology, Law, Metaphysicks, Ethicks, Natural Philosophy, Natural History, Physick, Surgery, Anatomy, Chymistry, Pharmacy, Botanicks, Arithmetick, Geometry, Astronomy, Astrology, Cosmography, Hydrography, Navigation, Architecture, Fortification, Dialling, Surveying, Gauging, Opticks, Catopticks, Diopticks, Perspective, Musick, Mechanicks, Statics, Chiromanct, Physiognomy, Heraldry, Merchandise, Maritime and Military affairs, Agriculture, Gardening, Handicrafts, Jewelling, Painting, Carving, Engraving, Confectionery, Cookery, Horsemanship, Hawking, Hunting, Fowling, Fishing, etc.
------
Whew!
I suspect there was still a lot included under "etc"

Keep your sightglass full, your firebox trimmed, and your water iced.
KJ

A real submarine in 1867?

Previously I wrote about the amazing Ictineo II, the worlds first true submarine.

I am currently reading a fascinating book "Munturiol's Dream" by Mathew Stewart, published in 2004.

The book covers the life of this extraordinary man Narcís Monturiol.  A social revolutionary in turbulent 19th century Spain.  He lept at any chance to try to create a utopia. He was a staunch non-Marxist Communist and participated actively in many revolts and social actions, mostly in Barcelona, that hotbed of republican/utopian unrest in Spain.

What I find most fascinating was that Monturiol was NOT an engineer, he was trained as a lawyer and spent most of his time as a revolutionary publicist. His various journals, pamphlets, and news papers were popular amongst Barcelona's teeming thousands and he was regularly shut down by the authorities as a result. He was several times forced to go into exile in the countryside to avoid arrest.

So how did this revolutionary/utopian end up creating the marvelous machine that was the Ictineo II?

She was steam powered, made of wood, capable of diving to more than 100', with a mechanism for scrubbing carbon dioxide and whose engine generated oxygen for the crew!

Jules Verne's fictional Nautilus couldn't even do that, she had to surface to replenish her air supply.

A truly remarkable machine.

 Mathew Stewart's book chronicles how Monturiol, while in exile on the coast, observed coral divers working to harvest the brilliant coral that grows there. This was an incredibly dangerous job and resulted in many drownings. The divers simply held their breath and held a heavy rock to sink to the sea floor.

He had a dream in which a technological solution would be found to help these people in their dangerous business. In part he figured that if he could show that technological progress could help the poor coral divers without destroying anything, that his dream of a technological and scientific based Utopia could be shown to be feasible.

But he was not an engineer or scientist, he was a writer!

So he set about solving the problem by becoming a self taught engineer. He learned the latest physics, chemistry, materials science, fabrication techniques, everything needed. He conducted experiments and recorded his results. In short he became the classic "Mad Scientist" beavering away on his own to develop a contraption that others thought impossible to achieve.

Chronically short of money, he found surprising support amongst his fellow Utopians and managed to bring his designs to fruition. However that same lack of money meant that his incredible invention was never used or further developed because it was seized for lack of payment of his harbour docking fees and destroyed.

A fascinating technological look at Monturiol's design, and also a look at his time and the point in history that gave birth to the Ictineo II. 

A highly recommended read.

Title
Monturiol's Dream
The Extraordinary Story of the Submarine Inventor who wanted to save the World.

Author
Mathew Stewart


Date
2004

Pubisher
Pantheon

ISBN
0375414398



Keep your sightglass full, your firebox trimmed, and your water iced.
KJ

Once upon a time...

You may have noticed that I and others post images and stories that put a Parasol Duelling Spin (TM) on otherwise historical events.  This may be an affectation but it is also intentional. Very early in the modern (re-)creation of our sport Jayne (Madame Saffron) and I made the conscious decision to always treat parasol duelling as a real historical competition. Surprisingly our friends and fellow Duelists agreed to play along.

I was asked once by a Steampunk blogger if Parasol Duelling was "real". My answer was, "Of course it is real!" Then he said, "No. I mean is it really a Victorian sport?". I paused for a moment and said, "In our Steampunk world it is" :-)

At all the demonstrations and competitions we have done we always treat the sport as real, and therefore worthy of taking it seriously, at least a little bit. By placing Parasol Duelling in the context of real Victorian and Edwardian history we get to tag along with all the wonders, and gorgeous clothes, of that age. But in order to make that work we have to be a bit subtle. This works best when our stories, and the "gloss" that we add to otherwise mundane history, are just realistic enough that the greater non-steampunk world is likely to ponder whether it is true or not.

