Beacon Lights of History Volume Xiv Part 7

If the result of this battle between the "Monitor" and the "Merrimac"

marked a turning-point in the naval aspect of the Civil War, it wrought a no less marked change in the standing and fortunes of her designer.

Some of his engineering efforts had not met with the success for which he or his friends had hoped. The engines of the air-ship, while a success as a piece of mechanism, were so enormous and heavy that she had to be considered as a commercial failure, and the venture was not repeated; the deplorable accident on the "Princeton" was by some held to be in part chargeable to Ericsson, though a later and full knowledge of the circ.u.mstances shows that such was in no wise the case. Again, Ericsson, as an experimenter and pioneer, was by some considered as a dreamer, and before the "Monitor" was completed there was no lack of croakers who prophesied failure or who openly ridiculed the idea. This condition was of course natural. In many ways Ericsson was ahead of his age; and, again, it must not be supposed that he avoided mistakes or that all of his work fully realized the expectations which were based upon it. Furthermore, Ericsson's spirit was proud, and he was little disposed to accept criticism from those whom he felt to be unqualified to pa.s.s adequate judgment on his work, while he was especially impatient under the system by which government work was done. He was therefore but little disposed to pleasantly submit to the exasperating delays and interferences with his work which arose from the methods of doing public business, and it is no more than the simple truth to say that during the preceding years the relations between Ericsson and the officials of the Navy Department had often become seriously strained, and they were seldom in cordial accord regarding the various questions which arose in connection with his public work.

With the demonstration made by the "Monitor," however, the att.i.tude of the public changed in a moment, and Ericsson was hailed on every hand as a public benefactor. He received the thanks of Congress on March 28, 1862, and of the Legislature of the State of New York a little later.

Besides these, he was the recipient of numbers of memorials and mementoes, and of such praise in every form as might well have disturbed the equilibrium of a mind less well balanced. In all this change of public opinion, the one thing which must have given him the deepest satisfaction was the change in the att.i.tude of the naval authorities at Washington. He was now considered as one whose ideas had demonstrated their right to serious and respectful attention, and a large fleet of vessels of the monitor type was ordered, similar to but larger than the prototype, and containing such minor changes as experience had suggested. Yet even this was not accomplished without objection. The officers of the navy were accustomed to the old type of wooden ship, and were slow to realize that naval war was, after all, an engineering problem, and that the ideas of the engineer must now be subst.i.tuted for those which had been sanctified by long ages of past experience. Still, the demonstration was too convincing to admit of serious question, and Ericsson and his a.s.sociates in business were busily occupied during the remainder of the war in the design and construction of a numerous fleet of vessels of the monitor type.

Ericsson's work during this period was enormous. One design followed another in quick succession, while work of supervision and inspection and cares of a business nature all combined to make a burden which would have broken down a nature less determined and self-centred, and a body less inured to physical endurance and sustained nervous tension.

This prodigious load was not so much but that he found time to devote to the needs of other nations, and in 1862 he offered to construct for the Chilian government a monitor similar to those under construction for the United States, while later a similar offer was made to the Peruvian Government. With the close of the Civil War Ericsson found still further time to devote to the introduction of this type of vessel into foreign navies, and a considerable part of his time seems to have been occupied with projects of this character, and more particularly with the question of the naval defence of his native land. As regards the introduction of warships of the monitor type, the results were not so p.r.o.nounced as might have been expected, and while the influence of the idea is seen in the practice of every maritime nation in regard to the construction of its warships, still, for the most part, the leading nations preferred to make application of the idea in their own way rather than order such vessels direct from their original designer. Yet in not a few cases the original type was faithfully copied, though it is not always clear to what extent Ericsson himself may have had direct contact with their designs. In 1866 the Swedes were able to test the first of a small fleet of monitors built after Ericsson's plans. This was called the "John Ericsson," and was armed with two 15-inch guns presented to Sweden by Ericsson himself. Later, in 1868, he designed for Spain and superintended the construction of thirty small gunboats for use in Cuban waters.

