The Atlantic Monthly, Volume 10, No. 57, July, 1862

But if the most original speech be, as is here explained, of that which is oldest and most familiar in the consciousness of man, it nevertheless does not lack the charm of surprise and all effects of newness. For, in truth, nothing is so strange to men as the very facts they seem to confess every day of their lives. Truisms, I have said, are the corpses of truths; and they are as far from the fact they are taken to represent as the perished body from the risen soul. The mystery of truth is hidden behind them; and when next it shall come forth, it will bring astonishment, as at first. Every time the grand old truths are livingly uttered, the world thinks it never heard them before. The news of the day is hardly spoken before it is antiquated. For this an hour too late is a century, is forever, too late. But truth of life and the heart, the world-old imaginations, the root-thoughts of human consciousness,—these never lose their privilege to surprise, and at every fresh efflux are wellnigh sure to be persecuted by some as unlawful impositions upon the credence of mankind. Nay, the same often happens with the commonest truths of observation. Mr. Ruskin describes leaves and clouds, objects that are daily before all eyes; and the very artists cry, "Fie upon him!" as a propounder of childish novelties: slowly they perceive that it was leaves and clouds which were novel. Luther thunders in the ears of the Church its own creed; the Pope asks, "Is it possible that he believes all this?" and the priesthood scream, "To the stake with the heretic!" A poet prints in the "Atlantic Monthly" a simple affirmation of the indestructibility of man's true life; numbers of those who would have been shocked and exasperated to hear questioned the Church dogma of immortality exclaim against this as a ridiculous paradox. Once in a while there is grown a heart so spacious that Nature finds in it room to chant aloud the word God, and set its echoes rolling billowy through one man's being; and he, lifting up his voice to repeat it among men from that inward hearing, invariably astounds, and it may be infuriates his contemporaries. The simple proposition, GOD IS, could it once be wholly received, would shake our sphere as no earthquake ever did, and would leave not one stone upon another, I say not merely of some city of Lisbon, but of entire kingdoms and systems of civilization. The faintest inference from this cannot be vigorously announced in modern senates without sending throbs of terror over half a continent, and eliciting shrieks of remonstrance from the very shrines of worship.

The ancient perpetual truths prove, at each fresh enunciation, not only surprising, but incredible. The reason is, that they overfill the vessels of men's credence. If you pour the Atlantic Ocean into a pint basin, what can the basin do but refuse to contain it, and so spill it over? Universal truths are as spacious and profound as the universe itself; and for the cerebral capacity of most of us the universe is really somewhat large!

But as the major numbers of mankind are too little self-reverent to dispense with the services of self-conceit, they like to think themselves equal, and very easily equal, to any truth, and habitually assume their extempore, off-hand notion of its significance as a perfect measure of the fact. As if a man hollowed his hand, and, dipping it full out of Lake Superior, said, "Lake Superior just fills my hand!" To how many are the words God, Love, Immortality just such complacent handfuls! And when some mariner of God seizes them with loving mighty arms, and bears them in his bark beyond sight of their wonted shores, what wonder that they perceive not the identity of this sky-circled sea with their accustomed handful? Yet, despite egotism and narrowness of brain and every other limitation, the spirit of man will claim its privilege and assert its affinity with all truth; and in such measure as one utters the pure heart of mankind, and states the real relationships of human nature, is he sure of ultimate audience and sufficing love.

ERICSSON AND HIS INVENTIONS

No events of the present war will be longer remembered, or will hold a more prominent place in History, than those which took place on the eighth and ninth of March in Hampton Roads, when the Rebel steamer Merrimack attacked the Federal fleet. We all know what havoc she made in her first day's work. When the story of her triumphs flashed over the wires, it fell like a thunderbolt upon all loyal hearts.