Steampunks, of course, do not have a problem with alternate histories. In my experience of large Steampunk gatherings there are likely to be any number of alternate histories being discussed, sometimes as many as there are people present in fact. People like to have a back story for their costumes and personae after all. But what makes the one in the background of Parasol Duelling so much fun is that it is shared.

It is not just Steampunks either, our sport has attracted people in various historical re-creation groups as well. The very thing that would have made Parasol Duelling a good sport for Ladies in Queen Victoria's time, elegance, skill, honour, and decorum with a touch of aggression, and intense competition, make it a great sport for cosplayers,Victorian/Edwardian aficionados, steampunks, and even our non-costumed friends and families. 

There is an alternate history in the back ground, you can read it here on this blog and on the pages of Madame Saffron Hemlock's Parasol Duelling League, but all of you who enjoy our elegant sport are helping to write a very real history indeed.

Thank you for joining us on this journey to create the real sport that is Ladies Parasol Duelling.

Spread the word!



Keep your sightglass full, your firebox trimmed, and your water iced.
KJ

Before there were lightmeters...

Another interesting Nomographic device.

Like the Airship Engineer's Slide rule I discussed previously, other technically complex disciplines made use of nomographic devices to simplify on the fly calculations.

Photographers developed devices for determining exposure times known as Actinographs.

The name originally meant a device that recorded the amount of sunlight for a day but was adopted for the photographer's slide rule that used that data.

Here is an example from the later 19th C

Since the exposure time depended on several factors these could be set by sliding the scales. The scales were adjusted to account for plate speed, lens type, and other variables.  The curves on the roller indicated the changing light intensity for different times of the year.  The result was an estimate of the exposure time needed.

Here is another Actinograph that used a card instead of a roller for the sunlight data.
This is one of the first commercially produced devices made by Ferdinand Hurter and Vero Charles Driffield and patented in 1888.

Keep your sightglass full, your firebox trimmed and your water iced.
KJ

A Video full of Airships!

A wonderful video of  post WWI Airship development, triumphs, and tragedies.
Lots of video from the time.
Enjoy

Keep your sightglass full, your firebox trimmed and your water iced.
KJ

Pie in the Sky Project

This one is a thought experiment.

I watched James Cameron's Titanic the other night.
(Yes I cried. Shut up!)

1997 seems like a long time ago, sigh.

As always when I read about the sinking, or see the movies, I am struck by the apparent docility with which the crew and passengers went to their fates in the icy North Atlantic.

With the exception of the children aboard, everyone else had been born and raised during the Victorian era. They had watched massive technological changes being made at a speed unmatched even in today's world. Of the 2224 people aboard on that fateful night there were well educated people, craftsmen, engineers, labourers, sailors, mechanics, domestic servants, business men and farmers. They came from all over Europe, America, and the British isles. Everyone had skills, ideas, hands, and a desperate desire to survive.

So why didn't anybody do anything to help stop the ship from sinking?

I remember reading the transcript of the American hearings held shortly after the sinking*. One of the surviving crewmen was an ex Royal Navy sailor who was amazed that nothing was done to try to stop the inrush of water. Obviously damage control was high on the list of things a Royal Navy sailor would be trained in.

In Cameron's movie the Captain makes a suggestion of opening the watertight doors to help the pumps and is told by the designer that it would only buy a "little more time" and that the sinking was inevitable.

A little more time is better than nothing right?

So here is the project.

Assuming you could convince the passengers and crew to follow your ideas, how would you save the ship? And If you can't save her, how could you buy enough time such that the S.S. Carpathia, when she arrived at 4:00am, could save most of the passengers.

This is the ultimate Escape Room game.

All you have is what is aboard the ship, and your knowledge of what is happening below decks.  This is important since we know more today about how she sank than the crew on board did at the time.

Still an interesting project no?

Here is a video of the sinking from National Geographic. Showing the current ideas of how she sank.

I'll start it off by examining the Captain's suggestion from the movie.

We know that the ultimate problem was that as the breached forward compartments flooded they forced the bow down allowing the water to flow over the too low tops of the water tight bulkheads into the next unflooded compartments. The designer was correct, that as a result the sinking was inevitable.

However, the Captain's suggestion is actually a good one. By judiciously opening the watertight doors in the bulkheads the water levels in the flooded compartments would equalize a bit, but more importantly the angle of the ship would be less steep. This coupled with the pumps would slow the over-topping of the bulkheads. Also since the seas were perfectly flat, allowing the ship to settle more slowly would give the passengers and crew more time out of the water. It would also make it easier to try something else, anything else, without having everything crashing forward on the increasingly steep decks.

Interestingly Royal Navy captains did this during WWI.

