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STEAM-ATOMIZER.
2321
STEAMBOAT.
Steam-at'om-iz-er. {Surtjical.) An instni-
meiit in which steam is emitloj'etl for generating
spray I'rom a medicinal liquid when applied lo-
cally in that
Fig. 5601.
fonu.
Steam-Atomizer.
Fig. 5601 consists
of a ^heet-metal case
providuti with a wood-
en handlcy*,aDd hav-
ing a dome-shaped
boiler at top for con-
taining water. For
use, thy safety-valve a
\fi» removed, the boiler
half tilled with water,
and the lamp c light-
ed. The spray-tube c
is inserted in the cup
b which contains the
liquid, and the spray-
tube (/ inserted in its
socket. The blast of
steau) fi-om the tube ft
causes the fluid to rise in the tube c. and be finally ejected in a
shower at its top. The combined face-shield and drip-cup s;
serves to direct the jet of spray upward or downward, and as a
receptacle for any tluid wliich, is not forced through it. See
ATOMI/.Ea.
lu Fig. 5602, a is the holder, containing a spirit-lamp, over
which is the boiler 6, provided «ith a safety-valve and a wooden
ring, so that it may be removed with-
out burning the hand; c is a tube
leaiJing fmui the bniler, into which
the blunt-pttinted canula rf is in-
serted and packed with perforated
pieces of india-rublwr or leather, by
means of a .«crew e. The sharper-
pointed canula / is inserted in the
bottle containing the liquid, and
when steam is generated in the boiler,
it, i.^suing from the canula d, first ex-
hausts the air from the bottle, and
then the liquid, rising in the canula y,
is dissipated in the form of spray.
Steam and Smoke Hn'-
gine. Tlie name given to a
form of engine in which the
heated gai>es from the tire is
Fig. 5602.
Steam- Atomizer.
expansive force of the
conihiiied with that of the steam.
Oliver Evans' volcanic engine was of this class.
Bennt-tt's also, U. S. patent, 183S. See Aero-
STE.\M Engine, pages 20-23.
Steam Bell-ring'er. {R>i ilway Enginecrhuj. )
A device for liiiging the bell of a locomotive by
ste<im presume from the boiler.
In Fig 5603, the piston-rod a is attached directly to the crank
of the bell, which is caused to ring automatically by opening
the cock of the induction-pipe and moving the piston until one
of the tappets b b' strikes the end of one of *lie valve-stems e c' .
To stop the bell, hold the handle d so as to leave the bell in a
perpendicular position. It is not necessary to shut off steam.
The valve e receives steam in the center, and exhausts at the
ends ; relief passages /"/"allow the air or vapor in the ends of the
cylinder to escape around the piston, and, by removing the re-
sistance, permit the piston to yield to the momentum of the
Fig. 5603.
y^
Stcnm BfU-Ringn:
I4fi
bell until it stops. It may also be rung by hand by means of
the handle d.
Steam-blow'er. 1. A blower driven by a steam-
engine.
2. A blower in which steam is mingled with the
air-blast.
In Fig. 5604, D is a fan placed in a chamber adjoining the fur-
nace, ^team from the boiler is admitted through the pipe Gto
the hollow shaft of the fan, and serves to turn the reaction-
Fig. 56(H.
Sttam-Mower.
wheel E which rotates the fan. The current of air produced
by the fan is mingled with the escaping steam and forced into
the furnace beneath the grate.
Steam 'boat. A name applied to a vessel pro-
pelled by steam. The term especially belongs to
steam river-craft ; ocean-going craft being called
steamers, steamships, etc.
The problem of the application of steam to the
propulsion of vessels occupied many minds before
the design was accomplished. Some had even gone
so far as to make ]ilans and test them.
Blasco de Garay, la43, the JIarquis of Worcester,
1655, Denys Papin, 1695, Savery, 169S, and others,
had prophesied, proposed, or tiied steam naviga-
tion.
