My Science School

In March 1840, English-born American John William Draper clicked what are now the oldest surviving photographs of the moon. Using the daguerreotype process that had just been invented, Draper clicked the photograph that showed lunar features.

The smartphones in our hands these days are so powerful and equipped with great cameras that all we need to do to click a photograph of the moon is to wait for the moon to make its appearance and then take a photograph. It wasn't always this easy though. In fact, the oldest surviving photographs of the moon are less than 200 years old. The credit for taking those photographs goes to English-born American scientist, philosopher, physician, chemist, historian and photographer John William Draper.

 Born in England in 1811, Draper went to the U.S. in 1832. After receiving a medical degree from the University of Pennsylvania, he moved to New York University in 1837 and was one of the founders of NYU’s School of Medicine in 1840. He not only taught there for most of his life, but also served as the president of the med school for 23 years.

Learns Daguerre's process

 His interest in medicine, however, didn't keep him away from dabbling with chemistry too. The chemistry of light-sensitive materials fascinated Draper and he learned about the daguerreotype process of photography after the news arrived in the U.S. from Europe. French artist and photographer Louis Daguerre had invented the process only in 1839.

Draper attempted to improve the photographic process of Daguerre and succeeded in ways to increase plate sensitivity and reduce exposure times. These advances not only allowed him to produce some of the best portrait photographs of the time, but also let him peer into the skies to try and capture the moon.

He met with failure in his first attempts over the winter of 1839-40. He tried to make daguerreotypes of the moon from his rooftop observatory at NYU, but like Daguerre before him, was unsuccessful. The images produced were either underexposed, or were mere blobs of light in a murky background at best.

Birth of astrophotography

 By springtime in March 1840, however, Draper was successful, thereby becoming the first person ever to produce photographs of an astronomical object. He was confident enough to announce the birth of astrophotography to the New York Lyceum of Natural History, which later became the Academy of Sciences. On March 23, 1840, he informed them that he had created a focussed image of the moon.

The exact date when he first achieved it isn't very clear. While the photograph on loan to the Metropolitan Museum of Art (which cannot be shown here due to rights restrictions) is believed to have been clicked on March 16 based on his laboratory notebook, the one pictured here was by most accounts on the night of March 26, three days after he had announced his success. The fact that many of Draper's original daguerreotypes were lost in an 1865 fire at NYU, and that daguerreotype photographs themselves don't have a long shelf life unless well-preserved from the moment they were taken means that the ones remaining become all the more significant.

The moon pictured here shows an extensively degraded plate with a vertically flipped last quarter moon, meaning the lunar south is near the top. This shows that Draper used a device called the heliostat to keep light from the moon focussed for a 20-minute-long exposure on the plate. They are of the same we and same circular image area as that of his first failed attempts.

Conflict thesis

Apart from being a physician and the first astrophotographer, Draper also has other claims to fame. He was the invited opening speaker in the famous 1860 meeting at Chford University where English naturalist Charles Darwin's ‘Origin of Species’ was the subject of discussion. He is also well known for his book ‘A History of the Conflict between Religion and Science’ which was published in 1874. This book marks the origin of what is known as the "conflict thesis” about the incompatibility of science and religion.

While we will probably never know on which particular March 1840 night Draper captured the first lunar image, his pioneering achievement set the ball rolling for astronomical photography. The fact that he achieved it with a handmade telescope attached to a wooden box with a plate coated with chemicals on the back makes it all the more remarkable.

Picture Credit : Google 

A team of international astrophysicists has discovered many mysterious objects that were hidden in images from the James Webb Space Telescope. These include six potential galaxies that should have emerged so early in the history of the universe and are so massive that they should not be possible under current cosmological theory.

These candidate galaxies may have existed roughly 500 to 700 million years after the Big Bang. That places them at more than 13 billion years ago, close to the dawn of the universe. Containing nearly as many stars as the modern-day Milky Way, they are also gigantic. The results of the study have been published in the journal Nature in February

Not the earliest discovered

 Launched in December 2021, the James Webb Space Telescope is the most powerful telescope ever sent into space by us. The candidate galaxies identified this time from its data, however, aren’t the earliest galaxies observed by Jams Webb. Another group of scientists spotted four galaxies observed that likely formed 350 million years after the Big band. Those galaxies, however, were nowhere as massive as the current findings.

