PROF. S. F. B. MORSE.
"Canst thou send lightnings that they may go and say unto thee: Here we are!" Said the Lord from the whirlwind to afflicted Job, who remained dumb for he could not answer. The question has been answered in the affirmative in our day by the perfector of the electro-magnetic telegraph, the late Professor Morse, by whose invention the promise has been fulfilled: "I'll put a girdle around the globe in forty minutes."
Samuel Finly Breese Morse was born in Charleston, Massachusetts, April 27th, 1791. His father was the first person to publish geographies in America. His father was also a celebrated Congregational minister, spending much of his time in religious controversy, in maintaining the orthodox faith throughout the New England churches and against Unitarianism. He was prominent among those who founded Andover Theological Seminary, and published many religious periodicals.
S. F. B. Morse was a graduate from Yale at the age of nineteen, and soon went to England for the purpose of studying painting. At the end of two years he received the gold medal of the Adelphia Society of Arts for an original model of a "Dying Hercules," his first attempt at sculpture.
The following year he exhibited "The Judgment of Jupiter," a painting praised by his teacher, Mr. West. Becoming quite proficient in painting and sculpture, he returned home in 1815, following his profession in Boston, Charleston, South Carolina, and later in New York city. At the latter place, in connection with other artists, he organized a drawing association, which resulted in the establishment of the National Academy of Design. Prof. Morse was chosen its first President, and was continued in that office for the following sixteen years. He painted a great many portraits, among which was a full length portrait of Lafayette, which was highly prized and commended by the Association. In 1829 he visited Europe a second time to complete his studies in art reading for more than three years in the principal cities of the continent. During his absence abroad he was elected Professor of the literature of the Arts of Design in the University of New York; and in 1835 he delivered a course of lectures before that school on the affinity of those arts.
While in college Mr. Morse had paid special attention to chemistry and natural philosophy; but his love of art seemed to be the stronger; later, however, these sciences became a dominant pursuit with him. As far back as 1826-'7, he and Prof. J. Freeman Dana had been colleague lecturers at the Athenaeum in the City of New York, the former lecturing on the fine arts, and the latter upon electro-magnetism. They were intimate friends, and in their conversation the subject of electro-magnetism was made familiar to the mind of Morse. The electro-magnet on Sturgeon's principle--the first ever shown in the United States--was exhibited and explained in Dana's lectures, and at a later date, by gift of Prof. Torrey, came into Morse's possession. Dana even then suggested, by his spiral volute coil, the electro-magnet of the present day; this was the magnet in use when Morse returned from Europe, and it is now used in every Morse telegraph throughout both hemispheres.
On his second return to the United States he embarked from Havre on the packet ship Sully, in the autumn of 1832 and in a casual conversation with some of the passengers on the then recent discovery in France of the means of obtaining the electric spark from the magnet, showing the identity or relation of electricity and magnetism, Morse's mind conceived, not merely the idea of an electric telegraph, but of an electro-magnetic and chemical recording telegraph; substantially and essentially as it now exists. The testimony to the paternity of the idea in Morse's mind, and to his acts and drawings on board the ship is ample. His own testimony was corroborated by all the passengers with a single exception, Thomas Jackson, who claimed to have originated the idea and imparted the same to Morse. However, there is little controversy in regard to this matter at the present day as the courts decided irrevocably in favor of Morse. The year 1832 is fixed as the date of Morse's conception and realization, also, so far as drawings could embody the conception of the telegraph system; which now bears his name. A part of the apparatus was constructed in New York before the close of the first year, but circumstances prevented its completion before 1835, when he put up a-half mile of wire in coil around a room and exhibited the telegraph in operation. Two years later he exhibited the operation of his system before the University of New York.
