PORT OF AUCKLAND.

New Zealander, Volume 9, Issue 762, 3 August 1853, Page 2

PORT OF AUCKLAND.

SHIPPING INTELLIGENCE. ARRIVALS. Augnst I—Odd Fellow, 20 tons, Innis, from W'aiheki, with 23 tons firewood. August 1 E Hohi, 18 tons, Mokau, from <>|>otilti. with 80 bushels wheat, 80 do. maze, 200 baskets, potatoes, 1 cask pork, 60 hams. DEPARTURES. July 30 —Herald, 25 tons, Tautari, for Russell, with .53 packages sundries, 1 bale slops, 3 do. blankets, 3 dcaen spades, 12 casks geneva, 1 puncheon rura, 1 package tobacco, 78 do sundries, 2 bds. rum, 1 do. brandv. Julp 30—Waterlily, 135 tons J. R. Hays, for Sydney via Coromandel. August I—Odd1 —Odd Fellow 20 tons. Innis, for Waiheki, August I—Louisa, 23 tons, Rutene, lor the Ea»t Cape, with 8 bundles bags, 5 bags Hour 2 hags sundries, Asgust I—New Zealander, 14 tons, Temataku, for Taurangi. August 2—Diana, SO tons, I. Thompson, for the Day of Plenty, with 12 bolts canvas, 2 bales slops, 1 caskbiscuit, 1 bag sugar. August 2—E Hohi, 18 tons, Mokau. for Opitiki, witb 12 casks salt, 1 bag rice. EXPORTS—FOREIGN. Per Waterlily, 60- tons, potatoes, 10 tons kauri gum, 20,000 feet sawn timber. Sydney. AnaivAT.9.—June 3. Noma, brig, Roll?, from Melbourne; Triumph, schooner, Rogers, from San Francisco. 16th March. Vanquish, schooner, Watt, from Melbourne ; William, brig, McKinlay, from Launceston. 4. Frances, ship, Power, from Liverpool, 10th Feb; Napoleon, barque, Wooiley, from Melbourne : Maitland, ship, Miller, from London, 17th Jan; Victoria, Chilian, barque, Owen, froui V«l-

nnraiso, SOth Jan. 5. Satah Moers, Americnn barque Woodbury, from San Francisco. 6*. Countess of Derby Starcich. from La u aces ton. 7. Charles Caitrr, brig, Hocking, from Launceston ; Orkney Lass, barque, Martin, from San Franc SCO Ist April ; Allantiale, barque, Dewson, from the Downs 16th Febiuery; Katharine Stewart Forbes, barque, Wright, from ihH Downs 17th February; Everdine Eizabeth, Dutch barque, Tonjes, from Liverpool 27th February; Fettercairn steamer, Mailler, from Melbourne. June 8. Emma, barque, Kelly ; Rolla, brig, Jloison ; Monarch, barque, Jackson; Jenny Lind,sch., Scbaedtler ; Perseverance, sch, Moliart; Clarence, Pack"!, Sutherland, and Major East'and, sch., Watt, from Melbourne; Mary Lyon, brig, Day, from San Francisco; Australia, Ship,'Avery, from Plymouth, 27th Feb.; Vulture, brig, Robertson, from Hobart Town. 9. Coromandel, barque, Uedden, from Valparaiso, 18th Feb. 10. Corner, sch., Frazer, from Nelson, 11. Cleopatra, steam ship, Cade)], from Melbourne ; Jeune Lucie, soh\ Steward, from South Sea Islands ; Maria, Peruvian ship, Shankland, from Valparaiso 25di March ; Bella Vista, barque, Murphy, and Zone, schooner, Elliott, from Moreton Bay. 14. Waterlily, schooner, Hayes, from Auckland. 15. Delmar, Chilian barque, Thayer, from Auckland. 16. llar;>reaves, brig, Ctough, from Auckland. 17. Shamrock, steamer, Warner, and Waratah, steamer, Bell, from Melbourne. June 19. Amelia, barque, Berkensbaw ; Iraaum, American barque, Waters ; Wiid Irish Girl, brig, Ogilvie; Bonnie Doon, barque, Tutry ; Wanderer, brig, Boggis ; Golden Spring, brig, Moft'att ; Wellington, barque, Brown ; Acacia, barque, Smith ; Prince Albeit, ship, Durham; Mary Nicholson, barque, Francis, and Swan, brig, Laurenson, from Melbourne; Emma, brig, Brown, from Hobart Town. 20. Gratia, brig, M'Millan, from Glasgow, 10th Feb.; Heather Bell, brig, Anderson, from Adelaide; H.M. brig, Serpent, 12 guns, commander Haminet, from Hong Kong 9th November; Malvina Vidal. Hamburgh ship, Jachlman, from Plymouth, 17th March; Thomas and Henry brig, Nickspn, from Melbourne. 21. Courier, brig, Martin, from Melbourne ; Eliza, schooner, Hardy, from Launceston ; Raven, schooner, Jones, from New Plymouth ; Duchess of Northumberland, barque, Mitchell, from Hobart Town. 22. Gratitude, barque, Beel, from Launceston; Julia Ann, barque, Davis, from San Francisco, 12th April. 