Tag: history

In the Weeds

In the Weeds

This is why I still have film in the freezer from the 1980 Lake Placid Olympic Winter Games.

I am doing a full-ship cutaway drawing of the Civil War ironclad USS buy dapoxetine Cairo.

The first ironclad gunboat built in the United States was http://frescohealth.com/spirit Saint Louis, ca. 1862. She was a sister ship of Cairo.

The riverine gunboat had a life of just two and a half months with the US Navy from 1 October to 12 December 1862. She had, however, been commissioned into the US Army on 25 January 1862 until her transfer to the Navy that fall. Cairo had the ignominy of being the first warship ever sunk by a remotely detonated mine (called a torpedo in Civil War parlance).

Her salvage from the bottom of the Yazoo River began in 1960 and her remains are on display at the USS Cairo Museum outside Vicksburg, Mississippi. [https://www.nps.gov/vick/u-s-s-cairo-gunboat.htm]

The illustration is being done for a book by Dwight S. Hughes on the Western Waters gunboats. Previously we worked together on a book about the Monitor and Virginia: Unlike Anything That Ever Floated: The Monitor and Virginia and the Battle of Hampton Roads, March 8–9, 1862. [https://www.amazon.com/Unlike-Anything-That-Ever-Floated/dp/1611215250]

Work has progressed well. Here are several iterations of the hull structure.

The other internals are coming along as well: the engines, boilers, wheel, and “doctor” engine. Guns and their carriages have been built.

In going over the drawings looking for missing details, I found the stove which has little depiction other than a box. Other drawings revealed nothing more. What did this thing look like?

I started poking around on the web looking for the “Cairo stove.” Quickly I hit on a site for South Bend Replicas in Indiana [https://southbendreplicas.com]. I pinged the owner, Jim Olson, who very quickly responded to my request for help. His company had built a replica of the stove working from the original and very badly disfigured remains.

Ideally, of course, it would have been nice to work from Jim’s drawings. Sadly, however, they had been lost in a 100-year flood a few years back. He did everything he could to help be especially by sharing a number of photographs from which to work. One set had the remains marked up in measurements, which was a God-send. While my finished stove may not be 100 percent accurate, it is more than just a ballpark guess.

The remains of the original stove with its measured markings.

An interesting point about the original stove is that it was named the “Southern Belle No. 5.” Kind of enigmatic for a Union ship.

Jim Olson with his completed reproduction.
The stove overall and another reproduction in full use.
An interesting design aspect is that the wood fuel and grate are on the right. You see the firebox door at the top (with the Southern Belle name plate) and at the bottom is the ash drawer. Notice the rivet pattern at the top of the oven. The oven’s top was curved a few inches below the top plate. The heat rises from the grate, arches over the top of the oven, goes down the left side (in these views), and across the bottom. It exits at the bottom back and goes up the chimney. Jim said that when it was in full operation, they could pull off one of the top deck plates (there are four, each with their own pot plates), and the draft was so strong that nothing escaped above the stove. Pretty amazing.
This is the firebox door above the stove’s medallion.
Two looks at my version of the original.
All five views of the illustration.

Jim is generous beyond words. He spent far too much time on my little project and provided a wealth of information and answered everyone of my inane questions as if they were intelligent. Beyond this, he sent me a six-pound copy of the stove’s medallion, which he had cast for his reproductions. This was made from the stove’s original, so I have a Kevin Bacon one degree of separation!

My medallion . . .

. . . and the illustration’s version.

Tale of a Sad Photograph

Tale of a Sad Photograph

Nitrate photographic negatives were among the first on a light-weight “stable” flexible base. Before them were the heavy and fragile glass plates. Needless to say, the new base greatly enhanced the photographer’s abilities by significantly reducing weight and volume as well as shipping and carriage requirements.

If you grew up with film before digital you may recall seeing the edges of film marked as “Safety Film.” This is because those films were no longer on nitrate bases, but were first on cellulose acetate (“acetate” film) and later, polyester.

The first flexible film base, cellulose nitrate (hence “nitrate” negatives) was commercially produced in 1888 by George Eastman in his Kodak camera. This unleashed a whole new world of photography for amateurs and professionals alike. It brought the camera into the home.

While this was a great technological leap forward for photography, it had some dangerous baggage. Another name for cellulose nitrate (or nitrocellulose) is gun cotton for a very good reason—it was a very powerful explosive. It first saw use as gun powder for artillery where its power of gas generation was six times that of black powder. It was later used in explosive warheads of shells and torpedoes and for blasting in mining and construction.

It saw other uses as well, some not as successful. As the supplies of ivory began drying up in 1869, the billiards industry offered a prize to whomever came up with the best replacement for ivory billiard balls. John Wesley Hyatt won with a new material he invented called camphored nitrocellulose. It was briefly popular, but the balls were extremely flammable, and sometimes exploded upon impact, which added an interesting dimension to a game of pool.

Hyatt Celluloid Billiard Ball
Smithsonian Institution/Gift of Celanese Plastic Company

In use with film, however, it was extremely dangerous, especially when used in movies. The film base was, and is, highly flammable, and it releases hazardous gases as it deteriorates. In movie theaters, when subjected to the high heat of arc light, the film would often burst into flame, which accounts for the large number of early movie theater fires.

Any photographic collection that contains flexible, transparent film negatives from the 1890 to 1950 period very likely contains at least some nitrate film. These negatives need special attention and should immediately be separated from other film.

