PORT OF AUCKLAND.

New Zealander, Volume 9, Issue 725, 26 March 1853, Page 2

PORT OF AUCKLAND.

SHIPPING INTELLIGENCE. ARRIVAI.S. March 23-Raven, brig, 170 tons, James Thompson, from Sydney. Passengers—Mr. and Mrs. Watson, Mr. and Mrs. Rvale, Mr. B. and Mrs. Smith and mx children, Mr. and Mrs. Harrison and four children, Messrs. Dougherty, Inglis, Rice. James and John Dod, Bios land, Roberts, Robinson. William Cook, Elias Cook. E. Cook, William Sbael, Michael Rice, T. Gordon.—W. S. Grahaine, agent. March 23—Hope. 17 tons, Tiopira, from Opotiki, with 2 tons 6 cwt. onions. March 23 —Ann, 22 tons. Brown, from Waibeki, with 5000 feet timber, 10,000 shingles. March 24—Ophelia, 25 tons, W. Jeffers, from Wangurei, with 23 tons copper ore.—G. Simpkins, agent. departures. March 23 —Alary, 25 tons, W. Davies, for Matakana, with 1 ton flour, 8 bags sugar, 1 case sundries. Passengers—lo woodcutters. March 23—Boyd, 13 tons, Mclntosh, for Wangaroa, with 3* bags sugar, A dozen spades, 1 box sundries, 30 lbs. tobacco, 2 bags nails, 1 doz shirts, 2 pit saws, 7 packages hardware. March 23 Marv, 14 tons, Southgate, for the Barrier, with 1 ton salt, 1 ton coals, 4 bags flour, 20 lbs. tobacco, 1 bag sugar, 1 bale prints and calico.— G. W. White, agent. March 21—Sea Belle. 20 tons, Hopkins, from Manakau, for Kawhia, with 5 tons salt, 1 cask tobacco, 3 kegs spirits, 4 hales blankets, 9 packages sundries. CLEARED OUT. March 23—Lion, American whale ship,297 tons, James Nichols, for the United States. Passengers—Mrs. Nichols, four children, and servant, Mr. Swain, Mr. Davis. —Bain & Burtt, agent. March 24—Atkins Adams, American whale ship, 330 tons, M. R. Fisli, for the whaling grounds.—Bain & Burtt, agent. IMPORTS FOREIGN. Per Raven, from Sydney: —lO puncheons 18 hogsheads rum, 33 bales gunny bags, 80 hags sugar. 105 casks beef, 6 horses, 100 sheep, 1 bale paper, 1 case boisery, 1 case apparel, 3 bales sacks, 4 cases prints, 6 cases slops, 10 bales cottons, 7 quarter-casks whiskey, 10 kegs tobacco, 124 bags sugar, 1 case cigars, 14 mats sugar, 135 bags flour, 3 bales bags, 2 cases drugs, 1 case acid, I cask bath bricks, 1 case salt, 2 bags pepper, 20 boxes candles, 1 cask curry seed, 3 kegs rennett, 1 case blacking, 1 caroteel currants, 8 bags coffee, 48 bags sugar, 1 case biscuit, 2 bales leather, 93 spades, 2 cases biscuit, 1 bale drapery. List of Passengers per Barque Royal Shepherdess, for Melbourne: —J. C. Blackett, Esq., Mrs. Blackett, Staff Surgeon Jackson, Mrs. Jackson and child, Airs. Curtis, Messrs. Cameron, Ofloid, Elwood, Hodge, Smith, Rowe, Air. and Airs. Aloorhouse, Air. and Airs. Kelly and child, E. Lord, C. Caldicut, C. Robinson and two sons, V. Walters, B. Avery, t ■ Walls, W. Trevarthan, S. Gribble, J. Senior, W. Polkinghorne, J. Stokes. Z. Mitchell, J. George, W. Scott. B. Kane, W. Piper, W. G ufield, W. Williams, J. Garty, Air. and Airs. Etherington, T. Bowden, J. MTnniuy, and one soldier 38th Regiment. Vessels in Harbour. H.M.B. Fantome, Commander Gennys, arrived from Sydney. Atkins Adams, American whale-ship, 330 tons, Captain Fisli, about to sail for whaling grounds. Bain & Bunt, agent. Charlotte, whaling barque, 280 tons, Captain Debney, bout tp sail for Kaipara to load with t mber. W. Brodie, agent. Edward, ship, American whaler, 339 tons, Captain Alosher, about to sail for Hobart flown, via Wangaroa. Bain Sc Burtt, agents. lliomama, schooner, 63 tons, Captain Sturley, arrived from the East Coast. J. Salmon & Co., agents. John Wesley, missionary brig, 237 tons, Captain Ryle, about to sail for the Feejee and Friendly Islands. W S. Grahaine, agent. Lion, of Providence, whaling barque, 297 tons, Captain Nichols, to sail this day for the United States. Bain & Burtt, agents. Raven, brig, 170 tons, Captain fl’hompson, arrived from Sydney, discharging. W. S. Grahaine, agent. Royal Shepherdess, barque, 406 tons, Captain