The Sun.
London, England, 1853-01-28 00:00:00

(From the New York Weekly Herald.)

This wonderful vessel, the success of which is exciting
so much attention among all classes, at home and abroad,
went down the bay yesterday, on another trial trip,
having made what is called an " engineer's trip some
days back, an account of which, together with a full de-
of the vessel, appeared at the time in the
scription
Herald. This second trip was determined onto dispel, by
another ocular demonstration, the evil reports that, in
spite of the success of the first trial trip, have been raised
against the practicability of the experiment. Accord-
ingly, about sixty invited guests, composed of members
of the press and several scientific gentlemen, assembled
on board a tow-boat at Whitehall, at nine o'clock, from
which they were transferred to the Ericsson, which was
waiting for visiters in the North river, off Pier No. 1.
At half-past nine exactly, the first turn of the wheels was
made. At fifteen minutes of ten she was abreast the fort
on Governor's Island, and reached Fort Diamond exactly
fifteen minutes to eleven o'clock, a distance of about seven
miles and a half, against a strong head wind and tide.
When between Governor's Island and Quarantine, the
steam-ship Baltic, from Liverpool, was passed, which
saluted us with cannon, and several hearty rounds of
cheers, which were promptly returned. After the Ericsson
had proceeded about a mile and a half below the Nar-
rows, she was put about and returned to the city, and
arrived at her starting point in the North River at a
quarter past twelve.. The distance from Governor's
Island to her turning point and back, was about 18
miles, which was accomplished in two hours and a half.
The greatest number of revolutions made on the trip
was ten and a quarter, and the greatest speed attained
was at the rate of nine miles an hour. This trip was not
made to show her speed, but to convince the public that
the parties interested in her have succeeded in their pro-
mise of proving the capability of a vessel being pro-
pelled by caloric. On the way back the party as-
sembled in the saloon, when Captain Ericsson explained,
by the aid of a diagram, the whole principle and method
of working his caloric engines. He gave a succinct
history of the whole matter, and demonstrated the
method by which the atmosphere was drawn in cold,'
then forced through a wire network, forming a
surface of 15,000 square inches, into a lower
cylinder,where, receiving additional heat from the
fur-
mace,
it expanded in the larger cylinder so as to raise it,
and then, when it had done its work, it escaped through
the work of wire gauze into the open air, having im-
parted the greater portion of its heat to the wire work,
which was again absorbed by the fresh draft of cold air
passing through the same wire meshes to be heated.
There are four double cylinders, set perpendicularly and
longitudinally, to the boat—two abaft and two forward
of the main wheel shaft. They all move in connection,
those forward rise, while those in the rear of the shaft
&ink. There are two piston or driving crank rods, which
turn the wheel shafts. One is moved by a walking
beam, which is moved by the cylinders in front, and the
other by a similar beam in the rear. They both work on
the same crank of the wheel shaft, and at inclined angles,
rising from below, in the form of the letter V, inverted
thus, A, with the shaft crank for both at the apex.
Hence, while one rod is pushing, the other is pulling the
crank—thus avoiding the dead point usually encountered
in the ordinary crank motions of steam engines, &c. The
pressure was uniformly at 12 pounds to the 'square inch.
Captain Ericsson estimated the force of his machinery at
600 horse-power. The upper cylinder in each case con-
tained a head surface of 14,000 square inches, and the
lower cylinders a surface of 22,500 square inches. The
in
ches.
The of the main cylinders were about 163
The
consumption main valves were about 2 feet in diameter.
consumption of coal was at the rate of 6 tons in 24 hours,
During Captain Ericsson's lucid exposition of his ma-
chhiery, he invited the most rigid scrutiny and investi-
gation. Many questions were put by parties present,
which he answered with great clearness and promptness.
One question asked regarded the packing of the cylinders,
which it had been said would melt, and let the air escape.
He showed that by flaw.- the cylinder heads with
non-conducting materials, and the packing by surrounding
the head, being above the surface exposed to heated air,
was kept cool. He also showed how a man, by standing
on a cylinder head, could, by hand, readily lubricate
• every part of the surface of the cylinder. The packing,
also, he showed to be at all times in command of the
engineer or attendant, which was not the case in steam-
engines. To a question regarding the oxidization, ex-
pansion, and contraction of the iron composing the bot•
toms of the main cylinders immediately over the fires in
the furnaces, he stated that the iron composing them
was an inch and a quarter thick, and when they gave
out, which would not be over once in five years, new ones
could immediately be substituted without displacing any
of the machinery; and were it desirable to make them en-
dure for a longer period, they could have their surfaces ex-
posed to the fire coated with fire-brick clay. He said they
did not expand, or contract, or vibrate but very little, and
not more than was common to metal similarly used in
other engines. Many other questions were put and an-
swered, regarding the backing or reversing the action of his
machinery, and when stopping her on her course or an
hour, more or less, how he would start her again. To the
latter question he said, if the detention exceeded many
minutes, he would start just as he would in the first in-
stance, by pumping a supply of fresh air, which would
soon become expanded in the large cylinder, and put all
in motion. But a pressure of half a pound to the square
inch would start the engine, and the weight of the crank
alone was sufficient to put it in motion. The expense of
running a caloric engine, he stated, would be but one-
fifth of that of a steam-engine of the same power.
In conclusion, Mr. E. stated that he was induced to
go on this trial trip for the sake of the parties interested
with him ; but as to himself, he had been all along per-
fectly satisfied of the successful issue of the experiment;
and owing to the machinery not being tight, which is a
thing only to be accomplished by degrees, the engines
were not working much more than half of their power,
but that the trial had fully answered his expectations,
and he was confident the principle would in a short time
be universally adopted.
So clear were Capt. E.'s explanations, that he was
urged to give a lecture at Metropolitan Hall, illustrated,
as yesterday,_ by his model, on a larger scale, which
we trust that he will do. It was conceded by all that
Capt. E. had demonstrated his success in establishing
beyond all doubt a new principle of motive power, and
that all that was wanted was its proper application to
the great end intended. All that is necessary to gain
additional power is to increase the diameter of the cylin-
ders. Those in the present ship, it is clear are too
small to give the power and speed that are desirable.
Captain E. said he foresaw this difficulty, but was told
by ironfounders that they could not cast the cylinder of
greater dimensions than 14 feet. Since these were
made up that size and put in this ship, a firm in New
York has offered to guarantee to cast them of 20 feet in
diameter. Captain E. estimates that were the present
ships's cylinders of 16 feet diameter, she would make a
speed equal to the best ocean steamers, or 12 to 14
miles per hour ; and that a vessel with 20 feet cylinders
would outstrip the speed of anything that now floats on
the water.

