Part 16

The degree to which invention has contributed to civilization is far from suspected by the careless observer. Almost everything we have or use is the fruit of invention. Man might be defined as the animal that invents. The air we breathe and the water we drink are provided by Nature, but we drink water from a vessel of some kind, an invention of man. Even if we drink from a shell or a gourd, we shape it to serve a new purpose. If we want our air hotter or colder, we resort to invention, and a vast amount of ingenuity has been expended upon putting air in motion by means of fans, blowers, ventilators, etc. We take but a small part of our food as animals do--in the natural state. The savage who first crushed some kernels of wheat between two stones invented flour, and we are yet hard at it inventing improvements upon his process. The earliest inventions probably had reference to the procuring and preparing of food, and the ingenuity of man is still exercised upon these problems more eagerly than ever before. During the last fifty years the power of man to produce food has increased more than during the preceding fifteen centuries. Sixty years ago a large part of the wheat and other grain raised in the world was cut, a handful at a time, with a scythe, and a man could not reap much more than a quarter of an acre a day. With a McCormick reaper a man and two horses will cut from fifteen to twenty acres of grain a day. In the threshing of grain, invention has achieved almost as much. A man with a machine will thresh ten times as much as he formerly could with a flail.

It is less than sixty years since matches have come into common use. Many old men remember the time in this country when a fire could be kindled only with the embers from another fire, as there were no such things as matches. Most of us who have reached the age of forty remember the abominable, clumsy sulphur-matches of 1860, as bulky as they were unpleasant. And yet the first sulphur-matches, made about 1830, cost ten cents a hundred. To-day the safety match, certain and odorless, is sold at one-tenth of this price. The introduction of kerosene was one of the blessings of modern life. It added several hours a day to the useful, intelligent life of man, and who can estimate the influence of these evening hours upon the advance of civilization? The evening, after the day's work is done, has been the only hour when the workingman could read. Before cheap and good lights were given him, reading was out of the question. Gas marked a step in advance, but only for large towns, and now electricity bids fair soon to displace gas; and we hear vague suggestions of a luminous ether that will flood houses with a soft glow like that of sunlight.

TOWNSEND AND DRAKE--THE INTRODUCTION OF COAL OIL.

In 1850 sperm oil, then commonly used in lamps, had become high-priced, owing to the failure of the New Bedford whalers, and cost $2.25 a gallon. Oil obtained by the distillation of coal was tried, but was also too costly--not less than $1 a gallon. It burned well, but its odor was frightful. The problem of a cheap and pleasant light was solved by James M. Townsend and E.L. Drake, both of New Haven. In 1854 a man brought to Professor Silliman, of Yale, some oil from Oil Creek, Pa., to be tested. His report was so favorable that a company was formed, which leased all the land along Oil Creek upon which were traces of the new rock oil. The hard times of 1857 came before any headway had been made, and the company tried to find some way of ridding itself of the lease. At this time Townsend, who knew something about the property, undertook to get possession. Boarding in the same house in New Haven was E.L. Drake, once a conductor on the New York & New Haven Railroad, who had been obliged to give up work on account of ill-health. Townsend proposed that as Drake could get railroad passes as an ex-employee, he should go to Pennsylvania and look into the property. He did so, and reported that a fortune might be made by gathering the oil and bottling it for medicinal purposes. Drake and Townsend organized the Seneca Oil Company. The oil was gathered by digging trenches, and was sold at $1 a gallon. Drake suggested that it might be well to bore for oil. A man familiar with salt-well boring was brought from Syracuse, and in 1850 the first well was begun at Titusville under the supervision of Drake. He was commonly considered by the neighbors to be insane. The work was costly and slow. When many months and about $50,000 had been spent, the stockholders in the company refused to go any further--all except Townsend, who sent his last $500 to Drake, with instructions to use it in paying debts and his expenses in reaching home. On the day before the receipt of this money--August 29, 1859--the auger, which was down sixty-eight feet, struck a cavity, and up came a flow of oil that filled the well to within five feet of the surface. Pumping began at the rate of five hundred gallons a day, and a more powerful pump doubled this flow. As this oil was worth a dollar a gallon, fortune was within sight. But the very quantity of the oil proved to be the company's ruin. Their works were destroyed by fire in the winter of 1859-60, and before they could be rebuilt, scores of other wells, some of them requiring no pumping apparatus, had been sunk in the neighborhood. The supply was soon far in excess of the demand, which was limited by the small number of refineries, the want of good lamps in which to burn the oil, and the attacks by manufacturers of other oils. Such was the effect of these causes that the new oil fell to a dollar a barrel, a price so low that it did not pay for the handling. The Seneca Oil Company was so much discouraged that they sold out their leases and disbanded. Both Townsend and Drake would have died richer men had they never heard of the Pennsylvania rock oil.

