The Sun.
London, England, 1852-09-07 00:00:00

EVENING, SEPTEMBER 7,

omit to urge every available plea for treating those
precious
rocks as the common property of all who
might, choose to vi,it them. But the rights of the
Peruvian Republic were so clearly indisputable that
our Foreign Secretary had no choice but to declare
that British subjects could not be protected in
carrying off the property of Peru against her will.
Perhaps the ardour of the Americans may have de-
rived a fie .11 stimulus from the thought that they are
seeking what England has failed to obtain. At
all events' it is difficult to believe that the real
grounds of the Peruvian claim are known either to
the people or to the Government of the United States.
The facts, however, are so few and simple that con-
tinued ignorance will be inexcusable. A brief sum-
mary will convince any European, at least, that Peru
has right on her side, if she has not might. The
Lobos Islands—that is, the islands of the sea-wolves
or seals—consist of two groups, lying respectively
about twelve and forty-one miles from the coast of
Peru. Their Spanish name and their proximity to
make
the continent, would alone it prima facie pro-
bable that they were, from an early period, reckoned
as part of the dominions of
Spain, and that they
therefore belong to the Republic which has now suc-
ceeded to her rights. There is abundant evidence
that they have, in point of fact, been so treated by,
Spanish authorities. A map, which was in all pro-
bability made 200 years ago, and the longitude of
which is calculated from Toledo, places a group of
islands, inscribed " Isolas de los Lobos," within the
territory of Peru ; and it is added, in a note at
the bottom, that they were first discovered in
1574. In 1748, two eminent
Spanish navigators,
Juan and D'Ulloa, published a narrative of voyages
in which the Islands of Lobos are specially mentioned
by name as one of the points
to be made, or at least
to be sighted, by vessels bound to Paita; and in 1787,
Alcedo, in his " Geographical and Historical Diction-
ary"—an authority which even Mr. Webster, in his
dispatch we published yesterday, affects to respect,
while attempting to evade its decision—particularly
describes them as comprised within the Vice-Royalty
of Peru. Accordingly, when, in 1834, the British
schooner Campeadora was employed in seal-fishing off
the islands, without the permission of the Peruvian
Government, the local authorities laid an embargo on
the vessel. It is material to bear in mind that, as
guano was not then known as an article of foreign
commerce, it was not for the sake of that recently de-
veloped source of wealth that the Peruvian Govern-
ment thus treated the islands as part of its possessions.
The matter was brought under the notice of Lord
Palmerston, who was then Foreign Secretary, and he
acquiesced, without the slightest hesitation, in the
claims of Peru. In 1847, the Government of the
Republic had a survey made of all the places within
its dominions were guano was found, and in that
survey the Lobos Islands are minutely described, and
the amount of their stores carefully estimated. In
short, the title of Peru to the Lobos Islands is as clear
as any title can be to a territory not actually occu-
pied by man. The islands have not been inhabited,
for the best of all reasons—viz., that no human being
could have any inducement to wear away life on
barren rocks of slate and granite, partial) covered
with beds of manure. That the Peruviansy have not
been in the habit of resorting thither for guano is
readily explained by the fact that they possess bound-
less stores of the precious commodity in more acces-
sible spots. But they have not altogether neglected
the islands. From time immemorial, the Pertivian
Indians have been accustomed to go there to obtain
seals, birds, and eggs, cargoes of which articles they
have carried to different places on the coast. The
Government, however,fearing,that the birds would be
scared away by strangers, and that the deposit, would
consequently cease, have attempted, by every means
in their power, to prevent the visits of these Indians.
It is difficult to see how there could be a more com-
plete occupation of a spot which derives the whole of
its value from the fact of its being uninhabited. As
for the pretence that the islands were only discovered
in the 19th century, not only is it contrary to known
historical fact, but their geographical position renders
it utterly absurd. They are but a portion of a great
bank of rocks which rise above the surface at different
points of the Peruvian coast. Centuries before Eu-
ropeans ever saw the Pacific, the subjects of the Incas
knew the uses and the value of guano; and all
islands in their vicinity, containing deposits of a sub-
stance on which the agriculture of Peru entirely de-
pends, must have been known to the Indians as well
as the Scilly or the Channel Islands are to ourselves.
" Both islands," says M. de Rivero, in a letter ad-
dressed last May to Lord Malmesbury, " may be
easily seen by any vessel navigating the space which
divides them—a course which is taken generally
by almost all the vessels engaged in the
coasting trade on that part of the coast of
Peru." It is a curious illustration of the quiet
manner in which a gentleman sitting behind a table
at Washington, or in Downing-street, disposes of the
ends of the earth, that Mr. Webster could coolly say,
a won lb ur two ago, It is quite probable that Ben-
jamin Morrell, junior, who, as master of the schooner
Watson, of New York, visited those islands in Sep-
tember, 1823, may justly claim to have been their
discoverer. He gives a full account of them in his
narrative, published in New York in 1832." It
must have struck Peruvians as a little remarkable,
that islands among which their boats and catama-
rans had been plying for many generations should
have been " discovered" in 1823. It will be seen,
however, that Mr. Webster himself is aware, by
this time, that he went a trifle too far when he
advanced that extraordinary theory. In his latest
dispatch on the subject, the
claims of the
American skipper are wonderfully attenuated ;
and " the truth appears to be that Captain Morrell
was on a voyage of discovery, and that he did in fact
discover, or was supposed to have discovered"—not
the islands themselves, but—"guano on those islands.'