We have before alluded to the dimensions of the ship,
the great freight room gained by the diminished space
occupied by the machinery and coal, and the absence of
danger from explosion or collapse, as well as to the great
comfort derived from the perfect ventilation of the ship
in every part. This is caused by the fresh air being
drawn into the lower hold of the vessel before it enters
the cylinders.
Captain E. thinks it can be modified to propel locomo-
tives on railroads, and applied to nearly all kinds of sta-
tionary work. great and small. A locomotive on this
plan could be made to traverse a street, without stopping
for water or fuel on the way.
When Captain E. had concluded, a meeting was or-
ganised and a committee appointed to give an expression
of those present, on the success of this great experiment.
The committee reported the following resolutions, which
were passed unanimously :--

Resolved—That this meeting of those present upon the
trial trip of the caloric ship Ericsson is no less fully and
deeply impressed with the grave importance of the subject
upon which it feels called to express a judgment, than
completely aware of the many advantages to the public
which must arise from the now incontestable success of
the invention which has to-day been put into practical
operation.
Resolved—That, upon thorough examination and actual observation, we are entirely convinced that the invention
of Captain Ericsson is no longer of questionable practica-
bility, but from this (lay takes rank with the foremost of
the great and useful inventions which the world owes to
science and genius, and that it promises to surpass in
efficiency any other adjunct to the advancement of com-
merce and the industrial progress of the world.
Resolved—That, from its economy, safety, and ready
applicability to all purposes requiring motive power, the
caloric engine cannot fail to minister largely to the h;ppi-
ness of naankind.
Resolved—That the peculiar adaptability to sea vessels
of the new motor presented to the:world by Captain Erics-
son, is now hilly established ; and that it is likely to prove,
in every respect, superior to steam for such purposes.
Resolved—That the remarkable economy of fuel neces-
sary for its working, the absence of all risk from explosion,
and the low temperature throughout the ship, even in the
engine and fire rooms, as satisfactorily exhibited on this
trip, are among the most prominent claims of the caloric
world.
engine to the attention of the scientific and commercial
Resolved—That in his lucid, simple, and comprehensive
and description of his e,
statement of his theory,
Captain Ericsson has not only demonstrated the beeanutiful
perfect working of the system. which he
completeness and
has brought, by 20 years elaboration, to it present com-
mandin-, position before the world, but has shown a fer-
tility of resource, and a ready command of his vast scien-
tific knowledge, which hardly less entitle him to the ad- 1
miration of all who heard him.