For nearly ten years now Ericsson had devoted most of his energies to the art of war. It was a time of change and unrest. Heavy guns and armor had brought about a complete break with the past. The torpedo, which had made its appearance in crude form during the Civil War, was attracting more and more attention, and questions of naval offence and defence and of the best governmental policy were attracting the serious attention of all whose duty led them into relation with such matters. Into this problem in its broadest aspects Ericsson threw himself in the early 'seventies with all the ardor of his younger days.

It is proper to explain here that there was one feature of the earlier plans which were submitted to Napoleon III. in 1854, which he did not embody in the "Monitor," and which, indeed, was omitted from all published plans and descriptions of the system given out in former years. This was a system of submarine or subaqueous attack, which, he states in a letter to John Bourne, had attracted his attention since 1826. The time now seemed ripe for the presentation and development of this idea, and he accordingly developed his designs for a torpedo, and for a method of firing it under water from a gun carried in the bow of a boat, and suitably opening to allow the discharge of the torpedo projectile. This was Ericsson's so-called "Destroyer" system, and was embodied finally in a boat called the "Destroyer," which he built in company with his friend, Mr. C.H. Delamater, and with which he carried on numerous experiments. In the end, however, the system did not commend itself to the naval authorities, and the "Destroyer" was left on her designer's hands, an instance of difference of opinion between Ericsson and those charged with the duty of naval administration, and with no supreme test of war to provide opportunity for the determination as to which were the more correct in their judgment. With the "Destroyer,"

and his work in connection with her, closes the record of Ericsson's connection with the advance in naval construction.

During these later years of his life it must not be supposed that he was less busily occupied than in earlier life. His was a nature which knew no rest, and to the last day of his life he was literally in the harness. Only brief mention however can be made of some of the more important lines of work which interested the closing years of Ericsson's life.

In connection with his naval designs, he devoted much study to the improvement of heavy ordnance, both as to the gun and its mounting. In particular, his mounting of the guns in the "Monitor" was quite original, and the friction arrangement for absorbing the recoil was a great improvement over methods then in use, and served as a model for many copies and adaptations of the same principles in later years by other designers. In 1863 he also designed and built for the acceptance of the Government a forged 13-inch wrought-iron gun. While his design was an advance on those of the day, the demands on the makers of iron forgings were more than could be successfully met, and the gun developed some slight cracks in the test, which prevented further developments on this line. Ericsson always maintained that the tests to which this gun was submitted were unfairly severe, and he showed how the defects could be remedied by a steel lining. But the Naval Bureau of Ordnance insisted that this should be done at his own expense, and as he had already lost some $20,000 on the gun, he was unwilling to proceed farther, and the matter was allowed to lapse.

Throughout his entire career the improvement of the steam-engine occupied a large share of Ericsson's attention, and in particular was this the case in connection with his naval designs. From the "Princeton," in 1841, to the "Destroyer," in 1878, there succeeded one long series of types and forms of steam-engine, each in his opinion the best adapted to the circ.u.mstances of the case. Naturally, opinions differ, and he was brought into compet.i.tion with other able engineers, and his designs were often called into question or subjected to criticism. In 1863, in compet.i.tion with Chief Engineer Isherwood of the navy, engines were designed for twin ships, the "Madawaska," afterward known as the "Tennessee," and the "Wampanoag," afterward called the "Florida." This was a battle royal of types and modes of application of the power of the steam-engine to the propulsion of ships. The result was a victory for Isherwood, although the "Madawaska," which was first subjected to trial, made a speed higher than any warship at that time afloat. This was exceeded by the "Wampanoag" a short time later; but neither engine was of an enduring type, and after a time the machinery of the "Madawaska" was removed, and she was repowered with a later type of machinery, and long did service as the "Tennessee" in the list of wooden frigates of the navy. The "Florida" was too expensive to maintain in commission, and the special circ.u.mstances which had called her into existence having pa.s.sed by, she was laid up at New London, and never again saw active service.

