The Age of Invention, Holland Thompson [drm ebook reader .txt] 📗
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Curtiss, in 1900, was—like the Wrights—the owner of a small bicycle shop. It was at Hammondsport, New York. He was an enthusiastic cyclist, and speed was a mania with him. He evolved a motor cycle with which he broke all records for speed over the ground. He started a factory and achieved a reputation for excellent motors. He designed and made the engine for the dirigible of Captain Thomas S. Baldwin; and for the first United States army dirigible in 1905.
Curtiss carried on some of his experiments in association with Alexander Graham Bell, who was trying to evolve a stable flying machine on the principle of the cellular kite. Bell and Curtiss, with three others, formed in 1907, the Aerial Experimental Association at Bell’s country house in Canada, which was fruitful of results, and Curtiss scored several notable triumphs with the craft they designed. But the idea of a machine which could descend and propel itself on water possessed his mind, and in 1911 he exhibited at the aviation meet in Chicago the hydroaeroplane. An incident there set him dreaming of the life-saving systems on great waters. His hydroaeroplane had just returned to its hangar, after a series of maneuvers, when a monoplane in flight broke out of control and plunged into Lake Michigan. The Curtiss machine left its hangar on the minute, covered the intervening mile, and alighted on the water to offer aid. The presence of boats made the good offices of the hydroaeroplane unnecessary on that occasion; but the incident opened up to the mind of Curtiss new possibilities.
In the first years of the World War Curtiss built airplanes and flying boats for the Allies. The United States entered the arena and called for his services. The Navy Department called for the big flying boat; and the NC type was evolved, which, equipped with four Liberty Motors, crossed the Atlantic after the close of the war.
The World War, of course, brought about the magical development of all kinds of air craft. Necessity not only mothered invention but forced it to cover a normal half century of progress in four years. While Curtiss worked with the navy, the Dayton-Wright factory turned out the famous DH fighting planes under the supervision of Orville Wright. The second initial here stands for Havilland, as the DH was designed by Geoffrey de Havilland, a British inventor.
The year 1919 saw the first transatlantic flights. The NC4, with Lieutenant Commander Albert Cushing Read and crew, left Trepassey, Newfoundland, on the 16th of May and in twelve hours arrived at Horta, the Azores, more than a thousand miles away.
All along the course the navy had strung a chain of destroyers, with signaling apparatus and searchlights to guide the aviators.
On the twenty-seventh, NC4 took off from San Miguel, Azores, and in nine hours made Lisbon—Lisbon, capital of Portugal, which sent out the first bold mariners to explore the Sea of Darkness, prior to Columbus. On the thirtieth, NC4 took off for Plymouth, England, and arrived in ten hours and twenty minutes. Perhaps a phantom ship, with sails set and flags blowing, the name Mayflower on her hull, rode in Plymouth Harbor that day to greet a New England pilot.
On the 14th of June the Vickers-Vimy Rolls-Royce biplane, piloted by John Alcock and with Arthur Whitten Brown as observer-navigator, left St. John’s, Newfoundland, and arrived at Clifden, Ireland, in sixteen hours twelve minutes, having made the first non-stop transatlantic flight. Hawker and Grieve meanwhile had made the same gallant attempt in a single-engined Sopwith machine; and had come down in mid-ocean, after flying fourteen and a half hours, owing to the failure of their water circulation. Their rescue by slow Danish Mary completed a fascinating tale of heroic adventure. The British dirigible R34, with Major G. H. Scott in command, left East Fortune, Scotland, on the 2d of July, and arrived at Mineola, New York, on the sixth. The R34 made the return voyage in seventy-five hours. In November, 1919, Captain Sir Ross Smith set off from England in a biplane to win a prize of ten thousand pounds offered by the Australian Commonwealth to the first Australian aviator to fly from England to Australia in thirty days. Over France, Italy, Greece, over the Holy Land, perhaps over the Garden of Eden, whence the winged cherubim drove Adam and Eve, over Persia, India, Siam, the Dutch East Indies to Port Darwin in northern Australia; and then southeastward across Australia itself to Sydney, the biplane flew without mishap. The time from Hounslow, England, to Port Darwin was twenty-seven days, twenty hours, and twenty minutes. Early in 1920 the Boer airman Captain Van Ryneveld made the flight from Cairo to the Cape.
Commercial development of the airplane and the airship commenced after the war. The first air service for United States mails was, in fact, inaugurated during the war, between New York and Washington. The transcontinental service was established soon afterwards, and a regular line between Key West and Havana.
French and British companies began to operate daily between London and Paris carrying passengers and mail. Airship companies were formed in Australia, South Africa, and India. In Canada airplanes were soon being used in prospecting the Labrador timber regions, in making photographs and maps of the northern wilderness, and by the Northwest Mounted Police.
It is not for history to prophesy. “Emblem of much, and of our Age of Hope itself,” Carlyle called the balloon of his time, born to mount majestically but “unguidably” only to tumble “whither Fate will.” But the aircraft of our day is guidable, and our Age of Hope is not rudderless nor at the mercy of Fate.
BIBLIOGRAPHICAL NOTE
GENERAL
A clear, non-technical discussion of the basis of all industrial progress is “Power”, by Charles E. Lucke (1911), which discusses the general principle of the substitution of power for the labor of men. Many of the references given in “Colonial Folkways”, by C. M. Andrews (“The Chronicles of America”, vol. IX), are valuable for an understanding of early industrial conditions. The general course of industry and commerce in the United States is briefly told by Carroll D. Wright in “The Industrial Evolution of the United States” (1907), by E. L. Bogart in “The Economic History of the United States” (1920), and by Katharine Coman in “The Industrial History of the United States” (1911). “A Documentary History of American Industrial Society”, 10 vols.