One of the biggest risks to a warship if she was torpedoed was capsizing as the compartments on the damaged side of the ship flooded. A capsize was the worst case as it instantly trapped the crew below decks! Captains would order what was known as "counter flooding", intentionally flooding undamaged compartments on the opposite side to keep the ship on a more even keel. The idea was that even if the ship sank as a result of the flooding, she would do so upright, thus allowing the crew more time to get out of the ship and into the boats or the water.

In the conditions in which the Titanic sank the Captain's suggestion above makes good sense.

So...

You find yourself on the bridge of the R.M.S. Titanic at 11:45 pm on April 14, 1912. The mighty ship's engines have stopped, her watertight doors are closed and her Captain has ordered the ship's officers to give him a damage report. Astern you can faintly see the ghostly shape of the iceberg that has doomed the ship on whose bridge you now stand. It is a still, perfectly calm, but very cold night in the North Atlantic, and unless you can come up with something, two hours and forty minutes from now you will be struggling in the icy water with more than 1500 of your fellow passengers. 

Unlike everyone else aboard, you know what is happening and what will happen.

What is your plan?

Keep your sightglass full your firebox trimmed and your water... er... life belt tied. 
KJ

*The Titanic Disaster Hearings: The Official Transcripts of the 1912 Senate Investigation. A fascinating and scary read, which I highly recommend if you are interested in the history of that tragedy.

Here is a great chronology of all the recorded events on board from the survivors accounts.


There is a PDF file of the chronology here. 

Update Feb 12 2016: If you are interested in a kind of macabre time frame in which to work on your plan check out this video of the sinking in real time!

A panorama of Ghosts!

This delightful film, taken from the footplate of a tram in 1901, shows the harbourside of Morecambe in the UK.

A look at a typical day with ordinary people of all classes and occupations going about their business on a bright sunny day.

Also a little creepy to me because these are all ghosts, nobody in this film is still alive.




Keep your sightglass full, your firebox trimmed and your water iced.
KJ

An Airship Technical Gold Mine

Previously I reviewed one of the only books ever published on real airship design.
The author Charles P. Burgess worked for the National Advisory Committee for Aeronautics, the NACA.

During the heyday of the great rigid airships, in the first third of the 20th century, the NACA commissioned and collected a series of technical studies, papers and technological reviews of airship design. These papers show just how seriously rigid airships were taken as the future of heavy lift and long distance aircraft.

Recently NASA (the direct descendant of the NACA) has made scans of these reports and analyses available through the Internet Archive.

If you are curious check out this simple search:

Airship Technical Gold Mine 

Here you will find yellowed type written reports, with hand drawn graphs, diagrams, plans, and old photographs, documenting in detailed analyses the state of the art in Airship design in 20's and 30's.

The files are available in many formats including plain text, colour PDFs, html, epub and other ebook formats.

The titles alone make this old Flight Engineer drool!

Here are some examples to "wet yer whistle":

THE PRESENT STATUS OF AIRSHIP CONSTRUCTION, ESPECIALLY OF AIRSHIP FRAMING CONSTRUCTION
By Hans Ebner
1938





FULL-SCALE TURNING CHARACTERISTICS OF THE U.S.S. LOS ANGELES
By F. L. THOMPSON

CONTRIBUTION TO THE TECHNIQUE OF LANDING LARGE AIRSHIPS
By 0. Krell
PART I
Part II is here
From Zei'tschrift f'.r FLigteohnik und. Motorluftschiffahrt
September 28, 1928

RECENT RESEARCHES IN AIRSHIP CONSTRUCTION I
Forces of Flow on a Moving Airship and the Effect of he Control Surfaces
By H. Naatz
1928

Many of these reports are translations of German reports. The Germans were the acknowledged world leaders in Airship design at the time. The first report listed includes a German paper written in 1933 while the Hindenburg was under construction and before the loss of the Akron, which is noted in a footnote. The full report was not translated and acquired by the NACA till 1938.

Since these reports were typewritten they often contain typos, to me these little errors bring these fairly dry technical reports alive. In a way they show them as being human made. Prepared to record important information not just display elegant formatting.

For anyone interested in the technical details of real airship designs these reports are truly a gold mine of information.

Keep your sightglass full, your firebox trimmed and your water iced.
KJ

Here are some sample pages of the kinds of details included in these reports:

 

 

A city of ghosts.

Previously I mentioned the odd effect that colorized historical photos had on me.

This delightful film of Berlin in 1900 has been colourized and edited for Facebook by Paul Hardy.

It is a city of ghosts indeed, since every single person shown has passed now.
Seeing black and white photos and the grainy old movies sometimes brings on  a bit of "memento mori" but this film with its muted colours, showing street scenes from a bustling metropolis is moving indeed.