Keenly as Ericsson was interested in the steam-engine, it must be admitted that he always showed a more profound interest in some form of engine which should be able to displace it with a superior efficiency; and hence his long series of efforts relating to the flame-engine, the caloric engine, the gas-engine, and finally the solar engine,--with either steam or heated air as the medium for carrying the heat. During the last years of his life some of his most patient and careful study was given to the perfection of a solar engine, or engine for utilizing directly the heat of the sun instead of that of coal or other carbon compounds. Besides this direct line of study and experimentation, he gave during these years much thought to various scientific problems connected with solar energy, the tides, gravitation, the nature of heat, etc., etc. A plan for deriving power direct from the tides, improvements in high-speed engines for electric-lighting purposes, further improvements in his hot-air engine in small sizes for commercial purposes,--these are some of the further lines of work which occupied the attention of his closing years.

But the most cunningly devised of all mechanisms, the heart and brain, must sooner or later tire and cease from their labors. The motive energy becomes exhausted, and the mechanism must cease its work. So it was with John Ericsson. In the first hour of the morning of March 8, 1889, Ericsson died. This was within one day of the twenty-seventh anniversary of the battle at Hampton Roads, the event with which the name of Ericsson will always be a.s.sociated, and which has given to it a significance that will never be forgotten. His remains were first interred in New York, and then, in 1890, in accordance with the request of the Swedish Government, they were returned with impressive services to his native land, where they now rest. In his death he received his highest honors, for his remains were conveyed across the Atlantic by the U.S.S. "Baltimore," one of the new ships of the navy specially detailed for that service, and on both sides, in the United States and in Sweden, the event was marked with every honor and ceremony which could indicate the significance of his life and services for his adopted land and for the world at large.

The two pieces of work which perhaps will be most permanently linked with the name of Ericsson are the screw-propeller as a means of marine propulsion, and the "Monitor" as a type of warship. In addition to these, however, his life-work was rich in results which bore direct relation to many other improvements in the broad field of marine engineering and naval architecture. Of these a few of the more important may be mentioned, such as the surface condenser, distiller, and evaporator, forced draft for combustion, placing machinery of warships below the water-line, and their protection by coal, ventilation by fan-blowers, together with a vast variety of items involved in the conception and design of the "Monitor" as a whole, and in his other naval designs.

In order to appreciate the influence of Ericsson's life and work on the field of marine construction, a brief glance may profitably be taken at this branch of engineering work as it was before Ericsson's time, and as it is now.

The material employed for shipbuilding was almost entirely wood. This was displaced in the 'sixties and 'seventies by iron, which in turn was displaced by steel, so that at the present time, except for special reason, no material other than steel is thought of for this purpose.

With the gradual displacement of wood by iron in the mercantile marine, Ericsson's relation was only indirect. Some of the earlier mercantile vessels in which he was interested were of wood and some of iron. In the field of warship construction, however, his influence through the "Monitor" was more direct, especially as to the value of metal armor as a protection against great gun-fire. Still, it is no more than justice to say that with the change from wood to iron which took place during the active part of his life, Ericsson had only an indirect relation, and the change would doubtless have come about at the same time, and in much the same general way as it did, independent of any influence which his work may have had upon the question. Turning to the means of propulsion, we find sails as the main, or almost only, reliance during the early years of the century. The steam-engine operating paddle-wheels had come to be recognized as a possibility, and under certain conditions as a commercial success. The screw-propeller as a means of propulsion was known only as a freak idea, and was without status or recognition as a commercial or practical means for propelling ships. So far as the screw-propeller was thought of as a means of propulsion, it lay under a suspicion of loss of efficiency due to the oblique nature of its action, and this was supposed to be such as to render it necessarily and essentially less efficient than the paddle-wheel.

Ericsson lived to see the use of sails almost entirely discarded for war purposes, and for mercantile purposes relegated to ships for special service and of continually decreasing importance. He lived to see the steam-engine take its place as the only means for supplying the power required to propel warships, and attain a position of almost equal relative importance in the mercantile marine. He lived to see the paddle-wheel grow in importance and estimation as a means of propulsion only in turn to be supplanted by the screw-propeller, which gradually increased in engineering favor from the days of its obscure infancy until it became the only means employed for the propulsion of ships navigating the high seas, while it had become a most serious rival to the paddle-wheel even for the purposes of interior and shallow-water navigation,--long a field considered as peculiarly suited to the paddle-wheel and to the engines adapted to its operation.

