Boys' Second Book of Inventions

"Before launching out into the construction of air-ships I took pains to make myself familiar with the handling of spherical balloons. I did not hasten, but took plenty of time. In all, I made something like thirty ascensions; at first as a passenger, then as my own captain, and at last alone. Some of these spherical balloons I rented, others I had constructed for me. Of such I have owned at least six or eight. And I do not believe that without such previous study and experience a man is capable of succeeding with an elongated balloon, whose handling is so much more delicate. Before attempting to direct an air-ship, it is necessary to have learned in an ordinary balloon the conditions of the atmospheric medium; to have become acquainted with the caprices of the wind, now caressing and now brutal, and to have gone thoroughly into the difficulties of the ballast problem, from the triple point of view of starting, of equilibrium in the air, and of landing at the end of the trip. To go up in an ordinary balloon, at least a dozen times, seems to me an indispensable preliminary for acquiring an exact notion of the requisites for the construction and handling of an elongated balloon, furnished with its motor and propeller."

His first ascent in a balloon was made in 1897, when he was 24 years old, as a passenger with M. Machuron, who had then just returned from the Arctic regions, where he had helped to start Andrée on his ill-fated voyage in search of the North Pole. He found the sensations delightful, being so pleased with the experience that he subsequently secured a small balloon of his own, in which he made several ascents. He also climbed the Alps in order to learn more of the condition of the air at high altitudes.

In 1898 he set about experimentation in the building of a real air-ship or steerable balloon. Efforts had been made in this direction by former inventors, but with small success. As far back as 1852 Henri Gifford made the first of the familiar cigar-shaped balloons, trying steam as a motive power, but he soon found that an engine strong enough to propel the balloon was too heavy for the balloon to lift. That simple failure discouraged experimenters for a long time. In 1877 Dupuy de Lome tried steering a balloon by man power, but the man was not strong enough. In 1883 another Frenchman, Tissandier, experimented with electricity, but, as his batteries had to be light enough to be taken up in the balloon, they proved effective only in helping to weigh it down to earth again. Krebs and Renard, military aëronauts, succeeded better with electricity, for they could make a small circuit with their air-ship, provided only that no air was stirring. Enthusiasts cried out that the problem was solved, but the two aëronauts themselves, as good mathematicians, figured out that they would have to have a motor eight times more powerful than their own, and that without any increase in weight, which was an impossibility at that time.

Santos-Dumont saw plainly that none of these methods would work. What then was he to try? Why, simple enough: the petroleum motor from his automobile. The recent development of the motor-vehicle had produced a light, strong, durable motor. It was Santos-Dumont's first great claim to originality that he should have applied this to the balloon. He discovered no new principles, invented nothing that could be patented. The cigar-shaped balloon had long been used, so had the petroleum motor, but he put them together. And he did very much more than that. The very essence of success in aërial navigation is to secure light weight with great strength and power. The inventor who can build the lightest machine, which is also strong, will, other things being equal, have the greatest success. It is to Santos-Dumont's great credit that he was able to build a very light motor, that also gave a good horse-power, and a light balloon that was also very strong. The one great source of danger in using the petroleum motor in connection with a balloon is that the sparking of the motor will set fire to the inflammable hydrogen gas with which the balloon is filled, causing a terrible explosion. This, indeed, is what is thought to have caused the mortal mishap to Severo and his balloon. But Santos-Dumont was able to surmount this and many other difficulties of construction.

The inventor finally succeeded in making a motor – remarkable at that time – which, weighing only 66 pounds, would produce 3½ horse-power. It is easy to understand why a petroleum motor is such a power-producer for its size. The greater part of its fuel is in the air itself, and the air is all around the balloon, ready for use. The aëronaut does not have to take it up with him. That proportion of his fuel that he must carry, the petroleum, is comparatively insignificant in weight. A few figures will prove interesting. Two and one-half gallons of gasoline, weighing 15 pounds, will drive a 2½ horse-power autocycle 94 miles in four hours. Santos-Dumont's balloon needs less than 5⅓ gallons for a three hours' trip. This weighs but 37 pounds, and occupies a small cigar-shaped brass reservoir near the motor of his machine. An electric battery of the same horse-power would weigh 2,695 pounds.

