Tag Archives: history

Legendary Viking “Sunstone” real?

Is legendary Viking ‘sunstone’ real?

By Megan Gannon

Published March 10, 2013

LiveScience

  • viking-crystal

    Researchers say this crystal found at the Alderney shipwreck near the Channel Islands could prove fabled Viking sunstones really did exist. (© Alderney Museum)

Ancient lore has suggested that the Vikings used special crystals to find their way under less-than-sunny skies. Though none of these so-called “sunstones” have ever been found at Viking archaeological sites, a crystal uncovered in a British shipwreck could help prove they did indeed exist.

The crystal was found amongst the wreckage of the Alderney, an Elizabethan warship that sank near the Channel Islands in 1592. The stone was discovered less than 3 feet from a pair of navigation dividers, suggesting it may have been kept with the ship’s other navigational tools, according to the research team headed by scientists at the University of Rennes in France.

If you were to look at someone’s face through a clear chunk of Icelandic spar, you would see two faces. 

A chemical analysis confirmed that the stone was Icelandic Spar, or calcite crystal, believed to be the Vikings’ mineral of choice for their fabled sunstones, mentioned in the 13th-century Viking saga of Saint Olaf.

Today, the Alderney crystal would be useless for navigation, because it has been abraded by sand and clouded by magnesium salts. But in better days, such a stone would have bent light in a helpful way for seafarers.

Because of the rhombohedral shape of calcite crystals, “they refract or polarize light in such a way to create a double image,” Mike Harrison, coordinator of the Alderney Maritime Trust, told LiveScience. This means that if you were to look at someone’s face through a clear chunk of Icelandic spar, you would see two faces. But if the crystal is held in just the right position, the double image becomes a single image and you know the crystal is pointing east-west, Harrison said.

These refractive powers remain even in low light when it’s foggy or cloudy or when twilight has come. In a previous study, the researchers proved they could use Icelandic spar to orient themselves within a few degrees of the sun, even after the sun had dipped below the horizon.

European seafarers had not fully figured out magnetic compasses for navigation until the end of 16th century. The researchers say the crystal might have been used on board the Elizabethan ship to help correct for errors with a magnetic compass.

“In particular, at twilight when the sun is no longer observable being below the horizon, and the stars still not observable, this optical device could provide the mariners with an absolute reference in such situation,” the researchers wrote online this week in the journal Proceedings of the Royal Society A.

No such crystals have been found yet at Viking sites. The team notes that archaeologists are unlikely to find complete crystals as part of a group of grave goods, since the Vikings often cremated their dead.

But recent excavations turned up the first calcite fragment at a Viking settlement, “proving some people in the Viking Age were employing Iceland spar crystals,” the researchers wrote.

Read more: http://www.foxnews.com/science/2013/03/10/first-evidence-viking-sunstone-found/?intcmp=features#ixzz2NIgtRywA

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Early Snow Removal Devices

Scenes From the History of Snow Removal

IMAGE CREDIT:
UNIVERSITY OF VERMONT LIBRARIES CENTER FOR DIGITAL INITIATIVES

In some areas, the weather outside is pretty frightful. And since you’ve no place to go but outside to shovel, get cozy and read about snow removal in the good old days.

ON A ROLL

For a good stretch of American history, getting rid of snow was of no great concern. In fact, people actually wanted it around. While this might blow the minds of modern Northeasterners and Midwesterners, keep in mind that these were the days of the horse-drawn vehicle, not the Prius. To improve travel in winter conditions, horse carts and coaches traded their wheels in for ski-like runners. With those things on, the more packed snow on the roads, the better! Historian and weather geek Eric Sloane wrote that, in the 18th and 19th centuries, “snow was never a threat” to road travel, “but rather it was an asset.”

To keep roads in optimal snowy condition, many municipalities employed a “snow warden” to pack and flatten the snow with a crude vehicle called a snow roller—essentially a giant, wide wheel weighed down with rocks and pulled by oxen or horses. A far cry from the winter road work we see today, it was more like maintaining a ski slope or smoothing out an ice rink. Stranger still, snow wardens actually had to install snow on the pathways of covered bridges so that travel would not be interrupted.

PLOW ABOUT THAT

Photo Courtesy Schwartz Boiler Shop

By the mid 1800s, several different inventors had patented their own versions of a horse-drawn snow plow meant for clearing alleys and residential streets that saw more foot traffic than carriages. In 1862, Milwaukee became the first major municipality to try one out, and it was a hit. Over the next few years, the plows hit the streets in cities throughout the Snow Belt.

But horse-drawn plows didn’t stand a chance against the Blizzard of 1888, which bludgeoned the East Coast from the Chesapeake Bay up to Maine. After three days, some places were buried in up to 50 inches of snow, and high winds caused drifts up to 40 feet tall to form. The plow-pulling horses, like everyone else, had no choice but to stay inside and wait for the snow to melt. Cities in the region learned a valuable lesson about preparation, and the following year many implemented measures like hiring more plows and giving them assigned routes, and sending the plows out to start clearing the roads in the early stages of the storm.