Regarding the change from wind to steam for the motive-power of ships, Ericsson did his full share among the engineers of his day, but it would be unfair to many others to claim for him any exclusive or preponderating influence in this movement, and in such matters it is difficult to clearly define the services of any one man. The lines of progress, however, have been in accord with his studies, and his work has certainly had a most direct and powerful influence upon the movement. The most important points of contact between Ericsson's work and these advances were in connection with his introduction of the surface condenser, the use of artificial draft, devices for heating feed water, his studies in superheated steam and its use, and his work in connection with the development of the compound principle in steam-engines, his relation to the introduction of the screw-propeller, and to the use of twin screws at a later time. He also devised and adapted many new types of engines for marine purposes, having respect to the geometrical character of the connections by means of which a reciprocating motion of the piston may be transformed into a rotary motion of the shaft. In particular, he was the first to introduce and show the advantages of engines directly connected to the propeller-shaft, instead of through the more indirect and clumsy modes which others had previously thought necessary.

Aside from his relation to the screw-propeller, perhaps no item of his work in connection with the steam-engine is of more importance than the surface condenser, with its variant forms in the distiller and evaporator. If Ericsson had done nothing else, his claims to recognition and remembrance as an engineer and benefactor might have been well founded on his work in this connection. As it is, the fact that he was so largely instrumental in their perfection and adaptation to marine uses is wellnigh forgotten in the brighter light of his other achievements.

Regarding Ericsson's relation to the successful introduction of the screw-propeller, little need be added to what has already been said.

Whatever may be urged regarding dates and patents or earlier years in which the screw-propeller was used, it is a fact that in 1833-35 it was not recognized as an accepted mode of propulsion. While known as a possibility, it had no standing in the engineering practice of the day.

A few years later it was recognized as an accepted mode of propulsion and had gained a permanent and definite place in the practice of the day,--a place which has continued to grow in importance until its earlier rival, the paddle-wheel, is almost on the brink of relegation to museums of antiquities, except possibly for rare and special shallow-water uses. A careful and dispa.s.sionate study of the facts, so far as they can be known at the present time, seems to indicate clearly that of those who were concerned in successfully adapting the screw-propeller to the needs of marine propulsion and in laying the foundation for these changed conditions, especially in the United States, none was so prominent as Ericsson, or so fairly deserving of the chief credit; and with this judgment the mature thought of the present day seems to agree with little dissent.

Turning to a consideration from a similar point of view of Ericsson's services in connection with warship design and construction, note may be first taken of the condition of the art of naval warfare in the years 1840-50, or when Ericsson first began his labors in this field.

The material used was wood, the means of propulsion sails, with some thought of steam-engines and paddle-wheels; the means of offence were cast-iron guns large in number but small in size, the largest being 9 or 11 inches in diameter and throwing a sh.e.l.l of some 75 or 130 pounds weight, while the means of defence consisted solely in the "wooden walls," and modern ideas regarding armor had not even appeared above the horizon.

Ericsson's contributions to the art of naval warfare are embodied in the "Princeton," the "Monitor" and its cla.s.s, and the "Destroyer." In the "Princeton" the material used was wood, and in the "Monitor" and "Destroyer" iron, following simply the developments of the age. In the three the means of propulsion was by screw-propeller. In the "Princeton"

the means of offence were two 12-inch wrought-iron guns, as already noted. In the "Monitor" and its type the means of offence were two 11-inch smooth-bore cast-iron guns, followed later by larger guns of 13 and 15 inches of similar type. In the double-turreted monitors four such guns were of course installed. In the "Destroyer" the means of offence was a single gun for discharging a torpedo under water at the bow. On the "Princeton" the means of defence consisted still in wooden walls, while in the "Monitor" and its cla.s.s the change was profound and complete. The essential idea of the "Monitor" was low freeboard and thus small exposed surface to the ship herself, combined with the mounting of guns in circular revolving turrets, thus giving an all-around fire and on the whole making possible an adequate protection of the exposed parts of the ship and providing for the combination in maximum proportions of armored protection and heavy guns for offence. On the "Destroyer" the means of defence consisted simply in a light deflecting deck armor forward, the vessel being intended to fight bows on and depending on her means of offence rather than defence, which were made quite secondary in character.