Santos-Dumont tested his new motor very thoroughly by attaching it to a tricycle with which he made some record runs in and around Paris. Having satisfied himself that it was thoroughly serviceable he set about making the balloon, cigar-shaped, 82 feet long.

"To keep within the limit of weight," he says, "I first gave up the network and the outer cover of the ordinary balloon. I considered this sort of second envelope, holding the first within it, to be superfluous, and even harmful, if not dangerous. To the envelope proper I attached the suspension-cords of my basket directly, by means of small wooden rods introduced into horizontal hems, sewed on both sides along the stuff of the balloon for a great part of its length. Again, in order not to pass the 66 pounds weight, including varnish, I was obliged to choose Japan silk that was extremely fine, but fairly resisting. Up to this time no one had ever thought of using this for balloons intended to carry up an aëronaut, but only for little balloons carrying light registering apparatus for investigations in the upper air.

"I gave the order for this balloon to M. Lachambre. At first he refused to take it, saying that such a thing had never been made, and that he would not be responsible for my rashness. I answered that I would not change a thing in the plan of the balloon, if I had to sew it with my own hands. At last he agreed to sew and varnish the balloon as I desired."

After repeated trials of his motor in the basket – which he suspended in his workshop – and the making of a rudder of silk he was able, in September, 1898, to attempt real flying. But, after rising successfully in the air, the weight of the machinery and his own body swung beneath the fragile balloon was so great that while descending from a considerable height the balloon suddenly sagged down in the middle and began to shut up like a portfolio.

"At that moment," he said, "I thought that all was over, the more so as the descent, which had already become rapid, could no longer be checked by any of the usual means on board, where nothing worked.

"The descent became a rapid fall. Luckily, I was falling in the neighborhood of the soft, grassy pélouse of the Longchamps race-course, where some big boys were flying kites. A sudden idea struck me. I cried to them to grasp the end of my 100-meter guide-rope, which had already touched the ground, and to run as fast as they could with it against the wind! They were bright young fellows, and they grasped the idea and the guide-rope at the same lucky instant. The effect of this help in extremis was immediate, and such as I had expected. By this manœuvre we lessened the velocity of the fall, and so avoided what would otherwise have been a terribly rough shaking up, to say the least. I was saved for the first time. Thanking the brave boys, who continued to aid me to pack everything into the air-ship's basket, I finally secured a cab and took the relic back to Paris."

His life was thus saved almost miraculously; but the accident did not deter him from going forward immediately with other experiments. The next year, 1899, he built a new air-ship called Santos-Dumont II., and made an ascension with it, but it dissatisfied him and he at once began with Santos-Dumont III., with which he made the first trip around the Eiffel Tower.

He now made ready to compete for the Deutsch prize of $20,000. The winning of this prize demanded that the trip from Saint-Cloud to the Eiffel Tower, around it and back to the starting place, a distance of some eight miles, should be made in half an hour. For this purpose he finished a much larger air-ship, Santos-Dumont V., in 1901. After a trial, made on July 12, which was attended by several accidents, the inventor decided to make a start early on the following morning, July 13. As early as four o'clock he was ready, and a crowd had begun to gather in the park.

At 6.20 the great sliding doors of the balloon-house were pushed open, and the massive inflated occupant was towed out into the open space of the park. The big pointed nose of the balloon and its fish-like belly resembled a shark gliding with lazy craft from a shadow into light waters. In the basket of the car stood the coatless aëronaut, who laughed and chatted like a boy with the crowd around him.

From the very first the conditions did not show themselves favourable for the attempt. The wind was blowing at the rate of six or seven yards a second. The change of temperature from the balloon-house to the cool morning air had somewhat condensed the hydrogen gas of the balloon, so that one end flapped about in a flabby manner. Air was pumped into the air reservoir, inside the balloon, but still the desired rigidity was not attained. But, more discouraging yet, when the motor was started, its continuous explosions gave to the practised ear signs of mechanical discord.

Nevertheless, Santos-Dumont, with his sleeves rolled up, fixed himself in his basket. His eye took a careful survey of the entire air-ship lest some preliminary had been overlooked. He counted the ballast bags under his feet in the basket, he looked to the canvas pocket of loose sand at either hand, then saw to his guide-rope.

There is a very great deal to look after in managing such a ship, and it requires a calm head and a steady hand to do it.