25. Juno, Dutch barque, Van Albemade, from the Downs 17th March ; Raven, brig, Thompson, from Auckland. 26. NewOrleans, American steamer, Wakeman, from Melbourne; Alert, schooner, Firth, from Watnamhool. 27- Vesta, P.tissian Corvette, Bdruski, from the Cape of Good Hope; Dwioa, Russian sloop, 20 guns, Beparalsky, from Portsmouth, 23rd January ; Bfobers, brig, Allen, from Moreton Bay ; Rebecca, brig. Parsons, from San Francisco 3rd April. 29. Daniel Webster, barque, Macfarlane, from Auckland. July 3. Mohawk, ship, Liddell, from Hong Kong 29th March; Potentate, barque, Phillips, from Launceston; Meteor, Bremen barque, Poppe, from Southampton 17th March ; Gertrude, brig, Georgeson, from Geelong; Psyche, barque, Castle, from Liverpool, 13th February; Hellespont, steamer, Watt, from Melbourne ; Cleopatra, steamer, Beal, from Melbourne. 4. General Michiels, Dutch barque, Prosser, fiom Melbourne; Waterhen, birque,, Dodds, from London, February Bth. 5. Jane, shooner Rea, from Geelong ; James Gibson, schooner, Dawson, from Melbourne, li. Velocity, schooner, Cobban, from Auckland; jane, ship, M'Kinster, from Newcastle, H.M. steamer, Torch, lieutenant Chimmo, and H.M.S. Herald, Captain Denham, from Howe's Island ; Florenlia, barque, Banks, and Agricola, barque, Bell, from Moreton Bay. 7. Shamrock, steamer, Warner, from Melbourne. !3 Gwalior, barque, Taylor, fiom Wellington. 9. Mountain Maid, brig, Peacock, from Akaroa. 10. Chieftain, schooner, Fletcher, from Geelung; Scotia, schooner, Davis, from Otago ; Sea Bird, American barque, Smith, from Melbourne. It. Fettercairn, steamer, Mailler, from Melbourne; Fortune, brig, Lee, from the South Sea fisheries, Fawn, schooner, Bond, from Moreton Bay ; Herculean, schooner, Cooper, from Wide Bay. Waratah, steamer, Bell, from Melbourne. Giiaffie, brig, Gourlay, and Lizzie Webber, brig, Todd, from Melbourne ; Corsair, brig, Johnston, from Geelong ; Blair, barque, Moody, from Manila. Departures,—June 3. Mount Stuart Elphinstone, for Madras ; Marmora, for Auckland : Tartar, for London. 4. Lady Augusta, steamer, for Adelaide. S.Palermo, Robecca, Picard, Jane, and Corsair, for Melbourne ; Robert Syers, for Wellington ; Emma, for Adelaide. 6. Australian, for the South Seas. 7. Margaret and alary, for Geelong; Gazelle, for Adelaide, if. Harriett and Sussex, for Melbourne; Amazon, fur Guam. 9. Mount Alexander, Launceston, .Mousam, and Maria, for Melbourne; Genii, for the South Seas ; William, for Wanganui; Callao, for Calcutta ; Albion, for Wide Bay; Jack, for Moreton Bay. 10. Commo, dore, for Auckland ; William Alfred, for Wellington ; Chieftain, Melbourne Packet. Dart, and Star, steamerfor Melbourne. 15. Pirate and New Orleans, steamers, for Melbourne. 16*. Nebalenia, for Batavia ; F. ttercairn steamer, Alice, and Shamrock schooner, for Melbourne ; John Ritson, for Guam <, Rolla, for Newcastle ; Jack, for Moreton Bay ; Napoleon, for Guam ; Tasmania, for Singapore ; Moa, for Auckland ; Bangalore, for Samaraug. 17. Arrogant, for Port Cooper; Java and Martin Luther, for Ba>avia; Candace, for China. 18. Eliza Hunter, Fanny Fisher, and Nestor, for Guam; Hashemy, for Port Cooper; Cleopatra, steamer, for Melbourne; Juno, for the South Seas. 19. San Francisco, for Callao; African, for Bombay ; Queen, for Calcutta. 20. Victoria Packet, for Melbourne. 21. Comet, for Melbourne. 22. Oriental Queen, for London : Royal Exchange and Blundell, for Java; Shamrock, steamer, and Derva, for Melbourne; Vulture, for Adelaide. 26. Speed, fur San Francisco ; Bella Vista, for Moreton Bay. 29. Jenny Lind, Vanquish, and Spitfire, for Melbourne. 30. Bulgerstein and Louisa Frederics, for Java; Waratah, for Melbourne; Surge, for London ; Thomas, for Behring'e Straits.—July 1. Duke of Wellington, for Guam; Pictura and Rebecca, for Java ; Hendrick, for Batavia ; Tenasserim, for Calcutta; American Lass, for London ; Watcrwitch, for Auckland. 2. New Orleans, steame--, for Melbourne. 3. Zeepaard and Admiral Tromp, for Java ; Pelham, for London ; Spray, for Nelson. 