The Cumberland, manned by as gallant a crew as ever fought under the Stars and Stripes, had gone down helplessly before her. The Congress, half-manned, but bravely defended, had been captured and burnt. Sailing frigates, such as were deemed formidable in the days of Hull and Decatur, and which some of our old sea-dogs still believed to be the main stay of the navy, were found to be worse than useless against this strange antagonist. Our finest steam-frigates, though accidentally prevented from getting fairly into action, seemed likely, however skilfully handled, to have proved almost as inefficient; for all our batteries and broadsides had produced no effect on this iron-clad monster. She had gone back to her lair uninjured. What was to prevent her from coming out again to break the blockade, bombard our seaports, sink and destroy everything that came in her way?

But we had only seen the first act of the drama. The curtain was to rise again, and a new character was to appear on the stage. The champion of the Union, in complete armor, was about to enter the lists. When the Merrimack steamed out defiantly on Sunday morning, the Monitor was there to meet her. Then, for the first time in naval warfare, two iron-clad vessels were pitted against each other. The Merrimack was driven back disabled. We breathed freely again at this dénouement, and congratulated ourselves that the nation had been saved from enormous damage and disgrace. We did not foresee that the great Rebel monster, despairing of a successful encounter with her antagonist, was to end her career by suicide. We thought only of the vast injury which she might have done, and might yet be capable of doing, to the Union cause, but from which we had so providentially escaped. It was indeed a narrow escape. Nothing but the opportune arrival of the Monitor saved us; and for this impregnable vessel we are indebted to the genius of Ericsson.

This distinguished engineer and inventor, although a foreigner by birth, has long been a citizen of the United States. His first work in this country—by which, as in the present instance, he added honor and efficiency to the American navy—was the steam-frigate Princeton, a vessel which in her day was almost as great a novelty as the Monitor is now. The improvements in steam machinery and propulsion and in the arts of naval warfare, which he introduced in her, formed the subject of a lecture delivered before the Boston Lyceum by John O. Sargent, in 1844, from which source we derive some interesting particulars concerning Ericsson's early history.

John Ericsson was born in 1803, in the Province of Vermeland, among the iron mountains of Sweden. His father was a mining proprietor, so that the youth had ample opportunities to watch the operation of the various engines and machinery connected with the mines. These had been erected by mechanicians of the highest scientific attainments, and presented a fine study to a mind of mechanical tendencies. Under such influences, his innate mechanical talent was early developed. At the age of ten years, he had constructed with his own hands, and after his own plans, a miniature sawmill, and had made numerous drawings of complicated mechanical contrivances, with instruments of his own invention and manufacture.

In 1814 he attracted the attention of the celebrated Count Platen, who had heard of his boyish efforts, and desired an interview with him. After carefully examining various plans and drawings which the youth exhibited, the Count handed them back to him, simply observing, in an impressive manner, "Continue as you have commenced, and you will one day produce something extraordinary."

Count Platen was the intimate personal friend of Bernadotte, the King of Sweden, and was regarded by him with a feeling little short of veneration. It was Count Platen who undertook and carried through, in opposition to the views of the Swedish nobility, and of nearly the whole nation, that gigantic work, the Grand Ship Canal of Sweden, which connects the North Sea with the Baltic. He died Viceroy of Norway, and left behind him the reputation of one of the greatest men of the century. The few words of kind encouragement which he spoke, on the occasion to which we have referred, sank deeply into the mind of the young mechanician, and confirmed him in the career on which he had entered.

Immediately after this interview young Ericsson was made a cadet in the corps of engineers, and, after six months' tuition, at the age of twelve years, was appointed niveleur on the Grand Ship Canal under Count Platen. In this capacity, in the year 1816, he was required to set out the work for more than six hundred men. The canal was constructed by soldiers. He was at that time not tall enough to look through the levelling-instrument; and in using it, he was obliged to mount upon a stool, carried by his attendants for that purpose. As the discipline in the Swedish army required that the soldier should always uncover the head in speaking to his superior, gray-headed men came, cap in hand, to receive their instructions from this mere child.

While thus employed in the summer months, he was constantly occupied during the winter with his pencil and pen; and there are many important works on the canal constructed after drawings made by Ericsson at this early age. During his leisure hours, he measured up and made working-drawings of every implement and piece of machinery connected with this great enterprise; so that at the age of fifteen he was in possession of accurate plans of the whole work, drawn by his own hand.