"Near the saddle on which I sat," he writes, "were the ends of the cords and other means for controlling the different parts of the mechanism – the electric sparking of the motor, the regulation of the carburetter, the handling of the rudder, ballast, and the shifting weights (consisting of the guide-rope and bags of sand), the managing of the balloon's valves, and the emergency rope for tearing open the balloon. It may easily be gathered from this enumeration that an air-ship, even as simple as my own, is a very complex organism; and the work incumbent on the aëronaut is no sinecure."

Several friends shook his hand, among them Mr. Deutsch. The place was very still as the man holding the guide-rope awaited the signal to let go. Then the little man in the basket above them raised his hands and shouted.

At first it did not look like a race against time. The balloon rose sluggishly, and Santos-Dumont had to dump out bag after bag of sand, till finally the guide-rope was clear of the trees. All this gave him no opportunity to think of his direction, and he was drifting toward Versailles; but while yet over the Seine he pulled his rudder ropes taut. Then slowly, gracefully, the enormous spindle veered round and pointed its nose toward the Eiffel Tower. The fans spun energetically, and the air-ship settled down to business-like travelling. It marked a straight, decided line for its goal, then followed the chosen route with a considerable speed. Soon the chug-chugging of the motor could be heard no longer by the spectators, and the balloon and car grew smaller and smaller in its halo of light smoke. Those in the park saw only the screw and the rear of the balloon, like the stern of a steamer in dry dock. Before long only a dot remained against the sky. Gradually he came nearer again, almost returning to the park, but the wind drove him back across the river Seine. Suddenly the motor stopped, and the whole air-ship was seen to fall heavily toward the earth. The crowd raced away expecting to find Santos-Dumont dead and his air-ship a wreck. But they found him on his feet, with his hands in his pockets, reflectively looking up at his air-ship among the top branches of some chestnut trees in the grounds of Baron Edmund de Rothschild, Boulevard de Boulogne.

"This," he says, "was near the hôtel of Princesse Ysabel, Comtesse d'Eu, who sent up to me in my tree a champagne lunch, with an invitation to come and tell her the story of my trip.

"When my story was over, she said to me:

"'Your evolutions in the air made me think of the flight of our great birds of Brazil. I hope that you will succeed for the glory of our common country.'"

And an examination showed that the air-ship was practically uninjured.

So he escaped death a second time. Less than a month later he had a still more terrible mishap, best related in his own words. He says:

"And now I come to a terrible day – August 8, 1901. At 6.30 A.M., I started for the Eiffel Tower again, in the presence of the committee, duly convoked. I turned the goal at the end of nine minutes, and took my way back to Saint-Cloud; but my balloon was losing hydrogen through the automatic valves, the spring of which had been accidentally weakened; and it shrank visibly. All at once, while over the fortifications of Paris, near La Muette, the screw-propeller touched and cut the suspension-cords, which were sagging behind. I was obliged to stop the motor instantly; and at once I saw my air-ship drift straight back to the Eiffel Tower. I had no means of avoiding the terrible danger, except to wreck myself on the roofs of the Trocadero quarter. Without hesitation I opened the manœuvre-valve, and sent my balloon downward.

"At 32 metres (106 feet) above the ground, and with the noise of an explosion, it struck the roof of the Trocadero Hotels. The balloon-envelope was torn to rags, and fell into the courtyard of the hotels, while I remained hanging 15 metres (50 feet) above the ground in my wicker basket, which had been turned almost over, but was supported by the keel. The keel of the Santos-Dumont V. saved my life that day.

"After some minutes a rope was thrown down to me; and, helping myself with feet and hands up the wall (the few narrow windows of which were grated like those of a prison), I was hauled up to the roof. The firemen from Passy had watched the fall of the air-ship from their observatory. They, too, hastened to the rescue. It was impossible to disengage the remains of the balloon-envelope and suspension apparatus except in strips and pieces.

"My escape was narrow; but it was not from the particular danger always present to my mind during this period of my experiments. The position of the Eiffel Tower as a central landmark, visible to everybody from considerable distances, makes it a unique winning-post for an aërial race. Yet this does not alter the other fact that the feat of rounding the Eiffel Tower possesses a unique element of danger. What I feared when on the ground – I had no time to fear while in the air – was that, by some mistake of steering, or by the influence of some side-wind, I might be dashed against the Tower. The impact would burst my balloon, and I should fall to the ground like a stone. Though I never seek to fly at a great height – on the contrary, I hold the record for low altitude in a free balloon – in passing over Paris I must necessarily move above all its chimney-pots and steeples. The Eiffel Tower was my one danger – yet it was my winning-post!