4. Asa Packer, for Adelaide; Emma. Golden Spring,and Wanderer, for Melbourne; Emma, brig, for Hobart Town. 5. Harriett and Monarch, for Melbourne; Wild Irish Girl, for Hobart Town; Freak, for Lauaceston ; Duchess of Northumberland, for Guam ; Hebe, for Singapore ; Eliza, for Launceston. 6. Sarah Ann, for Melbourne. 7. West Wind, steamer, for Melbourne; Iraaum, for Auckland. 0. Amelia, for Hull. 9. Hellespont, st„ and Bonnie Doon, for Melbourne. 10. William, brig, and William, ship, for Newcastle ; General Michiels, for Batavia: Fleetwood, Frances, Wellington, and Velocity (resumed her voyage) for Melbourne ; Mary Nicholson, for Newcastle ; Jeune Lucie, for the South Sea Islands; Aurora, for Calcutta. IS. Abyssinia, for Batavia; Coromandel, for Valparaiso; Panthea, [or London ; Arabia, forAnatom; Raven and Nonpareil, for Melbourne; William and Mary, for the South Sea Islands. THE BOOMERANG PROPELLER. Live-pool, April 6. Yesterday afternoon a trial was made in the waters of the Mersey of Sir Thomas Mitchell's new mode of propelling ships by the boomerang, in lieu of the common screw. The trial trip was made in the Genova, one of Messrs. M'Kean and M'Klarty's Mediterranean steamships, the distance being from the Rock Light to the Crosby Lightship and hack. The boomerang is used in a similar way to the ordinary screw, but its design and construction are widely ditFetent. The original idea was borrowed by the inventor from the peculiar gyrations of the weapon used by the natives of Australia in its flight through the air. That instrument is cresent shaped, but, instead of an arc, it has an elbow in the middle. It is about 2 feet long, and about 2 inches broad, a quarter of an inch thick, and is made of heavy wood. When thrown in the air by tha natives it describes two revolutions, one direct and the other rotatory. By the latter motion it revolves round its own centre of gravity, is enabled to survive the direct impetus with which it is sent up, and is made to screw back to the spot whence it was thrown. 'ibis peculiarity suggested what is called " the boomerang propeller," which, in the course of the day, was described by Sir Thomas Mitchell. After many experiments made for the purpose of discovering the best means of attaching a centre, so as to make the principle applicable to the propulsion of vessels, the various practical difficulties in the way were removed. The elbow-shaped weapon of the savage gliding through the air shows how the difficulty of the centre may be avoided; the cusps illustrate the mode by which engineers may regulate the circumference, while the general form of the missile, in acting obliquely on the radius of the rotatory motion, teaches how it ispossible to embrace two columns of water at once with the least possible surface and the least obstruction to the rotatory motion, but at the same time, with the greatest effect as a screw. The great difficulty- of testing the true value of the invention has hitherto lain, nnd still continues to lie, in the fact tbat screw-vessels are built with apertures too narrow for its application in its entire and complete form. It requires a space equal to at least one-third of the height ot the aperture. Ihe only opportunity the inventor has at present had for testing it—and this a very severe test—is by applying only mutilated portions of it, relying on the more harmonious nature ot its surface compared with the screw now in use, and to its perfect freedom at the centre, which prevents it from choking, and consequently, gives it greater facility for rotatory motion. So great is the mutilation necessary

to admit of a trial at all with ordinary s'pamere, that*, whereas the chief advantage of the boomerang propeller is in its embracing two-thirds of the hehx at once tbe two blades of the one used in the Geneva were not more than one-serenth each of the complete spiral, or le.-s than one-third on tie whole.