The recklessness with which Mr. Webster advances
assertions which he is compelled to retract almost as
soon as uttered, and the audacity with which he
" supposes" whatever suits the purpose of the mo-
ment, may relieve us from the necessity of pursuing
his argument further. But the truth is, these are but
idle historical disquisitions in the eyes of Americans—
totally beside the question when they want guano,.
and are not afraid of war. This is the
real secret of
their high words. They are, or think they are, Prepared
for war, for they have never yet felt what it truly is.
They see it only on its bright side, as the readiest
mode of gratifying their wishes; and men who can
look on war in such a light are usually prompt and
unhesitaling in all they do. We hope, however, that
we may infer from the closing paragraph of Mr.Weh-
ster's last dispatch, in which he condemns "private
war," and talks of "further examination of the
case," that the Cabinet of Washington have not fully
decided to carry off the guano first, and inquire into
their right afterwards. At all events, if the Ame-
ricans resort to force without any pretence of right,
their conduct must be set in its true light.
What-
ever may be the issue of this dispute, it concerns not
only Great Britain, but all mankind', that the simple
truth of the case should be universally.knowo,
f andthe
that American cupidity should be stripped °
ifi ation
mask of justice which a perversion and fsis•-c
of facts might enable it to assume.
A

THE CALORIC SHIP.

A NEW MOTIVE POWER.
(Fretn the New York Daily Tribune.)
We took a hasty glance on Monday at the new
steam-ship, building by Perrine, Patterson, and
Stack, in Williamsburgb, and intended to test tho-
roughly the celebrated caloric engine invented by
Captain Ericsson, and which, if puccfs,ful, bids fair
to supersede steam in all the innumerable uses to
which that power is applied.
Captain John Ericsson, a distinguished theoritical
and practical mechanic, member of many scientific so-
cieties, and Knight of the Orderi ofl Vasa, was born
in Vermelaud, Central Sweden,
taste for mechanics while acnh.ldBo3. Hisstdro ng
was notic eby
Count Phten, an influential member of the
Swedish Court, who procured for Ericsson
(when only nine years old) a place as
cadet in an engineer corps, and at thirteen years old
he was made a leveller in the survey of the proposed
ship canal from the Baltic to the North Sea. Sub-
sequently, he left the corps and entered the a. rmy of
Sweden, at first with the rank of ensign ; still he
spent much of his time in mechanical studies
speculations, and projected one of his earliestnotaablde
inventions—a " Flame Engine," intendeldt6o
workh
in wee bn
innyt
condensing flame instead of steam. In 82
to England with the idea of putting his engine
operation, but was seriously disappointed in learning
that mineral fuel would not answer. Of course the
machine was a failure, and was never revived. But
the inventor was not disheartened, for in 1829 he com-
peted for the prize offered by the Liverpool and Mau.
chester Railroad for the best locomotive, and built one
which ran at the (then) incredible speed of fifty miles
per hour. A few years afterwards Mr. Ericsson
came to this country, where his name has become
widely known in connexion with numerous inventions
of great utility. His improved management of guns,
as applied on board the United States steamer Prince-
ton; his propeller, his semi•cylindrical engine, his
centrifugal blowers, &c., are well known. He added
not a little to our department of the Great Exhibition,
last year, where he had a new instrument for mea-
suring distances at sea, a hydrostatic gauge for
measuring fluids under pressure, a reciprocating
fluid-meter, an alarm barometer, a pyrometer, a
rotary fluid-meter, a new sea lead, model of a gas-
engine, &c. But of all his inventions, that which has
attracted most attention, and which (if successful)
will work a revolution in motive power hardly second
to that of steam itself, is the calorie engine. This
invention was first brought before the public in
1833, at London, where he made an engine of five-
horse power, and exhibited it in operation to several
scientific gentlemen. It was timidly but gene-
rally approved by intelligent men; but Brunel
(the engineer of the Thames Tunnel, a most extraor-
dinary and much ridiculed undertaking), and Pro-
fessor Faraday (the eminent chemist), decided against
the feasibility of the machine, and by means of the
powerful indirect influence of that decision the Eng-
lish Government—which had at first seemed inclined
to give the matter their attention—let it drop, and it
was soon forgotten by the public. Latterly Mr. E.
has revived the caloric engine in this country, and
built two or three which have been in successful ope-
ration for nearly a year.
Two are at work in the foundry of Messrs. Hogg
and Delamater, foot of Thirteenth-street, N.R., one
of five and the other sixty horsepower; the latter has
four cylinders. Two, of seventy-two inches in
diameter, stand side by side. Over each of
these is placed one much smaller. Within these
are pistons, exactly fitting their respective
cylinders, and so connected that those within the
lower and upper cylinders move together. Under
the bottom of each of the lower cylinders a
fire is applied. No other furnaces are employed.