BLOWN AWAY


The Jull Centrifugal Snow Plough. Photo Courtesy of Made In Canada

Around the same time, on the other side of the country, the rotary snowplow—or as we know it, the snow blower—was getting its start in an unlikely place far removed from the suburban driveways where they’re now normally seen. In the Canadian West, railroad men were having a hard time keeping their tracks clear of snow. The railroad snowplows used back east and on the prairies were the wedge-shaped cow-catcher type that pushed the snow to the sides of the track, and they just didn’t work in the deep, heavy snow of the western mountains.

J.W. Elliott, a Toronto dentist, had been tinkering with a plow design he thought might work well on a train. His plow had a rotary engine that drove a wheel rimmed with flat blades. As the plow went down the track, snow collected in a housing on the plow and then got funneled up to the blades, which tossed the snow out through an opening at the top of the housing. The railroads passed on it, but Elliot persisted. He hooked up with inventor Orange Jull to improve the design and commission a full-scale working model. The next winter, they convinced the Canadian Pacific Railroad to road-test the new plow on its line near Toronto. The plow cleared the track easily, tossing snow as far as 200 feet out of the way, and the railroad managers were impressed enough to buy eight plows and put them to work. Over the few decades, snowblowers got cheaper, smaller, and easier to use, with truck-mounted models and, eventually, human-powered ones for home use hitting the market.

CAR-PLOW


Photo Courtesy of the National Archives of Norway

As automobiles replaced horses and carriages on the roads of the U.S., the snow problem got flipped on its head. It wouldn’t be enough to clear the alleys and pack down the snow on the main roads anymore. Cars required dry, safe streets. Motorized salt spreaders were introduced, but they often didn’t do enough, and urban sprawl meant most cities were just too big for horse-drawn plows to clean all the streets. In the early 1920s, Norwegian brothers Hans and Even Overaasen and New Yorker Carl Frink independently came up with designs for car-mounted snow plows. These were, apparenty the perfect solution to the modern snow problem, and the company Frink started is still producing plows today.

As for the snow removal tool the average Joe is most familiar with, 100-plus patents have been granted for snow shovel designs since the 1870s. One of the first designs that hit upon the “scrape and scoop” combo was invented in 1889 by—get this—a woman named Lydia Fairweather.

Read the full text here: http://mentalfloss.com/article/32006/scenes-history-snow-removal#ixzz2NIgAvxQe
–brought to you by mental_floss!

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Sailors from USS Monitor buried in Arlington – 150 years later…

150 years later, Union sailors from USS Monitor to be buried at Arlington

By 

Published March 04, 2013

FoxNews.com

  • monitor.jpg

    The bodies were found when the USS Monitor’s rusty gun turret was raised from the ocean floor. ( National Oceanic and Atmospheric Administration)

Two Navy sailors slated for heroes’ burials at Arlington National Cemetery have waited a century and a half for the honor.

The men were among the crew members who perished aboard the legendary Union battleship the USS Monitor, which fought an epic Civil War battle with Confederate vessel The Merrimack in the first battle between two ironclad ships in the Battle of Hampton Roads, on March 9, 1862.

Nine months later, the Monitor sank in rough seas off of Cape Hatteras, where it was discovered in 1973. Two skeletons and the tattered remains of their uniforms were discovered in the rusted hulk of the Union ironclad in 2002, when its 150-ton turret was brought to the surface. The Navy spent most of a decade trying to determine the identity of the remains through DNA testing.

“It’s been interesting to be connected to something so momentous, and we’re looking forward to the ceremony.”

– Diana Rambo, possible descendant of USS Monitor sailor 

“These may very well be the last Navy personnel from the Civil War to be buried at Arlington,” Navy Secretary Ray Mabus said. “It’s important we honor these brave men and all they represent as we reflect upon the significant role Monitor and her crew had in setting the course of our modern Navy.”

Although testing has narrowed the identities of the men down to six, descendants of all 16 soldiers who died when the ship sank are expected at the ceremony. Diana Rambo, of Fresno, Calif., said DNA testing showed a 50 percent chance that one man was Jacob Nicklis, her grandfather’s uncle. A ring on his right finger matched one in an old photograph, adding to the likelihood he was her relative. She plans to be at the cemetery when he is buried.

“It’s been interesting to be connected to something so momentous, and we’re looking forward to the ceremony,” Rambo told FoxNews.com.

She said the development has brought several branches of the family together as they sift through old letters and photos and piece together their shared genealogy. One letter in particular made her long-lost relative seem real.

“I’ve started doing the research, and even read letters he wrote to his father saying he really didn’t want to go,” said Rambo, who was able to tell her 90-year-old mother of the Navy’s revelation a week before her death. “And you think about how many of these kids today are in that situation.”

David Alberg, superintendent of the Monitor sanctuary, pressed for the pair to have Arlington burial honors, as did the National Oceanic and Atmospheric Administration’s Maritime Heritage Program and descendants of the surviving Monitor crewmembers.

Although most schoolkids learn that the Monitor fought the Merrimack to a draw in 1862, the ship that the Monitor took on was actually dubbed the Virginia, and built on the hull of the U.S. Navy frigate USS Merrimack. Some 16 sailors died when the Monitor sank, while about 50 more crewmembers were plucked from the sea by the crew of the Rhode Island.