While looking at a stamp-sized section of an image that looked deep into a patch of sky close to the Big Dipper (a constellation, also known as the Plough), a researcher spotted fuzzy dots that were way too bright and red. In astronomy, red light usually equals old light. As the universe expands the light emitted by celestial objects stretches, making it redder to human instruments.

Based on their calculations, the team was also able to suggest that the candidate galaxies they had discovered were also huge. Containing tens to hundreds of billions of sun-sized stars worth of mass, these were akin to our Milky Way.

Might rewrite astronomy books

As current theory suggests that there shouldn't have been enough normal matter at that time to form so many stars so quickly, proving it might rewrite astronomy books. And even if these aren't galaxies, then another possibility is that they are a different kind of celestial object, making them interesting.

For now, the discovery has piqued the interest of the researchers and the astronomical community. More data and information about these mysterious objects from James Webb is what is being sought after to confirm that these candidate galaxies are actually as big as they look, and date as far back in time.

Picture Credit : Google

Exactly 100 years ago, on March 12, 1923, American inventor Lee de Forest conducted a public demonstration of his Phonofilm at a press conference. Even though it wasn’t a great financial success, it heralded on era in movie production as it synced sound with the moving image.

When we think about successful inventors whose inventions have heralded a new era, we imagine that they would have enjoyed considerable personal financial success from it as well. This, however, isn't always the case as some of them turn out to be bad at business. American inventor Lee de Forest was one of them. Even though he contributed immensely to the broadcasting industry and had plenty of scientific successes, he gained little from it all personally.

Unusual upbringing

Born in lowa, the U.S. in 1873, de Forest had an unusual upbringing for his time. Following his family's move to Alabama, they were avoided by the white community. This was because his father had taken the presidency of the Talladega College for Negroes and was involved in efforts to educate blacks.

Despite his unusual circumstances, de Forest grew up as a happy child unaware of the prejudices he was being meted out making friends with the black children in the town. He was drawn towards machinery and by the time he turned 13, he was already making gadgets at will. This is why he took the path towards the sciences, rather than become a clergyman as planned by his father.

Invents first triode

Even though education wasn't easy as he had to do odd jobs to meet expenses in addition to those covered by his scholarship and allowance from parents. de Forest completed his Ph.D. in physics in 1899. By 1906, he presented the audion - the first triode - and it went on to become an indispensable part of electronic circuits.

For several decailes, Inventors including American great Thomas Edison, had been trying to bring together the 3 phonograph (a device for recording and reproducing sound) and the moving picture. De Forest, working alongside fellow inventor Theodore Case, first became interested in the idea of sounds for films in 1913.

The patented system that he called Phonofilm began as a drawing in 1918. Over the next couple of years, he earned a number of patents pertaining to the process as he perfected it along the way. On March 12, 1923, he conducted a successful demonstration for the press and presented his Phonofilm.

Sound on film

The technological advance that de Forest brought about was to synchronise sound and motion. He did this by placing the sound recording as an optical soundtrack directly on the film. This meant that sound frequency and volume were represented in the form of analog blips of light.

In the weeks that followed, a number of short films premiered using the Phonofilm. As synchronising the sound of human voice with the lips that moved on screen was still rather difficult, the first sound films that the public viewed still haut dialogue titles, but were accompanied by music.

Below-par fidelity

While de Forest did equip nearly 30 theatres around the world with Phonofilm, he couldn't get Hollywood interested in his invention. De Forest had a solution for the sound-sync issue with his Phonofilm, but the fidelity (how accurately a copy reproduces its source) on offer didn't meet the expectations of the age.