Neither boilers nor water are used. The lower is
called the working cylinder ; the upper the supply
cylinder. As the piston in the supply cylinder moves
down, valves placed in its top open, and it becomes
filled with cold air. As the piston rises within it these
valves close, and the air within, unable to escape as
it came, passes through another set of valves into a re-
ceiver, from whence it has to pass into the working
cylinder to force up the working piston within it. As
it leaves the receiver to perform this duty it passes
through what is called the regenerator, which we
shall soon explain, where it becomes heated to about
four hundred and fifty degrees, and upon entering the
working cylinder itis farther heated by the fire under-
neath. We have said the working cylinder is much
larger in diameter than the supply cylinder. Let us,
for the sake of illustration merely, suppose it to contain
double the area. The cold air which entered the
upper cylinder will, therefore, but half fill the lower
one. In the course of its passage to the latter, how-
ever, we have said that it passes through a regenator,
and let us suppose that, as it enters the working cy-
linder, it has become heated to about four hundred
and eighty degrees. At this temperature, atmo-
spheric air expands to double its volume. he same
atmospheric air, therefore, which was contained within
the supply cylinder, is now capable of filling one of
twice its size. With this enlarged capacity it enters
the working cylinder. We will further suppose the
area of the piston within this cylinder to contain a
thousand square inches, and the area of the piston in
the supply cylinder above to contain but five hun-
dred. The air presses upon this with a mean force,
we will suppose of about eleven pounds to each
square inch ; or in other words, with a weight of
5,500 pounds. Upon the surface of the lower piston
the heated air is, however, pressing upward with a
like force upon each of its one thousand square
inches, or in other words; with a force of 11,000
pounds. Here, then, is a force which, after over-
coming the weight above, leaves a surplus of 5,500
pounds, if we make no allowance for friction. This
surplus furnishes the working power of the engine.
It will be readily seen that, after one stroke of its
pistons is made, it will continue to work with this
force, so long as sufficient heat is supplied to expand
the air in the working cylinder to the extent stated ;
for so long as the area of the lower piston is greater
than that of the upper, and a like pressure is upon
every square inch of each, so long will the greater
piston push forward the smaller, as a two-pound
weight upon one end of a balance will be quite sure to
bear down one pound placed upon the other. We
need hardly say, that after the air in the working
cylinder has forced up the piston within it, a valve
opens, and as it passes out, the pistons, by force of
gravity, descend, and cold air again rushes into, and
tills the supply cylinder, as we have before described.
In this manner the two cylinders are alternately sup-
plied and discharged, causing the pistons in each to
play up and down, substantially as they do in the
steam-engine. We have endeavoured to explain the
construction of the caloric engine. Its most striking
feature consists in what is called by its inventor the
regenerator. The power of the steam engine depends
upon the heat employed to produce steam within its
boilers, but that heat, amounting to about 1,200 deg.,
is entirely lost by condensation the mordent it has
once exerted its force upon the piston. If, instead of
being so lost, all the heat used in creating the steam
employed could, at the moment of condensation, be
reconveyed to the furnace, there again to aid in pro-
ducing steam in the boilers, but a very little fuel
would be necessary ; none, in fact, except
just enough to supply the heat lost by ra-
diation. Now, the regenerator is composed of
wire net, somewhat like that used in the manufac-
ture of sieves, placed side by side, until the series
attain a thickness say of twelve inches. Through
the almost innumerable cells formed by the intersec-
tion of these wires the air must pass on its way to the
working cylinder. In passing through these it is so
minutely subdivided that the particles composing it are
brought into close contact with the metal which forms
the wires. Now let us suppose, what actually takes
place, that the side of the regenerator nearest the
working cylinder is heated to a high temperature.
Through this heated substance the air must pass
before entering the cylinder, and in effecting this
passage it takes up, as is demonstrated by the ther-
mometer, about 450 degrees of the 480 degrees of
heat required, as we before stated, to double its
volume. The additional 30 degrees are commu-
nicated by the fire beneath the cylinder. The
air has thus become expanded ; it forces the piston
upward ; it has done its work—valves open—and the
imprisoned air, heated to 480 deg., passes from the
cylinder, and again enters the regenerator, through
which it must pass before leaving the machine. NVe
have said that the side of this instrument nearest the
working cylinder is hot, and it should be here stated
that the other side is kept cool, by the action upon it
of the air entering in the opposite direction at each
up-strokeof the pistons. Consequently, as the air
from the working cylinder passes out, the wires ab-
sorb its heat so effectually, that when it leaves the
regenerator, it has been robbed of it all, except about
80 deg. In other words, as the air passes into the
working cylinder, it gradually receives from the re-
generator about 450 deg. of heat ; and as it passes
out, this is returned to the wires, and is thus used
over and over, the only purpose of the fires beneath
the cylinders being to supply the 30 deg. of heat we
have mentioned, and that which is lost by radiation
and expansion.