Although the Monitor sank soon after the battle, it still outlasted the Virginia, which the Confederates were forced to scuttle in early May. The Monitor sailed up the James River to support the Army during the Peninsula Campaign, taking part in the Battle of Drewry’s Bluff before sinking while being towed during a storm off the Carolina coast. The ship’s gun turret, engine and other relics are on display at the Mariners’ Museum in Newport News, Virginia.

Read more: http://www.foxnews.com/us/2013/03/04/150-years-later-union-sailors-from-uss-monitor-to-be-buried-at-arlington/#ixzz2NCYc6twQ

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Travel the Ancient Roman Empire!

Below is a story from I09 about ORBIS.  ORBIS is an amazing site that actually allows you to explore the ancient Roman Empire by map, and see how long various modes of travel would take, what form they would take, and how many denarii would be needed.  Very cool.  First the link, then the story:

http://orbis.stanford.edu/#

This interactive travel map of the Roman Empire is like Oregon Trail meets Civilization

Ever wondered how long it would take to travel from Rome to Constantinople at the peak of the Roman Empire? Or from Luna to Larissa? Or Parma to Thessalonica? This map of the Roman World created at Stanford University is awesomely realistic — all the ancient transportation lines on it actually existed 2,000 years ago.

Tell us, would you like to travel to Rome by road, river or open sea? Would you stick to the coasts or set a course through the mainland? During which month would you journey? Would you opt for the fastest route (bearing in mind that the shortest course does not always translate to the quickest passage) or the cheapest? Speaking of expenses, how much would this journey cost you, anyway? (Please give your answer in denarii.)

Confused? Overwhelmed? Fear not — ORBIS is here to help you plan your trip. ORBIS is Stanford University’s geospatial network model of the Roman World. It’s fully interactive (as we alluded to above, you can adjust time of travel, mode of travel, starting points and destinations, and so on); highly customizable (select from fourteen different modes of transportation — and that’s just road travel); and positively bursting with information. It’s a little like Oregon Trailmeets Civilization, only without the dysentery and with infinitely more historical and comparative data. Yes, it is awesome, and — if you’re into this sort of thing — enormously time consuming.

Via Stanford:

 

For the first time, ORBIS allows us to express Roman communication costs in terms of both time and expense. By simulating movement along the principal routes of the Roman road network, the main navigable rivers, and hundreds of sea routes in the Mediterranean, Black Sea and coastal Atlantic [featured above is a depiction of navigable sea routes in July, with coastal routes in blue and overseas routes in green], this interactive model reconstructs the duration and financial cost of travel in antiquity.

Taking account of seasonal variation and accommodating a wide range of modes and means of transport, ORBIS reveals the true shape of the Roman world and provides a unique resource for our understanding of premodern history. [Featured below: a contour map of travel time to Rome in July.]

 

You can learn a little more about using ORBIS in this introductory video, but we highly recommend heading over to the ORBIS website, where you’ll learn more about this geospatial model’s applications and its historically rich digital architecture. This is really, really impressive stuff.

[ORBIS]

Top image via Shutterstock

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The First Ferris Wheel

 

The Life and Explosive Death of the World's First Ferris Wheel
The Life and Explosive Death of the World’s First Ferris Wheel

1893 marked the 400 year anniversary of Columbus’ landing in the New World. To commemorate the anniversary, the 51st US Congress of 1890 declared that a great fair—the World’s Columbian Exposition—would be held on April 9th of 1893 in Chicago and Daniel H. Burnham, father of the skyscraper, would oversee its construction. If only he could find enough civil engineers to pull it off.

Despite the formation of a group of engineers and architects known as the “Saturday Afternoon Club” that met weekly to discuss the expo’s progress and acted as a straw poll regarding architectural and engineering decisions, few civil engineers wanted to actively participate in the work. So Burnham employed an age-old, surefire tactic to drum up volunteers for the project—he bagged on the French. Burnham first chided the club for growing complacent in their success and swaddling themselves in accolades for past deeds rather than striving to exceed their previous triumphs and introduce some—any—novel feature in their architectural works. Nothing “met the expectations of the people,” as he put it. Burnham argued that the Eiffel Tower, which was built by Gustave Eiffel for the Paris Exposition of 1889—and centennial of the French Revolution—was leagues beyond anything the gathered crowd had designed in recent memory. It was high time that the Americans launched a cultural counter-punch to reclaim their prestige.

This got the crowd’s attention—specifically, the ear of George W. Ferris, a bridge-builder from Pittsburgh, Pennsylvania and owner of the G.W.G. Ferris & Co., which inspected structural steel used in railroads and bridges. While the group rallied against initial suggestions of just building a bigger tower, Ferris sketched out a revolutionary new attraction on his napkin that would put the Eiffel to shame.

The Life and Explosive Death of the World's First Ferris Wheel

The buttressed steel wheel that Ferris designed was truly original—so much so that the structure’s design had to be derived from first principles because no one on Earth actually had experience constructing a machine of this size. By the winter of 1892, Ferris had the acquired the $600,000 in funding he needed but had just four months of the coldest winter in living memory to complete construction before the expo opened. To meet the deadline, Ferris split the wheel’s construction among several local machine shops and constructed individual component sets congruently and assembled everything on-site.