Another advantage in the-boomerang is, that from the convexity of one blade and the concavity ot the other, the water is prevented from being driveu to the centrp. and thus choking it, ns in the common screw, and direct steering is thus materially facilitated. The severest test that could be applied was submitted to yesterday. 'lhe pitch of the mutilatd portions was nearly double the diameter,— J e., the pitch was 23 feet 2 inches, and the diameter I 2 feet 3 U dies, so that the working surface was five feet less than that of the common screw, against which it has been tried ; and whereas the common screw weighed 62 cwt., the boomerang was only 26 cwt. Notwithstanding these adverse circumstances, the average speed obtained in slack water was from 9 knots to 91 knots, under a pressure of steam of from 61b. to 91b.; a speed which several scientific gentlemen on board asserted was one knot faster than could have been made by the common screw under the same pressure of steam. In the course of the afternoon the visitors were entertained to dinner in the first class cabin, Mr. Lamont, of the firm of Messrs. M'Kean and'Klarty, occupying the chair. That gentleman, in the cou-se of some observations made after the cloth had been withdrawn, reggretted that complete justire had not fee:; done to the boomerang on this occasion, owing to the inability of the engineer to keep the steam up to a fair pressure of 1 01b. He and the company he represented were, however, so convinced of the great superiority of the boomerang over the screw, tbat they were having one of their vessels prepared for the trial of the new propeller in its integrity. Mr. Lamont also referred to the use of English anthracite, in lieu of coals. They had tried it with complete success in the last voyage of the Livorno, having found that it was iikkp serviceable, and took up much less space. In her previous voyages he Livorno required 17 tons of coal, whereas she had only consumed 12 tons 5 cwt. of anthracite. He thought this would create as great a revolution as the boomerang, because if they could save a quarter of the consumption"of fuel, much inconvenience and delay would be prevented. If the Great Britain, for instance, instead of consuming 1, 500 tons ofcoal on her passage to Australia, only required 1 000 tons, she could accomplish the whole distance without touching at St. Helena for coals. The gain by anthracite instead ofcoal would, in his opinion, be about 35 per cent., besides having the gratifying (act that anthracite was not liable to spontaneous combustion.— Times. THE ERICSSON PROPELLER. It is impossible to look with indifference upon the application of the caloric principle to the American ship Ericsson. Indeed, it may be questioned whether it is not destined to work a change as great as that introduced in its day by steam. The Ericsson once across the Atlantic, and the attempt will he made in the course of a v few weeks, and the shipping world will be in an unprecedented commotion. Two trial trips have been made at New York, and all who were present, including the best judges in America, are convinced that the invention is no longer ofquestionable practicability. " The demonstration is perfect. The age of steam is closed : the age of caloric opens. Fulton and Watt belong to the past; Ericsson is tlia great mechanical genius of the present and the future." At the second trial on the llth instant, representatives were present from nearly ail the New York papers. On the passage up the bay. the party assembled in the cabin, when Captain Ericsson explained the caloric engine in the most satisfactory and lucid manner, leading no point unnoticed. Alter he had concluded, and no one had any more questions to ask, Mr. C. A. Dana came forward, and in a fvw words expressed what he was confident was the sense of all. They had witnessed the performance of the engine, and had heard the extremely clear and instructive explanations of Captain Ericsson, and they were all convinced of the entire success of his great invention. The first thing in the engine which strikes the observer is the magnitude of the cylinders. These are fourteen feet in diameter, six feet more than those of the Collins steamers. There are fjur in the Ericsson, standing in a fore and aft line, two before and two abaft the shaft, and working in pairs upon it. From the base of the cylinder to the summit is about thirtv feet. Each cylinder is double, consisting of what is called a working cylinder and a supply cylinder, the latter being'on top, and united with the other, though of inferior diameter. The working cylinder has the furnace under it ; in 't the active force of the machine is developed in the form of air expanded by heat. The supply cylinder is always co!J. The working cylindtr is 14 feet in diameter; the piston which plays in it has a superficies of 22,300 square inches. The supply cylinder is It feet 7 inches in diametpr, and the area of its piston is 14,500 square inches. These pistons are j lined by powerful iron rods. The stroke is 6 feet.