His associations with military men on the canal had given him an inclination for military life; and at the age of seventeen he entered the Swedish army as an ensign, without the knowledge of his friend and patron, Count Platen. This step excited the indignation of the Count, who tried to prevail upon him to change his resolution; but finding all his arguments useless, he terminated an angry interview by bidding the young ensign "go to the Devil." The affectionate regard which he entertained for the Count, and gratitude for the interest taken by him in his education, caused the circumstances of this interview to make a deep impression upon Ericsson, but were not sufficient to shake his determination.

Soon after the young ensign had entered upon his regimental duties, an affair occurred which threatened to obscure his hitherto bright prospects. His Colonel, Baron Koskull, had been disgraced by the King, about the time that he had recommended Ericsson for promotion. This circumstance induced the King to reject the recommendation. The Colonel was exceedingly annoyed by this rejection; and having in his possession a military map made by the expectant ensign, he took it to his Royal Highness the Crown Prince Oscar, and besought him to intercede for the young man with the King. The Prince received the map very kindly, expressing great admiration of its beautiful finish and execution, and presented himself in person with it to the King, who yielded to the joint persuasion of the Prince and the map, and promoted the young ensign to the lieutenancy for which he had been recommended.

About the time of this promotion, the Government had ordered the northern part of Sweden to be accurately surveyed. It being the desire of the King that officers of the army should be employed in this service, Ericsson, whose regiment was stationed in the northern highlands, proceeded to Stockholm, for the purpose of submitting himself to the severe examination then a prerequisite to the appointment of Government surveyor.

The mathematical education which he had received under Count Platen now proved very serviceable. He passed the examination with great distinction, and in the course of it, to the surprise of the examiners, showed that he could repeat Euclid verbatim,—not by the exercise of the memory, which in Ericsson is not remarkably retentive, but from his perfect mastery of geometrical science. There is no doubt that it is this thorough knowledge of geometry to which he is indebted for his clear conceptions on all mechanical subjects.

Having returned to the highlands, he entered on his new vocation with great assiduity; and, supported by an unusually strong constitution, he mapped a larger extent of territory than any other of the numerous surveyors employed on the work. There are yet in the archives of Sweden detailed maps of upwards of fifty square miles made by his hand.

Neither the great labors attending these surveys, nor his military duties, could give sufficient employment to the energies of the young officer. In connection with a German engineer, Major Pentz, he now began the arduous task of compiling a work on Canals, to be illustrated by sixty-four large plates, representing the various buildings, machines, and instruments connected with the construction of such works. The part assigned to him in this enterprise was nothing less than that of making all the drawings, as well as of engraving the numerous plates; and as all the plates were to be executed in the style of what is called machine-engraving, he undertook to construct a machine for the purpose, which he successfully accomplished. This work he prosecuted with so much industry, in the midst of his other various labors, that, within the first year of its commencement, he had executed eighteen large plates, which were pronounced by judges of machine-engraving to be of superior merit.

While thus variously occupied, being on a visit to the house of his Colonel, Ericsson on one occasion showed his host, by a very simple experiment, how readily mechanical power may be produced, independently of steam, by condensing flame. His friend was much struck by the beauty and simplicity of the experiment, and prevailed upon Ericsson to give more attention to a principle which he considered highly important. The young officer accordingly made sonic experiments on an enlarged scale, and succeeded in the production of a motive power equal to that of a steam-engine of ten-horse power. So satisfactory was the result, from the compact form of the machine employed, as well as the comparatively small consumption of fuel, that he conceived the idea of at once bringing it out in England, the great field for all mechanical inventions.

Ericsson accordingly obtained, leave from the King to visit England, where he arrived on the eighteenth of May, 1826. He there proceeded to construct a working engine on the principle above mentioned, but soon discovered that his flame-engine, when worked by the combustion of mineral coals, was a different thing from the experimental model he had tried in the highlands of Sweden, with fuel composed of the splinters of fine pine wood. Not only did he fail to produce an extended and vivid flame, but the intense heat so seriously affected all the working parts of the machine as soon to cause its destruction.