From the greater publicity of this exhibition the date of Morse's invention has erroneously been fixed in the autumn of 1837, whereas he operated successfully with the first single instrument in November, 1835. In 1837 he filed his caveat in the Patent Office in Washington, and asked Congress for aid to build an experimental line from that city to Baltimore. The House Committee on Commerce gave a favorable report, but the session closed without action, and Morse went to Europe in the hope of interesting foreign governments in his invention. The result was a refusal to grant him letters patent in England, and the obtaining of a useless _brevet d'invention_ in France, and no exclusive privileges in any other country. He returned home to struggle again with scanty means for four years, during which he continued his appeals at Washington. His hope had expired on the last evening of the session of 1842-3; but in the morning, March 4th, he was startled with the announcement that the desired aid of Congress had been obtained in the midnight hour of the expiring session, and $30,000 placed at his disposal for his experimental essay between Washington and Baltimore. In 1844 the work was completed, and demonstrated to the world the practicability and the utility of the Morse system of electro-magnetic telegraphing. Violations of his patents and assumption of his rights by rival companies involved him in a long series of law suits; but these were eventually decided in his favor, and he reaped the benefits to which his invention entitled him.
It is doubtful if any American ever before received so many marks of distinction. In 1846 Yale College conferred on him the degree of LL.D.; in 1848 he received the decoration of the _Nishan Iftikur_ in diamonds from the Sultan of Turkey; gold medals of scientific merit were awarded him by the king of Prussia; the king of Wurtemberg, and the Emperor of Austria. In 1856 he received from the Emperor of the French the cross of Chevalier of the Legion of Honor; in 1857 from the King of Denmark the cross of Knight Commander of the First Class of the Danebrog; in 1858 from the Queen of Spain the cross of Knight Commander of the Order of Isabella the Catholic; from the king of Italy the cross of the Order of SS. Maurice and Lazarus, and from the king of Portugal the cross of the Order of the Tower and Sword. In 1856 the telegraph companies of Great Britain gave him a banquet in London; and in Paris, in 1858, another banquet was given him by Americans numbering more than 100, and representing almost every State in the Union. In the latter year, at the instance of Napoleon III, representatives of France, Russia, Sweden, Belgium, Holland, Austria, Sardinia, Tuscany, the Holy See, and Turkey met in Paris to decide upon a collective testimonial to him, and the result was a vote of 400,000 francs as a personal reward for his labors.
On December 29th, 1868, the citizens of New York gave him a public dinner. In June, 1871, a bronze statue of him, erected by the voluntary contributions of telegraph employes, was formally unveiled in Central Park, New York, by William Cullen Bryant, and in the evening a reception was held in the Academy of Music, at which Prof. Morse telegraphed, by means of one of the instruments used on the original line between New York and Washington, a message of greeting to all the cities of the continent.
The last public service which he performed was the unveiling of the statue of Franklin in Printing House Square, New York, on January 17th, 1872. Submarine telegraphy also originated with Prof. Morse, who laid the first sub-marine lines, in New York harbor in 1842, and received at the time from the American Institute a gold medal. He died in the city of New York April 2nd, 1872. While in Paris in 1839 he made the acquaintance of Daguerre, and from drawings furnished him by the latter, he constructed, on his return, the first daguerreotype apparatus, and took the first sun pictures ever taken in America. He was also an author and poet of some standing.
CYRUS W. FIELD.
There are few people living who have not heard of Cyrus W. Field. Few people, however, have taken the trouble to learn more of him other than the fact that to him are we indebted for the Atlantic Cable, and THIS information has been forced upon them.
One often hears the old saying, "blood tells," and when we review the Field family we are constrained to admit its truth. David Dudly Field, Sr., the father, was a noted Divine. He had a family of seven sons, the oldest of which, David Dudly, Jr., is a most conspicuous lawyer. Stephen Johnson, has held some of the most exalted positions as a jurist within the gift of the nation and his adopted State, California. Henry Martyn, is a renowned editor and Doctor of Divinity. Matthew D. is an expert engineer, and in this capacity did much to aid the success of the cable which has made famous for all time the subject of this narrative.