Keep your sightglass full, your firebox trimmed and your water iced.
KJ


https://www.facebook.com/video.php?v=10153303691386248&set=vb.769001247&type=1

SOMEWHERE IN TIME 1900.
A HUNDRED AND FIFTEEN YEAR OLD FILM MADE NEW. MAINLY BERLIN & MUNICH, GERMANY.

Over a Million FB viewers have been moved by my film, experiencing a surreal mixture of emotions that few have been able to fully describe.It was coloured about 10 years ago but I've now digitally sharpened it as well as removed dust and grain to give an even better experience.Truly magical, moving footage that I've cut and edited to my favourite piece of classical music. The original film which I took the footage from is very much darker and also depicts a large amount of military segments.I wanted to edit this however to show the positivity and pride of the everyday people in their day to day lives as they embrace all the splendour of that time period on a human level.Clearly, like today, some seem richer than others, yet all of them seem to display a sense of dignified purpous often missing in todays world.

All these forgotten souls are left rotting on old grainy dark films often with sombre depressing music thrown over. It's my belief that they deserve better. Beautiful music and beautiful images presented in the right way can be incredibly emotive and powerful and I felt that this was needed in order to properly transport the viewer back through time and really ''feel'' what it was like.I've worked hard to convey that sense of splendour and make people see and feel that a sunny day then looked just like a sunny day today. These people lived, loved, laughed and cried and had real lives. They did not live in darkness with grey skies and grainy mist as we are often used to seeing on decaying films.

The wonderfully emotive music I've used is the soundtrack from the movie 'Somewhere In Time' and was written by Film Composer John Barry, not to be confused with 'The Eighteenth Variation of Sergei Rachmaninoff's Rhapsody on a Theme of Paganini' which also runs throughout the film.Savour this as you watch it. All these people whose lives were just as important to them in their time era as we think ours our now. I noticed how happy they seem to be going about their business and I tried to study different characters.... who were they?... what was their story? Watch the woman adjusting her hat for example at the end of the film. She seems very concerned about her image as she proudly sports the latest fashion..and notice how happy the kids are playing in the street.The more you study these people the more it will fascinate you. Their lives are less complicated than ours in terms of technology but you can clearly see the overwhelming community spirit here without video games, TV or computers. Somewhere in time, all gone forever..all just ghosts....yet frozen here for you to glance upon as if through some magical time machine window.

Enjoy, The Time Guru.
Posted by Paul Hardy on Thursday, 30 April 2015

History to me was always Black and White.

Previously I posted how colour changed how I viewed history. How the modern wars of the 20th C were mostly in black and white whereas the wars of history were in colour, but the colour of romanticized paintings.

The same goes for the early days of photography, which of course was black and white.

Now through the use of computers and careful analysis, artists can recreate classic photos from the past in colour.

Posted on Powerful Primates are a selection of  53 Colourized Photos from the Past

These pictures produce an odd effect for me.  My mind does not know how to treat obviously historic images when they are so realistically coloured. It's as if I can't figure out if they are real or not. If they were in their original black and white form that wouldn't be a problem.

Here are some examples for you:

Madison Square Park New York City around 1900.

Mark Twain in 1900

Union Soldiers taking a break in 1863

See what I mean?


I recommend checking out the linked article for more fascinating photographs.

Keep your sightglass full, your firebox trimmed and your water iced.
KJ

Hindenburg Disaster

On this day in 1937 the German rigid Airship LZ129, the Hindenburg, was destroyed by fire as she approached the mooring tower at the Naval Air Station near Lakehurst, New Jersey.

There is still much debate concerning the causes of the fire.  You can read  a good summary of the details here at Wikipedia.

There is also good discussion by Harold Dick in his "The Golden Age of the Great Passenger Airships" that I reviewed here.  Dick had flown on the Hindenburg as well as the Graf Zeppelin and had access to many German files and the employees of the Zeppelin Company itself.  His conclusion was that the fire was the result of a hydrogen leak caused by a broken stress wire near the stern frames holding the fins.

Whatever the cause the result of the fire was much bigger than simply the loss of  13 passengers and 22 crew, and the destruction of the most advanced airship ever built. The press coverage essentially destroyed the public's confidence in rigid airships. The technological advances in the capability of heavier than air aircraft brought on by WWII doomed any further commercial uses.

The safety record of the big German airships was impeccable prior to this disaster. The loss of all the big US built rigid airships was mostly a problem with structural strength. Every one was lost in bad weather. This has been attributed more to their being based on the extreme design of the German military's high altitude bombing airships from WWI. It is interesting to note that the USS Los Angeles, which was built by Zeppelin Company and turned over to the USA, as both war reparations and in the hope of future commercial deals, never had any structural issues despite being used in stress testing.

The disaster at Lakehurst changed the direction of civil commercial aviation for ever, but it was not because of technical limitations or safety problems but public perception.