THE CLARKS AND THE TELESCOPE.

The fame of American telescopes is due to the work and inventions of the Clark family of Cambridgeport, Mass., the descendants of Thomas Clark, the mate of the Mayflower. The founder of the great--in a scientific sense--house of Alvan Clark & Sons, telescope-makers, was a remarkable man. Until after his fortieth year he devoted himself to portrait-painting. In 1843 his attention was accidentally turned toward telescope-making. One day the dinner-bell at Phillips Academy, Andover, Mass., happened to break. The pieces were gathered up by one of Clark's boys, George, who proceeded to melt them in a crucible over the kitchen fire, declaring that he was going to make a telescope. His mother laughed, but his father was deeply interested and helped the boy make a five-inch reflecting telescope which showed the satellites of Jupiter. This was the beginning of telescope-making in the Clark family, an industry which has given to the scientific world its most remarkable lenses. Alvan Clark dropped his paintbrushes, never to take them up again until at the age of eighty-three he made an excellent portrait of his little grandson. To Alvan G. Clark, the present head of the house, are chiefly due the scores of devices by which American ingenuity has surpassed the slower European methods. The delicacy required in the manipulation and grinding of the immense lenses made by the Clarks is almost incredible. The latest triumph of the firm--a forty-inch lens for the Spence Observatory at Los Angeles, Cal.--required two years of grinding and polishing after a piece of glass perfect enough had been obtained. So delicately finished is it that half a dozen sharp rubs with the soft part of a man's thumb would be sufficient to ruin it. Alvan G. Clark is now a man sixty-one years-old. He has lived all his life at the home in Cambridgeport. His greatest sorrow is that there is no son of his to carry on the work after his death. His only son died a few years ago, just as he was beginning to show wonderful aptitude in the art which has made the family famous in all the great observatories of the world.

JOHN FITCH AND OLIVER EVANS--STEAM TRANSPORTATION.

In looking over the work done by American inventors, the great names are those to be found at the heads of the preceding chapters. But the list is by no means exhausted. Among the early men of achievement in the field of invention I have had to omit at least a dozen whose work deserves more than a paragraph. The history of the steamboat is not complete without reference to John Fitch.

Fulton was fortunate in making the first really successful attempt at propelling boats by steam, but Fitch came very near reaping the honors for this invention. The account of Fitch's life and experiments, written by himself and now in the possession of the Franklin Library of Philadelphia, clearly shows that this unhappy genius really deserves to share in Fulton's glory. Fitch was born in Connecticut, in January, 1743, more than twenty years before Fulton. He was a farmer's boy and picked up knowledge as best he could. Before he was twenty he had learned clock-making and then button-making. It was in 1788 that he obtained his first patent for a steamboat. His experimental boat was an extraordinary affair, fully described in the _Columbian_ (Philadelphia) _Magazine_ for December, 1786. Its motive power consisted of a clumsy engine that moved horizontal bars, upon which were fastened a number of oars or paddles. So far as possible the machine imitated the movements of a man rowing. This boat made eight miles an hour in calm water. Finding nothing but ridicule for his project here, as his steamboat cost too much money to run as a commercial undertaking, Fitch went to Europe, and was equally unsuccessful there. There is still in existence a letter from him in which he predicts that steam would some day carry vessels across the Atlantic. He died in 1796, without having contributed more than a curiosity to the art of steam navigation.

Another early inventor was Oliver Evans, who has been called the Watt of America. In 1804 Evans offered to build for the Lancaster Turnpike Company a steam-carriage to carry one hundred barrels of flour fifty miles in twenty-four hours. The offer was derided. Here is one of Evans's predictions written at about this time: "The time will come when people will travel in stages, moved by steam-engines, from one city to another, almost as fast as birds fly, fifteen or twenty miles an hour. Passing through the air with such velocity, changing the scene with such rapid succession, will be the most rapid, exhilarating exercise. A carriage (steam) will set out from Washington in the morning, the passengers will breakfast at Baltimore, dine at Philadelphia, and sup in New York the same day. To accomplish this, two sets of railways will be laid so nearly level as not in any way to deviate more than two degrees from a horizontal line, made of wood, or iron, or smooth paths of broken stone or gravel, with a rail to guide the carriages so that they may pass each other in different directions and travel by night as well as by day. Engines will drive boats ten or twelve miles per hour, and there will be many hundred steamboats running on the Mississippi." In 1805 Evans built a steam-carriage propelled by a sort of paddle-wheel at the stern, the paddles touching the ground. This apparatus he named the "Oructor Amphibolis," and it is believed to have been the first application of steam in America to the propelling of land carriages. He died in 1819 without having seen his steam-carriage come to anything practicable. He made a fortune, however, from some patents upon flour-mill improvements.