Resolved—That in the admirable construction ) f
the
Ericsson, and the beauty of her model, and in the
perfectly
successful production of so novel and remarkable aia
Messrs. Perrine, Patterson, and Stack, her buildegl,alliea:l'
Messrs. Hogg and Delamater, the machinists, have show=
themselvea worthy coadjutors in so noble a project, so im-
portant an invention.
Resolved—That E. W. Stoughton, Esq., the tried friend
and legal advisz of the inventor, with John B. Kitching,
Esq., and G. B. Lamar, Esq., and others,fthe men who
have invested their capital ad lent their influence to in-
sure the success or this great enterprise, are entitled to the
enduring gratitude of the entire social, commercial, and
industrial world.

----
Among those present we recognise (.1 membersfroofm nearly
all the press in the city, with a representative _
Buf-
falo,
and another from Cincinnati. At the conclusion of
the meeting, the company sat down to a cold collation,
having been previously served with an excellent break
fast. After which, several speeches were made and sen-
timents exprecsed complimentary to Captain Ericsson,
John B. Kitchino-, and others. On the health of the
commander of the ship being proposed,
Captain LOWDER said—l offer you, sir, my thanks for
your most kind sentiment ; and to You, gentlemen, my
most heartfelt acknowledgments for its so gracious re-
ception. The hoarse voice of the sailor is more accus-

SECOND TRIAL TRIP OF THE CALORIC SHIP tomed with the roar and turmoil of the wind and the
ERICSSON. waves than to speak on such an accasion as this. Yet,
gentlemen, I should do injustice to you and to my own
feelings did I not congratulate you on this most auspi-
cious day, which ensures the success of an enterprise in
which our most earnest agitated hopes have been cen-
tred. I can but congratulate you upon the complete
triumph of that enterprise and the realisation of those
hopes. I have stood, gentlemen, on the deck when the
elements in their fury seemed about to overwhelm the
ship, and yet I never looked forward with more anxiety
to a safe passage through these trials than I have done
in watching the progress and anticipating the conclusion
of this enterprise ; and when the end came and we stood
before the world in triumph, I can assure you every part
of my frame TM quickened, and the blood rushed with
redoubled force through my veins. I. need not say it
was a proud day for Mr. Ericsson. The mind that, for
twenty years, has cherished and nurtured an idea like
this, must feel more than pride at its successful applica-
tion. To him who has conceived and executed we owe
all ; and it is my sincere trust that he will be fully repaid
in his day, and I doubt not that posterity will take care
of a fame that will rank with a Fulton or a Morse. I
can pay but a poor tribute to the father of this—the man
who furnished the sinews, and reduced the idea to a
fact ; the man whose comprehensive mind compassed its
entire scope, and whose sagacious foresight anticipated
the result. Need I say I allude to Mr. J. B. Kitching ?
Through concealed opposition, and sneers often openly
expressed, he went straight on, and the end is his own
best reward, and the coflscious dignity of success his best
praise. And to those who have constructed and finished
the work, I can say they have performed their part most
faithfully and well. It speaks for itself, and I can point
to it with pride ; and the gentlemen who constructed the
hull have the satisfaction of knowing that a superior
does not ride the waves. Gentlemen who represent the
insurance interests of this great mart, I welcome you on
board of the first caloric ship, which, I trust, you will
find not inferior to any in naval architecture, and will
prove a new era in marine insurance. Gentlemen of the
press, you are most welcome. lam proud to meet you
on such an occasion, and I feel you have witnessed this
day a new motive power, in which I hope you have been
interested. To you we owe much, as one of the connect-
ing links between thought and mind ; and in presenting
the particulars of this new invention before the public, I
am confident that you will "nothing extenuate, nor set
down aught in malice." The worthy captain concluded
by giving
" Commerce and Justice—Commerce, the great pioneer
of civilisation and the nurse of content; Justice, the hand-
maiden. Nations and individuals alike responsible--con-
nected, humanity must advance."
The owners and builders of hull and engines were also
toasted, and other sentiments given and responded to ;
after which the company embarked on board the tow-
boat, and arrived in the city highly delighted with their
trip, and convinced that the success of the caloric en-
gines was placed beyond all doubt. The opinion was
general, that with cylinders of proper dimensions, placed
in a boat to correspond, the greatest attainable speed
may be realised, and at an expense lower than had ever
before been thought possible ; and furthermore, that all
concerned deserved the highest credit, and had placed
the people and country under obligations to them.
We feel proud that such a triumph has been realised
in New York, and that American money has enabled the
inventor to accomplish his grand idea.
The Ericsson will be taken to-day to her old dock at
Williamsburg, to have her engines put in a thorough
state of completeness, previous to starting on her trip to
Baltimore.

