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

THE CALORIC SHIP.
A NEW MOTIVE POWER.
(From the New York Daily Tribune.)
We took a hasty glance on Monday at the new
steam-ship, building by Perrine, Patterson, and
Stack, in Williamshurgh, and intended to test tho-
roughly the celebrated caloric engine invented by
Captain Ericsson, and which, if successful, 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-
I cieties, and Knight of the Order of' Vasa was born
in Vermeland, Central Sweden, in 1803. 'His strong
taste for mechanics while a child was noticed by
Count Platen, 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 iu the survey of tsheeap.ropsousebd
ship canal from the Baltic to the North
sequently, he left the corps and enteredt the army of
Sweden, at first with the rank of '
spent much of his time in mecbaniecaal",gs.tiu' d;
iestsiland
e
speculations, and projected one of his
earliest notengineable
t
inventions—a "Flame Engine," intended to
work by
condensing flame instead of steam. la 1826
h
ln.n g
to England with the idea of putting
hislearning
operation, but was seriously disappointed in in
course
that mineral fuel would not answer. o
machine was a failure, and was never revived. But
the
the inventor was not disheartened, for in 1829 be com-
peted for the prize offered by the Liverpool and Mnchester 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 caloric 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 fer 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 it is further 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. The 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
fills 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 moment 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 beat 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 interne.
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. We
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 rubbed 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 dfg. of heat we
'
have mentioned, and that which is lost by radiation
and expansion.
The regenerator contained in the 60-horse enginead
we have examined, measures 26 inches in beigh.at _ "„
width internally. Each disc of wire comer
has ten
it
ten
contains 676 superficial inches, and the net
inch, therefore,
meshes to the inch. Each superfici/l(ib y 676, gives
contains 100 meshes, which, multip2hiev
discs are 67,600 meshes in each disc, and se
em-
ployed, it follows that the
v as there are as
regenerator contains
13,520,000 meshes, and conseetuee discs as there are
meshes, we find that the airn i
many small spaces between h
within is distributed in
Hence it is evident
that nearly every particle 01
about 27,000,000 minute ee, il.
the whole volume of air,
into
very passing through the regenerator,
is brought
very close contact surface with a of metal, which
heats and cools alternately. The extent of this sur-
estimated, almost surpasses be-
face, When accurately

omit to urge every available plea for treating those
precious rocks as the common property of all who
might choose to visit them. But the rights of the
Peruvian Republic were so dearly 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 fresh 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. i
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.cne miles from the coast of
Peru. Their Spanish name, and their proximity to
the continent, would alone snake it prima facie pro-
bable that they were, from en 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
islands, inscribed " Isolas dTe oledo,
los Loplacebos," within a group
the
territory of Peru ; and it is added, in a note at
1574. In 1748, two em
the bottom, that theyinen were first discovered in
s of
Juan and D'Ulloa t Spanish navigators,
, 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 Fa.
when, in 1834, the British
schooner
the islands, without the permission of the Peruvian
er
Aamcpcoeraddinnrgal Ls employed in seal-fishing off
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, partially covered
with beds of manure. That the Peruvians 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 Peruvian
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, howeverefearing,that the birds would be
scared away by strangers, and that the deposits 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 month or 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 be 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
but
idle argument further. But the truth is, these are
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
i
for war, for they have never yet felt what it truly s.
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
thatunhesitating in all they do. We hope, however:m.en.
we may inter from the closing paragraph of Mr•tv
ster's last dispatch, in which he condemns "privateftbe
war," and talks of "further examination
a fully
decided e that the Cabinet of Washington have not
intoy
decided to carry off the guano first, and inquire
their right afterwards. At all events,
if
thef
right,
Ame-
ricans resort to force without any pretence 0
_at.
their conduct must be set in its true light. W
it concerns not
What-
ever may be the issue of this dispute,
only Great Britain, but all mankind, that the simple
truth of the case should be universallykoown, and
that American cupidity should be stripped of the
mask of justice which a perversion and falsification
of facts might enable it to assume.
1)' A