The regenerator contained in the 60-horse engine
we have examined, measures 26 inches in height and
width internally. Each disc of wire composing it
contains 676 superficial inches, and the net has ten
meshes to the inch. Each superficial inch, therefore,n
contains 100 meshes, which, multiplied by 676, gives
glvee
67,600 meshes in each disc, and ag 200 d
em-
ployed, it follows that the regeneratiosres
there arei as
contans
13,520,000 meshes, and consequently? Bs - ,
many small spaces between the discs as tnere are
meshes, we find that the air within is distributed in
about 27,000,000 minute cells. Hence
volume of air,
it is evident
that nearly every particle of the whole
in Passing through the regenerator, is brought into
very closecontact with a
surface of metal, which
heats and cools alternately. The extent of this sur-
estimated, almost surpasses be-
fit', when accurately

fromYTef
aTTACK UPON BRITISH SHIPPING IN THE
twelve
;Taganrogfiredquantity guns of round and grape shot into her, which carrr
away
roe h they
rope, and cut the gaff topsail into ribbons
the boat to the old Castle of Europe, with
• im
running down the
car-
rent which pass given him at Constantinople, and two dollars
andP e ed they fired at her, would not allow the crew to land,
DEATHS org
(the Turks) demanded; but as the boat ap-
proached
not
brill even refused to take the pass. The captain
the vessel to an anchor, in consequence of a stror?gdclutara-a
, theo windlass
Two.and
WELL
-KNOWN
being broken at the time. C • gives publicity to
Nis, in order aptain Reed g event the
like that some notice may be taken, to Pr
occurring a • 71,
again.'
ATE MOn
Saturday at the
Five
Bells , en
inquest was held by Mr. W. Carter,
Lewes a
dist' avetn, Bermondsey, on the body earedfli he had
been nguished sculler on the river. It app that.
. put aboard a boat to get into one of the ships in the
river, at Gore's roads, and in the evening his lifeless body
Blessrs. Dudden's
was discovered lying on the shore on
causeway, at Bermondsey. Theconsidered he had c-
cidentally fallen into jurya
verdict to that effect
was returned. A. the water, at
lace before Mr. Car-
ter, at the Heroo
~.eCoantedrlionotrVetron, P
' waterloo-read, on the
body
of Thomas 1
Cookson, one of the great rowers of former
ys, who was found dead under singular circumstances. Of
late he has become aralysed and was, out of kindness, put
with his wife, to take •of some premises in the West-
minster-road, sp
'left him for a short
On Wednesday wife
y his
time, and stupor; she tried to
on her return found him in a
arouse him, and sent for a surgeon, who pronounced him
dead.—Verdict—Accidental death.
SHOCKING DEATH BY FIREARMS.
--A most shock-
ing occurrence has just happened at the village of Longford,
near Gloucester. It appears that a labouring man, named
James Baylis, living at the Workhouse farm, Longford, 'who
had lately been em
lo •employed at harvest work, for which de-
scription of labour the3re has lately been a great demand, was
going on Friday mornin to stack some beans. It is sup-
posed that he had seen some partridges on the previous day,
for he had taken down his
fun before going to work, and
had loaded it for the
purpose of taking it with him. Having,
however, the fear of the law before his eyes, he resolved to
put the gun, loaded as it was, into his jacket pocket. He
therefore took the stock from the barrel, and, having loaded
the barrel, and put the cap upon the nipple, he was in the
act of depositing the barrel irt his pocket, muzzle foremost,
when it is supposed that the nipple, with the percussion cap
upon it, struck with violence against a rafter in the ceiling
of the room and exploded. Tho charge of shot passed coin.
pletely through his body and heart, and, with an exclama-
tion to his wire, he fell down a corpse in the room. His
wife, who was in bed at the time, rushed down stairs, and
was just in time to see her husband fall lifeless upon the
floor. An inquest has since been held on the body, before
Mr. Lovegrove, coroner for Gloucestershire, and a verdict of
" Accidental death" was returned.
Sir James Carnegie, Bart., of Sonthesk, and the
Hon. Lady Catherine and family, arrived at Kinnaird Castle
on Tuesday last, from GlendYe, where the worthy knight has
been enjoying the sport of the moors. A large and select
party is expected soon to share in the partridge and deer
hunting, for Which the estate of liinuaird 43 so celebrated.

lief. The wire contained in each disc i 5.1,140 feet . ACCIDENTS IN lifigS. ), :,
fief.
and tha contained in the regenerator is conse• NEwcesamE-upoN. d -: '.'"
the
p r tzle.
