Part 6

One of those odd geniuses, who spend their lives and means in collecting curious and rare articles, lately died. His name was Sylvester Bonaffon, a retired merchant of Philadelphia. His elaborate collections were sold at auction, and their oddity has attracted general attention. His chief mania was for clocks, which literally covered every portion of available space in his apartments, whether they were placed on chairs, tables, shelves, or hung against the wall. Some of these timepieces were of unique construction. One clock was made to run for 400 days after one winding; another was set in the dashboard of his carriage, and he used Mr. Bonaffon also had an especial fondness for electrical apparatus. His windows were provided with ingenious burglar alarms, his rooms with fire alarms, and he ignited his gas always by electricity. His place of business, his stable, the Continental Hotel where he dined, were all connected with instruments in his room; and he even had perfected arrangements so that he could set at home and send his own messages to California. Besides the clocks and electric apparatus, there was an immense collection of _bric-a-brac_ of every conceivable variety, which was sold at the auction--as is usually the case--at prices much below those paid by its late owner.

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FERTILIZING INFLUENCE OF SNOW.

Snow is often called the "poor man's manure;" and if it is true that it has any manurial value, the farmer's prospects for the next season are certainly flattering. The body of snow upon the ground in all the Northern and Middle States is very great, and millions of acres of land are covered by it as with a blanket of the whitest wool. It is probable that seldom, perhaps never, has so wide an area of our country been covered as during this month of January, 1877. The question whether snow is capable of affording to lands any of the elements of fertility is one often asked; and in reply, the Boston _Journal of Chemistry_ says that it probably is. The atmosphere holds ammonia and some other nitrogenous products, which are without doubt brought to the soil by snowflakes as well as by rain drops. Experiments both here and abroad would seem to prove the truth of this conclusion.

Rains are not only valuable for the moisture which they supply, but for what they bring to us from the atmosphere. During a thunderstorm nitric acid is produced in considerable quantities; and dissolved in the rain drops to a high degree of attenuation, its effects upon soils are highly salutary, as the nitrogen permeates the entire soil.

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ACTION OF SEA WATER ON LEAD.

The _Journal of the Chemical Society_ says that freshly cut strips of lead were kept in a bottle of sea water for four days, the bottle being frequently shaken. No trace of lead could be detected in the water, but the bright surface of the strips was coated with an insoluble lead compound. Hence lead pipes may be used in marine aquaria without any fear of injury to their inhabitants.

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PAPIN'S STEAM ENGINE.

BY PROFESSOR CHARLES A. JOY.

It is a matter of history that, as early as 1688, Denis Papin, Professor of Physics and Mathematics at the University of Marburg, proposed to substitute steam for powder in the engine invented by Huyghens, and that in 1695 he published a description of several new inventions, in which steam played an important part. The Elector Carl, of Hesse-Cassel, was anxious to be free from the annoyances and impositions practised upon his boatmen by the authorities at Münden, and he proposed to avoid that city by constructing a canal connecting the Weser with the river that flowed through Cassel. Much of the work was accomplished, and the half finished line of the canal can be traced even at the present day. Papin was authorized to build a powerful steam pump by which the supply of water was to be regulated. A working model of this pump was completed; and the Elector was on the point of visiting the laboratory to witness its operation, when a fearful explosion frightened the workmen, and afforded an opportunity for enemies to intrigue for the expulsion of Papin from the country. The model was preserved for a long time in Cassel; but at the time of the French invasion, it disappeared, and no trace of it has since been found. In writing about his inventions, Papin says, in 1695: "It would occupy too much space for me to describe in what manner this principle could be applied to removing water from mines, throwing bombs, sailing against the wind, and for many other similar purposes; everyone according to his wants can imagine the constructions that could be made. I cannot, however, refrain from remarking how much preferable this power would be to oars for those whose business calls them to the sea." And further on he says: "The steam cylinders could be employed for a great variety of purposes." One of the cylinders, which was to form a part of the pump, was cast at the foundry in Cassel, and after various vicissitudes has finally become the property of the Historical Museum in that city, where it will be preserved, with jealous care, from any further injury. During the recent exhibition of philosophical instruments in London, this remnant of Papin's invention played an important part, it having been generously loaned by the authorities for that occasion. After the flight of Papin from Germany, the cylinder was used as a receptacle for iron turnings and borings in the royal works; and after the destruction of those works by fire, it came into the possession of Henschel, the founder of one of the most extensive locomotive works in Germany. This man fully appreciated the value of the historical relic; and when I visited him at the works, twenty-five years ago, he pointed out with pride to me the inscription on its side, "Papin's Cylinder," and said that he intended to have it placed upon a solid pedestal near the gate. His grandson has since presented it to the city, and its preservation from destruction or sale is now secured. A copy of the drawing made by Papin of the pump of which this cylinder was to form a part, and which was published in 1695, has recently appeared in Dingler's _Journal_, and I send it to you, hoping that you will have it engraved and perpetuated in your valuable paper. It is a peculiar combination of Savery's invention and Papin's piston engine, suggested for another purpose, and is a decided improvement on Huyghens' powder engine.