 In the following years, the motion picture industry shifted to talking pictures and the sound-on-film process was similar in principle to that used in de Forest’s Phonofilm. De Forest, however, was a failed businessman who was bad at judging people. He was defrauded by his own partner, had to pay for lengthy legal battles for his patents, and even had to sell many of these patents, which were then employed profitability

For all his efforts, de Forest at least finished as an Oscar winner. In 1959, two years before his death in 1961, the Academy of Motion Picture Art and Sciences awarded de Forest an honorary Oscar for the "pioneer invention which brought sound to the motion picture”.

Picture Credit : Google 

The Sydney Harbour Bridge was officially opened on March 19, 1932. An iconic structure in Sydney and one of the best recognized, photographed, and loved landmarks of the world, it is the world's heaviest steel arch bridge.

There are some human-made structures that are readily identified and immediately associated with the place in which they are located. Taj Mahal is one such structure that people world over connect with India. Similarly, there are two landmarks in Sydney- the Sydney Opera House and the Sydney Harbour Bridge- that have turned out to be prominent structures that people globally link with Australia.

Spanning the Sydney Harbour and connecting Sydney with its northern suburbs, the Sydney Harbour Bridge is about 1,150 m in length, with the top of the bridge standing 134 m above the harbour. Apart from having two rail lines and eight lanes for vehicular traffic, the bridge also has a cycleway for bicycles and a walkway for pedestrians.

An old idea

The site of the Sydney Harbour Bridge (both sides of the harbour) was home to Eora people (Aboriginal Australians) before the arrival of the Europeans in 1788. While the bridge came about only in 1932, the desire to span the harbour and the idea for its construction dates back over 100 years.

As early as 1815, Francis Greenway, an architect convicted of forgery in 1812, suggested the construction of a bridge across the harbour. In the decades that followed, the idea took many forms - a large cast iron bridge, a floating bridge, and even a tunnel. Some proposals were serious, some were even accepted, but nothing really materialised as the costs involved were prohibitive.

Father of the Sydney Harbour Bridge

This remained the case till the turn of the century as estimated costs meant that even satisfactory designs couldn't be pursued. It was in 1900 that civil engineer John Job Crew Bradfield first became involved with the idea. Over the next three-plus decades, Bradfield became the project's most vocal advocate and is even remembered as the father of the Sydney Harbour Bridge.

For Bradfield, the bridge was part of his vision for the suburban railway network's electrification. He used his influence to both promote and oversee the construction of the Sydney Harbour Bridge.

 In 1912, Bradfield was appointed as the chief engineer of the Sydney Harbour Bridge and City Transit. Just when it looked like things were about to get moving, World War I put a halt to all plans.

International competition

 It was in 1922 that the Sydney Harbour Bridge Act was passed by parliament. Calling for worldwide tenders for the 'Construction of a Cantilever or an Arch Bridge across Sydney Harbour’, Bradfield turned it into an international competition. After going through the 20 proposals from six companies, Bradfield and his team selected a two-hinged steel arch with abutment (substructure supporting superstructure) towers by English firm Dorman, Long & Co.

The turning of the first sod ceremony, which is a traditional ceremony in many cultures that celebrates the first day of construction, took place in July 1923. The four abutments served as the load-bearing foundation and from these the arch was built simultaneously from both ends. The construction of the arch began on October 26, 1928 and the two arches touched for the first time on August 19, 1930.

As the bridge became self-supporting once the span was complete, the bridge deck could be built and it was completed in June 1931. Load testing began in January 1932 and it was declared safe in the following weeks. While the official opening of the bridge took place on March 19, 1932, over 50,000 school children had already crossed the bridge by then in a series of "school days".

Jobs during the Great Depression

Over 1,600 people worked in the construction of the bridge through its near decade-long construction. With the economy slowing down and encountering a worldwide depression during the period, the bridge provided much-needed jobs across various work categories. It wasn't without danger, however, as at least 16 people died during the construction of the bridge.

In all, over 52,800 tonnes of steel was used, out of which 39,000 tonnes were employed in the arch alone. The cost of building the bridge alone was £4,238,839 and the total cost including other expenses was closer to £10 million - a debt that was paid off only in 1988. But then, the bridge handled over 200 trains, 1,60,000 vehicles, and 1.900 bicycles on average every single day in 2017. No wonder the Sydney Harbour Bridge is considered an engineering marvel.

