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The idea of substituting a new and superior motive-power for steam will no doubt strike many minds as extravagant, if not chimerical. We have been so accustomed to regard steam-power as the ne plus ultra of attainment in subjecting the modified forces of nature to the service of man, that a discovery which promises to supersede this agency will have to contend with the most formidable preconceptions as well as with gigantic interests. Nevertheless, it may now be predicted with confidence, that we are on the eve of another great revolution, produced by the application of an agent more economical and incalculably safer than steam. A few years hence we shall hear of the 'wonders of caloric' instead of the 'wonders of steam.' To the question: 'How did you cross the Atlantic?' the reply will be: 'By caloric of course!' On Saturday, I visited the manufactory, and had the privilege of inspecting Ericsson's caloric engine of 60 horse-power, while it was in operation. It consists of two pairs of cylinders, the working pistons of which are 72 inches in diameter. Its great peculiarities consist in its very large cylinders and pistons, working with very low pressure, and in the absence of boilers or heaters, there being no other fires employed than those in small grates under the bottoms of the working cylinders. During the eight months that this test-engine has been in operation, not a cent has been expended for repairs or accidents. The leading principle of the calorie engine consists in producing motive-power by the employment of the expansive force of atmospheric air instead of that of steam; the force being produced by compression of the air in one part of the machine, and by its dilatation by the application of heat in another part. This dilatation, however, is not effected by continuous application of combustibles, but by a peculiar process of transfer, by which the caloric is made to operate over and over again—namely, the heat of the air escaping from the working cylinder at each successive stroke of the engine, is transferred to the cold compressed air, entering the same; so that, in fact, a continued application of fuel is only necessary in order to make good the losses of heat occasioned by the unavoidable eradiation of the heated parts of the machine. The obvious advantages of this great improvement are the great saving of fuel and labour in the management of the engine, and its perfect safety. A ship carrying the amount of coal that the Atlantic steamers now take for a single trip, could cross and recross the Atlantic twice without taking in coal; and the voyage to China or to California could be easily accomplished by a caloric ship without the necessity of stopping at any port to take in fuel. Anthracite coal being far the best fuel for this new engine, we shall no longer have to purchase bituminous coal in England for return-trips. On the contrary, England will find it advantageous to come to us for our anthracite. A slow radiating fire without flame is what is required, and this is best supplied by our anthracite. The Ericsson will be ready for sea by October next, and her owners intend to take passengers at a reduced price, in consequence of the reduced expenses under the new principle.—Boston Transcript.