The modes of propulsion were applied in the following order
as to date: —
Hydraulic propeller 1730
Stem paddle-wheel 1737
Artificial fins 1757
Screw 1785
Side paddle-wheels 1787
Duck's-foot side paddle-wheel 1788
Middle paddle-wheel 1789
Sets of reciprocating paddJes 1789
See list under Steam. See also Pbopelleb, pages 1808, 1809.
Fig. 5605.
%,
Destruction of Denys Papin's Steamboat in lfi95, by the Barge-
men of the Seine {by Figuier).
STEAMBOAT.
2322
STEAMBOAT.
Fig, 5605 shows a view of Papin's boat as it existed in the i
imagiiiiitiou of M. Figuier. It is next to Impussible to ex- |
aggemte the merits of M. Dcnys I'apiu of Blois, but it will not |
be safe to warraut the illustration (iivon by his livL-Iy country-
man. The device of u?iin^ wheels in>teiid of oars, the propelling ,
power bi-ittg men or animals, \v;i,s fiiiiiln\t;d hy tlie Kgyptians
and Unmans in their war-g.illrys >\ hen the Komans pawsfd ;
ovfr to Sicily they were traiisporti.'d thither in ships moved by
wheels, set in motion by oxen.
Dr. John Allen, of Enj;land, in 1730, suggested the use of the
backwardly discharging pump, now known as the hyiirautir. pro-
pellrr
In 1737,. Jonathan Hulls pubHshed a pamphlet in England
describing a metlmd of propeUiug a vessel by steam, for which
he had secured a patent, lie proposed plaeing the wheel at the
stern, that being the proper place for it, because water-fowl
pushed their wcb feet behind them. lie used au atmospheric
steam-engine, and obtained a rotary motion by an arrangement
of cords and pulleys. This was before Watt's appUcatiou of the
crank to the steam-engine See Ckank.
In 1757. Bernouilli (French) and Genevois (Swiss) experi-
mented with at4-amhoat-*, tlio first using a kind of artificial fin,
and the latter the duck's-foot propeller.
In 1775 we are informed that M. Perier navigated a small
Bteamboat on the Seine,
In 1781 the Martiuis .louffroy constructed and ran a steam-
boat on the Saoue Fig. 5ti0fi shows the peculiar features of the
engine and the mode of propulsion of tlie boat. The rluck's
foot seems to have formed the type. The boat was 140 feet
long, 15 feet beam.
Fig. 5606.
Marquis de Jouffrffy's Mode of PropeUing Boats.
In 1782, James Rumsey , of Sheppardstown, Ta. , made a pub-
lic experiment on the Potonuic with a boat about eighty feet
long, and propelled by a steam-engine working a vertical pump
in the middle of the vessel, by which the water was drawn in at
the bow and expelled through a horizontal trunk at the stern.
She went at the rate of fr)ur miles an hour when loaded with
tlii'ec tons in addition to the weigh t of her machinery , one third
of a ton more. The whole machinery, including boiler, occu-
pied a space but little over four feet square (see b, Fig 5607).
In 17*^6, Ilenjamin Franklin and Oliver Evans suggested sub-
stantially the same mode of propulsion, namely, the power of
steam upon a column of water received at the bow and ejected
at the stern on a line with the keel. The plan has been lately
Fig. 5607.
revived, and several vessels have been bailt in England to test
it. Sec HvnBAULic Propeller.
In 1786, John Fitch, a watchmaker of Pbiladelpliia, made
pnlilie his plan of paddling a ship by steam, the device resem-
bling vertical paddles, six on each side, working alternately His
vessel was lainiched on the Delaware in 1788, and performed her
trip of 20 miles to liurlington, wliere she unfortunately bursty
her boiler, and whence she floated back to the city She was
repaired, and made several subsequent trips. The eyliuder was
12 inches diameter, had 3 feet stroke {a. Fig. 5tJ07)
In 1796, he tried a steamboat, 18 feet long, 6 feet beam, on
the Colleet Pond, New York City, where the " Tomlis" prison
now stands. The screw and paddle-wheel are said to have
been used coactivcly in this vessel.