"But in the air I have no time to fear. I have always kept a cool head. Alone in the air-ship, I am always very busy. I must not let go the rudder for a single instant. Then there is the strong joy of commanding. What does it feel like to sail in a dirigible balloon? While the wind was carrying me back to the Eiffel Tower I realised that I might be killed; but I did not feel fear. I was in no personal inconvenience. I knew my resources. I was excessively occupied. I have felt fear while in the air, yes, miserable fear joined to pain; but never in a dirigible balloon."

Even this did not daunt him. That very night he ordered a new air-ship, Santos-Dumont VI., and it was ready in twenty-two days. The new balloon had the shape of an elongated ellipsoid, 32 metres (105 feet) on its great axis, and 6 metres (20 feet) on its short axis, terminated fore and aft by cones. Its capacity was 605 cubic metres (21,362 cubic feet), giving it a lifting power of 620 kilos (1,362 pounds). Of this, 1,100 pounds were represented by keel, machinery, and his own weight, leaving a net lifting-power of 120 kilos (261 pounds).

On October 19, 1901, he made another attempt to round the Eiffel Tower, and was at last successful in winning the $20,000 prize. Following this great feat, Santos-Dumont continued his experiments at Monte Carlo, where he was wrecked over the Mediterranean Sea and escaped only by presence of mind, and he is still continuing his work.

The future of the dirigible balloon is open to debate. Santos-Dumont himself does not think there is much likelihood that it will ever have much commercial use. A balloon to carry many passengers would have to be so enormous that it could not support the machinery necessary to propel it, especially against a strong wind. But he does believe that the steerable balloon will have great importance in war time. He says:

"I have often been asked what present utility is to be expected of the dirigible balloon when it becomes thoroughly practicable. I have never pretended that its commercial possibilities could go far. The question of the air-ship in war, however, is otherwise. Mr. Hiram Maxim has declared that a flying machine in South Africa would have been worth four times its weight in gold. Henri Rochefort has said: 'The day when it is established that a man can direct an air-ship in a given direction and cause it to manœuvre as he wills … there will remain little for the nations to do but to lay down their arms.'"

But such experiments as Santos-Dumont's, whether they result immediately in producing an air-ship of practical utility in commerce or not, have great value for the facts which they are establishing as to the possibility of balloons, of motors, of light construction, of air currents, and moreover they add to the world's sum total of experiences a fine, clean sport in which men of daring and scientific knowledge show what men can do.

CHAPTER III

THE EARTHQUAKE MEASURER

Professor John Milne's Seismograph

Of all strange inventions, the earthquake recorder is certainly one of the most remarkable and interesting. A terrible earthquake shakes down cities in Japan, and sixteen minutes later the professor of earthquakes, in his quiet little observatory in England, measures its extent – almost, indeed, takes a picture of it. Actual waves, not unlike the waves of the sea blown up by a hurricane, have travelled through or around half the earth in this brief time; vast mountain ranges, cities, plains, and oceans have been heaved to their crests and then allowed to sink back again into their former positions. And some of these earthquake waves which sweep over the solid earth are three feet high, so that the whole of New York, perhaps, rises bodily to that height and then slides over the crest like a skiff on an ocean swell.

At first glance this seems almost too strange and wonderful to believe, and yet this is only the beginning of the wonders which the earthquake camera – or the seismograph (earthquake writer, as the scientists call it) – has been disclosing.

The earthquake professor who has worked such scientific magic is John Milne. He lives in a quaint old house in the little Isle of Wight, not far from Osborne Castle, where Queen Victoria made her home part of the year. Not long ago he was a resident of Japan and professor of seismology (the science of earthquakes) at the University of Tokio, where he made his first discoveries about earthquakes, and invented marvellously delicate machines for measuring and photographing them thousands of miles away. Professor Milne is an Englishman by birth, but, like many another of his countrymen, he has visited some of the strangest nooks and corners of the earth. He has looked for coal in Newfoundland; he has crossed the rugged hills of Iceland; he has been up and down the length of the United States; he has hunted wild pigs in Borneo; and he has been in India and China and a hundred other out-of-the-way places, to say nothing of measuring earthquakes in Japan. Professor Milne laid the foundation of his unusual career in a thorough education at King's College, London, and at the School of Mines. By fortunate chance, soon after his graduation, he met Cyrus Field, the famous American, to whom the world owes the beginnings of its present ocean cable system. He was then just twenty-one, young and raw, but plucky. He thought he was prepared for anything the world might bring him; but when Field asked him one Friday if he could sail for Newfoundland the next Tuesday, he was so taken with astonishment that he hesitated, whereupon Field leaned forward and looked at him in a way that Milne has never forgotten.