1 Ylti E :F ,• .es
quently 228,000 feet, or 41i miles in length, Ihe super- a meeting of considerable ' . ---t. '
field! measurement, of wh.cti is equaltothaentiresurtace ' not only t0.1€3 iatercst an simportilegi t ,
the country
of Northumberland
of four ste;vn-b6ilers, each forty feet loop, and four : Do' bars, but to
feet in di2meter ; and yet the regenerator, presenting ; does, the security
twAlaiscahlesl do
Society
ttyh 1 e rovfa t itohne onf a t humaniona I
this great amount, of heating surface, is only aLout ' very extensive de ,
two feet cube, less than 1.1920 of the bulk of these
nthttha;ristdreteouo:ii.ltry at Large, affecting, as
four boilers.
levol‘ed in this wonderful process, of the transfer ing was the public
ofinauguration of an association as-
and retransfer of heat, is a discovery which justly Fuming to itself the title of •' The North of England
ranks as one of the most remarkable ever made in Institute of Mining Engineers," and which proposes
physical science. Its author, Csrnain Ericsson, long to devote itself to the
prevention of •
science .
since ascertained, the• The, Literaryob object
andof
thei Pnl'diheumilsoietnsreoyt -..
accident in mines,
and upon ibis is band the sublimest nod the advancement of mining
feature of his caloric engine, that aanospheric air The meeting was chi fly composed of
coalowners
and and other permanent gases, in passing through a dis- mining engineers, the latter preponderating.
Lance of only six inches, in the fiftieth part of a ses Mr. N. Wood, the chairman, an extensive
cond of time, are capable of acquiring, or parting engineer and proprietor in
Northumberland, pro-
witb, upwards of four hundred degrees of heat. He ceeded to address the meeting. He begged to COD.,
has been first to discover this marvellous property gratulate the members of the society on the progress
of caloric, without which atmospheric air could they had made towards its establishment—namely,
e
not be effectively employed as a motive the association of upwards of seventy members, th
power. The reason is obvious. Until ex- appointment of officers, and the subscription f
panded by heat, it can exert no force upon the I amount of funds sufficient for a commencement. The
piston. If much time were required to effect this, the I object of the institution was twofold—first, by a
movement of the pis'.on would necessarily be so slow union or concentration of professional experience to
as to render the machine inefficient. Captain Ericsson endeavour, if possible, to devise • measures which
has demonstrated, however, that heat may be corn- might avert or alleviate those dreadful calamities
municated to, and expansion effected in, atmospheric which had too often produced such destruction to life
air, with almost electric speed ; and that it is, and property, and which left such misery and distress
therefore, eminently adapted to give the greatest among the mining population of the district ; and,
desirable rapidity of motion to all kinds of machinery. secondly, to establish a literary institution more par-
`Thes ship is now approaching completion, and is the titularly applicable to the theory, art, and practice of
finest specimen of naval architecture (especially in mining than the institutions in the locality or within
point of strength) ever created in this country. The the reach of the profession there. The claims of such
of engines,b being placed in the centre of the vessel, admit an institution to the support of the coal owners of the
_athe.tter form of midship section than in steam-ships. north were all powerful. Who were so interested as
Of
ais the builders have availed themselves by giving they in the prevention of accidents in mines ? As,
suchrise to the floor that strength and easy lines for too, one of • • objects its prominent was to endeavour to
Passing through the appropriatelycombined.
The lines of the
b ship at the entrance are singularly stracting the coal, the proprietor as well as the
fine ; and yet,
very judicious application of the worker of a mine, was no less concerned in its
"waive line," yasait is technically called, the bow prosperity.
Acting as a body, every plan brought
possesses all the fulness good before them would requisite for a sea-
boat. The run is alike
biped with stability and requisite
for easy lines, corn- investigation,. and if they found any subject
strength of floor, which is requisite bearing. The practicalrequired
ldillustration or experiment, he felt
stem to stern, surpasses builtanything
assuredtheyfor we have seen in in placing their pi s at their disposal for such a pur-
ships in the world. In order tprodueing the best pose. (Hear, hear.) Adverting to the second part of
give additional the object of the institute, that which was more purely
strength to the ample timbers, to
ne
banded by a double series of dia 0 entire frame is of a scientific, practical, and professional character,
bars of iron, let into the timbers agt zinet braces of flat and which might generally be summed up in the
three feet, each series being riveted n ervals of about theory and practice of the winning and working of
to
points of intersection. In addition to at all the collieries, the chairman proceeded to point out in
central keelsons, there are six engine _the ordinary much detail the importance of collecting in the
keelsons b 1 0 ted archives of their institute detailed pans tha differ-
on the top of the floor timbers, forthreesfourth's
length of the ship. On these keelsons the bed ofl the ent instruments used here and on the .Continent in the
of the engines are secured by bolts passing ') ates boring of coalmines and Artesian wells, the various
the floor timbers. These bed-plates extend over throughthe lugs modes of sinking pits, records of the various sink-
entire area occupied by the engines, and present aeon- differentirigs for coal in the district, and descriptions of the
tinuation of iron flooring, not witnessed in any steam- water engines and apparatus employed for raising
ship. The security thus attained is further enhanced by n
rh out of the mines and working them generally.