glfirteh.
Polly,
NeeC K Il.c Pa
50 1 NI e , BRI
which T I HvesSseal
zit LLES.—The Gibraltar Chronicle contains the following
Paragraph .--‘, Captain George need, of the British barque
ap-
proached away one of the topmast back-stay
July, at one o'clock A., whilst the
rpraormt
:_Ta,goanarothgeanadd Constantino le, makeshtehree .onilotwhien
barque was coming down the Dardanelles, the Turks fired
IP
arrivedr iiIllG
I N TUE
jARDA-
twelve guns of round and grape shot into her, which carried
of small rope, and cut the gaff toes'ail into ribbons; die-
Patched the boat to the old Castle of Europe, with the
which
, pass given him at Constantinople, and two dollars
8 with a great quantity
lc" they (the Turks) demanded; but as the boat ap-
be3hg broken at the time. Captain Reed g
. and even refused to take the pass. The captain could not
the
vwindlass
publicity to
they fired at her, would not allow the crew to land,
bring the vessel to an anchor, in consequence of a strong cuss
rent running down, and a gale of wind blowing,
t'!lllB;zinao:cjilesrotrhatTswomoe
wnoEtLicLe:arryowbestakeni,vseos
like occurring again., ~
WATERMEN.—On
Saturdayinquest WCarter, at the Five
Bells an was held by Mr.
5 Tavern, Bermondsey, on the body James Lewes, a
pistinguished sculler on the of
river. It appeared that he had
keen 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
was discovered lying on the shore on Messrs. Dudden's
causeway, at Bermondse The jury considered he had ac-
cidentally fallen into the water, and a verdict to that effect
was returned. A second • • took place before Mr. Car.
ter at inquiry
1 the Hero of Waterloo Tavern, Waterloo-road, on the
body of Thomas Cookson, one of the great rowers of former
, days, who was found dead under singular circumstances. Of
tate he has become paralysed, and was, out of kindness, put
with his wife, to take care of some premises in the West-
minster-road. On Wednesday his wife left him for a short
tune, and on her return found him in a stupor; she tried to
arouse him, and sent for a surgeon, who pronounced him
dead.—Verdict—Accidental death.
SHOCKING DEATH BY FIBEARME..—A. most shock-
ing occurrence has just happened at the village of Longford,
near Gloucester. It appears that a labouring man, named 1
_James Baylis, living at the Workhouse 'arm, Longford, who
had lately been employed at harvest work, for which de-
scription of labour there has lately been a great demand, was
going on Friday morning to stack some beans. It is sup-
posed that he had seen some partridges on the previous day,
for he had taken down his gun 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
the barrel, loaded
and put the cap upon the nipple, he was in the
act of depositing the barrel in 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 copletely through his body and heart, and, with an exclarn't
lion to his wile, 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
fl‘'
oor, An inquest has since been held on the body, before
sr. Lovegrove, coroner for Gloucestershire, and a verdict of
Accidental death" was returned.
Sir James Carnegie, Dart., of Southesk, 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 Kilaiiiirsl is 60 celebrated.

EVENING, SEPTEMBER 7, 1852.

lief. The wire contained in each disc is 1,140 feet
long, and that contained in the regenerator is conse-
quently 228,000 feet, or 41i miles in length, the super- 1
ficial measurement of which is equal to the entire surface I
of four steam-boilers, each forty feet long, end four
feet in diameter; End yet the regenerator, presenting
this great amount of heating surface, is only about
two feet cube, less than 1-1920 of the bulk of these
four boilers.
Involved in this wonderful process, of the transfer
and retransfer of heat, is a discovery which justly
ranks as one of the most remarkable ever made in
physical science. Its author, Captain Ericsson, long
since ascertained, and upon this is based the sublimest
per
sixman permanent
inches, gases,
feature of his caloric engine, that a'mospheric air
and otherof
only
in passing through a dis-
tance in the fiftieth part of a se-
cond of time, are capable of acquiring, or parting
with, upwards of four hundred degrees of heat. He
has been first to discover this marvellous property
of caloric, without which atmospheric air could
not be effectively employed as a motive
power. The reason is obvious. Until ex-
panded by heat, it can exert no force upon the
piston. it much time were required to effect this, the
movement of the piston would necessarily be so slow
as to render the machine inefficient. Captain Ericsson
has demonstrated, however, that heat may be com-
municated to, and expansion effected in, atmospheric
air, with almost electric speed; and that it is,
therefore, eminently adapted to give the greatest
desirable rapidity of motion to all kinds of machinery.
The ship is now approaching completion, and is the
finest specimen of naval architecture (especially in
point of strength) ever created in this country. The
engines, being placed in the centre of the vessel, admit
of_ a better form of midship section than in steam-ships.
Of this the builders have availed themselves by giving
such
linesh ar
of
ise to the floor that strength and easy lines for
Passing through the water are appropriately combined.
T
asfuiltne is
fulness
waiveline," as
ship at the entrance are singularly
hoe
oss e; s saens all
and
yet, by
by
a very judicious .
application of the
with stability technical)requisite fora good called,
sbeoaVi
p.
boat. The run
is alike peculiar for easy lines, com-
binedstrength of floor, whichind requisite bearing. The
this country, noted as itanthing
stem to stern, surpasses is
built entirely solid from
ships in the world. In isd for producing the best
we have seen in
strength to the ample timbers,er to give additional
banded by a double series of i the entire frame is
riveted
dt
togetherintervals of about
diagonal braces of flat
t at all the
bars of iron, let into the timbers
three feet, each series being
rie ordinary
points of intersection. In addition
sons, bolted
urbths of the
central keelsons, there are six engine 11)
on the top of the floor timbers, for three-fourths
plates
length of the ship. On these keelsons the ed
ovearthe
theof
ihoeo engines ng n
timbers.e s
eb e bdy. p
lboltsat e s
extendpassin g through
entire area occupied by the engines, and present
con-
tinuation of iron flooring, not witnessed in any steam-
ship. The security thus attained is further enhanced by
dispensing entirely with the numerous holes through
the bottom of the vessel, which in steamers are neces-
sary, and have often brought that class of vessels to
a sinking condition. The engines being arranged in
the centre of the vessel, the decks are not cut off as
in steamers; and as the whole of the machinery is
confined within a vertical trunk 76 feet long and 18
feet wide, ample space is left on each side of the ship
for state rooms along its entire length, with unbroken
passages, fore and aft, on either side. The freight
deck also presents an unbroken area fore and aft, di-
minished only in width in the central part of the
vessel. The coal being carried in the bottom, at each
side of the engines, the fore and aft hold are clear for
freight. The central arrangement of the engines in-
volves, of necesstiy, a central crank, and thus the
spar deck presents an uninterrupted area on both
sides, the ordinary objectionable crank hatches
being dispensed with. The slow combustion
peculiar to the caloric engine renders the huge smoke
funnel unnecessary. A short pipe to carry off the
gases produced by the combustion in the furnaces
takes its place in the caloric ship. The absence of
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 Ei m pie 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
,moke 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. We 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
are some of the
of view, therefore, the introduction of the caloric
engine is important. The following
dimensions and statistics of the ship :—Length, 250
feet ; beam, 40; hold, 27; tonnage,2,ooo to 2,200 ;
14 feet ;
pd
oi awmeert eorf
eonf
gwinheese,ls6,o3o2hfoereste;
horse; faccoen souf mwpht ieoenl 'of coal per
day (24 hours), 8 tons ; number of men in engine
department, 10 ; number of sailing crew, 20 ;
00
pas-
senger accommodation for 200, with room for en-
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
fail, a contingency, by the way, 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 ateam-ships and steam-boats.

