ber of mariners, the time of the average actual passages, and the consumption of coal to such an engine-other points are only supposed nearly correct, as the specific rates of sailing given to the relative winds and given to sails and steam, and the rate given to steam under the average head-winds, the appropriate machinery, &c., being supposed attainable; hence the giv en difference is, to a certain degree, problematical; yet it is not doubtful, from the nature of the case, but that with such an engine and appropriate and efficient machinery, nearly these runs may be produced, and with great certainty and regularity.

It is an important consideration that, as we shorten the passages, we not only lessen the risks by dangers and disasters in the same proportion, but at the same time increase the ability to withstand and avoid dangers, and prevent delays. During the same months of 1852 we have the arrival of 135 vessels from Liverpool, London, and Havre, which averaged 353 days' passages. In the account of these passages, from the single port of Liverpool, we read thus of one vessel: "12 days west of Georges Banks "—(a little over three hundred miles from New York;) one "28 days between long. 30 deg. west and 40 deg. west," (or 28 days between the meridians of 10 degrees of longitude in the broad Atlantic;) another, " 16 days from Nantucket to the Hook;" another, "7 days making 3 degrees of longitude west;" another, "6 days with pilot aboard;" one "7 days within 60 miles of the Hook;" one "20 days without making any longitude west;" another, "20 days in reaching Cape Clear from her port;" another, " 25 days making 600 miles from Liverpool, and 14 days making the last 600 miles into New York;" another, "20 days from the Grand Banks;" and many other lesser, yet very embarrassing delays from the same port.

If we take simply the arrivals for the month of March of the same year, we have a peculiar illustration of the uncertainties attending sail voyages, and, too, under the well known abilities of the Liverpool masters. Thus, the shortest passage was 17 days, and the longest passage nearly four times the shortest, or 66 days; the next shortest was 18 days, and the next longest three and one-fourth times the longer, or 59 days. We have also two ships that were a longer time without making any longitude west (that is without crossing a meridian which they had reached at an earlier day,) than either of these shortest runs. And another instance of a packet ship which was longer reaching Cape Clear from Liverpool (not far from 300 miles,) than either of these shortest passages; and another ship that was a longer time making 1,200 miles (a little over one-third of her chart route, and it being the first 600 and last 600 miles of her route,) than twice that of either of the two shortest passages.

To fourteen passages of ships arriving within three months from one port, there is an aggregate of extreme delays equal to 7 months or 217 days, (and delays not included in the list of disasters,) and the distance covered by this sum of delays with a six-knot steam-power, would have been run in thirty-seven days, showing a net saving of six months time, or 180 days. Nearly two-thirds of this sum of delays is west of the Grand Banks, (off Newfoundland,) hence a greater coastwise exposure, greater risks of life, of shipping, of merchandise, and of disasters.

But from the other English and European ports we have a similar tale of embarrassments, and to all an addition of a large portion of the too lengthy daily lists of disasters, many of which would be directly avoided by such an available steam-power.

A commentary upon these facts, to speak their pressing demands upon commercial men, to speak the economy of a remedial alliance with steam, (which cannot be effected under the present system,) and to speak the humanity of such an alliance, to preserve the lives of those now swept by hundreds to a watery grave during a single prevailing storm; where the ship is without a single hope from its inherent resources, and what is worse, without the least preparation for relief by posessing a contending power to the winds, or steam fixtures for the emergencies, is useless; they speak more forcibly than words of eloquence, than rhetorical appeals, and they speak financially as well as to the understanding and the heart.

ADVANTAGES IN THE SOUTHERLY, EASTERN, AND WESTERN COMMERCE. In the ship's great highway to the Pacific's eastern and western Commerce, southerly by the capes, we find still more extraordinary circumstances showing the necessities for an alliance of canvas and the winds with steam. The common and almost universal dread of the calms of the "Horse Latitudes" and the "Doldrums," of both the Atlantic and the Pacific, have led, by their embarrassments, to the most careful and philosophical investigations, and nautical instructions therefrom; and their profitable development by most perfect ships and able commanders-all of which we cannot too highly appreciate as one of the great modern improvements. But when the winds and currents cease their motion, the ship's locomotion ceases; and when they are adverse she is greatly restrained from her destined course.