dispensing entirely with the numerous holes through braenychniust not, he added, neglect a most important
the bottom of the vessel, which in steamers are notes- the cultivation advancement of the science of mining, or
sary, and have often brought that class of vessels to particularly ion of those branches of science which more
a sinking condition. The engines being arranged in mineralogy appertainedohe to their profe,sion. Geology,
pneu-
the centre of the vessel, the decks are not cut off as matice, and meclilaains.try, mechanical philosophy,
in steamers; and as the whole of the machinery is occupy the attentionleBfwere all subjects which would
all the individual members of
confined within a vertical trunk 76 feet long and 18 the institute. lie had
feet wide, ample space is left on each side of the ship outline of the constitutionowee endeavoured to give an
for state rooms along its entire length, with unbroken and the duties which would be imposed society, its objects,
passages, fore and aft, on either side. The freight need scarcely add bow important
tth upon it. He
deck also presents an unbroken area fore and aft, di- to the members of the society but to
were, not only
minished only in width in the central part of the comprised within the scope of its laboute the interestss. He con-
vessel. The coal being carried in the bottom, at each chided by invoking the support of noblemen
side of the engines, the fore and aft hold are clear for tlemen, and of all persons interested, from feelings
andl gen-
freight. The central arrangement of the engines in- hum pity, sin nity, in the prevention of eccident • ee-
ings of
mines, on
volves, of necesstiy, a central crank, and thus the behalf of the society.—(Appla use.)
spar deck presents an uninterrupted area on both No resolutions were proposed or passed ; but a n
sides, the ordinary objectionable crank hatches ber of colliery owners and viewers resident ' Urn"'
In the
being dispensed with. The slow combustion district were enrolled es members.
peculiar to the caloric engine renders the huge smoke On the motion of Mr. WALKER, seconded by Mr-
tunnel unnecessary. A short ripe to carry off the lIINDRAUGH, a vote of thanks was accorded to the
gases produced by the combustion in the furnaces chairman by acclamation, and the proceedings ter-
takes its place in the caloric ship. The absence of urinated.
steam in every form is sufficiently important in pro-
ducing a more pleasant atmosphere than in steamers,
but far more remarkable is the fact that the quantity
of air which will be drawn out of the ship by the action
of the supply cylinders of the engines, will exceed
sixty tons in weight every hour. Captain Ericsson in,
calling our attention to this fact, furnished us with a
few figures that we feel certain our readers will need,
as much as we did, to comprehend how so vast a ven-
tilation is effected. Each supply piston presents an
area of 102 superficial feet, with a stroke of six feet.
612 cubic feet of atmospheric air will, therefore, be
drawn into the engine at each stroke; and when the
engine makes fourteen strokes per minute, 8,568 cubic
feet. But as there are four supply cylinders, they will
in this space of time draw in 34,272 cubic feet ; and
in sixty minutes there will be thus circulated
2,056,320 cubic feet. The weight of atmospheric
air is nearly 13i cubic feet to the pound, and thus it
will be seon that 68 tons of air are drawn from the
interior of the ship, through the engines, and passed
off into the atmosphere, every hour. The effect of
such an extraordinary system of ventilation, in puri-
fying the atmosphere of the ship, is self. evident.
The simple construction of the caloric engine, and
the small quantity of coal to be handled, will reduce
the number of engineers and firemen, in the aggre-
gate, to less than one-fourth the complement required
for steamers. This great reduction in the number of
men, whose duties are incompatible with strict clean-
liness, will still further promote a purer state of atmo-
sphere in caloric ships than in steamers. Again, as no
smoke whatever is produced when anthracite coal is em-
ployed, the masts and rigging of the caloric ship will
be as clean as in sailing vessels. IVe examined the com-
bustion of the 60-horse caloric engine most critically.
No smoke could be detected from it, and we arrived
at the conclusion that with such a slow combustion
and easy firing smoke cannot possibly emanate from
the anthracite consumed in the furnaces. Europe
has scarcely any of this fuel, and in a national point
of view, therefore, the introduction of the caloric
engine is important. The following are some of the
dimensions and statistics of the ship :—Length, 250
feet ; beam, 40; hold, 27; tonnage, 2,000 to 2,200 ;
diameter of wheels, 32 feet; face of wheel, 11?2- feet ;
power of engines, 600 horse; consumption of. coal per
of men in engine
day (24 hours), 8 tons ; number
00 . s
department, 10 ; number of sailing crew,
with room for en-
pas-
senger accommodation for 200,
largement to double the capacity; room for 1,500
,
tons freight ; cost, in the neighbourhood of 300 000
dollars. ,
The builders expect to have the ship afloat by the
middle of September. The scientific and commercial
world will watch with deep anxiety the result of this
grand experiment with the caloric engine. Should it
tail, a contingency, by the wiry, which its friends
deem most improbable, the world will lose nothing,
and the experimenters comparatively little, since the
strong and beautiful ship may be put to other uses in
ordinary steam navigation. Should it succeed, the
days of steam are numbered, and explosions and
burnings will be no more ; the important reduction
in the cost of power will introduce the new engine
everywhere, and we shall soon record the arrival of
the United States Mail Air-ship from Liverpool, the
fine air-boat from Albany, &c., as familiarly as we
now note our steam-ships and steam-boats.

ACCIDENT ON TEM SIIREWSBURY AND
CHESTER RAILWAY.