Construction crews first struggled with laying the wheel’s foundation. The site’s soil was frozen solid three feet deep overlaying another 20 feet of sand that exhibited liquefaction whenever crews attempted to drive piles. To counter the effects of the sand, engineers continually pumped steam into the ground to thaw it, then drove piles 32 feet deep into the bedrock to lay steel beams and poured eight concrete and masonry piers measuring 20 x 20 x 35 feet. These pylons would support the twin 140-foot towers upon which the wheel’s central 89,320-pound, 45-foot-long, 33-inch-wide axle would rest. The wheel section measured 250 feet across, 825 feet around, and supported 36 enclosed wooden cars that each held up to 60 riders. 10-inch steam pipes fed a pair of 1000 HP engines—a primary and a reserve—that powered the wheel’s movement. Three thousand of Edison’s new-fangled light bulbs lit up the wheel’s supports.

The Wheel opened on time and ran until November 6th of that year. A $.50 fare entitled the rider a nine-minute continuous revolution (which followed an initial six-stop revolution as the attraction was loaded) with views across Lake Michigan and parts of four states. To say that the attraction was a success is a bit of an understatement—the Ferris Wheel raked in $726,805.50 during the Expo. And adjusted for inflation, that amounts to $18,288,894.91. Not bad.

The wheel fell on hard times after the fair, though. It was first moved in 1895 to nearby Lincoln Park, then sold in 1896 when Ferris died of tuberculosis at the age of 37, and then moved to St. Louis in 1904 for the World’s Fair. But by 1906, after 13 years of operation, the original Ferris Wheel had fallen into disrepair and was eventually slated for demolition.

As the Chicago Tribune retold,

It required 200 pounds of dynamite to put it out of business. The first charge… wrecked its foundation and the wheel dropped to the ground… as it settled it slowly turned, and then, after tottering a moment like a huge giant in distress, it collapsed slowly. It did not fall to one side, as the wreckers had planned… it merely crumpled up slowly. Within a few minutes it was a tangled mass of steel and iron thirty or forty feet high. The huge axle, weighing 45 tons, dropped slowly with the remnants of the wheel, crushing the smaller braces and steel framework. When the mass stopped settling it bore no resemblance to the wheel which was so familiar to Chicago and St. Louis and to 2,500,000 amusement seekers from all over the world, who, in the days when it was in operation, made the trip to the top of its height of 264 feet and then slowly around and down to the starting point.

Following the blast that wrecked the wheel, but which failed to shatter its foundations, came another charge of 100 pounds of dynamite. The sticks were sunk in holes drilled in the concrete foundations that supported the pillars in the north side of the wheel.

While the original Ferris Wheel did eventually fall, its legacy and the public’s love of the attraction continues in carnivals, street fairs and amusement parks around the world.

[Wikipedia – About – Navy Pier – Hyde Park History – Image: Library of Congress]

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Did Phoenicians Beat Columbus by 2,000 years?

Transatlantic crossing: Did Phoenicians beat Columbus by 2000 years?

By Sheena McKenzie, for CNN
February 28, 2013 — Updated 1317 GMT (2117 HKT)
Setting sail from Spain with a crew of 90 men, Christopher Columbus landed in the Caribbean in 1492. But it's unlikely he was the first European to set foot in the New World... Setting sail from Spain with a crew of 90 men, Christopher Columbus landed in the Caribbean in 1492. But it’s unlikely he was the first European to set foot in the New World…
Was Columbus first?
  • British adventurer aims to sail replica Phoenician sailboat across Atlantic
  • Journey could prove ancient civilization capable of reaching America
  • Could challenge theory Christopher Columbus first discovered New World
  • Historian dispute likelihood Phoenicians landed in America

Editor’s note: MainSail is CNN’s monthly sailing show, exploring the sport of sailing, luxury travel and the latest in design and technology.

(CNN) — Christopher Columbus has long been the poster boy Renaissance explorer who found fame and fortune by sailing from the Old World to the New.

Crossing the great unknown waters between Spain and the Caribbean in 1492, he became one of the most renowned — and pivotal — Europeans to set foot in America.

But more than five centuries later, a British adventurer plans to show that the New World could have been reached by another seafaring nation 2,000 years before Columbus.

Former Royal Navy officer Philip Beale hopes to sail a replica Phoenician boat 10,000 kilometers across the Atlantic in an ambitious voyage that could challenge maritime history.

Expedition leader Philip Beale.

Expedition leader Philip Beale.

By completing the journey, Beale aims to demonstrate that the Phoenicians — the ancient Mediterranean civilization that prospered from 1500BC to 300BC — had the capability to sail to the U.S.; a theory disputed by historians.

“It is one of the greatest voyages of mankind and if anyone could have done it [before Columbus], it was the Phoenicians,” said Beale.

“Of all the ancient civilizations they were the greatest seafarers — Lebanon had cedar trees perfect for building strong boats, they were the first to use iron nails, and they had knowledge of astrology and currents.”

 

The prospect of sailing a 50-ton wooden vessel identical to those built 2,600 years ago across the Atlantic might appear foolhardy, had Beale not already challenged maritime history two years ago.

Beale sailed the replica boat — aptly named The Phoenician — around Africa in 2010, in a bid to demonstrate the ancient civilization had the capability to circumnavigate the continent 2,000 years before the first recorded European; Bartolomeu Dias, in 1488.

Setting sail from Syria in 2008, The Phoenician covered 32,000 kilometers over two years, battling everything from six-meter waves off the Cape of Good Hope to Somali pirates.