A is the boiler for the generation of the steam, provided with a safety valve (an invention of Papin). On opening the stopcock, C, the steam passes through B into the cylinder, D, and by its expansion drives the plunger, E, against the water contained in the cylinder, D, which is thus forced into the chamber, F, compressing strongly the air, which in turn expels the water through the pipe, G, to the height desired. K is a funnel for the fresh supply of water, and at I and H are valves opening upwards and downwards. After the condensation of the steam in D, a renewed supply of water, through K, forces the plunger, E, to the top of the cylinder, ready for the next action of steam. The strokes of such a pump could not be frequent, and it would not compare very favorably with the wonderful machinery exhibited in Philadelphia last summer; but it contains the germ of the idea, and is worthy of all honor. Having often seen it stated that Papin had invented a steamboat, I resolved during a recent visit to Germany to investigate the matter, and especially to search for the correspondence between Papin and Leibnitz in the library at Hanover. It will be borne in mind that two hundred years ago, on December 4, 1676, Leibnitz was appointed to take charge of the library in Hanover, and that he remained in this position until his death in 1716. He bequeathed his manuscripts to the library; and as he had the habit of writing upon all manner of loose scraps of paper, it has cost much labor to assort and classify them.

On making my application to the librarian to be permitted to see the correspondence between Papin and Leibnitz, my request was at once granted; and a table having been assigned me, I was able to examine these precious relics at my leisure. I was also shown a copy of an original treatise on the steam engine by Papin, which contained numerous marginal notes by Leibnitz. In one place, Leibnitz criticized Papin's method for condensing steam, and makes a drawing on the margin, showing a piston and valve which he thought would be more practical. It is somewhat remarkable that the Germans have not caused a fac-simile of this little volume to be published. After considerable search, I found a copy of the original letter addressed by Papin to Leibnitz in 1707, asking Leibnitz to assist him in obtaining the consent of the Hanoverian Government to navigate the river Weser with a sidewheel steamboat. The letter was dated July 7, 1707, and contained among other interesting passages the following sentence: "The new invention will enable one or two men to accomplish more effect than several hundred oarsmen." It is evident that Leibnitz was deeply impressed by Papin's letter, and he supported the simple and reasonable request contained in it by the following petition addressed to the Councillors of State. This communication from Leibnitz bears two indorsements, one by the clerk of the council, "_pro memoria_ respectfully, in reference to the passage of a ship from the river Fulda into the Weser;" the other is in the handwriting of Leibnitz: "Papin's sidewheel ship." This last indorsement is of great value, as indicating the fact that Papin proposed to apply side wheels for the propulsion of his new invention. The following is a translation of Leibnitz' letter, the original of which I saw in the library:

"Dionysius Papin, Councillor and Physician to his royal highness the Elector of Cassel, also Professor of Mathematics at Marburg, is about to dispatch a vessel of singular construction down the river Weser to Bremen. As he learns that all ships coming from Cassel, or any point on the Fulda, are not permitted to enter the Weser, but are required to unload at Münden, and as he anticipates some difficulty, although those vessels have a different object, his own not being intended for freight, he begs most humbly that a gracious order be granted that his ship may be allowed to pass unmolested through the electoral domain, which petition I most humbly support.

G.W. LEIBNITZ. "Hanover, July 13, 1707."

This letter was returned to Leibnitz with the following indorsement: "The Electoral Councillors have found serious obstacles in the way of granting the above petition, and, without giving their reasons, have directed me to inform you of their decision, and that in consequence the request is not granted by his Electoral Highness.

H. REICHE. "Hanover, July 25, 1707."

This failure of Papin's petition was the deathblow to his effort to establish steam navigation. A mob of boatmen, who thought they saw in the embryo ship the ruin of their business, attacked the vessel at night and utterly destroyed it. Papin narrowly escaped with his life, and fled to England, where he endured great hardships and poverty, and all traces of him were soon lost, so that it is uncertain in what country he finally died or where he was buried.