Matthew is also a somewhat noted and successful politician. Another brother, Timothy, entered the navy, and we doubt not would have become equally distinguished but for his untimely death. Cyrus West, was born at Stockbridge, Massachusetts, November 30th, 1819. Unlike the Appletons, Harpers and numerous other noted families, the Fields seemed to discard the idea "in union is there strength," each selecting his own calling, to become individually singled out and honored.
As heretofore shown, almost the entire Field family have made history, but upon Cyrus does the world bestow the greatest distinction. He was the only brother choosing a mercantile life, and at the age of fifteen, nearly sixteen, he was apprenticed to the great A. T. Stewart. After his apprenticeship he returned to Massachusetts and started a small paper-mill, and still later came to New York again, this time to open a paper warehouse, but for some reason failed. One feature of the great success which has attended Mr. Field was his stick-to-it-iveness which enabled him to 'fight it out on that line if it took all summer.' He accordingly compromised the matter with his creditors, re-established the business, profited by his past mistakes, and in the course of eleven or twelve years had amassed an ample fortune. Accordingly, about 1853, he decided to retire, and spent six months traveling in South America, not, however, until he had enclosed a check to each of his old creditors, thereby discharging a moral obligation, although not legally bound.
In the meantime, a Mr. Gibson had enlisted the sympathy of his brother Matthew, the engineer, in a transatlantic telegraph company, which was to be carried on by a co-operation of the telegraph, and a system of fast ocean steamers. Although adverse to all thought of resuming _any_ business this brother obtained for Mr. Gibson an audience, and he presented to Mr. Field his scheme which involved a telegraphic communication between New York and St. John; hence, by fast ocean steamers, Mr. Gibson left without gaining his object, but upon reflection Mr. Field suddenly exclaimed: "Why not run a wire through the ocean itself, instead of ending it at St. John?" Although it is claimed that Field had never heard of such an idea, yet it did not originate with him. In fact, a cable was then in operation between Dover and Calais, connecting England and France. Having become imbued with this plan he at once consulted his brother David as to what legal obstacles might possibly arise, and being satisfied on that score, he set about the accomplishment of his purpose.
He saw Peter Cooper and several other moneyed men and solicited their aid, forming a company, with Peter Cooper as president. Matthew was now interested as chief engineer, and David as counsel. These will be remembered as two of the famous brothers. The burden of the work, however, fell upon our hero. He seemed to be everywhere. First in Newfoundland, where he bought the rights of a rival company then before the Provincial Government, where his influence secured the consent of the legislature of Newfoundland. Then he is over in England, where he is successful in not only securing the necessary rights and privileges to occupy British territory, but the special favor of the Queen and the capital stock of about $1,680,000, which it was hoped could be placed in England, was taken in a few weeks, and not only this but the British government agreed to pay an annual subsidy of about $68,000, for the use of the cable by that government and ships, not only for surveying but to help lay the cable.
Mr. Field now ordered the cable made, and again set sail for America, and is soon at the national capitol trying to enlist the sympathy and aid of our country. The lobby and other influences seemed to be against him, and he met with the cold shoulder at every turn, but nothing dismayed this man. At last the bill passed the Senate by the majority of but one vote, and in the Lower House by an absolutely small majority, but after a hard fight it became a fixed thing, and received the signature of President Buchanan.
Reader, look back upon the trials of Cyrus Field as you have followed them thus far; imagine if you can the trouble, vexation and disappointments which have thus far attended him, and when you think that he had all this trouble to get PERMISSION to lay the cable, and that while he had already passed through much; yet his disappointments were destined to be tenfold greater ere success attended him; will you say he is undeserving of that success? The rights are secure; the stock taken; the cable is done and all seems fair sailing.