A true "If only" moment in history.

Keep your sightglass full, your firebox trimmed, and your water iced.
KJ

On this night in 1912

In the icy darkness of the North Atlantic sometime between 2.15 a.m. and 2.25 a.m. a primitive spark gap transmitter blasted the following message into the aether and was forever silent thereafter.

... --- ... ... --- ... -.-. --.- -.. -.-. --.- -.. - .. - .- -. .. -.-. .-.-.- .-- . .- .-. . ... .. -. -.- .. -. --. ..-. .- ... - .-.-.- .--. .- ... ... . -. --. . .-. ... .- .-. . -... . .. -. --. .--. ..- - .. -. - --- -... --- .- - ... .-.-.- - .. - .- -. .. -.-. .-.-.-

RIP
RMS Titanic, passengers and crew.

May the silence of the deeps keep you safe unto the ending of the world.

The only known photograph of Titanic's Marconi room. Taken by passenger Fr. Browne, who disembarked in Queenstown.

Operator is probably Harold Bride. Photograph from the Fr. Browne collection. 

The Titanic Marconi room set from the James Cameron movie.

Keep your sightglass full, your firebox trimmed and your spark gap clean.
KJ

Photos from the fantastic webpage
THE RMS TITANIC RADIO PAGE
 

Exploration of the valley of the Amazon (1853)

William Lewis Herndon was a professional naval officer in the US Navy during the first half of the 19th C.
He is mostly remembered as the captain of the SS Central America the famous "Ship of Gold" which sank in a hurricane of the coast of Cape Hatteras in 1857.

However his long and distinguished career in the Navy included one of the first source to mouth explorations of the Amazon river. Captain Herndon's report of his explorations in the Amazon was a best seller and immensely popular when it was first published in 1853. One young man was so inspired that he set out to travel down the Mississippi to try to get to the Amazon himself. There were no ships heading to Brazil from New Orleans so he stayed in the States changing his name from Samuel Clements to Mark Twain, the call of the men on the riverboats sounding the depths.

You can read a scanned copy of Captain Herndon's book here at the Internet Archive

Captain Herndon, although a US Navy officer, was in command of the SS Central America when she was lost in a hurricane in 1857, taking 423 men and many tons of gold to the bottom of the Atlantic along with her.

He was widely honoured for his heroic attempts to save his ship before loosing his life when she finally foundered after 3 days of pounding in the hurricane.

From Wikipedia

Herndon was carrying perhaps 15 tons of gold (then worth $2,000,000) and 474 passengers, many of whom were from California and were returning to the East Coast, as well as 101 crew members. After leaving Cuba on 7 September 1857, a few days later, they encountered a three-day hurricane off Cape Hatteras. The hurricane steadily increased in force. By the 12th, the Central America was shipping water through several leaks due to the ship's lack of water-tight bulkheads and general unseaworthiness. Water in her hold put out her boiler fires, precluding the use of steam for both controlling the ship and pumping out the bilges.
Herndon recognized that his ship was doomed; he flew its flag upside down as a distress signal and hoped another ship would see them. At 2 p.m., the West Indian brig Marine arrived to help take passengers from the stricken steamer. It did not have room to take on all of the passengers and crew. Commander Herndon supervised the difficult loading of women and children into lifeboats to transfer to the Marine. He gave one of the women passengers his watch to send to his wife, saying that he could not leave the ship while there was a soul on board. Most of the women and children reached safety on the Marine. Herndon's concern for his passengers and crew helped save 152 of the 575 people on board.
Men on the Central America tried to break up wooden parts to use as floats, in hopes of surviving the sinking. Some were rescued later by passing vessels, but most of the 423 persons on board died in what was the largest loss of life for a commercial ship in United States history. Survivors of the disaster reported last seeing Commander Herndon in full uniform, standing by the wheelhouse with his hand on the rail, hat off and in his hand, with his head bowed in prayer as the ship gave a lurch and went down.
The ship disaster and loss of so much gold, which banks still depended on, contributed to the financial Panic of 1857 in the United States.
The wreckage of the ship was discovered in a 1987 treasure recovery expedition.

The story of the Central America and the search for her is chronicled in a book "Ship of Gold" by Gary Kinder and will be the subject of another post. Stay tuned.

Keep your sightglass full your firebox trimmed and your water iced.
KJ

The wondrous machine that might have changed the world!

In the Airship Technology Speech I gave back in January at the Absinthe Cafe the place where our Role Playing World separated from the real world was when Babbage's Analytical engine was actually constructed and working in 1880.