Fitdi went West, died suddenly in 1799, and was buried at
Bard'^town, Kentucky
William Symington, in 1788, applied a steam-engine to the
Fig. 5608.
Patrick Miller'>s Steamboat (V
pleasure-boat of Patrick Miller, of Dalswinton. This boat was
furnished with side paddle-wheels, and was laid up in the win-
ter. In 17Sit a boat 60 feet long was propelled on tlie Forth
and Clyde ('anal at the mte of 7 miles an hour. Pntrick Miller
published au account of the invention in the year 1787.
Fig 5609.
I Fitches Steamboat.
Rumsey^s Steamboat,
Miller's Boat, Dalswinton, Scotland {from his Plan J?! 1787).
Symington's steam-vessel, constructed in 1789, had a central
space running lengthwise between the two boats, which were
placed side by side and decked over. Each boat was 25 feet long
and 7 feet beam, and the engine was placed on a phitfonii- The
engine had 4-inch cylinders, and drove a couple of paddle-
wheels, fore and aft of the engine, which was placed aniiil.«hips
Tlie engines were atmospheric, and their pi.stons were comu'cteJ
below to an oscillating lever, or beam, much as in the present
manner, t'hains proceeding from the upper sides of the pistons
pas.sed over a pulley above, and the motion of this pulley, made
continuous, was transmitted by an endless chain and pulleys to
pulleys on the shafts of the wheels. This was .«ubstantially the
same contrivance for changing the reciprocating toa rotarv mo-
tion that involved the use of a ratchet and was adopted by Hulls,
52 yeiirs Iiefore.
In Symington's second boat (" Charlotte Dnndas "1,1802, Fig.
5*^10, we find that he still kept the trough extending from stem
to stern of the boat, but abandoned the wheel forwjird of the
engine, and also IIuH's chains and pulleys, adopting instead
the double-acting steam-engine, connecting-rod, and crank in-
vented by Watt some years previous to the time of the trial-
trip of Symington's single-wheel st^-amboat
Fulton calU'iI to see Symington, and took a trip with him.
Symington designed his boats for passenger or freight trans-
STEAMBOAT.
2323
STEAMBOAT.
Fig. S610.
4^~- ;**^.
sieatTiboatj " Charlotte Dandas.'
portation on canals, or for towing other boats on canals, and
does not seeui to have used them in river, much lesi in ocean
uavi^itiou
His boat was used to convej passengers rather as a curiosity
than !is a rejrular business. Boats were towed by it in the canal
at the rate of 8^ miles an hour. ]twa:s abandooed from the
fear ith;it .>;till attends their use) that they would wash and in-
jure the canal banks.
Fig. 5611. ___^^-.
The Machinery of the ^'■Charlotte Dundas.''''
Oliver Evan.<i' dredsrinff-marhine was built in 1789, by order
of the Board of IIe:»lth of PhilaJelphia It was a flat scow, witit
a small steam-engine on board for working the mud-niisiiig
machinery, and propelled itj^elf IV miles on wheels to tlio
Schuylkill, and then, by means of a stern paddle-wheel, navi-
g;ited the river to \Ui junction with the Delaware, and up th;it
stream to Philadelphia.
Oliver Evan.< w.l? a very ingenious man, and .Tofferson re-
marked in re^rd to hi< patented hopper-fjoi/, that it w;u* " too
valuable for any man t<i hive an exclasive right to it ■' A
curious reason truly. Jefferson, in the liberality of his own
heart, carried the anti-mf^nopaly idea to an extreme.
In iSt^, Oliver Evans agreed to build a bo it to run between
New Orleans anl N'atchiv. on the Mississippi. The liiirh-pressure
engine was built in Philadelphia, the boit in Kentucky, but
the boat was destroye 1 by a hurricane before the engine arrived,
and the latter was used to run a saw-mill for a long period
In 1804, John Stevens, of Iloboken, \ J., built a steambont
at his own foundry and shops, the motive-power of which was
a screw-propeller with an engine supplied bv a flue boiler.