The Agamemnon of the Royal Mary and the Niagara, furnished by the United States government, started with their precious burden. The paying out machine kept up its steady revolutions. Slowly, but surely, the cable slips over the side and into the briny deep. Many eminent men were eagerly watching with Mr. Field on the Niagara; a gradual solemnity took possession of the entire ship's company. Who would not be interested?
Who would not feel the powerful pressure of responsibility, and when at last the too sudden application of a break parted the cable, and it wholly disappeared from view, the shock was too much for the stoutest nerves. All appeared to feel that a dear friend had just slipped the cable of life, and had gone to make his grave beneath the deep waters.
But of all that sad company, Mr. Field is the least dismayed. He recognized that a most expensive and disastrous accident had happened; but the belief was firmly fixed in his mind that the plan was practicable. He was now offered the position of General Manager, at a salary of $5,000 per year. The position he accepted, but declined the salary.
In 1858 the second attempt was begun, but when about two hundred miles had been laid, the cable parted, and the result of months of labor and large capital was remorsefully swallowed up by the mighty deep. But while all seemed ready to give up, Cyrus Field seemed to be everywhere.
His activity seemed to exceed the bounds of human endurance. Many were the successive twenty-four hours in which he had no sleep, and his friends were alarmed lest he and the new enterprise should break together.
By his assiduousness the work was recommenced this same year, and on the 5th of August, 1858, was completed. Messages were exchanged between Queen Victoria and President Buchanan, and for about a month the cable worked perfectly, amid great rejoicing, when all at once it stopped; the cable refused to respond. Few thought the project would be prosecuted further, but they miscalculated the power of endurance, the possession of which has brought the success of that man whom they now envy, "because fortune has smiled upon him more especially than them."
How often do we find ourselves wishing we were as rich as some person, or as influential as another; when we have but to follow their example, do as they have done, endure what they have endured to acquire the coveted success.
If we would stop to consider that seventy-three per cent. of our great men were poor boys, we would readily see that those we now envy are only enjoying the fruit of their own toil.
The civil war broke out and all work was suspended, but in 1863 a new cable was ordered of Gloss, Elliot & Company in London, and a capital of $3,000,000 was raised by the indomitable energy of Mr. Field. The Great Eastern was employed to lay it, and on the 23rd day of July, 1865, that leviathan of the deep, started on her momentous journey, successfully traversing about three-fourths of the entire distance, when the cable once more parted, carrying with it to the bottom of the ocean every fond hope cherished by so many. But once more arose Cyrus West Field, and an entirely new company is formed, and $3,000,000 more is raised. On Friday, July 13th, 1866, the Great Eastern once more starts, and on Friday, the 27th of July, the following cablegram is received.
"HEARTS CONTENT, July 27th.
"We arrived here at nine o'clock this morning. All well, thank God.
The Cable is laid, and is in perfect working order.
"Signed, CYRUS W. FIELD."
To make the victory more complete, the Great Eastern again put to sea, raised the cable which was lost the preceding year, spliced it, and the two have since been in constant use.
Who dares deny that Cyrus W. Field is not deserving of enduring fame?
For thirteen years he had borne the brunt of all the ridicule and sneers directed at this greatest enterprise of modern history. He has been bitterly denounced by many as a capitalist, a monopolist, and the like; but if the world has been benefited so many millions by the Ocean Telegraph, it seems to us that the BEST is inadequate as a reward to its proprietor.
GEORGE M. PULLMAN.
The subject of this sketch we consider one of the greatest of philanthropists. He is a modest man, and for this reason disclaimed all desire to be known as a benefactor. But we cannot now think of any one who is more clearly identified with the great effort which is going on for the benefit of mankind.
He is a native of the grand old empire State, being born in the western part of New York, March 3rd, 1831. His father was a mechanic of some note, but died before George was of age, leaving him to help support his mother and younger brothers.