This world changing event was due to the work of Augusta Ada  King, Countess Lovelace.
In the real world Ada died in November of 1852 before Charles Babbage had perfected his design. In our alternate world she outlived Babbage and was responsible for making his designs work, under contract to the Royal Navy for whom Babbage was working as well.

The Honerable Augusta Ada Byron was the only legitimate daughter of Lord Byron. She married Baron William King in 1835 and when he became the Earl of Lovelace in 1838 she became a countess. Her fascination with mathematics and science as well as what she called "poetical science", describing herself as an "Analyst (& Metaphysician)",brought her into contact with Charles Babbage.

Of her work with Babbage on his Analytical Engine she said:

[The Analytical Engine] might act upon other things besides number, were objects found whose mutual fundamental relations could be expressed by those of the abstract science of operations, and which should be also susceptible of adaptations to the action of the operating notation and mechanism of the engine...
Supposing, for instance, that the fundamental relations of pitched sounds in the science of harmony and of musical composition were susceptible of such expression and adaptations, the engine might compose elaborate and scientific pieces of music of any degree of complexity or extent.

 

You can read more details of the Countess' work with Charles Babbage on her Wikipedia page.


From the Wikipedia article:

During a nine-month period in 1842–43, Ada translated Italian mathematician Luigi Menabrea's memoir on Babbage's newest proposed machine, the Analytical Engine. With the article, she appended a set of notes. Explaining the Analytical Engine's function was a difficult task, as even other scientists did not really grasp the concept and the British establishment was uninterested in it. Ada's notes even had to explain how the Engine differed from the original Difference Engine. Her work was well received at the time; scientist Michael Faraday described himself as a supporter of her writing.

The notes are longer than the memoir itself and include (in Section G), in complete detail, a method for calculating a sequence of Bernoulli numbers with the Engine, which would have run correctly had the Analytical Engine been built (only his Difference Engine has been built, completed in London in 2002). Based on this work, Lovelace is now widely considered the first computer programmer and her method is recognised as the world's first computer program.

The Countess's translation of Menabrea's memoir and her detailed comments are available at Fourmilabs here:

Sketch of

Invented by Charles Babbage

By L. F. MENABREA
of Turin, Officer of the Military Engineers

from the Bibliothèque Universelle de Genève, October, 1842, No. 82

With notes upon the Memoir by the Translator
ADA AUGUSTA, COUNTESS OF LOVELACE

A truly fascinating look into what could have been a major turning point in world history.

As the author of the Fourmilab web page says:

“Sketch of the Analytical Engine” by L. F. Menabrea, translated and with extensive commentary by Ada Augusta, Countess of Lovelace. This 1842 document is the definitive exposition of the Analytical Engine, which described many aspects of computer architecture and programming more than a hundred years before they were “discovered” in the twentieth century. If you have ever doubted, even for a nanosecond, that Lady Ada was, indeed, the First Hacker, perusal of this document will demonstrate her primacy beyond a shadow of a doubt. 

Indeed!


Keep your sightglass full, your firebox trimmed and your water iced.
KJ

P.S.
A fun bit of information given how the Countess' contributions to mechanical computation were fundamental to the development of the fantastic airship we use in our Role Play check this out from her Wikipedia page:

Ada was often ill, beginning in early childhood. At the age of eight, she experienced headaches that obscured her vision. In June 1829, she was paralyzed after a bout of measles. She was subjected to continuous bed rest for nearly a year, which may have extended her period of disability. By 1831, she was able to walk with crutches. Despite being ill Ada developed her mathematical and technological skills. At age 12, this future "Lady Fairy", as Charles Babbage affectionately called her, decided she wanted to fly. Ada went about the project methodically, thoughtfully, with imagination and passion. Her first step in February 1828, was to construct wings. She investigated different material and sizes. She considered various materials for the wings; paper, oilsilk, wires and feathers. She examined the anatomy of birds to determine the right proportion between the wings and the body. She decided to write a book Flyology illustrating, with plates, some of her findings. She decided what equipment she would need, for example, a compass, to "cut across the country by the most direct road", so that she could surmount mountains, rivers and valleys. Her final step was to integrate steam with the "art of flying".

Oh if only the Real World had been less cruel.

Happy birthday Alessandro Volta!