“We had run the gauntlet of pirate-infested waters, overcome numerous technical problems and traveled deep into the Indian and Atlantic Oceans,” Beale says in a new book on the incredible voyage; ‘Sailing Close to the Wind.’

“I had proved she was an ocean-going vessel and when she was coasting along the waves, her sail billowing in the wind; to captain her had been an unforgettable experience.”

Beale based his ambitious quest on a quote by Greek Historian Herodotus, who claimed the Phoenicians circumnavigated Africa in 600BC.

Along with their sophisticated seafaring skills, the Phoenicians were renowned as an intellectual and industrious civilization who helped develop the alphabet we still use today.

Highly skilled in metalwork, ivory carving and glass-making, the name Phoenician derives from the iconic purple color they used to dye their superior textiles.

Dr Julian Whitewright, maritime archaeologist at the University of Southampton, added that a Phoenician voyage around Africa was “quite a plausible undertaking, based on the capabilities of the vessel of the period and historical material stating it took place.”

The boat was modeled on an ancient 19-meter Phoenician shipwreck excavated off the coast of Marseille. Using locally-sourced materials, shipbuilders stayed true to the original down to the exact thickness of the planks and position of the mast.

The crew of volunteers ranged from six to 15 people at any time, with 53 sailors from 14 different countries taking part over the entire journey.

It is one of the greatest voyages of mankind and if anyone could have done it, it was the Phoenicians
Philip Beale

“We didn’t have any mechanical winches and the anchor had to be pulled up and down by hand — it was back-breaking work,” Beale said.

“There was just one traditional toilet which dropped straight into the ocean, so you literally had to step out on the side of the boat to use it. When you had big waves coming at you in the middle of the night it could be quite scary. But at least there was no cleaning.”

The final leg of the journey took them wide out across the Atlantic and a mere 965 kilometers off the coast of Florida. It was here Beale got his inspiration for the journey to the U.S.

“Archeologists have found Egyptian mummies with traces of tobacco and cocaine which could only have come from the New World,” Beale said. “It indicates there was something going on across the Atlantic.”

Dr Mark McMenamin, professor of geology at Holyoke College, also points to evidence of Phoenician coins bearing maps of the Old and New World. He said copper coins with Phoenician iconography have also also been discovered in North America.

“The available evidence suggests that the Carthaginians (the western tribe of the Phoenicians) had the ability to cross the Atlantic at will,” he said.

Many historians however, remain doubtful. “If the Phoenicians got to England — which we think they did — I wouldn’t be surprised if the boat could get to America physically. But whether they could have done it without running out of food is a different matter,” maritimehistorian Sam Willis said.

There’s plenty of solid archeological proof the vikings got to America
Historian Sam Willis

“If you’re circumnavigating Africa you can always stop along the way. But you can’t when you’re going to America — it’s a massive stretch of sea and that’s the difference.”

Setting off from Tunisia, the modern-day Phoenician vessel is expected to take two to three months to reach America — granted Beale can raise £100,000 ($156,000) for the expedition.

New York’s Metropolitan Museum of Art has already invited him to display the boat as part of their upcoming exhibition on the Phoenicians, opening in September 2014.

“The conventional wisdom is that Christopher Columbus discovered America. But anyone who looks a little closer will see the Vikings were there around 900AD. They’ve found Viking settlements in Newfoundland, it’s undisputed,” Beale said.

“So Columbus was definitely second — at best. I put forward the theory that the Phoenicians could have been first and I hope to prove that was the case.”

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Civil War Medical Innovations

5 Medical Innovations of the Civil War

IMAGE CREDIT:
GETTY IMAGES

by Chip Rowe

As it turns out, the bloodiest war in American history was also one of the most influential in battlefield medicine. Civil War surgeons learned fast, and many of their MacGyver-like solutions have had a lasting impact. Here are some of the advances and the people behind them.

1. Life-Saving Amputation

The General Who Visited His Leg

The old battlefield technique of trying to save limbs with doses of TLC (aided by wound-cleaning rats and maggots) quickly fell out of favor during the Civil War, even for top officers. The sheer number of injured was too high, and war surgeons quickly discovered that the best way to stave deadly infections was simply to lop off the area—quickly.

Among those saved by the saw was Daniel E. Sickles, the eccentric commander of the 3rd Army Corps. In 1863, at the Battle of Gettysburg, the major general’s right leg was shattered by a Confederate shell. Within the hour, the leg was amputated just above the knee. His procedure, publicized in the military press, paved the way for many more. Since the new Army Medical Museum in Washington, D.C., had requested battle-field donations, Sickles sent the limb to them in a box labeled “With the compliments of Major General D.E.S.” Sickles visited his leg yearly on the anniversary of its emancipation.

Amputation saved more lives than any other wartime medical procedure by instantly turning complex injuries into simple ones. Battlefield surgeons eventually took no more than six minutes to get each moaning man on the table, apply a handkerchief soaked in chloroform or ether, and make the deep cut. Union surgeons became the most skilled limb hackers in history. Even in deplorable conditions, they lost only about 25 percent of their patients—compared to a 75 percent mortality rate among similarly injured civilians at the time. The techniques invented by wartime surgeons—including cutting as far from the heart as possible and never slicing through joints—became the standard.