J. Bell, about to sail for Melbourne. J. Woodhouse, agent. St. Michael, barque, 377 tons, R. W. Prance, loading for London. Brown & Campbell, agents. Will-o’the-Wisp, schooner, 130 tons. Captain Liddell, loading for Alelbourne. Coombes & Daldy, agents. William Hyde, barque, 532 tons, Captain Applewhaite, laid on for Melbourne, Brown & Campbell, agents. The brig Raven did not leave Sydney till Saturday the l - 2tb iust. She arrived on Wednesday last only one day after tee H.M.B. Fantome, although the latter sailed on the sth. The Raven has brought 100 sheep and 6 horses which have been landed safely and in good condition. Captain Thompson requests ua to mention that only two sheep were lost on the passage—not twenty as stated in the Southern Cross. The Moa hence Feb., 26 arrived at Sydney on the 9th inst. She was again laid on to sail immediately for Auckland. 1 lie American schooner Orleans, which wo noticed in our last as having been purchased at Sydney by Air. Clough for the New Zealand trade, has been laid on as a “ regular trader” to Auckland, a new register having been taken out for her under the name of the Hargraves. H.M.S. Calliope, was about to sail on a nine months’ cruise, during which she is to visit .Melbourne, Adelaide, Hobart Town, New Zealand, and then proceed among the islands. fl’bere was still no word of the Adelaide steamer, but the Shanghae was reported to have left Singapore after the arrival of the English mails by one of the P. & O. Steam Company’s packets, and she was expected shortly to arrive at Sydney with English news to the Bth January, H.M.B. Fantome, we understand, is to sail within about eight or ten days for the Auckland Islands. Sydney. Arrivals. —March 5. Banshee, barque, Cowley, from London the 20th Oct, via Port Phillip. 6. Prince of Wales, brig, Legge, from Hobart Town; Vanquish, sch., Waits, from Melbourne ; Spray, brig, Scott, from Nelson. 8. Shamrock, steamer, Warner, from Melbourne ; St. Alaria, sch., Green, from Navigators Is'ands; Isabella, barque, Aloore, from Corner Inlet; Gazelle, brig, Bennett; Margaret and A.ary, sch., Currie, and Liberty, sell., fl'reverthan, from Geelong. 9. Margaret, sch , Spence, from Geelong; Envelope, barque, Smith, from Newcastle; Aloft, brig, Bowden, from Auckland; Harp, sch., Withem, from Alo eton Bay. 10. Wild Irish Girl, brig, fl’odd, from Port Phillip. 11. Fliza, sch., Lovett, Irom Launceston; Vizen, barque. Hell, from Liverpool. Departures.—March 5. Waterloo, for Lmdon; Cheshire Witch, for Adelaide; Major Eastwood, for Adelaide; Alary and Ellen, for Melbourne; Waitemata, lor Alelbourne, (resumed her voyage from Auckland). 6. A.R.M.S.N. Co.’s str, Melbourne, for Alelbourne; William, (or Launceston ; Bellona, for Newcastle. 7. H.M.B. Fantome,'on a crui e ; Robert Syera, for Wellington; Uln.ca, and Don Juan, lor Alelbourne. 9. Bella Vista, for Moreton Bay; Jane, for Newcastle; Templar, for London; John William**, (Missionary barque,) fur the South Sea Islands ; Zone, for Aloreton Bay. 11. Melbourne Packet, tor Alelbourne; Clarendon, for Alelbourne; Shamrock, steamer, for Alelbourne. The Melbourne.—The screw of this vessel was taken on board on Saturday afternoon, but owing to the difficulty of finally fixing it, the arrangements for its proper working could not be completed until yesterday rnorrdng about 11 o’clock, when she got her steam up and proceeded down the harbour, and after remaining some time in Neutral Bay for passengers, &iC., cleared the Leads 2*30 f.m.. aud under a cloud of canvas was jmonout of sight to the southward, with a fine breeze at N.E, Every assistance was rendered by H.M. ships in sending men oh board with a diving apparatus to remedy Home little obstacle in the working of the fans. Captain Hutton expressed himself entirely satisfied With the w hole ot the arrangements conuectoa with the repairs, —Sydney ilerald } March, 7.