Yesterday (Monday) an inquest was held at the
Woodward public-house, Coton-hill, Shrewsbury,
before Mr. George Gordon, deputy-coroner, on view
of the body of an aged woman, named Mary Lewis,
of Baschurch, who had been killed by an excursion-
train passing over her on Saturday night last. The
remains of the poor creature presented a sad spec-
tacle ; the head was completely severed, and the
other parts of the body were most dreadfully muti-
lated. Joseph Woodvine, a labourer on the line at
Baschurch, stated that he saw deceased walking down
the line, towards Perry-bridge, between seven and
eight o'clock on Saturday night. He went up to her
and told her she was on trespass, to which she re-
plied, " I know all about it." He then asked her
her name, and where she was going ; but
1 she refused to tell him, and, on his saying that he
would follow her to see where she was going, she re-
' torted, "If you follow me, I will knock your brains
sheep,
ep hsith
fancied
out!" Witness then went home. He further stated
that poor people were in the habit of going on the
line to pick up coke. Henry Whittaker said be was
the driver of an excursion train which left Chester for
Shrewsbury at 7 25 P.M., arriving at the latter place
et 9 o'clock. The night was very dark and the rain
came down in torrents. On examining the engine at
the Shrewsbury terminus he found the shawl pro-
duced on the buffer plank. He examined the wheels,
but did not see the least symptoms of blood. An-
other train left Chester for Shrewsbury at S o'clock
on the same evening. The shawl was here identified
by Woodvine as the one worn by the woman
whom he had seen walking on the line. Abraham
Carlin, engine-driver, lett Chester for Shrews-
bury with a goods' train early on Tuesday morning,
and when within 150 yards of the Perry-bridge be
first saw the body of deceased. The body being on
he waswreawhes
did
;irunning,bdsubaruwnytnot
a t
informationtc
thinking
cap
pnho
,pke
and
ctnnhoad eu ilottdnr
wasawnt i
hona tes.
the
of h
veryo-r akiroltsg o
w, on which
distinctly
heortrain
however,
a e sri
at what
Te seei
ht either e
sr, a de
arrival
given to Mr. Jeffreys, superintendent of the locomo-
teinveindeeptaorttedheenst,owt h.orree they hadturned with thth
them
seen the body.eona special
To
their horror they found the mangled remains oithe
g p where
unfortunate woman, the head being about three yards
distant from the body. The body
towa3d recogndised_bye
jury returned a verdict of "
Edward Lewis, brother-in-law
severely reprimanded for not
Woodvine was recalled by deputy-coroner, Accidentally
killed."an,
the
forcibly eputy- coroner,
e j
eecctienagsedeaTseed
from off the line.

A SHIP-
.IIPEAL.
BUILDER ON NAVIGATION-LAW E
The new iron screw-steamer Eagle,
in connexion with the paddle steamerobSee Nymph
d for Mr. Dar-
tween Liverpool and Newry,
was
launssrs. Thomas
gun, of Dublin, from the yard
of
Mesuceessful launch,
Ver-
non and Sons, on Tuesday. , id Vernon, sen.,
After a
r. intended
_yro toph Ter!
a select party sat down to hins's the seventeenth iron
stated that the Eagle was
abcti briefly adverted to the
'vessel they had built; and, having
ae
fears which the repeal
of
had only tended to draw out
in-
spired, but which repeal n navigation-laws had
fl &barmen, and to their benefit
the latent energy of —0 then glanced at the revolution
rather than injury.
purposes of ship-building. W. e
• to the
being
adaptation of iron
hi Vernon) iron screw-steamers
Good
which was being effected in the shipping world by the
find (continuedthe American.
and in other im-
portant in.
the Australian trade, .
in .
trade, in the Cape of
and I have no hesitationthat
saying
trades;
foreign trade is carried on by
a
ere long wherever.
see tal and British enterprise, there must iron
British -- Ise be employed,
Hope trade,in r.
as it will, ere long,
screw-steamers
be
discovered that no other description of
ships are
~ e mein equal to them in point of regu-
larity, safety, ffi ' y, and economy. Now, if this
thy
really
be the case, what have we to fear from the
eepea- °
f the navigation-laws, or even from free
trau.
ae ? The navigation-laws, as they now stand, will
be neutralised, and not affect us at all, inasmuch as
foreign vessels will have no chance in coping with
British screw-steamers ; and no foreigners can build
iron ships so cheaply and so perfectly As we can. It is
true foreigners may ultimately get in the Way of making
steam-engines and iron ships. But merely to learn how
to build
well as ian iron shi
other
r tr is not enough ; for there is in that,
as nades, a continuous progression
towards perfection ; and we, as a nation, have got the
start, and are, in fact, a long way ahead ; and our dis-
tinguishing capabilities and our national and local ad-
vantages will always facilitate our onward course, and
give us the pre-eminence in this trade over all the nations
of the earth ; so that foreigners who, a short time sr,
we were afraid would bring their ships and perform a
considerable part of the trade of this country, now have
to abandon that idea, and to come to us for iron screw-
steamers to perform their own local trade. And thus, ,
what was once thought to be a great national onla.mll
will, I have no doubt, turn out to
na-
tional advantage. (The expression of these
by those
ments was received with loud cheers
be a . greatseni.
proposed the
present.) In conclusion, Mr.
iss.alth of JUr. G rantham, the naval
had been con-
and under whose superintendence she
course of some re-
strected. Mr. Grantham, Ya
erer architect tne c i of the Eagle,
in thoset by Mr. Vernon, said,
tnatke, to the same effect as
Some these were ordered, and
and other trades.