As for the nutty-sounding behavior of the leg-visiting commander, Sickles can be justifiably accused. In 1859, while serving in Congress, he shot and killed U.S. Attorney Philip Barton Key, the son of Francis Scott Key, for sleeping with Sickles’s wife. Charged with murder, Sickles became the first person in the United States to be found not guilty by reason of temporary insanity.

2. The Anesthesia Inhaler

A Knockout Breakthrough

In 1863, Stonewall Jackson’s surgeon recommended the removal of his left arm, which had been badly damaged by friendly fire. When a chloroform-soaked cloth was placed over his nose, the Confederate general, in great pain, muttered, “What an infinite blessing,” before going limp.

But such blessings were in short supply. The Confederate Army had a tough time securing enough anesthesia because of the Northern blockade. The standard method of soaking a handkerchief with chloroform wasted the liquid as it evaporated. Dr. Julian John Chisolm solved the dilemma by inventing a 2.5-inch inhaler, the first of its type. Chloroform was dripped through a perforated circle on the side onto a sponge in the interior; as the patient inhaled through tubes, the vapors mixed with air. This new method required only one-eighth of an ounce of chloroform, compared to the old 2-ounce dose. So while Union surgeons knocked out their patients 80,000 times during the war, rebels treated nearly as many with a fraction of the supplies.

3. Closing Chest Wounds

The Cub Doctor Who Kept Lungs From Collapsing

In the early part of the war, Benjamin Howard, a lowly young assistant surgeon, was shuttled to the sidelines with medical grunt work: changing bandages, suturing wounds, and grabbing grub for the docs. But when the other surgeons decided there was no point in treating chest wounds, Howard experimented with a new life-saving procedure.

At the onset of the war, a sucking chest wound was almost certainly a death sentence. Among French soldiers shot in the chest during the Crimean War (1853–1856), only 8 percent survived. The problem, as Howard came to realize, wasn’t the wound itself, but the sucking. The negative pressure in the thorax was created by the opening in the chest cavity. The effect often caused the lungs to collapse, leading to suffocation.

The cub doctor found that if he closed the wound with metal sutures, followed by alternating layers of lint or linen bandages and a few drops of collodion (a syrupy solution that forms an adhesive film when it dries), he could create an airtight seal. Survival rates quadrupled, and Howard’s innovation soon became standard treatment.

4. Facial Reconstruction

The Plastic Surgery Revolution

Carleton Burgan of Maryland was in terrible shape. The 20-year-old private had survived pneumonia, but the mercury pills he took as a treatment led to gangrene, which quickly spread from his mouth to his eye and led to the removal of his right cheekbone. He was willing to try anything. In a pioneering series of operations in 1862, a surgeon from City Hospital in New York used dental and facial fixtures to fill in the missing bone until Burgan’s face regained its shape.

The doctor was Gurdon Buck, now considered the father of modern plastic surgery. During the war, he and other Union surgeons completed 32 revolutionary “plastic operations” on disfigured soldiers. Buck was the first to photograph the progress of his repairs and the first to make gradual changes over several operations. He also pioneered the use of tiny sutures to minimize scarring.

To some, it seemed pretty wacky, like sci-fi for the 19th century. An Illinois newspaper enthusiastically and erroneously described the new treatments: “Such is the progress of the medical department in these parts that half of a man’s face demolished by a ball or piece of shell is replaced by a cork face!”

5. The Ambulance-to-ER System

The End of Drunks and Cowards

President Abraham Lincoln and General George B. McClellan at Antietam

The Union went into the First Battle of Bull Run on July 21, 1861, expecting a mere skirmish. The rebels brought a war. Although 1,011 Union soldiers were wounded, empty ambulances led the retreat to Washington, D.C. Most of the civilian drivers at the time were untrained and “of the lowest character,” according to Dr. Henry Ingersoll Bowditch, an activist whose son died after lying wounded for hours following a charge. Many were cowards or drunkards, he added.

It took Jonathan Letterman, the medical director of the Army of the Potomac, just six weeks to implement a brilliant system to evacuate and care for the wounded, becoming the model for the ambulance-to-ER system we know today. On September 17, 1862, the Battle of Antietam left 2,108 Union soldiers dead and nearly 10,000 wounded. Letterman established caravans of 50 ambulances, each with a driver and two stretcher bearers, to ferry the injured to field hospitals. He hired private wagons to carry medical supplies to circumvent enemy damage to railroad lines. He even introduced spring suspensions to ambulances and added a lock box under the driver’s seat to make it harder for soldiers to steal protein, bedsacks, and morphine reserved for the wounded. The rest is history.

This article originally appeared in the November-December 2011 issue of mental_floss magazine.

– See more at: http://mentalfloss.com/article/31326/5-medical-innovations-civil-war#sthash.Ci4q2j4D.dpuf

Read the full text here: http://mentalfloss.com/article/31326/5-medical-innovations-civil-war#ixzz2MRf2WhmO
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Where Did the Mile, the Acre and other Measurements Come From?

Why Are There 5,280 Feet in a Mile? Making Sense of Measurements

IMAGE CREDIT:
HOUSTONFREEWAYS.COM

Why are there 5,280 feet in a mile, and why are nautical miles different from the statute miles we use on land? Why do we buy milk and gasoline by the gallon? Where does the abbreviation “lb” come from? Let’s take a look at the origins of a few units of measure we use every day.