THE CALORIC SHIP ERICSSON. The following' articles on the caloric ship Ericsson is from the New York Independent and is written bv the celebrated Congregationalist of Brooklyn, Henry Ward ib echer, brother to Harriet Beecher Stowe, authoress of “ Uncle Tom’s Cabin.” Mr. Beecher says publicly, « 'i'his cal ric principle will be the greatest missionary ever sent forth.” «• Xhe Ericsson is externally a first-class steamship, perhaps a trifle neater, trimmer, and more graceful than usual ; seemingly a steamship—the same contrast ot black and gold, the same high-arching paddle-boxes, revealing the red iron wheels and floats, the same hallway preparation for canvas. But really and within what strange work ! No steam, and no boilers to make steam, and no place to put them if they were wanted. No smoke, and no chimneys worth naming. No more hiss and roar, no more explosion. Hereafter all is to he dry and still. This is the caloric ship. A cosily experiment truly, and, if successful, destined to work an entire revolution in mechanics, nothing less than entire disuse of steam as a motor. '1 here is something sublime in the daring displayed in this undertaking ; a single invention entering the list and challenging the perfected work of ages. The daring wins attention and commands intensest interest. The marine is the result of years of experim* n(; and study, and consequent progress. A very few yeaYs ago no workshop in the world would have dared to undertake such massive work. Castings of 40 tons weight, and complicated in the lasi degree ; shafts of wrought iron welded up as big as a pine tree ; cylinders large enough for a comfortable bedroom. Had any man dared to devise the work, and execute the drawings, no shop could have satisfied the conditions ; but now, by short, and slow, and easy steps, every dimension has been increased inch by inch, until at last our engines seem like the very wheels and machinery of nature. We build iron caverns, pour in an ocean, and set them over volcanoes, and modestly call them boilers and furnaces, as it were a mere device to boil eggs withal. A pair of first-class side-lever marine engines, slowly swinging their immense proportions to and fro in ponderous silence, approach a- near to sublimity as it is lawful for the work of man to come. He that can look upon them with no emotion of awe, and no thrill of apprehension, will do well to be anxious at once about his soul. Notwithstanding this, and unbashed bv the imperial renown and majesty of the modern engine, there is come an unknown champion into the list to dispute the empire and claim the first rank to itself. Not by slow steps of progress does it propose to rise to dominion. Not by a long apprenticeship or slavery to pumps, mills, ferries, and river-boats, the steps by which steam attained to royalty.—not so will the caloric engine win its way. All or nothing. All at once, or nothing. And so the hull is builded and launched such a” hull «s has never before been set afloat for beauty, strength, and costliness. Her register is over o(]()y tons. There are not ten steamers in tße world larger than she, and not one of equal workmanship in respect of sea-worthiness and strength. Her engines are built with the same elegance and precision that we should anticipate were they (he 50th instead of the fir.-t of their kind. Four budge cylinders, each 13 feet in diameter—96 inches is the largest diameter the writer ever saw given to a steam cylinder — are to be set in a line along the keel. Under each is a little urnace, having two small fire-doors, each furnace capable of holding perhaps three or four bushels of coal. A ton of anthracite will start them all. Each pair of cylinders constitute an engine. Their united power is transmitted to a single crank upon the main shaft. The agent that is to give motion !