Acetate negatives also have issues, but not as dangerous to human health as it is to image health. The chemical composition also breaks down with the image first crackling and bubbling, and then shrinking the film support. When acetate film is stored in a poor environment of high heat and humidity—or exposed to acidic vapors from other degrading film—it undergoes chemical reactions within the plastic support to form acetic acid. This acid causes the support to become acidic, brittle, buckle, and shrink. In turn, the acid spreads into the gelatin emulsion or into the air creating a harsh, acidic odor.

Thus if stored with stable polyester-based film, degrading nitrate and acetate negatives can and will impact its longevity as well. The types need to be well separated.

I have been a professional photojournalist for most of 50 years. Sadly, during my work with the U.S. Navy at the Naval History and Heritage Command I encountered some instances of nitrate and acetate film within their historic collections.

This is one such instance.

The photograph below was taken of an Aeromarine 39B during tests of using the airplane’s carrier deck landing skids as skis on light snow. It may be a unique image; I have found no similar photograph of an Aeromarine 39B using skids on snow. There is no date, but this type first entered Navy service in 1918 and was removed from its rolls in 1926. This print is contemporary with the original negative, thus it dates to the 1920s.

Below are scans of the original negative and, beneath it, a direct print.

It is obvious that this negative will never be printed again. It is quite likely that the print at the top is the only original one left of the negative. As it shows a fairly unique view from a tiny chunk of naval aviation history, it must be preserved—but not in the same folder as its negative!

This is a detail of the negative to better show its bubbling and cracking. I have highlighted a light portion of the film’s edge which gets narrower at the right. This is the “shadow” (it is light because it is a negative) of the grip on the film holder that held this side of the negative in place in the holder. There is another shadow on the other side of the film.

It is distressing to note that there are other instances of nitrate and acetate films within the collection. The nitrate negatives especially represent a very clear and present danger to not only the collection but the buildings and personnel around them.

Our photographic heritage is precious. Every instant of history that was recorded on film is on a piece of acetate, nitrate, or polyester that was present for that history, in the hands of a photographer who was witness to that history. Those slivers of film are the closest physical pieces we have of that history.

Our photographic heritage must be preserved!

Good Starter Book

Good Starter Book

Aviation Records in the Jet Age: The Planes and Technologies Behind the Breakthroughs

by William A. Flanagan

Specialty Press, 2017. 192 pages. $39.95

My sense—and that is all it is, a sense—is that the author’s title was much closer to simply Aviation Records rather than as now titled, and that marketing got a hold of it, and tried to spin it for sales. Frankly, if purchased by title alone, you should get your money back. The first jet doesn’t appear until page 32 of the 183-page book; losing nearly 20 percent of the real estate. And that doesn’t include about 20 more pages concerning non-jet aircraft, but are technically within the scope of the title as their records were set in the jet “age.”

Enough about titles and spin. Ignore the title. What do you get for your money?

Easily more than 50 percent of the book is dedicated to imagery, most of it large, and all of it very detailed. They are well reproduced on the typical slick glossy stock one recognizes as a Specialty Press trademark. The text is well written and authoritative, but it is not Ernie Gann. And that is okay; because the book is aimed at facts, not prose.

But with that in mind along with the title, one would expect to see easily digestible charts showing progression over time or comparisons of higher, faster, farther. There are none. If you want to know the speed increase from 1945 to 1955, you’ll have to search for each in the text and make the comparisons yourself. The only enumeration of records can be found in three pages of two appendices, and at that these are not readily decipherable as each entry is in narrative form. Frankly, I haven’t figured them out.

Appendix One: Speed Records, sub-category Progressive Speed Records In Aviation History lists just 13 records. Obviously this is incomplete. Worse, it has four “No. 10”s. Two could be justified, I guess, because they are for “First Speed Record Faster Than 2,000 mph” in both jet and rocket categories. But the other two 10s are for 3k and 4k mph, all on different dates. Sub-category Major World Speed Records, which numbers to 24, begins with No. 2, includes two No. 4s, and is missing (I think) Nos. 6, 8, 12, 13, 17, 18, and 19. Thankfully, the third sub-category, Significant Speed Flights by Mach Number, is not listed by number so there is no confusion on that score.

In the absence of any explanation for this numbering, this is indicative of poor—very poor—editing. What about the rest of the book?

And among the triumvirate of aviation records, farther does not appear at all.

The author provides each of the chapters with a variety of interesting and well-illustrated sidebars to expand on his work. For instance, Chapter 5 relating to airliners and Mach 2 fighters includes a near full-page reproduction of a Fairey Aviation Company advertisement hawking their Delta 2’s official world speed record of 1,132 mph, a sidebar on boosted flight control systems, and one on Russia’s race to have the first jetliner. And that is typical of the chapters. There is so much more here than simply records that it is obvious the author was thinking far beyond the range of the limitation put on his work by the current title.

For me, this book was disappointing in that it did not add much to what I already knew. I am always interested in comparisons and an author’s reasoning for why and how such advances occurred. While there was little to change my views on the subjects, that will not be the case for all readers.

There is much very good and well-explained detail in this book and I highly recommend it for those getting their feet wet in aviation and its goals of higher, faster, farther.

Aviation Records in the Jet Age is available from Specialty Press at 1-800-895-4585 or www.specialtypress.com.

Reviewed May 2017

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