The "Monitor," however, was Ericsson's great contribution to the art of naval war, and with it his name will always be a.s.sociated. It broke with the past in every way. It reduced the number of guns from many to few, two or at most four; it reduced the freeboard from the lofty topsides of the old ship-of-the-line to an insignificant two or three feet, and thus made of the target a circular fort and a low-lying strip of armor. It placed the guns in this circular fort and covered it with armor thick enough to insure safety against any guns then afloat, and thus, as perfectly as the engineering means of the day would permit, insured the combination of offensive and defensive features in maximum degree. It cleared away at one stroke masts, sails, and all the lofty top-hamper which since time immemorial had seemed as much an essential feature of the fighting ship as the guns themselves. It transformed the design of the fighting ship from the older ideals expressed in the American frigate "Const.i.tution," or the English "Victory," to the simplest terms of offence, defence, and steam motive-power. It made of the man-of-war a machine rather than a ship, an engine of destruction to be operated by engineers rather than by officers of the ancient and traditional type.

There is small wonder that in all quarters the idea of ships of this type was not received with enthusiasm. The break with the past was too definite and complete. The monitor type represented simply the solution of the problem of naval warfare worked out by a man untrammelled by the traditions of the past and determined only on reducing such a ship to the simplest terms of offence and defence as expressed by the engineering materials and possibilities of the day. Judged from this standpoint, the vessel seems beyond criticism. She filled perfectly the ideal set before himself by her designer, and represents as a complete and harmonious whole what must still be recognized as the most perfect solution of the problem in terms of the possibilities of those days.

It is proper here that due reference should be made to the claims in behalf of Mr. Theodore R. Timby as an inventor of the turret and of the monitor idea as expressed thereby. These claims and the main facts in the case have long been known, and there should certainly be no attempt to take from any one his due share in the developments which gave to our nation a "Monitor" in her hour of need. It is well known that Mr. Timby between 1840 and 1850 conceived the idea of a revolving fort of iron mounted with numerous guns and intended to take the place of the masonry or earth-structures in common use for such purposes. He seems also to have conceived of a similar structure for use on a ship of low freeboard, and a model showing such a design was constructed. In 1843 he filed a caveat for the invention of the revolving turret. Here the matter apparently rested until 1862, and after the battle between the "Monitor" and "Merrimac," when he took out a patent which was dated July 8, 1862, covering "a revolving tower for defensive and offensive warfare, whether on land or water." Ericsson's a.s.sociates in the business of building monitors for the Government acquired these patents of Timby, presumably as shrewd business men, in order to quiet any claim on his part, and to have the plan available for land forts, should the opportunity arise to push the business in this direction. There is no question but that Ericsson was antedated by Timby in the suggestion of a revolving turret, at least in so far as public notice is concerned.

Ericsson frankly admitted this, and stated that he made no claim to absolute originality in this respect. He further stated what is undoubtedly true, that the main idea in the turret, that of a circular revolving fort, antedates the Nineteenth Century as a whole, and its origin is lost in the uncertainties of early tradition. It is simply one of those early ideas which naturally must have been known in essence since time immemorial, and as such it was the common property of the engineering practice of the century. It belongs neither to Timby nor to Ericsson, and no claims regarding priority in this respect are worthy of serious consideration. The question is not who first conceived the idea of a revolving fort, but who designed and built the "Monitor" as she was, and as she met the "Merrimac" on the 9th of March, 1862. The answer to the latter is too well known a part of the history of the times to admit of question or to call for further notice. Ericsson's claim for recognition in this respect rests not on any priority of idea regarding the use of a circular fort, but rather upon the actual "Monitor" as she was built and as she crushed at one blow the sea-power of the South, and representing as it did a completely and carefully designed whole, dating back to the earlier dealings with Napoleon III. in 1854. This is an age which judges men by what they do, and judged by this standard Ericsson's claims in connection with the monitor type of warship are never likely to be seriously questioned.