■* air, expanded by the heat of the furnaces already named. The detail of valves, &c.. must be, in effect, identical in all reciprocating cylinder engines, whatever be the motor. In the caloric engine the valve chests are just like those in use in the ordinary “ beam engine.” In a word the caloric engine is a steam-engine made to go by elastic expansive air at a low pressure, instead of elastic expansive steam at a bigii pressure. Hence the necessity of so many and so enormous cylinders ; for, the pressure upon each square inch of piston head being less than in a steam engine, of course the area, or number of square inches, must he increased by the same ratio or factor that measures the decrease of pressure if we would secure equivalent effects in the two cases. This is done by four-folding the area of each cylinder, and by doubling their number. Four 13-feet cylinders, with a pressure ot lib. to the inch, friction aside, will yield as much power as one cylinder 18 inches in diameter, with 16 lbs. presure to the square inch, 4 he advantages claimed for the caloric engine are imposing. |, Economy of space. A moment’s inspection justifies and admits this claim. 2. Safety from explosion and accident. This, too, is undeniable. 3, Incidental ventilation for the entire ship, since it is proposed to draw the supplies of air from the ships hull. I his, also, seems indisputable. 4. Economy in first cost. The engine is about equal in cost to a steam-engine, and hence saves the cost of boilers, having no use for them. 3. Economy in running, requiring but onefifth the men. This remains to be proved. 6. Lastly and chiefly, economy in fuel ; a saving of nine-tenths; or at least four-fifths, the fuel ordinarily consumed by steam-engines of equal power. 4 bis remains to ho proved. ° Will the engines fulfil the inventor’s expectations? Will they work? A tough question. The writer cannot hazard an opinion, not having seen the soul of the invention, “ the regenerator,” as the inventor has christened it, an attachment sustaining the same relation to a caloric engine that a “condenser” does to a steam engine. There is no question as to whether air will expand by heat ; expanding, it will drive a pision no doubt; about these elemental postulates there can be no question. Moist air will expand bv higher ratios than dry air ; but even dry air will increase its volume over 10 per cent by receiving 90 degrees of heat ; ordinary atmospheric air increases its volume 50 per cent, between zero and the boiling point. (Encyc. Met., “Pneuma-.,” §$ 20-21.) But thequestion, “Can air be quickly heated aid quickly cooled ? cm it be made to shrink in the cylinder instantly, as steam does when it escapes into the condenser V —tins is a question which the writer cannot an-wer Captain Ericr-sou’s “ regenerator” is intended to accomplish this. It is to heat the air as it rushes into the cylinder, and cool the air, or receive back the heat, all but 34 or 40 degrees lost by radiation, as the air makes its escape. Furthermore, it is to discharge this office promptly, instantly, so that the slenderest volume will, on entering, become round, and stout, and portly as an aiderman ; but on retiring, unlike the aldt 'man, will disgorge its gettings, and go forth slim as it came, and leave its beat and sudden portliness for the next occu pant. The furnaces have need to supply only the little loss of 30 degrees or so out of 400 or 500 which the air receives by inheritance from its predecessors, merely the leakage by radiation. Such claims as these excite scepticism. They do not necessarily involve an absurdity, and if the “ regenerator” will do what is claimed to be doing already in an experimental engine, then beyond a question the caloric engine will work and the days of steam are numbered, A few weeks will settle the question. The Ericsson is afloat, and her engines are well nigh complete. Expectation is on tiptoe.’’ We copv the following from the New York Home Journal: —“ If Captain Ericsson were not a quiet man, one who likes to reveal himself to the world by deeds, not words, the whole nation would have been by ibis time on the tip-toe of expectation with regard to the experiment in preparation under his superintendence. If tlie caloric engine shall prove to be all that is predicted for it, Captain Ericsson has made a discovery more important than any one which has startled the world since the invention of the locomotive. We shall just set down the claimed advantages of the caloric over the steam-engine, and every reader will pe’ceive the sweeping and stupendous nature of the revolution in all material affairs which its success will gradually effect; 1. 