the real nature of manuring; and so in other arts, ingenious practical men often discover useful processes before the men of science can give the rationale of those processes.
It may be all very well to assert, that 'Britannia rules the waves,' and that 'Britons never will be slaves,' and so forth; only let us prove the assertions to be true, or not assert at all. We must appeal to the 'Shipping Intelligence' which comes to hand from every side, and determine, from actual facts, whether any one country really outsails another.
Among the facts which thus present themselves to notice, is one relating to clippers. Who first gave the name of clipper to a ship, or what the name means, we do not know; but a clipper is understood to be a vessel so shaped as to sail faster than other vessels of equal tonnage. It is said that these swift sailers originated in the wants of the salmon shippers, and others at our eastern ports. A bulky, slow-moving ship may suffice for the conveyance to London of the minerals and manufactures of Northumberland and Durham; but salmon and other perishable articles become seriously deteriorated by a long voyage; and hence it is profitable in such case to sacrifice bulk to speed. Leith, Dundee, and especially Aberdeen, are distinguished for the speed of their vessels above those of the Tyne and the Wear; and the above facts probably explain the cause of the difference. The Aberdeen clipper is narrow, very keen and penetrating in front, gracefully tapering at the stern, and altogether calculated to 'go ahead' through the water in rapid style. As compared with one of the ordinary old-fashioned English coasting brigs of equal tonnage, an Aberdeen clipper will attain nearly double the speed. One of these fine vessels, the Chrysolite, in a recent voyage from China, traversed 320 nautical miles (nearly 370 English statute miles) in twenty-four hours: this was a great performance. But it must not be forgotten, that the United States claim to have attained a high ship-speed before England had thought much on the matter; the Baltimore clippers have long been known on the other side of the Atlantic as dashing, rapid, little vessels, mostly either single or double-masted.
It is to the opening of the China trade the present wonderful rivalry may in great part be attributed. So long as European vessels were cooped up stagnantly in Canton river, and allowed to trade only under circumstances of great restriction and annoyance, little was effected except by the tea-drinking denizens of Great Britain; but when, by the treaty of Nankin in 1842, Sir Henry Pottinger obtained the opening of the four ports of Amoy, Foo-tchow-foo, Ning-po, and Shang-hae, and stipulated that foreign vessels should be allowed to share with those of England the liberty of trading at those ports, there was a great impetus given to ship-builders and ship-owners: those who had goods to sell, thus found a new market for them; and those who could perform the voyage most quickly, would have a quicker return for their capital. This, following at an interval of seven or eight years the changes made in the India trade by the East India Company's charter of 1834, brought the Americans and the French and others into the Indian seas in great numbers. Then came the wonders of 1847, in the discovery of Californian gold; and those of 1851, in the similar discoveries in Australia.
Now, these four dates—1834, 1842, 1847, 1851—may be considered as four starting-points, each marked by a renewed conquest of man over the waves, and a strengthened but not hostile rivalry on the seas between nation and nation. So many inducements are now afforded to merchants to transact their dealings rapidly, that the ship-builders are beset on all sides with demands for more speed—more speed; and it is significant to observe that, in almost every recent newspaper account of a ship-launch, we are told how many knots an hour she is expected to attain when fitted. Every ship seems to beat every other ship, in the glowing language employed; but after making a little allowance for local vanity, there is a substratum of correctness which shews strongly how we are advancing in rate of speed.
It will really now become useful to collect and preserve records of speed at sea, in connection with particular ships of particular build, as a guide to future construction. Mr Henry Wise published a volume about 1840, containing an analysis of one hundred voyages, made by ships belonging to the East India Company, extracted from the ships' logs preserved by the Company. It appears that an average gave 112 days as the duration of a voyage from London to Bombay. Now, within the last few months we have seen that the Chrysolite, a small clipper, built at Aberdeen for a Liverpool firm, has made the run from England to China in 104 days; and the Stornoway, built at the same place for a London firm, has accomplished the distance in 103 days. Let the reader open his map, and compare the relative distances of Bombay and China from England, and he will then see what a wonderful increase of speed is implied in the above numbers. Three American clippers were sighted during the out and home voyages of the two vessels, and, if newspaper reports tell truly, were distanced by them.
We must not expect that the vast and unprecedented emigration to California and Australia now going on, will be designedly and materially connected with high speed, because most of the emigrants go in roomy ships, at fares as low as are attainable; but goods-traffic, and the higher class of passenger-traffic, are every month coming more and more within the domain of high speed. Let us take two instances which 1852 has afforded, one furnished by England, and one by America—one connected with the Australian trade, and one with the Chinese. The Aberdeen clipper-built barque, Phœnician, arrived at Plymouth on February 3, having left Sydney on November 12, and performed the voyage in 83 days! Her previous voyages had varied from 88 to 103 days. The other instance is that of the American clipper, Witch of the Wave, a fine vessel of 1400 tons burden, which left Canton on 5th January, and arrived in the Downs on 4th April, a period of 90 days. Her greatest speed is said to have been 338 nautical miles—equivalent to about 389 English miles—in 24 hours.
Thus it is, we find, that in one voyage we beat the Americans—in another, they outstrip us; and there seems at present no reason why either country should fail in making still further advances. The Liverpool and New York packet-trade affords another example of the same principle which we have been considering; gradually these truly noble vessels are acquiring an increased rate of speed. Not only does the general desire for high speed impel their owners to this, but there is a more direct incentive in the increased rivalry of steam-vessels. The American 'liners,' as the sailing-packets on this route are usually called, have had in past years an average of about 36 days outward passage, and 24 days homeward; but they are now shooting ahead unmistakably. The Racer, built at New York in 1851, and placed upon the Liverpool station, is a magnificent clipper of 1700 tons register; it made its first voyage from New York to Liverpool in 14 days—a quickness not only exceeding that of its predecessors, but leaving nearly all of them many days in arrear. Even this, however, was shortly afterwards excelled; for another new clipper, the Washington, accomplished the distance in a little over 13½ days.
The pleasure-vessels which are so numerous in the south of England, belonging to the several yacht-clubs, are sharing in the modern speed-producing improvements observable in other vessels. Every one has heard of the yacht America, which arrived at Cowes from the United States in July 1851, and of the challenge which her owners threw out against English yacht-owners. Every one knows that the America beat the yachts which were fitted against her. This victory has led to an immense activity on the part of yacht-builders in England; they are studying all the peculiarities in the build and the trim of the yachts belonging to the different ports and different countries; and we are justified by every analogy in expecting, that good results will spring out of wits thus sharpened.
Although we have not deemed it necessary in the present paper to touch on the national struggle between steam-ships, we must not forget that one of the most promising and valuable features in steam navigation arose as an appendage to sailing. The auxiliary screw will deserve the blessings of our colonists, for reasons which may be soon told. When it was yet uncertain what result would mark the contest Screw v. Paddle, it was suggested that the screw-propeller might probably be used as an auxiliary power, for occasional use during calms and contrary winds; the vessel to be a sailing-vessel under ordinary circumstances; but to have a marine engine and a screw for exigencies at times when the ship would be brought to a stand-still or even driven backwards. About seven years ago, an American packet-ship, the Massachusetts, a complete sailing-vessel in other respects, was provided with a screw and a steam-engine powerful enough to keep the ship moving when winds and tides were adverse; the screw was capable of being lifted out of the water when not in use. In her first voyage from Liverpool to America, this ship gained