These experiments, it may well be supposed, were attended with no trifling expenditure; and, to meet these demands upon him, our young adventurer was compelled to draw on his mechanical resources.

Invention now followed invention in rapid succession, until the records of the Patent-Office in London were enriched with the drawings of the remarkable steam-boiler on the principle of artificial draught; to which principle we are mainly indebted for the benefits conferred on civilization by the present rapid communication by railways. In bringing this important invention before the public, Ericsson thought it advisable to join some old and established mechanical house in London; and accordingly he associated himself with John Braithwaite, a name favorably known in the mechanical annals of England. This invention was hardly developed, when an opportunity was presented for testing it in practice.

The directors of the Liverpool and Manchester Railway, before erecting the stationary engines by which they had intended to draw their passenger and freight carriages, determined to appeal to the mechanical talent of the country, in the hope of securing some preferable form of motor. A prize was accordingly offered, in the autumn of 1829, for the best locomotive engine, to be tested on the portion of the railway then completed. Ericsson was not aware that any such prize had been offered, until within seven weeks of the day fixed for the trial. He was not deterred by the shortness of the time, but, applying all his energies to the task, planned an engine, executed the working-drawings, and had the whole machine constructed within the seven weeks.

The day of trial arrived. Three engines entered the lists for the prize,—namely, the Rocket, by George Stephenson; the Sanspareil, by Timothy Hackworth; and the Novelty, by Ericsson. Both sides of the railway, for more than a mile in length, were lined with thousands of spectators. There was no room for jockeying in such a race, for inanimate matter was to be put in motion, and that moves only in accordance with immutable laws. The signal was given for the start. Instead of the application of whip and spur, the gentle touch of the steam-valve gave life and motion to the novel machine.

Up to that period, the greatest speed at which man had been carried along the ground was that of the race-horse; and no one of the multitude present on this occasion expected to see that speed surpassed. It was the general belief that the maximum attainable by the locomotive engine would not much exceed ten miles. To the surprise and admiration of the crowd, however, the Novelty steam-carriage, the fastest engine started, guided by its inventor Ericsson, assisted by John Braithwaite, darted along the track at the rate of upwards of fifty miles an hour!

The breathless silence of the multitude was now broken by thunders of hurras, that drowned the hiss of the escaping steam and the rolling of the engine-wheels. To reduce the surprise and delight excited on this occasion to the universal standard, and as an illustration of the extent to which the value of property is sometimes enhanced by the success of a mechanical invention, it may be stated, that, when the Novelty had run her two miles and returned, the shares of the Liverpool and Manchester Railway had risen ten per cent.

But how easily may the just expectations of an inventor be disappointed! Although the principle of artificial draught—the principle which gave to the Novelty such decided superiority in speed—is yet retained in all locomotive engines, the mode of producing this draught in our present engines is far different from that introduced by Ericsson, and was discovered by the merest accident; and so soon was this discovery made, after the successful display of the Novelty engine, that Ericsson had no time to derive the least advantage from its introduction. To him, however, belongs the credit of having disproved the correctness of the once established theory, that it was absolutely necessary that a certain extensive amount of surface should be exposed to the fire, to generate a given quantity of steam.

The remarkable lightness and compactness of the new boiler invented by Ericsson led to the employment of steam in many instances in which it had been previously inapplicable. Among these may be mentioned the steam fire-engine constructed by him in conjunction with Mr. Braithwaite, about the same time with the Novelty, and which excited so much interest in London at the time the Argyle Rooms were on fire. A similar engine of greater power was subsequently constructed by Ericsson and Braithwaite for the King of Prussia, which was mainly instrumental in saving several valuable buildings at a great fire in Berlin. For this invention Ericsson received, in 1842, the large gold medal offered by the Mechanics' Institute of New York for the best plan of a steam fire-engine.