He worked for a time in a furniture establishment, but this kind of employment did not satisfy his active nature, and he went to Chicago, where his enterprise could have sea room. He at first became identified with the work of raising and placing new foundations under several large buildings of that city. He helped raise a whole block several feet high, an enterprise which was accomplished without hardly a break, discontinuing none of the business firms who occupied the building, their business being carried on uninterrupted.
George M. Pullman had a perceptive mind--so have all truly successful men. He perceived that while the railway coaches were far superior to the old stages, yet they were far inferior to what he imagined they ought to be. He at once applied to the Chicago and Alton railway management and laid his plan before them. They furnished him with two old coaches, with which to experiment. These he fitted up with bunks, and while they were not to be compared with the elegant palaces which he has since constructed, still one could lie down and sleep all night, which was so far in advance of anything the people had seen, that they were very highly appreciated.
He now went to Colorado, and engaged in various mining schemes, but here he was out of his sphere, and after a three years' sojourn, returned to Chicago. His active imagination had thought out many improvements on the cars he had previously constructed; and he had also secured capital with which to carry out his ideas. Fitting up a shop on the Chicago and Alton road, he constructed two coaches, at the then fabulous cost of $18,000 each. The management of the various western roads looked upon such enterprise as visionary. George M. Pullman, however, cared but little about their opinion.
The Union and Pacific was then exciting much attention. He knew that on the completion of such a road, travelers would appreciate a car in which they could enjoy the comforts of home for the entire tedious trip. To say that his hopes were fully realized, would be inadequate. So popular did they become, that his shops at Chicago could not begin to fill the demands made upon it for his parlor, dining, and sleeping cars. Branches were started at Detroit, St. Louis, Philadelphia, and various places in Europe.
These establishments, of necessity, could not come under his immediate supervision he, therefore, conceived the idea of concentrating his business into one vast establishment, and gathered about him a force of skilled workmen. He looked upon Chicago and its locality as the coming center of population in the United States; but a site in that city would be far too expensive, if indeed one could have been found sufficient for his purpose. About twelve to fifteen miles from Chicago was a swamp: it was considered worthless, but it was as easy for this natural mechanic to conceive the idea of draining this tract of land, as it was to conceive methods to raise buildings. A very large force of men were put to work draining; gas-pipes were laid; streets were laid out and graded, and an architect employed to draw the plans for the building of a whole city at once. Gigantic work-shops were built, and a water supply brought from Lake Michigan, miles away. Besides all this, over fourteen hundred beautiful homes were built before any man was asked to come to Pullman to enter the shops. A bank was opened, a library, containing thousands of volumes, was provided; all these things were brought about by Mr.
Pullman. He has expended several million of dollars in beautifying and providing for the comfort and pleasure of his employes. The buildings are not mushroom affairs, but substantial brick edifices which give this place an appearance which will compare favorably with any city. He built a fine hotel, and erected a beautiful church, placing a rich toned organ in it, which alone cost $3,500. Every honest tradesman can come to Pullman. None but liquor dealers or men who desire to keep low groggeries are excluded. No property is sold, but if a party desires to live there he applies to the Superintendent, and a lease is given, which can be cancelled by either party at ten days' notice. Nothing but liquor is forbidden. A man can squander his time, can gamble, possibly, but he cannot obtain drink; the result is, there are no policemen. No visible form of government, save Mr. Pullman, and yet this is a city of nearly eight thousand people. The people are not muddled with drink; they are promptly paid; their 'personal' rights are not interfered with, save in respect to the selling of liquor; they are contented and happy. Mr.
Pullman has been largely identified with the Metropolitan Railway and the Eagleton Wire Works in New York city. But the name of Pullman is destined to long remain a synonym of philanthropy. He has practically demonstrated the benefit of legislation against the sale of intoxicating liquors as a beverage. He claims to have done this as a business policy, and disclaims all honor as a philanthropist. We answer, would that we had more men who would follow this kind of a business policy.
THOMAS A. EDISON.