Whatever the destination south of the equator, all take the same thoroughfares, according to the season of the year, best to clear the South American Cape; (St. Rouque, a little south of the line,) hence, the routes to the equator are highly important. The facts and data of these routes are in contrast with the European routes, in that the common and extreme delays in the former, proceed from the absence of winds chiefly; while in the European trade they proceed, chiefly, from adverse winds, except in the milder months; but they are similar in their uncertainties-in their irregularities-good ships having lain longer in the "doldrums" than others have taken from the New England ports to California-in their long average of passages, compared to the shortest when the ships pass the "dreaded" latitudes and equinoctial "horrors," as the exceptions to nature's common laws-and in that the relations of winds to the equator, agree very nearly with those to Europe; while yet the passages to the equator agree more nearly with the passages from Europe, distances considered; hence they both agree in their pressing necessities for relief, through their only possible resource, that is, by a suitable alliance with

steam.

Nothing more forcibly than the simple, careful examination of the ship's "logs" to these passages can be deduced to show their embarrassments, and the great relief they would sustain from a small steam power appropriate to canvas ships. By such an examination of the log of the FlyingFish, in her celebrated run of nineteen days to the line, it shows plainly that three days' steam, partly in the "horse latitudes" and partly near the equator, would have saved her two days' time; and in the Flying-Cloud's celebrated run to California, three-and-a-half days' steam would have saved her four-and-a-half days' time to the equator; while several days'

steam would shorten many a passage more than one-half of their actual time. In certain months the average time ships have occupied in crossing the "belt" of equatorial calms exceeds the average steamship run to Europe; while by a little steam-tug, (with a twenty-eight inch cylinder and six-foot stroke, to a 1,200 ton ship,) such as ply in our own harbors, would have crossed them in two-and-a-half days, and saved the time of the shortest steam runs to Europe.

Although the average runs to the line have been remarkably shortened under the so useful instructions of Lieutenant Maury, yet, from their peculiarities, it is evident that steam used about one-fourth of the time of the present average would lessen that average to about two-thirds its present time, giving very uniform runs-the dull-sailing ships requiring more steam than the fast-sailers.

The runs to California have been very greatly reduced in two ways, one by having better ships and better rigging, and the other by better knowledge of the best routes, and better sailing instructions; but neither of these reaches the great desideratum of Sail Commerce, namely, motive force towards her destined port, when the winds cease entirely, when they are but faint breezes, and when they oppose such progress.

These embarrassments are such, that to the Flying-Cloud's short run, had she had a six-knot steam power, by twenty-two days' steam, she would have saved eighteen days' time, and 1,457 miles of her actual run. By her log her position at noon, each day, is given, hence we can tell accurately how much she would have saved in distance, from these positions, by steam, (that is, she could not have saved less,) and yet have kept her same general route; and her forty-nine days, when she would not have used steam, would have been unvaried, and in which she ran 10,940 miles, or at an average rate of 9.3 knots per hour. To her other forty days she ran 5,011 miles, or at an average of five-and-a-quarter knots, nearly; but by steam's enabling her to keep her chart routes, although its use is at different parts of her passage, her forty days are reduced to twenty-two days, steam and sail, and her 5,011 miles to 3,554 miles, and which is run at an average of six-and-three-quarter knots nearly per hour. Hence we see how it is that so little steam does so great good; for, just like homeopathic medicine, it reaches the disease directly-yet the little medicinal store is hardly noticed in the great nursery chambers.

In the partial log of the Sovereign of the Seas, (in which the commander gives to the National Department, only fifty-three days out of his eightytwo days' run from the Sandwich Islands,) in one of her celebrated runs, we observe, that for thirty-five days out of the fifty-three days, she averaged 10 knots, running 8,552 miles; the other eighteen days in which she ran 1,993 miles at 43 knots, would have been run in ten days, and have saved four hundred miles of the distance, or averaging nearly 63 knots. But this part of the log was evidently given chiefly to show his best sailing; to the other twenty-nine days of his run steam would probably have been much more observably essential.

But since these are among the best runs ever made, they are those least likely to require steam, or least likely to show its necessities, though we see its great advantages very forcibly.

The average of all American vessels that arrived at San Francisco during 1850 is 187 days. Of course some of these made intermediate ports, some were dull sailers, and some had extravagant delays. And

thirty-six vessels from New York, Boston, and Philadelphia, that followed Lieutenant Maury's instructions, averaged 152 days from port to port.

The average passage of thirty-seven clipper ships that arrived at San Francisco, from our Northern Atlantic ports, from January 1st, 1851, to April 1st, 1852, is 124 days. Upon this fact it is easy to establish reliably, a general average of from eighty to eighty-five days' passage, uniform, very nearly, in time with steam. In 1852 twenty-nine vessels averaged 124 days from port to port.