This remarkable man was driven out of France on account of his Protestant faith, and found a refuge in Germany; here he was again persecuted on account of the injury that ignorant and jealous people believed his inventions would inflict upon the industries of the country; and when the climax of steam engines for pumping water and propelling ships was reached, the enlightened government of the period "found serious obstacles" in the way of granting him protection, and, without condescending to state what those "objections" were, secretly instigated the mob to make an end of the trouble. It is another instance, unfortunately too often repeated in history, of the mischief men dressed up in a little brief authority can work upon their generation. If Papin had been permitted to navigate the Weser with his ship, and to carry it to London, as was his intention, it is possible that we should have had steamboats one hundred years earlier than they were given to us by Fulton. The plan proposed by Papin was highly impracticable; but a knowledge of what Savery had done in the way of steam machinery, aided by the shrewd suggestions of Leibnitz, combined with the practical assistance of Englishmen, would, no doubt, have enabled him to improve upon his invention until it had obtained sufficient credit to be secure against the misfortune of being totally forgotten. After the lapse of 100 years from the date of Papin's invention, when the first steamboat was put upon the river Rhine, the vessel was fired into by concealed marksmen on shore, and navigation was more dangerous than it is now on the upper waters of the Missouri in times of Indian hostility. It was only after stationing troops along the banks of the river to protect the boatmen that the government, fortunately more enlightened than in the days of Leibnitz, was able to establish steam navigation on a secure footing.

I have thought it worth while to make this contribution to the history of steam navigation, particularly as I have been able to authenticate a portion of it by reference to original documents.

Columbia College, New York city, January, 1877.

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THE SPEAKING TELEGRAPH.

We have heretofore given accounts of the wonderful success of Professor Bell in transmitting the vibrations of the human voice by electrical means over a telegraph wire. He has lately made improvements in his method of transmission, by which he dispenses with the use of the battery, and substitutes the magneto-electric plan of producing the current. The Boston _Transcript_ describes a recent experiment with the new apparatus, by which conversation and singing was successfully carried on between Boston and Malden, a distance of six miles. The telephone, in its present form, consists of a powerful compound permanent magnet, to the poles of which are attached ordinary telegraph coils of insulated wire. In front of the poles, surrounded by these coils of wire, is placed a diaphragm of iron. A mouthpiece to converge the sound upon this diaphragm substantially completes the arrangement. As is well known, the motion of steel or iron in front of the poles of a magnet creates a current of electricity in coils surrounding the poles of the magnet, and the duration of this current of electricity coincides with the duration of the motion of the steel or iron moved or vibrated in the proximity of the magnet. When the human voice causes the diaphragm to vibrate, electrical undulations are induced in the coils environing the magnets, precisely analogous to the undulations of the air produced by that voice. These coils are connected with the line wire, which may be of any length, provided the insulation be good. The undulations which are induced in these coils travel through the line wire, and, passing through the coils of an instrument of precisely similar construction at the distant station, are again resolved into air undulations by the diaphragm of this instrument.

The experiments were as follows: Telephones having been connected with the private telegraphic line of the Boston Rubber Shoe Company, conversation was at once commenced. Stationed at the Boston end of the wire, Professor Bell requested Mr. Watson, who was at the Malden end, to speak in loud tones, with a view of enabling the entire company at once to distinguish the sounds.

This was so successful that a smile of mingled pleasure and surprise played on the features of those present. That it, however, might not be supposed that loud speaking was essential to intelligibility, Mr. Bell explained that soft tones could be heard across the wires even more distinctly than loud utterances, even a whisper being audible. In confirmation of this statement, Mr. Watson commenced speaking in turn with each member of the company; and after the efficiency of this method had been proved to the satisfaction of all, he took up a newspaper and informed the assemblage that gold had closed the previous evening at New York at 105-5/8. As there were quite a number of business men present, the effect that this practical demonstration of the value of the telephone produced can scarcely be exaggerated. Other passages from the daily journals were then given, and by this time the desire for conversation having become general, Mr. Watson was plied with questions such as: "Is it thawing or freezing at Malden? Who will be the next President?" etc. It was remarkable that Mr. Watson was able to distinguish between the voices at the Boston end, he calling at least one gentleman by name as soon as the latter commenced speaking.

This went on for some time, until a lady at the Malden end sent the company an invitation to lunch per telephone, and an appropriate response was made by the same medium. At length the Boston company were requested to remain quiet while a lady at the other end conveyed to them the sweet strains of music. The assemblage thereupon listened with rapt attention while a young lady commenced singing "The Last Rose of Summer." The effect was simply charming. The sound of the voice penetrated into the Boston end of the telephone with a distinctness equal to that attainable in the more distant parts of a large concert room, and a unanimous vote of thanks was sent by the handy little instrument which had procured for the assemblage so agreeable an hour.