THE GREAT NORTHERN RAILWAY COMPANY
AND THE YORKSHIRE COAL-OWNERS.

It is pretty generally known that, owing to the open-
ing of the Great Northern and South Yorkshire Rail-
ways, the demand for coal from the South Yorkshire
pits has very greatly increased during the last 12 months.
Formerly a large supply was always in readiness at the
pit's mouth, but latterly it has been found impossible to
meet the demands of the railway companies, notwith-
standing the number of new shafts recently sunk in this
district, and now in full working operation.
The operative miners, perceiving this state of things,
demanded at the close of last year an increase of wages,
which in almost all instances was complied with by the
coal proprietors. This concession necessitated an in-
creased price to the consumer through the larger and
more immediate purchasers—the Great Northern Com-
pany. It was, therefore, intimated to the directors of
the company, early in the present month, that an in-
creased price of 6d. per ton (viz., from 4s. to 4s. 6d.), at
the pit's mouth would in future be required by the coal
proprietors, and also that the extra cwt. theretofore al-
lowed in each ton for breakage would be charged in the
traffic account.
In consequence of this intimation, a meeting of the di-
rectors of the Great Northern Company was held at
King's-cross station, on the 4th instant, at which, after
a long deliberation, it was resolved that the proposed
advance should be resisted. Accordingly, instructions
were immediately given to the officials of the company
to receive no further supplies from the pits of Earl
Fitzwilliam, Messrs. Newton and Chambers, and Messrs.
Day and Twyvell, of the Elsecar, Thorncliffe, and.
Hoyland Collieries, until further notice. The accumu-
lation
of orders on the books of the Great Northern
Company, however, rendered it imperative that a new
source of supply shall be forthwith obtained ; and,
after some negotiation, they effected terms with the pro-
prietors of the Gawber-hall pits, near Wakefield, not-
withstanding that the arrangement involved an increased
mileage of 24 miles, at the rate of 10d. per mile, and an
increase of 9d. per ton in the price of the article, as com-
pared with the original charges of the South Yorkshire
pits.

The effect of this change was, as might be expected,
,zy considerably to diminish the traffic returns of the
South Yorkshire Railway Company (whose line runs
from Doncaster to the pits), the reduction being, in fact,
as much as 2,0001. per week. This company, however,
being dependent on the coal-proprietors at one end of
their line, and on the Great Northern Company at the
other, had no alternative but to submit to the loss until
the dispute between the two bodies was adjusted, which
was ultimately done as follows :
The Gawber-hall proprietors, having learnt the state
of affairs just described, and that the Great Northern
Company had resorted to them as a matter of temporary
expediency, and also hearing that the coal-owners of the
north had, at a general meeting at Darlington on Mon-
day, the 17th inst., come to a determination to advance
the price of their coals 9d. per ton, resolved to increase
the price of the Gawber-pit coal in the same ratio as the
South Yorkshire pits, viz., 6d. per ton. This being in-
timated to the Great Northern directory, Mr. Seymour
Clarke, the general manager of the line, accompanied by
Mr, Middlemess, the mineral agent of the company,
proceeded on Friday last to Elsecar, where they had an
interview with the agents of the various coal-proprietors
of the South Yorkshire district, the result of which was
that arrangements were made for resuming their traffic
with the South Yorkshire pits at the increased price.

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[ADVERTISEMENT.]—Deafness—New Discovery.-39,
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