Taking Ericsson's life and work, what portion remains as a permanent acquisition or as a part of the practice of the present age? This is a question which merits at least a moment's notice.

We should not make the mistake of thinking that permanency is necessarily a test of merit, or that the value of his services to the world should be judged by such parts of his work as are plainly apparent in the practice of the present day. A piece of work must be judged by the circ.u.mstances which brought it forth, and by the completeness and perfection of its adaptation to the needs and possibilities of its age.

We have then the steam fire-engine; compressed air which he early employed in England, and which has become an instrument of enormous importance in connection with the industrial progress of the age, although this is in no especial degree due to his efforts; the surface condenser, distiller, and evaporator are a permanently and absolutely essential part of modern marine practice; the screw-propeller has almost sole possession of the field of marine propulsion; modern marine engines and boilers in naval practice are always placed below the water-line and are protected by deflective deck armor and frequently by coal as well; the turret has become a permanent and accepted part of the practice of the age, while the monitor type in its essential feature seems to be evanescent.

The modern battleship is a vastly more complex structure, and represents more complex ideas and combinations than did Ericsson's "Monitor." It contains a battery of guns of the heaviest type known to naval ordnance. At present such guns are usually of 12-inch bore and throw a sh.e.l.l of about 800 pounds weight, with an initial velocity of nearly 3,000 feet per second. Then there is a supporting battery of guns, 6, 7, or 8 inches in diameter of bore, and finally a secondary battery of smaller quick-firing guns, throwing sh.e.l.ls of from 1 pound to 20 or 30 pounds weight, and added to these there may be a torpedo outfit as well. The exigencies of fighting ships at sea and in all weathers seems to have p.r.o.nounced against the monitor type with its low freeboard as unsuitable for use on the open sea, while the enormous advances in modern guns and armor have made a totally different problem of the distribution of means offensive and defensive. Again, the monitor type was never intended for long cruising, or indeed for other service than the defence of coasts and harbors. The policy of building a vessel thus adapted only to an inner line of defence, and not adapted to an outer line of defence and offence as well, has been further called in question, and the judgment of the present day has decided against such policy. It is true that in the so-called "new navy," begun in 1883, one monitor, the "Monterey," has been built, while four others of older type have been somewhat modernized, and there are three monitors building at the present time. It may be doubted, however, if they will be followed by others, at least so long as the conditions of naval warfare and the spirit of public policy remain as they now are.

The monitor type was a perfect solution of the problem of its day, and n.o.bly it answered the calls made on it. The problem has now changed, the conditions affecting its solution have also changed, and it is no discredit to the original type that it now seems to have had its day, and that it must give way to other forms more perfectly expressing the spirit of the present age, and the means available for the solution of present-day problems in the art of naval war.

In many ways, however, the influence of Ericsson's work still lives in the modern battleship, and while in our modern designs we have gotten far away from the essential features of the monitor type, yet it is not too much to say that the germ of the modern battleship is in many ways found in the "Monitor," especially as expressed in terms of concentration of heavy gun-fire and localized protection of gun positions; and in more ways than may be suspected, the influence of Ericsson and of his work had its part in the developments which have led to the splendid designs of the present day.

Returning again to our note of the dependence of the present age on Ericsson, mention may be made of the blower for forcing the combustion in steam-boilers as a well-established feature of standard marine practice, and one absolutely essential to the development of the highest attainable speeds, such as are required in warships, and especially in those of the torpedo and modern "Destroyer" types. Likewise the use of the fan for ventilation, as used by him in his early practice, has become a necessity of modern conditions both on naval and pa.s.senger ships, for the health and comfort of both pa.s.sengers and crew. His long series of experiments and his years of labor on air and other forms of "caloric" engine are only represented by the "Ericsson air-engine" now on the market, and having its fair share of service in locations where simplicity of operation and scarcity of water may naturally suggest its use.