In the year 1833 Ericsson brought before the scientific world in London his invention of the Caloric-Engine, which had been a favorite subject of speculation and reflection with him for many years. From the earliest period of his mechanical labors, he had been in the habit of regarding heat as an agent, which, whilst it exerts mechanical force, undergoes no change. The steam in the cylinder of a steam-engine, after having lifted the weight of the piston, contains just as much heat as it did before leaving the boiler,—minus only the loss by radiation. Yet in the low-pressure engine we turn the steam, after having performed its office, into a condensing-apparatus, where the heat is in a manner annihilated; and in the high-pressure engine we throw it away into the atmosphere.

The acting medium employed in the Caloric-Engine is atmospheric air; and the leading peculiarity of the machine, as originally designed by Ericsson, is, that by means of an apparatus styled the Regenerator the heat contained in the air which escapes from the working cylinder is taken up by the air which enters it at each stroke of the piston and used over and over again.

The machine constructed by Ericsson in London was a working engine of five-horse power, the performance of which was witnessed by many gentlemen of scientific pretensions in that metropolis. Among others, the popular author, Sir Richard Phillips, examined it; and in his "Dictionary of the Arts of Life and of Civilization," he thus notices the result of this experiment:—"The author has, with inexpressible delight, seen the first model machine of five-horse power at work. With a handful of fuel, applied to the very sensible medium of atmospheric air, and a most ingenious disposition of its differential powers, he beheld a resulting action in narrow compass, capable of extension to as great forces as ever can be wielded or used by man." Dr. Andrew Ure went so far as to say that the invention would "throw the name of his great countryman, James Watt, into the shade." Professor Faraday gave it an earnest approval. But, with these and some other eminent exceptions, the scientific men of the day condemned the principle on which the invention was based as unsound and untenable.

The interest which the subject excited did not escape the British Government. Before many days had elapsed, the Secretary of the Home Department, accompanied by Mr. Brunel, the constructor of the Thames Tunnel, made his appearance in the engine-room where the new motive power was in operation. Mr. Brunel, who was at that time somewhat advanced in years, conceived at the outset an erroneous notion of the nature of the new power, which he would not suffer to be corrected by explanations. A discussion sprang up between him and the inventor, which was followed by a long correspondence. The result was, that an unfavorable impression of the invention was communicated to the British Government.

The invention fared little better at the hands of Professor Faraday, from whose efficient advocacy the most favorable results might have been anticipated. This gentleman had announced that he would deliver a lecture on the subject in London, in the spacious theatre of the Royal Institution. The novelty of the invention, combined with the reputation of the lecturer, had attracted a very large audience, including many individuals of eminent scientific attainments. Just half an hour, however, before he was expected to enlighten this distinguished assembly, the celebrated lecturer discovered that he had mistaken the expansive principle which is the very life of the machine. Although he had spent many hours in studying the Caloric-Engine in actual operation, and in testing its absolute force by repeated experiments, Professor Faraday was compelled to inform his hearers, at the very outset, that he did not know why the engine worked at all. He was obliged to confine himself, therefore, to the explanation of the Regenerator, and the process by which the heat is continually returned to the cylinder, and re-employed in the production of force. To this part of the invention he rendered ample justice, and explained it in that felicitous style to which he is indebted for the reputation he deservedly enjoys, as the most agreeable and successful lecturer in England.

Other causes than the misconception of a Brunel and a Faraday operated to retard the practical success of this beautiful invention. The high temperature which it was necessary to keep up in the circulating medium of the engine, and the consequent oxidation, soon destroyed the pistons, valves, and other working parts. These difficulties the inventor endeavored to remedy, in an engine, which he subsequently constructed, of much larger powers, but without success. His failure in this respect, however, did not deter him from prosecuting his invention. He continued his experiments from time to time, as opportunity permitted, confident that he was gradually, but surely, approaching the realization of his great scheme.

Meanwhile he applied himself with his accustomed energy to the practical working out of another favorite idea. The principle of the Ericsson propeller was first suggested to the inventor by a study of the means employed to propel the inhabitants of the air and deep. He satisfied himself that all such propulsion in Nature is produced by oblique action; though, in common with all practical men, he at first supposed that it was inseparably attended by a loss of power. But when he reflected that this was the principle invariably adopted by the Great Mechanician of the Universe, in enabling the birds, insects, and fishes to move through their respective elements, he knew that he must be in error. This he was soon able to demonstrate, and he became convinced, by a strict application of the laws which govern matter and motion, that no loss of power whatever attends the oblique action of the propelling surfaces applied to Nature's locomotives. After having satisfied himself on the theory of the subject, the first step of the inventor was the construction of a small model, which he tried in the circular basin of a bath in London. To his great delight, so perfectly was his theory borne out in practice, that this model, though less than two feet long, performed its voyage about the basin at the rate of three English miles an hour.