From Wikipedia

Alessandro Giuseppe Antonio Anastasio Volta (18 February 1745 – 5 March 1827) was an Italian physicist^[2][3] credited with the invention of the first electrical battery, the Voltaic pile, which he invented in 1799 and the results of which he reported in 1800 in a two part letter to the President of the Royal Society.^[4][5] With this invention Volta proved that electricity could be generated chemically and debased the prevalent theory that electricity was generated solely by living beings. Volta's invention sparked a great amount of scientific excitement and led others to conduct similar experiments which eventually led to the development of the field of electrochemistry.^[5]
Alessandro Volta also drew admiration from Napoleon Bonaparte for his invention, and was invited to the Institute of France to demonstrate his invention to the members of the Institute. Volta enjoyed a certain amount of closeness with the Emperor throughout his life and he was conferred numerous honours by him.^[1] Alessandro Volta held the chair of experimental physics at the University of Pavia for nearly 40 years and was widely idolised by his students.^[1]
Despite his professional success Volta tended to be a person inclined towards domestic life and this was more apparent in his later years. At this time he tended to live secluded from public life and more for the sake of his family until his eventual death in 1827 from a series of illnesses which began in 1823.^[1] The SI unit of electric potential is named in his honour as the volt.

And Google has a cool "doodle" to mark the day

Keep your sightglass full, your firebox trimmed and your water iced.
KJ

A presentation!

My character in our role playing game was ordered to make a public presentation about some of the technological advancements embodied in our Airship. Basically the Government wanted to share these advancements with the Civilian companies as a way to boost the Empire's commercial competitiveness.

Just for fun I decided to actually give the presentation as part of an ongoing series of Absinthe Cafes here in Calgary.

I presented it in character and in costume, and it was a lot of fun.

Lt Cmdr(E) Maxwell MacDonald-Smythe
Photo by Lewis King

The information presented here is based on my Practical Airship Design series.

Here is the text of my speech.
Enjoy

Keep your sightglass full, your firebox trimmed and your water iced.
KJ

 --------

A January evening in the latter years of the 19th century.

Madame and Mr Chairman, My Lord, Ladies and Gentlemen.
Good evening.

I have been asked, by the Experimental Airship Division of the Royal Navy, also known as the the EAD, to present some of the technical details of one of the marvels of our age!
 
It is the hope of Her Majesty's Government that by releasing this, hitherto classified, information to the British business and manufacturing community, that the further development of these exotic and ground breaking technologies will help to maintain our Empire's lead in global commercial and military affairs.

Many of you have probably seen or heard the reports concerning the latest experimental airship of Her Majesty's Navy. You may also have seen the speculation concerning many of the developments and mechanisms that she has on board.

I have the honour to have been, and continue to be, her Chief Engineer.

And, Ladies and Gentlemen, as much as I would like to confirm that she is powered by exotic Indian demons and lifted by some remarkable gaseous material never seen before, and even that she can fly in the vast reaches of space, I must assure you that everything we will discuss this evening is in fact the product of the investigations into Natural Philosophy conducted over many years by brilliant men and women just like yourselves.

Nothing of what I will be showing this evening is in the province of the Metaphysical realm.

Having, alas, thus ruined your excitement concerning the information I am about to present to you, I hope that you will find the real information just as intriguing.

And so, to begin…


Here is the object of our discussion this evening.

Her Majesty's Air Ship The Velvet Brush!

She is truly a marvelous vessel, the largest self mobile object ever built by human beings!
Her dimensions are enormous,

• Her Length is 245 m or 800 ft, longer than the largest ocean liner.
• The Diameter of her hull is 42 m or 137 ft
• She contains a Gas Volume of 231,000 cubic meters or 8 million cubic ft
• She weighs uninflated 150 tons
• When in flight trim she can carry a cargo load of 28 tonnes
• Her propulsion system can move her at a steady cruising speed of almost 120 km/hour or  65 knots, thus making her one of the fastest ships in the Airship Navy.
• Her maximum speed is still classified as is her maximum altitude, however; I can say that she has maintained that 120km/h value at elevations in excess of 1800m or 6,000 ft above sea level on numerous occasions. Her operational pressure height is 1200m or 4,000 ft under normal load conditions.
• Her maximum cruising range is currently unknown!

I will say that on her very first flight she flew non-stop from the Royal Navy Airdock in Esquimalt British Columbia across the breadth of British North America, and the North Atlantic, to Portsmouth a distance of some 9000 Km or 5500 miles. This trip was accomplished in the dead of winter no less.

Ladies and Gentleman the Velvet Brush is a truly amazing ship, and despite the controversies and scandals attending her construction, she will be a model for future large Aerial Vehicles.

So to the technological developments that allowed the Royal Navy to construct such a stupendous vessel.

There are three developments that I will discuss this evening.

The first is the intellectual development that permitted her to be designed,

The second concerns the key material used in her construction,

And the third is the novel form of her lift generating system.

Many of you I am sure are aware of the advances in mechanical computation that have attended the construction of the Lovelace-Babbage engines in use at Oxford and Cambridge. The Difference Engine, designed by Charles Babbage under contract to the Royal Navy to produce navigational tables, was completed in 1849. Babbage completed the design for his more advanced Analytical Engine but it had not been constructed by the time of his death in 1871.