Picture Credit : Google 

On July 2, 1900, the first directed flight of the LZ-1, a zeppelin airship, took place in Germany. The man behind it was Ferdinand Graf von Zeppelin, who pioneered the cause of building rigid dirigible airships, so much so that his surname is still popularly used as a generic name.

Aeroplanes are now the norm for air travel but there was a brief period early in the aeronautical history when airships or dirigibles were believed capable of playing a crucial role in aviation development. Large, controllable balloons propelled by an engine, airships are one of two types of lighter-than-air aircraft (the other one being well, balloons of course!)

Now relegated to aerial observations, advertising and other areas where staying aloft is more important than movement, airships come in three main types: the non-rigid airships or blimps, the semi-rigid airships, and the rigid airships, often called zeppelins. The last category is more popular as zeppelins because it was a German man called Ferdinand Graf von Zeppelin who conceived and developed the first rigid dirigible.

Born in Konstanz, Germany on July 8, 1938, Zeppelin studied at the University of Tubingen before entering the Prussian Army in 1858. He travelled to the U.S. during the American Civil War and acted as a military observer for the Union Army.

An idea is born

It was during this time, in 1863, when Zeppelin had the first of several balloon ascensions at St. Paul, Minnesota. While he was quick to realise the weakness of free balloons, their overdependence on winds and their uncontrollability, it was an experience that stayed with him through a lifetime.

By the 1870s, the idea of building a steerable airship had taken shape in Zeppelin's mind. So when he retired from the army with the rank of brigadier general, he decided to devote himself to building these airships.

Zeppelin toiled for a decade even though there were many naysayers. By 1900, he had built the first rigid-body airship consisting of a long, uniform cylinder with rounded ends. At 420 feet long and 38 feet in diameter, it had a hydrogen gas capacity of nearly 3,99,000 cubic feet.

Flies from a floating hangar

 From a floating hangar on Lake Constance, Germany, the initial flight of LZ-1, the first zeppelin, took place on July 2, 1900. Days away from turning 62, Zeppelin had finally made progress with an idea that had been with him for decades.

While the demonstration wasn't entirely successful, the craft attained speeds of nearly 32 km/hour, enough to spark enthusiasm around zeppelins, get more donations, and have enough funding to keep the progress happening. Zeppelin tirelessly worked to make new and improved dirigibles and even created the first commercial passenger air service with them by 1910, but it wasn't until World War I that support from the government finally came in.

With most aeroplanes still in the development phase, the Germans perceived the advantages of zeppelin-type rigid airships, which could not only attain higher altitudes than aeroplanes of the time, but also remain airborne for nearly 100 hours. More than 100 zeppelins were employed by the Germans for military operations during World War I.

Hindenburg disaster

Zeppelin died in 1917, without seeing the heights that his zeppelins reached, and the tragedy that followed. The LZ-127 ‘Graf Zeppelin’ was launched in 1927 and it was one of the largest ever built. Having a length more than that of two-and-a-half football fields, it made a number of trans-Atlantic flights.

The LZ-129 ‘Hindenburg’ came about in 1936 and was touted to become the most famous zeppelin ever. Instead, tragedy struck and the ‘Hindenburg’ exploded and burned on May 6, 1937 at its mooring mast in New Jersey. (In case you were wondering, the Hindenburg Research investment company, which has constantly been in the news this year following their reports about the Adani Group, was named after this zeppelin.)

The Hindenburg disaster spelt doom for zeppelins as the remaining ones were also taken off service and dismantled. While safety concerns diminished their popularity, they had helped establish the principles of lighter-than-air aircraft and had even been among the first to provide commercial air travel.

Picture Credit : Google 

On July 2, 1900, the first directed flight of the LZ-1, a zeppelin airship, took place in Germany. The man behind it was Ferdinand Graf von Zeppelin, who pioneered the cause of building rigid dirigible airships, so much so that his surname is still popularly used as a generic name.