The next step in the invention was the construction of a boat forty feet long, eight feet beam, and three feet draught of water, with two propellers, each of five feet three inches in diameter. So successful was this experiment, that, when steam was turned on the first time, the boat at once moved at a speed of upwards of ten miles an hour, without a single alteration being requisite in her machinery. Not only did she attain this considerable speed, but her power to tow larger vessels was found to be so great that schooners of one hundred and forty tons' burden were propelled by her at the rate of seven miles an hour; and the American packet-ship Toronto was towed in the river Thames by this miniature steamer at the rate of more than five English miles an hour. This feat excited no little interest among the boatmen of the Thames, who were astonished at the sight of this novel craft moving against wind and tide without any visible agency of propulsion, and, ascribing to it some supernatural origin, united in giving it the name of the Flying Devil. But the engineers of London Hoarded the experiment with silent neglect; and the subject, when laid before the Lords of the British Admiralty, failed to attract any favorable notice from that august body.

Perceiving its peculiar and admirable fitness for ships of war, Ericsson was confident that their Lordships would at once order the construction of a war-steamer on the new principle. He invited them, therefore, to take an excursion in tow of his experimental boat. Accordingly, the gorgeous and gilt Admiralty Barge was ordered up to Somerset House, and the little steamer was lashed along-side. The barge contained Sir Charles Adam, Senior Lord of the Admiralty,—Sir William Simonds, Chief Constructor of the British Navy,—Sir Edward Parry, the celebrated Arctic navigator,—Captain Beaufort, the Chief of the Topographical Department of the British Admiralty,—and others of scientific and naval distinction.

In the anticipation of a severe scrutiny from so distinguished a personage as the Chief Constructor of the British Navy, the inventor had carefully prepared plans of his new mode of propulsion, which were spread on the damask cloth of the magnificent barge. To his utter astonishment, as we may well imagine, this scientific gentleman did not appear to take the slightest interest in his explanations. On the contrary, with those expressive shrugs of the shoulder and shakes of the head which convey so much to the bystander without absolutely committing the actor,—with an occasional sly, mysterious, undertone remark to his colleagues,—he indicated very plainly, that, though his humanity would not permit him to give a worthy man cause for so much unhappiness, yet that "he could, an if he would," demonstrate by a single word the utter futility of the whole invention.

Meanwhile the little steamer, with her precious charge, proceeded at a steady progress of ten miles an hour, through the arches of the lofty Southwark and London bridges, towards Limehouse, and the steam-engine manufactory of the Messrs. Seaward. Their Lordships having landed, and inspected the huge piles of ill-shaped cast-iron, misdenominated marine engines, intended for some of His Majesty's steamers, with a look at their favorite propelling—apparatus, the Morgan paddle-wheel, they reembarked, and were safely returned to Somerset House by the disregarded, noiseless, and unseen propeller of the new steamer.

On parting, Sir Charles Adam, with a sympathizing air, shook the inventor cordially by the hand, and thanked him for the trouble he had been at in showing him and his friends this interesting experiment, adding that he feared he had put himself to too great an expense and trouble on the occasion. Notwithstanding this somewhat ominous finale of the day's excursion, Ericsson felt confident that their Lordships could not fail to perceive the great importance of the invention. To his surprise, however, a few days afterwards, a friend put into his hands a letter written by Captain Beaufort, at the suggestion, probably, of the Lords of the Admiralty, in which that gentleman, who had himself witnessed the experiment, expressed regret to state that their Lordships had certainly been very much disappointed at its result. The reason for the disappointment was altogether inexplicable to the inventor; for the speed attained at this trial far exceeded anything that had ever been accomplished by any paddle-wheel steamer on so small a scale.