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The superb steam engine built by C.H. Brown & Co., of Fitchburg, Mass., which was illustrated and described on page 1 of our current volume, has been purchased by Messrs. Phineas Jones & Co., and is being erected in their extensive carriage wheel works at Newark, N.J.

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CROSSING A RIVER ON A WIRE.

A reporter of the New York Sun wanted to realize the sensation of being suspended on a wire 275 feet from the surface of the earth. He applied to the engineer of the Brooklyn bridge for permission to cross the East river on a wire, three quarters of an inch in diameter, which hangs between the two towers. He was refused permission; but he finally saw the president of the company, who granted his request. Arriving at the appointed time, the engineer, Mr. Farrington, said: "Well, sir; whenever you're ready, I am."

"All ready, said I, as bold as brass outside, and as nervous as the Endorian witch on the inside. He walked on and I followed, when, Horror of Horrors--capital H's--to both Horrors--instead of leading me to the 'cradle,' which I called a raft, he took me to a little square board held up by two crossed iron arms, called a 'buggy.' It was about three feet square, and depended from the 'traveler,' a three quarter inch wire which crosses the river, and is run from tower to tower over apparatus, by means of a stationary engine. It was too late to back out, but I didn't feel exactly prepared to plunge in. He did.

"He jumped in, and the little buggy swung from side to side, precisely as a swing does when you jump on the board and try to steady it by the ropes. I looked at him, at the scale--that's it; it's exactly like a pair of scales, with one scale--at the deep depths below us, and at myself. I imagined the ticklish thrill which would permeate my body when we started. I fancied the glories of the prospective perspective before me.

"'Come, hurry up, please,' interrupted Farrington, and with resignation I hurried down. He stood up. I crouched down. Perhaps you think you'd have stood up as he did. You're mistaken. I crouched down and held on tight. Make no mistake. I held on tight and waited for my thrill. It didn't come. Then I stood up, and Farrington gave the word 'Go.' 'Wouldn't you better take a rope along?' said one of the men. 'Yes, I think I would.' What did he want of a rope? He feared I would be nervous. He meant to grapple me in the middle of the river, and tie me in. I knew it. I felt it. But I didn't say a word.

"With a gentle jerk we started--slow, slow, very slow. Farrington stood in front and watched the wire. I stood behind and watched myself. I felt nothing. I was'n't exhilarated. I was'n't scared. I was'n't even timid. I can't look from the top of a house without desiring to jump off, but I looked down from the buggy and hadn't the least desire to jump. Farrington says: 'It's because it's so high up.' Well, we went on without any special sensation till the buggy struck against a stay rope which reaches from one of the cables to the tower. In the effort to free the buggy, Mr. Farrington gave a push which swung us out some little distance and back again, at which a little piece of indigestion seemed to be monarch of my interior, and for a moment I was on the verge of a sensation. Having passed the middle, the ascent was more labored. I waved my handkerchief to the people on the ferryboats. I looked out toward the sea. I looked up at the heavens. I even looked toward Harlem, but, like the buyer in the Bible, I said: 'It is naught, it is naught.'

"In about eight minutes we touched the New York side--all but ten feet. The red flag waved for the engine to stop. There we hung in mid-air 275 feet above the level, swinging to and fro like a drunken buggy, at an angle of forty degrees, and quite uneasy. The rope which was to haul us on was fastened to the iron--blest be the tie that binds--and with a few hearty pulls we were brought so near the New York tower that without difficulty we clambered up. I had made the trip, but I had not felt a feel. From the top of the New York tower I saw much, but the chief point of interest was the innumerable jets of steam which flourish in the air, and fantastically curl off into space.

"Again the steeples, the tower, and the long, narrow, dirty river filled the prospect, and the bright sun of a charming day lightened up the western sky That was all, except to say 'thanks and good-bye,' and descend the stairs. There were 417 of them stairs, and before I reached the bottom I was dizzy, faint, seasick, and filled with a decoction of tickle, so that I had to shut my eyes and rest from my labors.

"Thus ends the trip which filled my anticipatory imagination as the waters fill the sea, but which resolved itself in realization to a simple, childlike faith in the fixtures on the wire, and in the skill and competence of the man who guided them. MONSIEUR X."

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BLUE GLASS SCIENCE.