THE MILE

The basic concept of the mile originated in Roman times. The Romans used a unit of distance called the mille passum, which literally translated into “a thousand paces.” Since each pace was considered to be five Roman feet—which were a bit shorter than our modern feet—the mile ended up being 5,000 Roman feet, or roughly 4,850 of our modern feet.

If the mile originated with 5,000 Roman feet, how did we end up with a mile that is 5,280 feet? Blame the furlong. The furlong wasn’t always just an arcane unit of measure that horseracing fans gabbed about; it once had significance as the length of the furrow a team of oxen could plow in a day. In 1592, Parliament set about determining the length of the mile and decided that each one should be made up of eight furlongs. Since a furlong was 660 feet, we ended up with a 5,280-foot mile.

THE NAUTICAL MILE

So if the statute mile is the result of Roman influences and plowing oxen, where did the nautical mile get its start? Strap on your high school geometry helmet for this one.

Each nautical mile originally referred to one minute of arc along a meridian around the Earth. Think of a meridian around the Earth as being made up of 360 degrees, and each of those degrees consists of 60 minutes of arc. Each of these minutes of arc is then 1/21,600th of the distance around the earth. Thus, a nautical mile is 6,076 feet.

THE ACRE

Like the mile, the acre owes its existence to the concept of the furlong. Remember that a furlong was considered to be the length of a furrow a team of oxen could plow in one day without resting. An acre—which gets its name from an Old English word meaning “open field”—was originally the amount of land that a single farmer with a single ox could plow in one day. Over time, the old Saxon inhabitants of England established that this area was equivalent to a long, thin strip of land one furlong in length and one chain—an old unit of length equivalent to 66 feet—wide. That’s how we ended up with an acre that’s equivalent to 43,560 square feet.

THE FOOT

As the name implies, scholars think that the foot was actually based on the length of the human foot. The Romans had a unit of measure called a pes that was made up of twelve smaller units called unciae. The Roman pes was a smidge shorter than our foot—it came in at around 11.6 inches—and similar Old English units based on the length of people’s feet were also a bit shorter than our 12-inch foot. The 12-inch foot didn’t become a common unit of measurement until the reign of Henry I of England during the early 12th century, which has led some scholars to believe it was standardized to correspond to the 12-inch foot of the king.

THE GALLON

The gallon we use for our liquids comes from the Roman word galeta, which meant “a pailful.” There have been a number of very different gallon units over the years, but the gallon we use in the United States is probably based on what was once known as the “wine gallon” or Queen Anne’s gallon, which was named for the reigning monarch when it was standardized in 1707. The wine gallon corresponded to a vessel that was designed to hold exactly eight troy pounds of wine.

THE POUND

Like several other units, the pound has Roman roots. It’s descended from a roman unit called the libra. That explains the “lb” abbreviation for the pound, and the word “pound” itself comes from the Latin pondo, for “weight.” The avoirdupois pounds we use today have been around since the early 14th century, when English merchants invented the measurement in order to sell goods by weight rather than volume. They based their new unit of measure as being equivalent to 7000 grains, an existing unit, and then divided each 7000-grain avoirdupois pound into 16 ounces.

THE HORSEPOWER

Early 18th-century steam engine entrepreneurs needed a way to express how powerful their machines were, and the industrious James Watt hit on a funny idea for comparing engines to horses. Watt studied horses and found that the average harnessed equine worker could lift 550 pounds at a clip of roughly one foot per second, which equated to 33,000 foot-pounds of work per minute.

Not all scholars believe that Watt arrived at his measurement so scientifically, though. One common story claims that Watt actually did his early tests with ponies, not horses. He found that ponies could do 22,000 foot-pounds of work per minute and figured that horses were half again stronger than ponies, so he got the ballpark figure of 33,000 foot-pounds of work per minute.

– See more at: http://www.mentalfloss.com/article/25108/why-are-there-5280-feet-mile-making-sense-measurements#sthash.4V0XOGVj.dpuf

Read the full text here: http://mentalfloss.com/article/25108/why-are-there-5280-feet-mile-making-sense-measurements#ixzz2MGA5biGV
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Inventors killed by their own inventions

Inventors killed by their own inventions

Reposted from Wikipedia

Direct casualties

Automotive

Aviation

Industrial

Maritime

Hunley Submarine

  • Horace Lawson Hunley (died 1863, age 40), Confederate marine engineer and inventor of the first combat submarineCSS Hunley, died during a trial of his vessel. During a routine exercise of the submarine, which had already sunk twice previously, Hunley took command. After failing to resurface, Hunley and the seven other crew members drowned.[11]
  • Thomas Andrews (shipbuilder) (7 February 1873 – 15 April 1912) was an Irish businessman and shipbuilder; managing director and head of the drafting department for the shipbuilding company Harland and Wolff in Belfast, Ireland. Andrews was the naval architect in charge of the plans for the ocean liner RMS Titanic. He was travelling on board the Titanic during its maiden voyage when it hit an iceberg on 14 April 1912 and was one of the 1,507 people who perished in the disaster. [12]