'i'he caloric engine burns about one-tenth as much fuel as a steam-engine ; hence a caloric ship of the largest size may circumnavigate the globe without stoppiug to lake in coal ; hence, not a sail will ever be seen on the ocean in fifty years after the success of the new principle is certain; hence, machinery will be applied to a thousand arts which now require manual labour; hence, the possibility of the machine-plough; and hence the corning of that good time when arduous manual toil will absolutely cease under the sun. 2, The cost of the caloric engine is about the same as the steam-engine, minus the cost of the boilers. 3. Only one-fourth as many eugineinen will be required on board a caloric ship as are necessary for a steamer. 4. No smoke whatever will issue from a caloric furnace when anthracite is used, and consequently no huge, unsightly smoke-pipe will he necessary, and the rigging will be as clean as that of a sailing-ship. 6. There can be no bursting or collapsing of boilers, for the simple reason that there will be no boilers to burst. The worst accident that can happen to a caloric engine is for it to stop; nor is watchfulness imperatively required, as in no case c m a dangerous accident occur. 6. Owing to the extreme simplicity of the caloric engine, the ware and tare will be very slight, and the duration of the engines proportionally long. And the reader must bear in mind that these are not merely the confident anticipations of an ardent inventor. Two engim e on the caloric principle already exist, which work to admira-

tion, and which may he inspected at the Messrs. Hogg and U la.net. r, at the foot o. l»‘* rte _ r . Street, on the North River. The -ork.ng of o.m of these was so satisfactory that the acute an F merchant, Mr. John B. Kitcbrng, together wit a te friends, embarked 300,000 dollars in the com. tu « a ship of 2,000 tons burden, to test the new pr «o« «* on a scale of such magnificence as to command be tenfion of the civilized world. J hat , n ( d been wor.hily named the “ Ericsson, will be launehe in a day or two, and is expected to mate her trwlmp about the Ist of November. H the Ericsson proves a success, that trip will justly be regarded as the g a event of the year 1852. We have called the cal nc new principle, but it is not. Ihe Ericsson «dl be propelled by the same force as that which cans draught in a warm room, a hurricane in the tropics breeze on a summer’s day, a north-wester in winter. and every other movement of the air,namely, the expansion of atmospheric air by beat. Captain Ericsson s caloric engine will have inside of it a caged hurricane, am - daily produced, and perfectly under command. I expanded air* ill work .he piston juntas steani does wnh the following most important difference: —When portion of steam has done its work in imparling to t u piston one movement, that portion escapes ami coo s that is, ceases to be steam, and new steam has to created to supply its place, hence the vast c nsumpnon of fuel. But in the caloric engine ,t is other* i>e m hoi air, alter having given a stroke to the pis-on, does not escape, hut is caught and caged again, >it ui „ to the reserv ir all but about 30 degrees of its heat, out of the 480 which it had when u entered the c> Under, lienee the economy of the caloric engine. je con irivanceby which ( nplam E-icsson effects this recapture ol the used tempest is caded the “ regenerator an 1 i is one of the most ingenious, yet one o the rao-t simple pieces of mechanism in existence. It is made of wire net, like that of a sieve, and is composed t a sufficient number of layers to form a thic.tn ss ol several inches. In o this, and through t 1 air passes as .1 leaves the engine, and, by coming m contact with such an immense su face of iron, n leaves its heal bemud it, being instantaneously robbed and cooled by its passage through the wire regenerator. However, to he understood, the engine mn-l n .ce , the above can hardly give the ghost of an idea ot its nature. It only remains for us to state that the ship .* building at the yard of Messrs. Perrin*, I attersoo, and Stack, in Williamsburg!., near the liousron-s.reel ferryhouse. As far as land-lubbers like ourselves can judge, she is of strikingly fine model and mpregnable workmanship. The ship is now all alive w.ih me., carpenter-, painters, and machinists, fmsy in preparing her for launching. We shall watch her further progress, and. above all, her final trial, with great interest.