In August. 1807, Fulton's boat (the "Clermont") started
from Xew York for Albany. The Legislature of that SL-ite had
promised to any persons who would accomplish the distance by
a steam-vessel in 3*3 hours the exclusive use of the wators of the
Hudson for steam-navigation. The " Clermont " performed the
trip in 32 hours. Mr Stwens built the steamboat " Phrenix."'
but wa« precluded from using it on the Hudson by the mono^i-
oly of Fulton. It was then placed on the water between New
York and Xew Brunswick, when Mr Stevens conceived the
project of sending it around to Philadelphia by sea, which he
successfully carried out.
In IS H it left New York for Philadelphia, in charge of his
son. Robert L. Stevens On the pa.-is.-jsre :i storm arose, but the
"Phtenix"' made a safe harbor at Barnegat. whence it pro-
ceeiled to Phila^lelphia, and phed for manv years between Phila-
delphia and Trenton. This stennier was' the first to navigate
the ocean, and accomplished the distance between New York
and Philadelphia in three rliiys.
Aft-r the monopoly of tlie waters of the Hudson by Livingston
and Fultf)n had ceased, Robert L. Stevens built the stcumbojit
" New Philt.leliihia,"' nnd it started off at the spwd of 1.3V niili-s
an hour The increase of speed was due to the false bow', mak-
ing a sharp cut-water
In 1827, R. L. Stevens completed and placed upon the Hudson
the double-engine, large steamer '" North Americjin,'" which
accomplished the distance between New York and Albany in
about nine hours.
In 1834, Mr, Stevens established the Camden ferry line in con-
nection with the Camden and Amboy Rail way, and subsequently
invented the present usual sjstem of connections between pistons
and cniuks, and also the division of the piiddle-bourd into portions
arranged like steps, so as to prevent too great jar on the water.
The maehiuerj- and boat of Stevens' scievv-pro poller is shown
in Fig 4747, page 2071. The machinery is still preserved in the
Stevens Institute of Technology in Hol.oken, N. J. ; in 1S44 it
was ag:iiu placed on a boat, which it propelled at the rate of 8
miles per hour.
Mr. A. L UoUey claims for the Messrs. Stevens of Hoboken
that they were the originators of many, if not most, of the im-
proveuieuts iu modern naval warfai-e. He claims that the
Messrs Stevens, father and son, either originated, or first de-
veloped, the following important features of modern naval war-
fare : Twin screw, 1805 : armor plating, 1812 : inclined armor,
1812 and 1841 ; training guns by rotating the vessel, 1812 and
1802; engines and screws below water in war-vessels, IS-cl;
large engines to work expansively at ordinary times, and with
maximum power inaction, 1841 ; concentrated fuel, (working to
petroleum?) 1841 ; iron hulls for war-vessels, 1841 ; wrought-
iron rifled gun, 1841: the Armstrong lead-coated elongated
shot, 1841 : concentrated protection, a central battery, a belt of
armor at the water tine, and a shell-proof deck, 1843 to 1854 ;
protecting the hull by inmuTsion to fighting-drat^. by means of
water let into compartments for the purpose, 1843 to 1854;
wrought-iron engine-framing, and a wrougbt-iron ship of 420
feet length, 1S43 to 1854 ; loading a gun below deck by steam
power, 1862.
We now come to a man whom success crowned, Fidton, Per-
haps in the fullness of the meed of praise the claims of others
have been not fully regarded. He had the benefit of the pre-
vious experiences of Hulls, Jouffroy. Ramsey, Rnmsey, Syming-
ton, »ans, and Fitch, and the choice of six diflerent modes of
piopul^inn, each of which had been used by one or othir of his
piedttessors. He was not slow to acknowk-dge his indebted-
ness (see his letters to Bell), worked faithfully at his boat and
macliiuery, and achieved success.