,
brisk
BARNET CATTLE FAlR.—This important
remarkablyon cattle
descriptionattend anc
of
fwsatsor
store
above
beaststhe wasiol
fair, the moat extensive in England, commenced
average, The demand
Satur-
day.for every Th
e
Highland Scots selling freely at 71 to
way beasts 10/. to 12/. ditto •
? short-h per head ; Gallo-
Herefords were selected and sold in orns, Devons, and
to 131.; Lincolns, 12/. to 14/. per head.rapid succession at 11/.
scarce; of those offered, prices Sussex beasts were
ran high. Welsh and Irish
beasts sold as well in proportion
bullocks:making 91.; Irish, nas any others; best Welsh
also made proportionate]
beasts was carried on withy high
figures. The trade iriz_to..,
throughout the day the great animation, without a uec
The breeders and ,last selling making the most money
salesmen describe this the best fair ay
as w
have had for the last six dance of
years. The great Abu]]
aftermath, and the • . the turnip,
promising appearance of
d demand.
materially assist in k ' '
Milch keeping up both prices
an
Yorkshire
and in-calf cows sold readily; the beet Suffolks,
beast with calf by side making 171. to 21/. each•
d, selling
141. to 161. each. In-calf heifers in good d
litevg
man
or The horse
easily at 101. to 151. each, according to
for r:i qd inua • driving trade was attractivey young hors
of which were sold at l
being very animals, Inc)" were scarce ; of those I
high prices. Cart horses and coltsloiside 601. to 701. each;
offered, best horses five years 0
eish• ponies sold exceedingly
cart colts, 30/. to '4Ol. W- them
under, duty_ fetching 6/,
well, many hundreds of e
to 81. each.
NATO° A NOBLEMAN.—On Sa-
FRAUD BY P
"whired a cab at Fresh-wharf, London-
turday evening p
a thema driver to proceed to Mr. Tuckfield's,
bridge, and desired
ridß ge-road, when the man en-
watchmaker, a 4,.
hand g
selected a gold watch, worth 241.,
en-
tered the shop,call,
h key, told Mr. Tuckfield that he was
a gold A.lbert
d it he would allow his shopman to accom- ,
Lord Howard, so
cab to Lord Arundel's, No. 11, Carlten-
him in the .
WY e, he would give him the money for the articles.
bouse-terra
his proposition
was readily acceded to, and the vehicle was
accordingly
• driven to Lord Arundel's. The man then got
out
of the cab, andhaving entered his Lordship's mansion,
opened the door and told the cabman to drive to the back
entrance and wait until he came out to hint. The man was
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 L • ordship
so long. The parties upon inquiry, atter a lapse of
time, found out the trick that had been practised.

A TALE OF IRISH MISERY.— 0.1 Ssturday Mr.
G. S. Brent held an inquest in the Marylebone workhouse,
upon Edward Fitzgerald, the infant child of Irish parents.
Honore Fitzgerald, the mother, who was affected to tears,
stated that her husband, who was in the Irish constabulary,
quartered in Limerick, bad to leave his native land for Ame-
rica, in consequence of an active part he took in quelling a
faction fight. Her friends enabled her to leave home for
England, where she expected to earn as much as would
the whole journey
enable bilnefahnetr
wt oa follow l
veryow hill;i
ahauds bnapnndn. r
epa
cuhr
11, 5
dered about the streets without shelter London she wan-
, until a woman gave
her ono, where the child died from exhaustion. Verdict—
" Natural Death."

TELEGRAPH BETWEEN CORK AND BELPAST.—The
about telegraph
to be constructed between Cork and Belfastis to bo completed in two WOUtla.