Medical

  • Thomas Midgley, Jr. (1889–1944) was an American engineer and chemist who contracted polio at age 51, leaving him severely disabled. He devised an elaborate system of strings and pulleys to help others lift him from bed. This system was the eventual cause of his death when he was accidentally entangled in the ropes of this device and died of strangulation at the age of 55. However, he is more famous—and infamous—for developing not only the tetraethyl lead (TEL) additive to gasoline, but also chlorofluorocarbons (CFCs).[13][14][15]
  • Alexander Bogdanov (22 August 1873 – 7 April 1928) was a Russian physician, philosopher, science fiction writer and revolutionary of Belarusian ethnicity who started blood transfusion experiments, apparently hoping to achieve eternal youth or at least partial rejuvenation. He died after he took the blood of a student suffering from malaria and tuberculosis, possibly due to blood type incompatibility. [16] [17]

Physics

Publicity and Entertainment

Karel Soucek in his barrel

  • Karel Soucek (19 April 1947 – 20 January 1985) was a Canadian professional stuntman who developed a shock-absorbent barrel nine feet long and five feet in diameter. He died when his barrel, with him inside, was prematurely dropped down a waterfall from the top of the Houston Astrodome.[21]

Punishment

Railways

Rocketry

  • Max Valier (1895–1930) invented liquid-fuelled rocket engines as a member of the 1920s German rocketeering society Verein für Raumschiffahrt. On 17 May 1930, an alcohol-fuelled engine exploded on his test bench in Berlin, killing him instantly.[27]

Popular myths and related stories

Perillos being pushed into his brazen bull

  • Jim Fixx (1932–1984) was the author of the 1977 best-selling book, The Complete Book of Running. He is credited with helping start America’s fitness revolution, popularizing the sport of running and demonstrating the health benefits of regular jogging. On 20 July 1984, Fixx died at the age of 52 of a fulminant heart attack, after his daily run, on Vermont Route 15 in Hardwick.[28][29]
  • Joseph-Ignace Guillotin (1738–1814) While he did not invent the guillotine, his name became an eponym for it.[30] Rumors circulated that he died by the machine, but historical references show that he died of natural causes.[31]
  • Perillos of Athens (circa 550 BCE), according to legend, was the first to be roasted in the brazen bull he made for Phalaris of Sicily for executing criminals.[32][33]
  • James Heselden (1948–2010), having recently purchased the Segway production company, died in a single-vehicle Segway accident. (Dean Kamen invented the Segway.)[34]
  • Wan Hu, a sixteenth-century Chinese official, is said to have attempted to launch himself into outer space in a chair to which 47 rockets were attached. The rockets exploded, and it is said that neither he nor the chair were ever seen again.

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Woman Sought to Have Neanderthal Baby

Scientist seeks ‘adventurous woman’ to have Neanderthal baby

Published January 21, 2013

FoxNews.com

  • Homo Neanderthalensis

    Hyper-realistic busts of human ancestors — like this version of homo neandertal — give us a glimpse of what our ancient relatives may have looked like. (John Gurche)

  • An artist imagines the typical Neanderthal family.

    An artist imagines the typical Neanderthal family. (NASA/JPL-Caltech)

  • Neanderthal Tooth Fairy

    In this picture made available by Szczecin University’s Department of Archaelogy on Monday, Feb. 1, 2010 one of three Neanderthal teeth discovered in Poland is pictured . A team of Polish scientists say they have discovered three Neanderthal teeth in a cave in the southern part of the country. Mikolaj Urbanowski, an archaeologist and the lead researcher, said Monday that, although Neanderthal artifacts have been unearthed in Poland before, the teeth are the first remains of Neanderthals themselves discovered in the country. (AP)

EDITOR’S NOTE: The genetics professor quoted here, George Church, said after publication of this story that his quotes to the German magazine on which this article is based were distorted. An updated version of the story appears here.

Where’s Fred Flintstone when you need him?

A professor of genetics at Harvard’s Medical School believes he’s capable of bringing the long-extinct Neanderthal back to life — all he’s lacking is the right mother.

“I can create a Neanderthal baby, if I can find a willing woman,” George Church told German newspaper Spiegel Online. The DNA of the Neanderthal, a long extinct relative of man, has been more or less rebuilt, a process called genetic sequencing.

In 2005, 454 Life Sciences began a project with the Max Planck Institute to sequence the genetic code of a 30,000 year old Neanderthal woman. Now nearly complete, the sequence will let scientists look at the genetic blueprint of humankind’s nearest relative, understand its biology and maybe even create a living person.

And with that blueprint, it’s very possible to “resurrect” the Neanderthal, he argues — something Church has been pushing for years. Church did not respond to FoxNews.com requests to confirm the Spiegel Online story, but last year, he told Bloomberg he was keen on the idea.

“We have lots of Neanderthal parts around the lab. We are creating Neanderthal cells. Let’s say someone has a healthy, normal Neanderthal baby. Well, then, everyone will want to have a Neanderthal kid. Were they superstrong or supersmart? Who knows? But there’s one way to find out.”

Last year, researchers finished sequencing the genome of another extinct human relative, the denisovan — based solely off a piece of fingerbone and two molars.

Read more: http://www.foxnews.com/science/2013/01/21/scientist-seeks-adventurous-woman-to-have-neanderthal-baby/?intcmp=features#ixzz2LaOI7PjA

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