Much unntce.'-sary acnmony has been shown in Great Britain
in reference to the respective claims ol the American trio, Rum-
sey. Fitch, and Fulton (stated in order of dete). and those of
Symington and Bell. The hard words have been principally
bestowed ujK>n Fulton, becausehe was manifestly the most prac-
tical and successful. Tlie ungenerous and untruthful remarks
seem frivolous to one who has read the plea>"ant and confidential
correspondence that took place between Fulton, Bell, and Mil-
ler, the latter being the peison that bore the expense of the
Symington experiments.
Had it been possible, it would have been better for the Brit-
ish juumalists to have written the " History of Steam Naviga-
tion, " lejiving out the name of Fulton. A piirallel experiment
has been made by the san^e parties in writing the '■ Histor>' of
Electric Telegraphs, -" leaving out the names of Henri', Draper,
Morse, Farmer, and others. Of course they have not beard of
Hi:ghes, Phelps, Edison, Steams, Little, Anders, Pope, and
House. One such treati.^e(?) is lefore the writer, and its com-
placent appropriation of all the glory is amusing.
Fulton visited Symington atout 1801 or 18(.'2, and they had a
pleasant chat and a trip together eight miles up the Forth and
Clyde Canal, Fulton spoke highly of his host's boat, and re-
ferred to the Talne of sttam-vessels on the vast rivers of the
Vnited States. After the death of the Duke of Bridgewater,
and the abandonment of S\mington'p plans as unsuitable _/br
canals, the inventor ran his boat into a creek, where she rotted
away, and the ingenious niechanic died a disappointed and im-
poverished man. He was faithful in his day and genen»tion,
and will not be forgotten in the historj' of steam-navigation.
Mr Bell visited the beat in its desolate condition.
Robert Fulton was bom in Little Britjiin, Ijincaster County,
I Pa,, in 1765, and studied as a watchmaker. He afterward
I studied as a painter with Benjamin West, lie brought forward
! liis ide.as of steam -navigation in 1793, and corresponded with
Lord Stanhope on the subject in 171*4. He took out three
I British patents, — a double-inclined plane to le used in trans-
portation, a flax-spinning machine, and a rope-machine. He
submitted his plan for improving canal navigation to the British
government in 1796, and jiatented it in 1797. He pursued the
subject in correspondence with Earl Stanhope during his stay
in France, which continued seven years During this period he
made experiments with his submarine and torpedo boat. Chan-
cellor Livinirston had designed to avail himself of the conditional
. grant inl798oftheStatei3f New York for navigating the Hudson
by steam, and being U. S. Ambassador in Paris during the period
I of Fulton's residence there, they became mutually interested in
I the projects for steam-navigation. Experiments on the Seine were
instituted, and in ISi^ a paddle-boat tj() feet long was launched
! on the river. A previous boat had been broken in two by the
' weight of machinery. Fulton returned to the United Slates in
I 1806, and, in concert with the Chancellor, commenced the build-
' ing of the " Clermont,"' of 160 tons. This vessel was launched
I on the East River, and was fitted with the IJouttou and Watt
stoaui-eug'me, purchased for the purpose iu England.
STEAMBOAT.
2324
STEAMBOAT.
I'ig. 3612.
Fulton^s Steamboat, " Oermont,'^ 180"
Fulton's boat, th<? " Clormout," r;iii ia 18tlT, iiuJ hiitl tUo fol-
lowiiif; propni'tions : —
lA-n;;tli, Kii feet.
Deptli, 7 feet.
Iti-L-iiath, 18 feet.
liiirdea, ItiO tons.
1 pylindur, 2 feet iii:imeter, 4 feet stroke.
Pmldle-wheels, 15 feet diameter, 2 feet dip, 4 feet broad.
Boiler, 20 feet loug, 7 deep, 8 bi-uad.
Speed, 5 uiilcs per liour, up stream.
She reached Albany in 32 hour.s.
Fulton invented the outside bearing of the paddle-wlieel
shaft, and the paddle-box as a f;uarj for the wheel. He was the