AMOS WHITTEMORE AND THOMAS BLANCHARD.

In the domain of textile fabrics Amos Whittemore, the Massachusetts inventor of the card-machine, which did away with the old-fashioned method of making cards for cotton and woollen factories, must be mentioned. Before Whittemore's machine came into use, about 1812, such cards were made by hand, the laborer sticking one by one into sheets of leather the wire staples, which operation gave work to thousands of families in New England early in the century. Whittemore made a fortune by his invention, and devoted the last years of his life to astronomy.

Another Massachusetts boy, Thomas Blanchard, invented the lathe for turning irregular objects, and well deserves mention. Born in 1788, he was noted as a boy for his efficiency in the New England accomplishment of whittling, making wonderful windmills and water-wheels with his knife. When thirteen years old he made an apple-paring machine, with which at the "paring bees" held in the neighborhood he could accomplish more than a dozen girls. Soon after this achievement he began helping his brother in the manufacture of tacks. The operation consisted in stamping them out from a thin plate of iron, after which they were taken up, one at a time, with the thumb and finger and caught in a tool worked by the foot, while a blow given simultaneously with a hammer held in the right hand made a flat head of the large end of the tack projecting above the face of the vise. This was the only method then known, and it was so slow and irksome that young Blanchard often grew disgusted. As a daily task he was given a certain quantity of tacks to make, which number was ascertained by counting. Finding this much trouble, he constructed a counting-machine, consisting of a ratchet-wheel which moved one tooth every time the jaws of the heading tool or vise moved in the process of making a tack. From this achievement he passed to a tack machine, and after six years of hard work turned out an apparatus that made five hundred tacks a minute. He sold his patent for the trifle of $5,000.

With part of this money he began his experiments in turning musket-barrels, an operation that was simple enough except at the breech, where the flat and oval sides had to be ground down or chipped. Blanchard made a lathe that turned the whole barrel satisfactorily. While exhibiting his new lathe at the United States Armory at Springfield, occurred the incident that led to Blanchard's great device for turning irregular forms. One of the men employed in cutting musket-stocks remarked that Blanchard could never spoil his job, for he could not turn a gun-stock. The remark struck Blanchard, who replied, "I am not so sure of that, but will think of it a while." The result of six months' study was the lathe with which such articles as gun-stocks, shoe-lasts, hat-blocks, tackle-blocks, axe-handles, wig-blocks, and a thousand other objects of irregular shape may now be turned. While at Washington getting his patent, Blanchard exhibited his machine at the War Office, where many heads of departments had assembled. Among the rest was a navy commissioner, who, after listening to Blanchard, remarked to the inventor: "Can you turn a seventy-four?"

"Yes," was the reply, "if you will furnish the block." Blanchard afterward made many interesting experiments in steam-carriages, but his chief claim to fame rests upon his lathe.

RICHARD M. HOE AND THE WEB-PRESS.

From the end of the first half of this century date movements of extraordinary importance in the world of American invention. The locomotive, the steam-engine and steam-boat, the telegraph, reaping-machine, the printing-press, all seemed to reach an era of wide usefulness at about the same time. It was in 1814 that Walters first printed the London _Times_ by steam, the sullen pressmen standing around waiting for a pretext to destroy the machinery, and only prevented by strategy from doing so. About thirty years afterward Richard M. Hoe first turned his attention to the improvement of printing-presses. The founder of the famous house of printing-press makers, Robert Hoe, was born in England. His son, Richard March Hoe, was born in New York on the 12th of September, 1812. He made his first press in 1840, when he turned out the machine known as "Hoe's Double-cylinder," which was capable of making about six thousand impressions an hour, and was the admiration of all the printers in the city. So long as the newspaper circulation knew no great increase this wonderful press was all-sufficient; but the greater the supply the greater grew the demand, and a printing-press capable of striking off papers with greater rapidity was felt to be an imperative need. It was often necessary to hold the forms back until nearly daylight for the purpose of getting the latest news, and the work of printing the paper had to be done in a very few hours. In 1842 Hoe began to experiment for the purpose of getting greater speed. There were many difficulties in the way, however, and at the end of four years of experimenting he was about ready to confess that the obstacles were insurmountable. One night in 1846, while still in this mood, he resumed his experiments; the more he reviewed the problem, the more difficult it seemed. In despair he was about to give it up for the night, when there flashed across his brain a plan for securing the type on the surface of a cylinder. This was the solution of the problem, and within a year our leading newspapers had their "Lightning" presses, in which from four to ten cylinders were used to feed sheets of paper against the surface of the type as it flew around. So recently as 1870 the ten-cylinder Hoe press, printing twenty-five thousand sheets an hour, was considered a marvel.