Of his labors in connection with a solar engine, and with other questions which occupied much of the time of his closing years, we have but little direct result. Others are at work on the idea of the solar engine, and it may be that a practicable solution of the problem will be found.

Ericsson's lasting imprint on engineering practice, curious as it may seem, was made in his earlier and middle life, rather than in his later years, and we have even more in the way of permanent acquisition from his earlier than from his middle years. This results from the fact that in middle life he was largely engaged on warship designs, admirably adapted to the needs of the time and to the possibilities of the age, but no longer suited to either, while in later life he no longer found it necessary to work at problems which would produce a direct financial return, and therefore interested himself in a variety of questions somewhat farther removed from the walks of every-day engineering practice than those with which he was occupied in earlier life.

In personality Ericsson possessed the most p.r.o.nounced and self-centred characteristics. Professionally he felt that to him had been granted a larger measure of insight than to others into the mysteries of nature as expressed in the laws of mechanics, and he was therefore little disposed to listen to the advice or criticism of those about him. This was undoubtedly one of Ericsson's most p.r.o.nounced professional faults. He did not realize that with all his insight into the laws of mechanics and all his capacity for applying these laws to the solution of the problems under consideration, he might well make some use of the work of his fellow-laborers in the same field. So little disposed was he to thus use the work of others that a given device or idea which had been in previous use was often rejected and search made for another, different and original, even though it might involve only some relatively trivial part of the work. He was simply unwilling to follow in the lead of others. He must lead or have none of it, and thus the fact that a device or expedient was in common use would furnish an argument against rather than for its adoption. His natural mode of work was utterly to disregard precedent and to seek for fundamental solutions of his problems, having only in view the conditions to be fulfilled, the laws of mechanics, and the engineering materials of construction. This habit of independence and of seclusion within the narrow circle of his own work so grew upon him in later years that mechanical science made many advances of which he took little or no note, and of which he refused to avail himself, even though he might have done so greatly to his own advantage.

In his later years, in a letter to his friend Captain Adlersparre, he says: "Do not laugh at me now, Captain, when I say that n.o.body can mislead me. Do not condemn me if I at the same time confess that I am directed by n.o.body's judgment but my own, and that I never consult anybody and take n.o.body's advice." In all matters connected with his work his will was imperious, and he would brook no interference or criticism. His temper was high, his organization sensitive, and many times throughout his life, relations with his best friends became strained by his instability of temper or impatience with what he might construe as a criticism regarding his work. With this instability of temper, however, was combined a deep-seated tenderness and kindness of heart, and he was as quick to forget the cause of offence as he was to manifest displeasure upon occasion.

Notwithstanding the asperities of Ericsson's character in regard to his professional work, and his entire lack of effort to make friends among the learned of his day, recognition and unsought honors came in upon him. He was elected to honorary membership in the societies of note in the United States and Sweden, and in addition to the thanks of Congress and of the Legislature of the State of New York, he received a resolution of thanks from the Swedish Riksdag, or Parliament, in 1865.

In 1862 he was granted the rarely bestowed Rumford medal, and received at other times during his life medals, honors, and decorations such as have perhaps fallen to no other who has wrought in the same field of human effort. While recognition of this character pleased him greatly when it came spontaneously and willingly, he placed but little value on that which he thought grudgingly or tardily tendered, and in one or two instances refused membership in societies which he thought granted in that manner.

A large measure of this independence of character is necessary to the performance of the work which Ericsson did. Had he been ever ready to listen to the views of others, and to modify his ideas in accordance with them, his greatest achievements would never have been accomplished.

In Ericsson, however, this characteristic was carried to an undue extreme, and he might unquestionably have accomplished more had he been able to co-operate with others and to accept and use freely the best work of contemporaries in his own field.