(1910-11), edited by John R. Commons, is a mine of material. See also Emerson D. Fite, “Social and Industrial Conditions in the North During the Civil War” (1910). The best account of the inventions of the nineteenth century is “The Progress of Invention in the Nineteenth Century” by Edward W. Byrn (1900).
George Iles in “Leading American Inventors” (1912) tells the story of several important inventors and their work. The same author in “Flame, Electricity and the Camera” (1900) gives much valuable information.
The primary source of information on Benjamin Franklin is contained in his own writings. These were compiled and edited by Jared Sparks, “The Works of … Franklin … with Notes and a Life of the Author”, 10 vols. (1836-40); and later by John Bigelow, “The Complete Works of Benjamin Franklin; including His Private as well as His Official and Scientific Correspondence, and Numerous Letters and Documents Now for the First Time Printed, with Many Others not included in Any Former Collection, also, the Unmutilated and Correct Version of His Autobiography”, 10 vols. (1887-88). Consult also James Parton, “The Life and Times of Benjamin Franklin”, 2 vols. (1864); S. G. Fisher, “The True Benjamin Franklin” (1899); Paul Leicester Ford, “The Many-Sided Franklin” (1899); John T. Morse, “Benjamin Franklin”
(1889) in the “American Statesmen” series; and Lindsay Swift, “Benjamin Franklin” (1910) in “Beacon Biographies. On the Patent Office: Henry L. Ellsworth, A Digest of Patents Issued by the United States from 1790 to January 1, 1839” (Washington, 1840); also the regular Reports and publications of the United States Patent Office.
The first life of Eli Whitney is the “Memoir” by Denison Olmsted (1846), and a collection of Whitney’s letters about the cotton gin may be found in “The American Historical Review”, vol. III (1897). “Eli Whitney and His Cotton Gin,” by M. F. Foster, is included in the “Transactions of the New England Cotton Manufacturers’ Association”, no. 67 (October, 1899). See also Dwight Goddard, “A Short Story of Eli Whitney” (1904); D. A.
Tompkins, “Cotton and Cotton Oil” (1901); James A. B. Scherer, “Cotton as a World Power” (1916); E. C. Bates, “The Story of the Cotton Gin” (1899), reprinted from “The New England Magazine”, May, 1890; and Eugene Clyde Brooks, “The Story of Cotton and the Development of the Cotton States” (1911).
For an account of James Watt’s achievements, see J. Cleland, “Historical Account of the Steam Engine” (1825) and John W.
Grant, “Watt and the Steam Age” (1917). On Fulton: R. H.
Thurston, “Robert Fulton” (1891) in the “Makers of America”
series; A. C. Sutcliffe, “Robert Fulton and the ‘Clermont’”
(1909); H. W. Dickinson, “Robert Fulton, Engineer and Artist; His Life and Works” (1913). For an account of John Stevens, see George Iles, “Leading American Inventors” (1912), and Dwight Goddard, “A Short Story of John Stevens and His Sons in Eminent Engineers” (1905). See also John Stevens, “Documents Tending to Prove the Superior Advantages of RailWays and Steam-Carriages over Canal Navigation” (1819.), reprinted in “The Magazine of History with Notes and Queries”, Extra Number 54 (1917). On Evans: “Oliver Evans and His Inventions,” by Coleman Sellers, in “The Journal of the Franklin Institute”, July, 1886, vol. CXXII.
On the general subject of cotton manufacture and machinery, see: J. L. Bishop, “History of American Manufactures from 1608 to 1860”, 3 vols. (1864-67); Samuel Batchelder, “Introduction and Early Progress of the Cotton Manufacture in the United States”
(1863); James Montgomery, “A Practical Detail of the Cotton Manufacture of the United States of America” (1840); Melvin T.
Copeland, “The Cotton Manufacturing Industry of the United States” (1912); and John L. Hayes, “American Textile Machinery”
(1879). Harriet H. Robinson, “Loom and Spindle” (1898), is a description of the life of girl workers in the early factories written by one of them. Charles Dickens, “American Notes”, Chapter IV, is a vivid account of the life in the Lowell mills.
See also Nathan Appleton, “Introduction of the Power Loom and Origin of Lowell” (1858); H. A. Miles, “Lowell, as It Was, and as It Is” (1845), and G. S. White, “Memoir of Samuel Slater” (1836).
On Elias Howe, see Dwight Goddard, “A Short Story of Elias Howe in Eminent Engineers” (1905).
The story of the reaper is told in: Herbert N. Casson, “Cyrus Hall McCormick; His Life and Work” (1909), and “The Romance of the Reaper” (1908), and Merritt F. Miller, “Evolution of Reaping Machines” (1902), U. S. Experiment Stations Office, Bulletin 103.
Other farm inventions are covered in: William Macdonald, “Makers of Modern Agriculture” (1913); Emile Guarini, “The Use of Electric Power in Plowing” in The “Electrical Review”, vol.
XLIII; A. P. Yerkes, “The Gas Tractor in Eastern Farming” (1918), U. S. Department of Agriculture, Farmer’s Bulletin 1004; and Herbert N. Casson and others, “Horse, Truck and Tractor; the Coming of Cheaper Power for City and Farm” (1913).
An account of an early “agent of communication” is given by W. F.
Bailey, article on the “Pony Express” in “The Century Magazine”, vol. XXXIV (1898). For the story of the telegraph
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