However his associate Augusta Ada King, Countess of Lovelace, continued working on the design, again under contract to the Royal Navy and the new machine was produced and first began calculations in 1880. Along with the physical design of the machine, the countess was instrumental in composing the grammar for the lists of instructions that the machine uses. Her treatise on "Simulation of mechanical processes by computation", published when she was in her 60s in 1875, earned her a worthy place in the Royal Academy.

One of the first applications of the Lovelace-Babbage machine was the analysis of stress and strength in the metal components of ships hulls. It was also used in the computations to design the first Naval scouting Airships and the first Cunnard Passenger Airships that followed soon thereafter.

The design of such a magnificent vessel as the Velvet Brush would not be possible without the speed of computation, and the elegance of the Countess's Analytical Engine Grammar.

As part of the technology transfer program of her Majesty's Government, two new Lovelace Babbage machines, of the latest design, will be available for public use starting later in the year. One will be in London the other in Liverpool.

Now, as to the construction of the Velvet Brush herself.

Trans Atlantic Airship!

The  R 34 was built in 1918 for the Royal Navy by the William Beardmore and Company in Inchinnan, Renfrewshire, Scotland. Her design was influenced strongly by that of a German Zeppelin that had been captured almost intact in England during the war.

In 1921 it was decided to attempt the first ever return East to West flight across the Atlantic.

From Wikipedia

It was then decided to attempt the first return Atlantic crossing, under the command of Major George Scott.[11] R34 had never been intended as a passenger carrier and extra accommodation was arranged by slinging hammocks in the keel walkway. Hot food was prepared using a plate welded to an engine exhaust pipe.

The crew included Brigadier-General Edward Maitland and Zachary Lansdowne as the representative of the US Navy.[12] William Ballantyne, one of the crew members scheduled to stay behind to save weight, stowed away with the crew's mascot, a small tabby kitten called "Whoopsie"; they emerged at 2.00 p.m. on the first day, too late to be dropped off.[13]

R34 left Britain on 2 July 1919 and arrived at Mineola, Long Island, United States on 6 July after a flight of 108 hours with virtually no fuel left.[14] As the landing party had no experience of handling large rigid airships, Major E. M. Pritchard jumped by parachute and so became the first person to reach American soil by air from Europe. This was the first East-West crossing of the Atlantic and was achieved weeks after the first transatlantic aeroplane flight. The return journey to RNAS Pulham took place from 10 to 13 July and took 75 hours.

As an observer on board the crossing Air Commodore Maitland kept a log of everything that occurred and this was published as a book. Illustrated with 35 photographs taken during the flight, this is real airship adventure!


Here is the introduction to this fascinating read.

IT is often thought necessary to preface a 
first literary effort with apologies from the author 
for its shortcomings. In this instance no one 
could be more aware of such a necessity than 
myself. But am I entitled to make apologies? 
R 34 is not a literary effort neither, therefore, 
am I an author. 

In writing a story such as this, the obvious 
and comparatively simple course would have 
been the adoption of the conventional narrative 
form, helped by notes and memories, ample 
time and thought and a comfortable arm-chair. 

Apart, however, from its practical usefulness 
or official importance, R 34's journey was just 
one long, wonderful and delightful experience. 

To look upon this journey coldly as part of 
yesterday, or to treat it with recognized con- 
vention, would be to lose both the essence and 
the spirit. 

My only hope of convincing my reader of this 
is to try and induce him to share our adventure- 
taking him with us upon our flight. 

Every word of this diary was written on board 
the Airship during the journey, with the exception 
of the explanatory footnotes and, of course, the 
appendices : the writer perched in odd corners, 
and amid continuous interruptions and ever- 
changing surroundings, to the silent accom- 
paniment of the wireless, like ghostly whispers 
across lonely space. Every incident, important 
or trifling, was recorded at the actual time of 
happening. Even to stop to focus or to pigeon- 
hole these would have been to destroy actuality. 

If only I can share a little of that fascinating 
and buoyant adventure with any readers of these 
pages I shall be content, I only hope my ship- 
mates may not find their journey too dull; if 
they do they must not blame R 34, for the 
fault will be mine. 

You can read this wonderful adventure in its entirety at the Internet Archive


For those who want a hard cover version of this book a reprint  edition is also available from Amazon
 
Keep your sightglass full your firebox trimmed and your water iced.
KJ

Title
The Log of H.M.A. R34
Journey to America and Back.

Author
Air-Commodore E. M. Maitland
C.M.G., D.S.O, A.F.C, Royal Air Force

Date
1921

Pubisher
Hodder and Stoughton
Re-published
Kessinger Publishing (Sept. 10 2010)

ISBN
1164269127