Ericsson was essentially a designing rather than a constructing engineer. His genius lay in new adaptations of the principles of mechanics or in new combinations of the elements of engineering practice in such way as to further the purposes in view. His mode of expression was the drawing-board. While he wrote vigorously and well, and while he was a frequent contributor in later years to scientific literature, especially on the subject of solar physics, yet his best and natural mode of expression was the graphical representation of his designs on the drawing-board. Forms and combinations took shape in his brain and were transferred to the drawing with marvellous speed and skill. Those who have been a.s.sociated with him bear testimony that the amount of his work was simply astounding, and that only by a combination of the most remarkable celerity and industry could they have been accomplished.

These drawings were furthermore so minute in detail and so accurate in dimension that as a rule he did not find it necessary to give further attention to the matter after it had left his hands. Of the many parts of a complicated mechanism, one could be sent for construction to one shop and another elsewhere, all ultimately coming together and making a harmonious and perfectly fitting whole. In no other way could such astonishing speed in the detailed construction of the "Monitor" and other vessels of her type possibly have been made; and the fact that such speed in construction was obtained, and largely in this manner, is by no means the least impressive of the many evidences of Ericsson's genius as a designer.

The designs once completed on the drawing-board, however, Ericsson's interest in the work ceased in great measure, and as a rule he paid but little attention to constructive details, and took but slight interest in the completed whole. Thus he is said to have visited his "Destroyer"

but once after she was built, and then simply in search of his a.s.sistant. He also declined an invitation from the a.s.sistant Secretary of the Navy to visit Hampton Roads and inspect the "Monitor" immediately after her fight with the "Merrimac." He seemed to have no curiosity to inspect his work after it had left his hands, or to receive a report as to the practical working of his designs. This shows a peculiar lack of appreciation of the value of intimate contact with constructive and operative engineering work. No one could hope to avoid errors, or to realize by drawing-board alone the best possible solution of engineering problems. Ericsson wilfully handicapped himself in this manner, and might unquestionably have more effectively improved and perfected his ideas had he been disposed to combine with his designs at the drawing-board practical contact with his work as constructed.

His work was all done in his office at his house. For the last twenty-five years of his life he lived at 36 Beach Street, New York, where he wrought every day in the year, and often until far into the night. His office contained, beside his drawing-table and other furniture, a long table, on which at times, when overcome by fatigue, he would stretch himself and take a short nap, using a dictionary or low wooden box for a pillow.

His relations with his native land were always close, and, as already hinted, he gave much of his best effort to the study of means for her defence. Toward his friends and relatives he was the embodiment of watchful care and generosity. His private benefactions were for his means large, and were given with a whole-hearted generosity which must have added much to the love and esteem in which the recipients regarded him. His public benefactions were also notable, and during the later years of his life he gave away regularly no inconsiderable share of his income. Though gifted with reasonable prudence, he had no conception of the "business sense," and no capacity as a money-getter. After acquiring by his inventions and enterprise a modest competence, he devoted himself almost entirely to work less directly related to a financial return, and lived comfortably upon the princ.i.p.al which his earlier efforts had provided.

Ericsson had absolute faith in himself and in his mission to render available the energies of nature for the uses of humanity and civilization. His character was framed about the central idea of fidelity to this mission. He was dogmatic and optimistic as regards his own work; he had a contemptuous indifference to the work of others, and a disregard of the help which he might derive from a closer study of such work. He trained himself, body, mind, and affections, solely with reference to his mission, and allowed no interference with it. He was the embodiment of physical and mental vigor, prodigious industry, continuity of purpose, indomitable courage, capacity for great concentration of mind, and oblivion to all distracting surroundings.

With such characteristics, combined with the rare endowment of mental capacity and insight regarding the principles of engineering science, small wonder is it that his life was one so rich in results. It could not have been otherwise, and the results simply came as a consequence of the combination of the characteristics of the man and the surroundings in which he was placed.

The question as to how much more or how much better he might have done had he possessed more faith in the work of others and a willingness to be guided in some measure by their experience is of course idle.

Ericsson was a combination of certain capacities and characteristics; a combination of other capacities and characteristics would not have been Ericsson, and any discussion of such a supposition is therefore aside from the purpose of this sketch.