Then came the perfecting press, a far smaller machine, but capable of five times as much work, thanks to the substitution of rolls of paper for separate sheets fed in one by one. The device by which the web of paper after being printed on one side is turned over and printed on the other side in the same machine was another triumph of American ingenuity. Stereotyping made it possible to print from a dozen presses at the same time without the trouble of setting up new type, and inventions for pasting, folding, and counting the papers still further increased the speed at which papers may be issued, while at the same time decreasing the number of men employed as pressmen. In 1865 it required the services of twenty-six men and boys to print and fold twenty-five thousand copies of an eight-page paper in an hour. To-day a perfecting press, with the aid of four men, does four times as much work. It has been recently estimated that to print, paste, and fold the Sunday edition of one of the great newspapers with the machinery of 1865 would require the services of five hundred persons.

THOMAS W. HARVEY AND SCREW-MAKING.

The gimlet-pointed screw patented in 1838 by Thomas W. Harvey, of Providence, R.I., is a marked instance of an improvement so useful that we can scarcely realize that less than fifty years ago such screws were unknown to the carpenter, for it was not until 1846 that Harvey succeeded in getting people to abandon the old blunt-ended screw that we now occasionally find in buildings put up before 1850. Harvey was a Vermont boy, born in 1795. His faculty for the invention of machinery for screw-making and other purposes gave him and his associates and successors--Angell, Sloan, and Whipple--great fortunes according to the estimate of that day. He died in 1856.

C.L. SHOLES AND THE TYPEWRITER.

A great many men contributed to make the typewriter what it is to-day--as much of an improvement upon the pen as the sewing-machine is upon the needle. So long ago as 1843 some patents were taken out for divers forms of writing-machines, all more or less impracticable. It was not until C.L. Sholes, then of Wisconsin, took up the problem, in 1866, that the present form of a number of type-bars, arranged so that their ends strike upon a common centre, was devised. Sholes died in 1890, having also helped by many minor devices the increase in the use of writing-machines. From 1865 to 1873 he made thirty different working models of writing-machines, devoting himself to the task almost day and night for eight years.

B.B. HOTCHKISS AND HIS GUNS.

American inventors have had, as a rule, but small success in making Europe see the value of their inventions before this country has proved it. Morse could get neither England nor France to take an interest in his telegraph schemes, and, at a later day, Bell's telephone was received in England as a curious device, but not worth investing money in. An exception to this rule may be found, however, in the case of B.B. Hotchkiss, a Connecticut inventor, who during the civil war conceived the idea of a breech-loading cannon. In 1869 Hotchkiss mounted one of his small guns in the Brooklyn Navy-yard, but found no encouragement to experiment further. The Franco-German war found him in Europe with a breech-loading gun that would throw shells. His success was such that there is not a civilized country where Hotchkiss guns, throwing light shells with a rapidity not dreamed of years ago, are not now in use. The inventor has made a large fortune and has had the pleasure of sending to this country a number of guns for our cruisers, the Atlanta, the Boston, the Chicago, and the Dolphin. So great is the rapidity, accuracy, and power of these Hotchkiss rapid-fire guns that some experts expect to see two-thirds of an action fought with these or similar pieces, which they think will silence and put out of action all the heavy guns in a few minutes after the enemies come within fifteen hundred yards of each other. For instance, the latest piece is a six-pounder, which, with smokeless powder, has a range of five thousand yards and an effective fighting range of one thousand yards, within which distance a target the size of a six-inch gun can be hit nearly every time and five inches of wrought iron perforated. A speed in firing of twenty-five shots a minute has been attained.

CHARLES F. BRUSH AND THE DYNAMO.

A trifling incident revealed to an Italian savant the fact that when two metals and the leg of a frog came into contact the muscles of the leg contracted. The galvanic battery resulted. Years later another observer discovered that if a wire carrying a current of electricity was wound around a piece of soft iron the latter became a magnet. Out of these simple discoveries have arisen the telegraph, the telephone, and a host of inventions depending upon electricity. And to-day, with all the wonders accomplished in this field, we are yet upon the threshold of the enchanted palace that electricity is about to open to us. Through its aid we shall one day enjoy light, heat, and power almost as freely as we now enjoy air. The crops will be planted, watered, cultivated, gathered, and transported to the uttermost ends of the earth by electricity. The steam-engine is said to do the work of two hundred million men, and to have been the chief agent in reducing the average working hours of men in the civilized world in this century from fourteen hours a day to ten. But electricity, according to even conservative judges, will accomplish infinitely more. It will make possible the harnessing of vast forces of nature, such as the falls of Niagara, because the electric current can be transported from place to place at small cost and it is easily transformed into light or power or heat. Within a few months we shall see the first results of the great work at Niagara. Before many years the power of the tides is certain to be used along the seaboard for producing electricity. Here is a force equal to that of a million Niagaras going to waste.