"My young friend, I suppose you have read that the world was made in six days. Now, do you mean to tell me that, if this whole world was made in six days, you can't get together the few things you need in four?"

And Milne sailed the next Tuesday to begin his lifework among the rough hills of Newfoundland. Then came an offer from the Japanese Government, and he went to the land of earthquakes, little dreaming that he would one day be the greatest authority in the world on the subject of seismic disturbances. His first experiments – and they were made as a pastime rather than a serious undertaking – were curiously simple. He set up rows of pins in a certain way, so that in falling they would give some indication as to the wave movements in the earth. He also made pendulums made of strings with weights tied at the end, and from his discoveries made with these elementary instruments, he planned earthquake-proof houses, and showed the engineers of Japan how to build bridges which would not fall down when they were shaken. So highly was his work regarded that the Japanese made him an earthquake professor at Tokio and supplied him with the means for making more extended experiments. And presently we find him producing artificial earthquakes by the score. He buried dynamite deep in the ground and exploded it by means of an electric button. The miniature earthquake thus produced was carefully measured with curious instruments of Professor Milne's invention. At first one earthquake was enough at any one time, but as the experiments continued, Professor Milne sometimes had five or six earthquakes all quaking together; and once so interested did he become that he forgot all about the destructive nature of earthquakes, and ventured too near. A ton or more of earth came crashing down around him, half burying him and smashing his instruments flat. All this made the Japanese rub their eyes with astonishment, and by and by the Emperor heard of it. Of course he was deeply interested in earthquakes, because there was no telling when one might come along and shake down his palace over his head. So he sent for Professor Milne, and, after assuring himself that these experimental earthquakes really had no serious intentions, he commanded that one be produced on the spot. So Professor Milne laid out a number of toy towns and villages and hills in the palace yard with a tremendous toy earthquake underneath. The Emperor and his gayly dressed followers stood well off to one side, and when Professor Milne gave the word the Emperor solemnly pressed a button, and watched with the greatest delight the curious way in which the toy cities were quaked to earth. And after that, this surprising Englishman, who could make earthquakes as easily as a Japanese makes a lacquered basket, was held in high esteem in Japan, and for more than twenty years he studied earthquakes and invented machines for recording them. Then he returned to his home in England, where he is at work establishing earthquake stations in various parts of the world, by means of which he expects to reduce earthquake measurement to an exact science, an accomplishment which will have the greatest practical value to the commercial interests of the world, as I shall soon explain.

But first for a glimpse at the curious earthquake measurer itself. To begin with, there are two kinds of instruments – one to measure near-by disturbances, and the second to measure waves which come from great distances. The former instrument was used by Professor Milne in Japan, where earthquakes are frequent; the latter is used in England. The technical name for the machine which measures distant disturbances is the horizontal pendulum seismograph, and, like most wonderful inventions, it is exceedingly simple in principle, yet doing its work with marvellous delicacy and accuracy.

In brief, the central feature of the seismograph is a very finely poised pendulum, which is jarred by the slightest disturbance of the earth, the end of it being so arranged that a photograph is taken of every quiver. Set a pendulum clock on the dining-table, jar the table, and the pendulum will swing, indicating exactly with what force you have disturbed the table. In exactly the same way the delicate pendulum of the earthquake measurer indicates the shaking of the earth.