An accident soon relieved his astonishment, and explained the mysterious givings-out of Sir William Simonds on the day of the excursion. The subject having been started at a dinner-table where a friend of Ericsson's was present, Sir William ingeniously and ingenuously remarked, that, "even if the propeller had the power of propelling a vessel, it would be found altogether useless in practice, because, the power being applied in the stern, it would be absolutely impossible to make the vessel steer." It may not be obvious to every one how our naval philosopher derived his conclusion from his premises; but his hearers doubtless readily acquiesced in the oracular proposition, and were much amused at the idea of undertaking to steer a vessel when the power was applied in her stern.

But we may well excuse the Lords of the British Admiralty for exhibiting no interest in the invention, when we reflect that the engineering corps of the empire were arrayed in opposition to it,—alleging that it was constructed upon erroneous principles, and full of practical defects, and regarding its failure as too certain to authorize any speculations even as to its success. The plan was specially submitted to many distinguished engineers, and was publicly discussed in the scientific journals; and there was no one but the inventor who refused to acquiesce in the truth of the numerous demonstrations proving the vast loss of mechanical power which must attend this proposed substitute for the old-fashioned paddle-wheel.

While opposed by such a powerful array of English scientific wisdom, the inventor had the satisfaction of submitting his plan to a citizen of the New World, Mr. Francis B. Ogden,—for many years Consul of the United States at Liverpool,—who was able to understand its philosophy and appreciate its importance. Though not an engineer by profession, Mr. Ogden was distinguished for his eminent attainments in mechanical science, and is entitled to the honor of having first applied the important principle of the expansive power of steam, and of having originated the idea of employing right-angular cranks in marine engines. His practical experience and long study of the subject—for he was the first to stem the waters of the Ohio and Mississippi, and the first to navigate the ocean by the power of steam alone—enabled him at once to perceive the truth of the inventor's demonstrations. And not only did he admit their truth, but he also joined Ericsson in constructing the experimental boat to which we have alluded, and which the inventor launched into the Thames with the name of the "Francis B. Ogden," as a token of respect to his Transatlantic friend.

Other circumstances soon occurred which consoled the inventor for his disappointment in the rejection of the propeller by the British Admiralty. The subject had been brought to the notice of an officer of the United States navy. Captain Robert F. Stockton, who was at that time on a visit to London, and who was induced to accompany him in one of his experimental excursions on the Thames. Captain Stockton is entitled to the credit of being the first naval officer who heard, understood, and dared to act upon the suggestions of Ericsson, as to the application of the propeller to ships of war. At the first glance, he saw the important bearings of the invention; and his acute judgment enabled him at once to predict that it was destined to work a revolution in naval warfare. After making a single trip in the experimental steamboat, from London Bridge to Greenwich, he ordered the inventor to build for him forthwith two iron boats for the United States, with steam-machinery and propeller on the plan of this rejected invention. "I do not want," said Stockton, "the opinions of your scientific men; what I have seen this day satisfies me." He at once brought the subject before the Government of the United States, and caused numerous plans and models to be made, at his own expense, explaining the peculiar fitness of the invention for ships of war. So completely persuaded was he of its great importance in this aspect, and so determined that his views should be carried out, that he boldly assured the inventor that the Government of the United States would test the propeller on a large scale; and so confident was Ericsson that the perseverance and energy of Captain Stockton would sooner or later accomplish what he promised, that he at once abandoned his professional engagements in England, and came to the United States, where he fixed his residence in the city of New York. This was in the year 1839.

Circumstances delayed, for some two years, the execution of their plan. With the change of the Federal Administration, Stockton was first able to obtain a favorable hearing; and having at length received the necessary authority, the Princeton was built under his superintendence, from the designs of Ericsson. She was completed and ready for sea early in 1844, when she was pronounced by Stockton "the cheapest, fastest, and most certain ship of war in the world."