,So,md in quarters the most unlikly,
iron vessels were about to
of
ebuilt for the East India
others were contemproad&e
now, instead of crossing the
a short time ago.
shipsAtbere, or going to Whitehaven to
AtlaLtic to get
- l
Iron sailing
have them built, they were coming to Liverpool and its
neighbourhood to get large and substantial
ships built. They
knew the great superiority of the
vetreity, his country, especially in building large
a gentleman, to whom he had been
sAhmipesr.icatinustola
came
from America to this country to
introduced,
building of iron ships; and, on the close
of his labours,
the
ehe asked him the results, and he said it
impossible . get over
ble for him to the difficulty of
The
witaqsu ir e
r into
purchasing iron ships in this country.
by means
had had the superiority, but,
After
Ara
of iron
cgashnasinpds, England would have it back again.
he othuhileedr:itn.
toasts had been given and responded to, t
com-
pany separated.

BARNET CATTLE FAlR.—This importantaecmatatnled
fair, the most extensive in England, commenced on Satur-
day. The attendance was above the average. The
for every description of store beasts was remarkably brisk,
Highland Scots selling freely at 71 to 101. per head ; Gallo-
wayr as he ahadni s
beasts 101. to 121. ditto ; short-horns, Devons, and
Herefords were selected and sold in rapgylh 'd .
succession at 111.
in
nrLe 141. proportion
prices
cteipsoenr ran
others;
beasts were
tescarce;als3t /s.
leVrsel;shbeanstdwrlerilsahh
bo
sooLilfdtnha
ase:lis' offered,
bullocks:making 9/. Irish, 71
also made pro ;
portionately high.
young
also second. class animals
beasts was carried on with graanimation
e t gores.
The trade in store
, without a check,
throughout the day, the last selling making the most money.
The breeders and salesmen describe this the best fair thaJf.
as have had for the last ' - six years. Thegreat abundance of
aftermath, 'and the promising appearance of the turnilh
materially assist in kee in
both rites and demand.
Milch and in-calf P g up pri
best Yorkshire
COWS sold readily ; the ,_,„nr,
beast ,'
with calf by side making 171. to 211. each. ou""t"--
selling 141. to
... h horse
16/. each. In-calf heifers in good dernal4,l, e
easily at 10/. to 151. each, according to clualiv'g or driving
trade was good, many young horses for
nirere sold at
being very attractive animals, most of which
ce; of those
high prices. Cart horses and colts w.
msaeere6o/. to 701. each ;
offered, best horses, five years old, —sold exceedingly
cart colts, 301. to 40/. Welsh: Ponies.
unaeri duty. fetching 61.
well, many hundreds of them
to 81. each. a A NOBLEMAN.—On SR-
FRAUD BY PERSONATT
cab a Fresh-wharf, London-
turday evening a man hirgvdet
to
proceed to Mr. Tuckfield's,
bridge, and desired the cle_roa t
d Lambeth, when the man en-
watchmaker, o anddg g
-in selected a gold watch, worth 24/.,
tered the shop, haalvid key, told Mr. Tuckfield that he was
a gold Albert chain!
d it he would allow his shopman to accom-
pany Howard, audit
in the cab to Lord Arundel's, No. 11, Carlten-
pany him he would give him the money for the articles.
house-terra, a
was
readily acceded to, and the vehicle was
This proposal°
d iven to Lord Arundel's. The man then got
accordingly r
hand having entered his Lordship's mansion,
out a the ca.,, d
ran the caban dto the k
ed
open
eland waitdoo untilto held came out to
to himrive. The manbac was
entranch
shown up to his Lordship, when he delivered what has since
been ascertained to be a fictitious message. He afterwards
decamped with his booty, leaving the cabman and shopman
to stare at each other, and wonder at what kept his Lordship
so long. The parties upon inquiry, after a lapse of some
time, found out the trick that had been practised.
A TALE or Tulsa MISERY.—On Saturday Mr.
G. S. Brent held an inquest in the Marylebone workhouse,
upon Edward Fitzgerald, the infant child of Irish parents.
Honors Fitzgerald, the mother, who was affected to tears,
stated that her husband, who was in the Irish constabulary, ,
quartered in Limerick, had to leave his native land for A
rica, in consequence of an active part he took in l -1"-
quelling a faction fight. Her friends enabled her to leave home for
England, where she expected to earn as much as would
enable her to follow her husband. During the whole journey
her infant was very ill, and upon reaching London
she wan-
dered about the streets without shelter, until a woman gave
her ono, where the child died from exhaustion. Verdict--
" Natural Death."

TELEGRAPH BETWEEN CORK AND BELFAST.—The
telegraph about to
.be constructed between Cork and Belfast m
is to be completed two months.