The accompanying diagram gives a very clear idea of the arrangement of the apparatus. The "boom" is the pendulum. It is customary to think of a pendulum as hanging down like that of a clock, but this is a horizontal pendulum. Professor Milne has built a very solid masonry column, reaching deep into the earth, and so firmly placed that nothing but a tremor of the hard earth itself will disturb it. Upon this is perched a firm metal stand, from the top of which the boom or pendulum, about thirty inches long, is swung by means of a "tie" or stay. The end of the boom rests against a fine, sharp pivot of steel (as shown in the little diagram to the right), so that it will swing back and forth without the least friction. The sensitive end of the pendulum, where all the quakings and quiverings are shown most distinctly, rests exactly over a narrow roll of photographic film, which is constantly turned by clockwork, and above this, on an outside stand, there is a little lamp which is kept burning night and day, year in and year out. The light from this lamp is reflected downward by means of a mirror through a little slit in the metal case which covers the entire apparatus. Of course this light affects the sensitive film, and takes a continuous photograph of the end of the boom. If the boom remains perfectly still, the picture will be merely a straight line, as shown at the extreme right and left ends of the earthquake picture on this page. But if an earthquake wave comes along and sets the boom to quivering, the picture becomes at once blurred and full of little loops and indentations, slight at first, but becoming more violent as the greater waves arrive, and then gradually subsiding. In the picture of the Borneo earthquake of September 20, 1897, taken by Professor Milne in his English laboratory, it will be seen that the quakings were so severe at the height of the disturbance that nothing is left in the photograph but a blur. On the edge of the picture can be seen the markings of the hours, 7.30, 8.30, and 9.30. Usually this time is marked automatically on the film by means of the long hand of a watch which crosses the slit beneath the mirror (as shown in the lower diagram with figure 3). The Borneo earthquake waves lasted in England, as will be seen, two hours fifty-six minutes and fifteen seconds, with about forty minutes of what are known as preliminary tremors. Professor Milne removes the film from his seismograph once a week – a strip about twenty-six feet long – develops it, and studies the photographs for earthquake signs.

Besides this very sensitive photographic seismograph Professor Milne has a simpler machine, not covered up and without lamp or mirror. In this instrument a fine silver needle at the end of the boom makes a steady mark on a band of smoked paper, which is kept turning under it by means of clockwork. A glance at this smoked-paper record will tell instantly at any time of day or night whether the earth is behaving itself. If the white line on the dark paper shows disturbances, Professor Milne at once examines his more sensitive photographic record for the details.

It is difficult to realise how very sensitive these earthquake pendulums really are. They will indicate the very minutest changes in the earth's level – as slight as one inch in ten miles. A pair of these pendulums placed on two buildings at opposite sides of a city street would show that the buildings literally lean toward each other during the heavy traffic period of the day, dragged over from their level by the load of vehicles and people pressing down upon the pavement between them. The earth is so elastic that a comparatively small impetus will set it vibrating. Why, even two hills tip together when there is a heavy load of moisture in a valley between them. And then when the moisture evaporates in a hot sun they tip away from each other. These pendulums show that.

Nor are these the most extraordinary things which the pendulums will do. G. K. Gilbert, of the United States Geological Survey, argues that the whole region of the great lakes is being slowly tipped to the southwest, so that some day Chicago will sink and the water outlet of the great fresh-water seas will be up the Chicago River toward the Mississippi, instead of down the St. Lawrence. Of course this movement is as slow as time itself – thousands of years must elapse before it is hardly appreciable; and yet Professor Milne's instruments will show the changing balance – a marvel that is almost beyond belief. Strangely enough, sensitive as this special instrument is to distant disturbances, it does not swerve nor quiver for near-by shocks. Thus, the blasting of powder, the heavy rumbling of wagons, the firing of artillery has little or no effect in producing a movement of the boom. The vibrations are too short; it requires the long, heavy swells of the earth to make a record.

Professor Milne tells some odd stories of his early experiences with the earthquake measurer. At one time his films showed evidences of the most horrible earthquakes, and he was afraid for the moment that all Japan had been shaken to pieces and possibly engulfed by the sea. But investigation showed that a little grey spider had been up to pranks in the box. The spider wasn't particularly interested in earthquakes, but he took the greatest pleasure in the swinging of the boom, and soon began to join in the game himself. He would catch the end of the boom with his feelers and tug it over to one side as far as ever he could. Then he would anchor himself there and hold on like grim death until the boom slipped away. Then he would run after it, and tug it over to the other side, and hold it there until his strength failed again. And so he would keep on for an hour or two until quite exhausted, enjoying the fun immensely, and never dreaming that he was manufacturing wonderful seismograms to upset the scientific world, since they seemed to indicate shocking earthquake disasters in all directions.