In this vessel, in addition to the propeller, Ericsson introduced his semicylindrical steam-engine, a beautiful invention, so compact that it occupied only one-eighth of the bulk of the British marine engine of corresponding power, and was placed more than four feet below the water-line. The boilers were also below the water-line, having a peculiar heating-apparatus attached which effected a great saving of fuel, and with their furnaces and flues so constructed as to burn anthracite as well as bituminous coal. Instead of the ordinary tall smoke-pipe,—an insuperable objection to a steamer as a ship of war,—he constructed a smoke-pipe upon the principle of the telescope, which could be elevated or depressed at pleasure; and in order to provide a draught independent of the height of the smoke-pipe, he placed centrifugal blowers in the bottom of the vessel, which were worked by separate small engines,—an arrangement originally applied by him to marine engines in the steam-packet Corsair in 1831. Thus the steam-machinery of the Princeton fulfilled the most important requisites for a war-steamer, combining lightness, compactness, simplicity, and efficiency, and being placed wholly out of reach of the enemy's fire.

The armament of the ship also exhibited many peculiarities. "By the application of the various arts to the purposes of war on board of the Princeton," says Captain Stockton, in his report to the Navy Department, "it is believed that the art of gunnery for sea-service has, for the first time, been reduced to something like mathematical certainty. The distance to which the guns can throw their shot at every necessary angle of elevation has been ascertained by a series of careful experiments. The distance from the ship to any object is readily ascertained with an instrument on board, contrived for that purpose, by an observation which it requires but an instant to make, and by inspection without calculation. By self-acting locks, the guns can be fired accurately at the necessary elevation,—no matter what the motion of the ship may be." The instruments here referred to, namely, the Distance-Instrument and the Self-Acting Gun-Lock, and also the wrought-iron gun-carriage, by means of which Captain Stockton's enormous guns were readily handled and directed, all were the productions of Ericsson's fertile mechanical genius.

A committee of the American Institute, by whom this remarkable vessel was examined, thus concluded their report:—"Your Committee take leave to present the Princeton as every way worthy the highest honors of the Institute. She is a sublime conception, most successfully realized,—an effort of genius skilfully executed,—a grand unique combination, honorable to the country, as creditable to all engaged upon her. Nothing in the history of mechanics surpasses the inventive genius of Captain Ericsson, unless it be the moral daring of Captain Stockton, in the adoption of so many novelties at one time." We may add that in the Princeton was exhibited the first successful application of screw-propulsion to a ship of war, and that she was the first steamship ever built with the machinery below the water-line and out of the reach of shot.

Ericsson spent the best part of two years in his labors upon the Princeton. Besides furnishing the general plan of the ship and supplying her in every department with his patented improvements, he prepared, with his own hand, the working-drawings for every part of the steam-machinery, propelling-apparatus, and steering-apparatus in detail, and superintended their whole construction and arrangement, giving careful and exact instructions as to the most minute particulars. In so doing, he was compelled to make frequent journeys from New York to Sandy Hook and Philadelphia, involving no small amount of trouble and expense. For the use of his patent rights in the engine and propeller, he had, at the suggestion of Captain Stockton, refrained from charging the usual fees, consenting to accept, as full satisfaction, whatever the Government, after testing the inventions, should see fit to pay. He never imagined, however, that his laborious services as engineer were to go unrequited, or that his numerous inventions and improvements, unconnected with the engine and propeller, were to be furnished gratuitously. Yet, when, after the Princeton, as we have seen, had been pronounced on all hands a splendid success, Ericsson presented his bill to the Navy Department,—not for the patent-fees in question, but for the bare repayment of his expenditures, and compensation for his time and labor in the service of the United States,—he was informed that his claim could not be allowed; it could not be recognized as a "legal claim." It was not denied that the services alleged had been rendered,—that the work for which compensation was asked had been done by Ericsson, and well done,—nor that the United States were in the enjoyment of the unpaid results of his labor and invention. A claim based upon such considerations might, it would seem, have been brought within the definition of a legal claim. But if not admissible under the strict rules of the Navy Department, it was certainly an equitable demand against the United States; and Ericsson could not believe that the representatives of the great American people would stand upon technicalities. He accordingly made a direct appeal to them in a Memorial to Congress.