— On the under side of the upper piston are valves, through which the supply of fresh air is drawn after the machine is put in motion. Over the supply cylinth ris a reservoir in which the upward motion of the piston compresses toe air, which passes in there through valves. The connection between the reservoir and working cylinder is by a large pipe running from the former to the base of the latter, i'ne engiue is set in motion by pumping cold air into the reservoir, by hand or otherwise. From the reservoir, through a valve at the bottom of a large conm cting pipe, the compressed air is admitted into the working cylinder over the surface.— Here it is instantly heated, and by its expansion drives up the piston, and at the same time compresses the air in the supply cylinder, and forces it into the reservoir. Then another valve in the connecting pipe opens, and the hot air is let off into the atmosphere. This removes the pressure that has driven the piston up, when its own weight brings it down again, and the escape valve closes. Then the supply valve opens again, and lets' the cold air in over the furnace; it is heated, and so the process goes on. The American ambassador at this court thus alluded to the invention at the Birmingham banquet: "Now yon are a!l well aware of the experiments that have been going on on oar side of the water with regard to the caloric ship, and tbat it has been brought to a considerable degree of advancement. Experiments have been made ; it has been tried for ten hours togetl er ; an experimental trip has taken place on the waters of one of our rivers, and, I understand by the papers 1 have read here, with something like tolerable success. (Hear.) Now, only consider that with a short abatement of speed you will rob the navigation of vessels on the ocean of all tiieir pevils, for it is impossible to provoke danger from explosion where caloric is used instead of steam, while at the same time you reduce the expense to one-fifth or one-sixth of the ordinary amount of fuel. Some few words in explanation of the inventor of this interesting machine may be acceptable at the present time. The inventor, John Ericsson, is a native of the province of Vermeland in Sweden. At a very early age his great ta'ent attiacted the attention of the celebrated count Platen, through whose agency he was appointed a cadet in the corps of engineers ; and, at the age of twelve years, a nivelleur at the grand ship canal, under the count. Several works of a meritorious character emanated from him at this time—amongst others, an engine to work by the application of flame. The hope of propagating this contrivance brought him to England in 1826, but success did not attend him; he found that the clear and vivid flame of pine wood could not be obtained by mineral coals, and this proved fatil to his scheme. He afterwards became connected with Messrs. Braithwaite, the eminent engineers, and invented the " Novelty,'' one of the locomotives which competed for the priz-> upon the Liverpool and Manchester railway in 1829. This was followed by the steam fire engine, which created at the time so great a sensation in London. He was also one of the earliest advocates and inventors of the screw propeller. The caloric engine, his las', work, has been, it may be said, his hobby for very many years, and an immense amount of both labour and capital has been expended in bringing it to its present form. In the letter of the New York correspondent of a Californian paper, it is remarked that the engine is destined to create a change soon in our shipping interests ; and it may not be without interest to add further, that over three hundred orders for eugines of various degrees of power have been received by the inventor. 1 need not say that all scepticism with regard to its success and adaptibility to the purposes for which steam is now used has disappeared, and that that its adoption by machinists and engineers, will only he limited by the powers of its mp.kers to execute orders. Thero is very little excitement attendant upon this discovery ; much less, indeed, than there would have been some years since in our country, or at the present day in any other country, with the"exception of England. But we are too much accustomed to improvements, to regard them otherwise than as matters of course; and so practically do we look at them, there are few of us who are not directly interested in their success. The amount of stock for which subscription could be procured to-day in our large cities for the incorporation of Ericsson companies, is not to be estimated.— Liverpool paper.