Aeroplanes are now the norm for air travel but there was a brief period early in the aeronautical history when airships or dirigibles were believed capable of playing a crucial role in aviation development. Large, controllable balloons propelled by an engine, airships are one of two types of lighter-than-air aircraft (the other one being well, balloons of course!)

Now relegated to aerial observations, advertising and other areas where staying aloft is more important than movement, airships come in three main types: the non-rigid airships or blimps, the semi-rigid airships, and the rigid airships, often called zeppelins. The last category is more popular as zeppelins because it was a German man called Ferdinand Graf von Zeppelin who conceived and developed the first rigid dirigible.

Born in Konstanz, Germany on July 8, 1938, Zeppelin studied at the University of Tubingen before entering the Prussian Army in 1858. He travelled to the U.S. during the American Civil War and acted as a military observer for the Union Army.

An idea is born

It was during this time, in 1863, when Zeppelin had the first of several balloon ascensions at St. Paul, Minnesota. While he was quick to realise the weakness of free balloons, their overdependence on winds and their uncontrollability, it was an experience that stayed with him through a lifetime.

By the 1870s, the idea of building a steerable airship had taken shape in Zeppelin's mind. So when he retired from the army with the rank of brigadier general, he decided to devote himself to building these airships.

Zeppelin toiled for a decade even though there were many naysayers. By 1900, he had built the first rigid-body airship consisting of a long, uniform cylinder with rounded ends. At 420 feet long and 38 feet in diameter, it had a hydrogen gas capacity of nearly 3,99,000 cubic feet.

Flies from a floating hangar

 From a floating hangar on Lake Constance, Germany, the initial flight of LZ-1, the first zeppelin, took place on July 2, 1900. Days away from turning 62, Zeppelin had finally made progress with an idea that had been with him for decades.

While the demonstration wasn't entirely successful, the craft attained speeds of nearly 32 km/hour, enough to spark enthusiasm around zeppelins, get more donations, and have enough funding to keep the progress happening. Zeppelin tirelessly worked to make new and improved dirigibles and even created the first commercial passenger air service with them by 1910, but it wasn't until World War I that support from the government finally came in.

With most aeroplanes still in the development phase, the Germans perceived the advantages of zeppelin-type rigid airships, which could not only attain higher altitudes than aeroplanes of the time, but also remain airborne for nearly 100 hours. More than 100 zeppelins were employed by the Germans for military operations during World War I.

Hindenburg disaster

Zeppelin died in 1917, without seeing the heights that his zeppelins reached, and the tragedy that followed. The LZ-127 ‘Graf Zeppelin’ was launched in 1927 and it was one of the largest ever built. Having a length more than that of two-and-a-half football fields, it made a number of trans-Atlantic flights.

The LZ-129 ‘Hindenburg’ came about in 1936 and was touted to become the most famous zeppelin ever. Instead, tragedy struck and the ‘Hindenburg’ exploded and burned on May 6, 1937 at its mooring mast in New Jersey. (In case you were wondering, the Hindenburg Research investment company, which has constantly been in the news this year following their reports about the Adani Group, was named after this zeppelin.)

The Hindenburg disaster spelt doom for zeppelins as the remaining ones were also taken off service and dismantled. While safety concerns diminished their popularity, they had helped establish the principles of lighter-than-air aircraft and had even been among the first to provide commercial air travel.

Picture Credit : Google 

Additive manufacturing, more commonly identified as 3D printing, allows for the fabrication of complex parts from functional or biological materials. As objects are constructed one line or one layer at a time, conventional 3D printing can be a slow process.

Scientists from the Max Planck Institute for Medical Research and the Heidelberg University have demonstrated a new technology to form a 3D object from smaller building blocks in a single step. They utilise the concept of multiple acoustic holograms to generate pressure fields.

Sound exerts force

If you've ever been near a powerful loudspeaker, you would be aware that sound waves exert forces on matter. When high-frequency ultrasound that is inaudible to the human car is used, the wavelengths can be pushed into the microscopic realm. This would allow researchers to manipulate building blocks that are incredibly small, including biological cells.

