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.