This research group had previously shown how to form ultrasound using acoustic holograms, which are 30 printed plates made to encode a specific sound field. The scientists had devised a fabrication concept to use these sound fields to assemble materials in 2D patterns.

Holds promise

For this research, the team expanded the concept further by capturing particles and cells freely floating in water and assembling them into 3D shapes. Additionally, the new method works with materials such as glass, hydrogel beads, and biological cells.

Ultrasound affords the advantage that it is gentle for using biological cells and that it can travel deep into tissue. Hence, it can be used to remotely manipulate cells without harm. Scientists believe that their technology of creating 3D objects with sounds holds promise as it can provide a platform for the formation of tissues and cell cultures.

Picture Credit : Google 

On March 5, 1590, Danish astronomer Tycho Brahe observed a comet. This was one of the many observations made by Brahe, known for his comprehensive astronomical observations.

The invention of the telescope allowed astronomy to peer further and further still improving technology and better equipment implies that our modem telescopes allow us to see way beyond what our predecessors imagined possible. And yet, there was a time when there were no telescopes when astronomical observations were still being done.

Danish astronomer Tycho Brahe is best known for measuring and fixing the positions of astronomical bodies and developing astronomical instruments. While his observations paved the way for future discoveries, the fact that these were the most accurate measurements from a time when the telescope had yet not been invented makes it all the more special.

Born in Denmark in 1546, Brahe’s parents were part of the nobility. Abducted at a very early age by his wealthy uncle, Brahe was raised by him and attended universities in Copenhagen and Leipzig

Drawn to astronomy

While his family wanted him to be a lawyer and he even studied the subjects, Brahe chose to pursue astronomy eventually. The total eclipse of the sun on August 21, 1560, and the conjunction of Jupiter and Saturn in August 1563- Brahe's first recorded observation -were natural events that pushed Brahe to devote his lifetime to astronomy.

In 1566, Brahe fought Manderup Parsberg, his third cousin and a fellow student, in a duel over who was the better mathematician. While Parsberg and Brahe went on to become good friends after this, Brahe lost a large chunk of his nose during the duel and had to wear a prosthetic nose to mask the disfigurement for the rest of his life. While this nose was long believed to be made of silver, the exhumation of his body in 2010 revealed that it was made of brass.

Brahe observed a supernova in the constellation of Cassiopeia in 1572 and the new star remained visible for nearly a year-and-a-half. He observed a comet late in 1577 and meticulously followed it till it remained visible in January 1578

Against prevailing theory

 While prevailing theory dictated that disturbances in the atmosphere was the reason behind these. Brahe’s measurements showed differently. Brahe was able to show that the supernova never changed with regard to the surrounding stars. And based on his measurements of the comet, he was able to determine that it was at least six times farther away than the moon

These observations elevated Brake to a new level and he acquired an international reputation. His fame earned him a more comfortable life and the backing of the rulers as King Frederick II of Denmark offered him exclusive usage of his own island of Hven and financial support to carry out astronomical observations.

Brahe built a huge observatory on the island and diligently tracked the heavenly bodies, maintaining impeccable notes of the observations. During his time at Hven, Brake observed at number of comets. The one he observed on March 5, 1590 when he was employed in observing Venus was one of the last he tracked down while at the island.

Combined model

Even though Brahe's work laid bare the flaws of the system that was then used, he failed to embrace Polish polymath Nicolaus Copernicus's proposed model of the universe with the Sun at its centre. Brahe, instead, offered a combined model with the moon, and the sun going around the Earth, even as the five other known planets orbited the sun

Brahe's influence waned following the death of Frederick in 1588 and most of his income stopped under Frederick’s son Christian IV. He left Hven in 1597 and after short stays in a couple of places, settled in Prague in 1599 and stayed there until h death in 1601.

It was in Prague that German astronomer Johannes Kepler started working as Brakes assistant. Kepler. ironically. would go on to use Brahe's detailed observations to arrive at his planetary laws of motion and show that planets moved around the sun in elliptical orbits.

Picture Credit : Google