The twenty-nine best passages in 1851-52 averaged 111 days, having followed Lieutenant Maury's instructions; and some of these are unequaled in 1853. Now, if we give to these ships only the number of days of fair winds which the Flying-Cloud had out of her short run; and an average of nine knots, then twenty-five days' sail and steam will make the run in seventy-four days from New York to San Francisco. We should even remember that, to this first class of clipper ships, it is not to the inability to run well in fair strong winds that regularly prevail through the greater part of their passages, that their lengthy average and irregular runs are attributable for their logs show to those ports uniformly good runs; but to their delays by calms, faint breezes, and adverse winds, which are entirely beyond definite consideration-for to these ports their logs show the differences and otherwise extraordinary irregularities.

Admitting, then, a practical alliance with steam, that shall not sensibly diminish the sailing properties of the ship-her propelling mechanism being out of and above the water, just as naturally as the oar (though not like it) when not in use-and such as to give ordinarily a six-knot run, and we have further very reliable data upon which to establish the certainty of 74-day average passages, which is just two-thirds of the 111-day

average.

The freight due to the machinery and coal would, of course, lessen the available freight somewhat-but should not equal one-sixth; and at the furthest could not exceed one-sixth, even when providing for more than ordinarily favorable passages; therefore, three cargoes by sail and steam, each less by one-sixth of sail cargo, equal two-and-a-half sail cargoes; and three sail and steam passages are performed in the same time as two sail passages; hence, the aggregate available freight capacity is increased over that of its sail capacity by an addition equal to one-fourth of its sail capacity, (or half of a cargo) in the time of every two sail passages.

The increased price of freight due to so greatly shortened and reliably regular passages, would much more than cover the expenses due to steam; hence, these considerations leave a net increase of available duty to each ship, equal to twenty-five per cent of the present available duty.

In the return passages by the Sandwich Islands, China, and India, the necessities are in like manner pressing; but from the less complete knowledge in relation to these routes, we cannot tell so definitely the considerations properly due to them.

The considerations thus far, present the embarrassments of Sail Commerce as we are to hand them down to our successors-to the future, uncertain, irregular, and inefficient; or else, into which we are to wreath the laurels of relief and reform, and thus hand it down under the blessings of a skillful culture, which shall have engrafted to its powerful body a branch which draws from the fountain-head of nature, (the coal mines) an additional source of life, so as to insure a perpetual vigor through an alli

ance with the forces of Art, when the gratuitous forces of Nature fail to produce a constantly efficient progress.

THE DESIDERATA OF STEAM COMMERCE.

We would that no other considerable branch of Marine Commerce was stamped with equal inefficiencies, compared with what they should be-with no local internal debilities-with no crippled locomotive properties, and with no constant diseases permeating through her system!

When Commerce made her alliance with steam, now so extensively developed, it is greatly to be regretted that her successful Prime Minister (Fulton) had not effected the alliance with the then as now well-known superior branch of the mechanical system, with the elder, the efficient Cornish engine and not with the inferior branch, which had been weighed in the scales of utility, as it is also weighed by the standard of science, and "found wanting," with the younger crank engine.

Under the reign of Watt the former reached that high pre-eminence it has ever so signally held, and the latter received its birth; even the latter has, therefore, more than doubled the life of man in actual profitable service and while both were born to very different spheres, yet both are essential to fill up the peculiarities of Providence; and to the lighter duties of the railways, shops of industry and of art, the former makes no pretense; while to the heavy duties of navigation the latter has less pretense of right, or merit, than it has to the heavy mining operations-since it is forced to ally itself with an unnatural or crippled locomotion—while in drainage duty, the latter and the former possess the same locomotive developments the same double-acting drainage apparatus.

It is important, therefore, to notice their respective spheres-and that peculiar to the Cornish transmissive principles, is to develop a rectilineal motor in a rectilineal resultant. The reciprocation of the motor is mechanically immaterial.

That peculiar to the crank transmissive principles is to develop a rectilineal motor in a rotatory resultant.

But in steam navigation by the present system that duty becomes twofold; because the rotatory resultant from the piston force must, by the same laws, be reconverted to a rectilineal resultant.

Ordinarily, these conversions are under the simple mechanical laws, with the actions and transmissions perpendicular to the radii of the machines-hence immaterial how often multiplied; but not so in steam navigation-for these laws are strictly applicable to but one point of the actuating force upon the crank, (when the piston connections and crank are at right angles to each other;) and to but one point of the rotatory power of the wheel upon the vessel, (when the action upon the water is parallel to the run of the vessel, as when the paddle is perpendicular under the center of the shaft.)

Under the laws of simple mechanics the phenomena of the crank engine are impossible. From the simple transmissive principles of the Cornish engine, a miracle could only develop the variable impulsive crank piston stroke-hence, no sophistry should ever cover the truth, that the one develops itself under the laws of simple forces; and the other under the laws of compound forces, or of diversified developments. Newton classifies the expansive action upon the piston, and its development upon the crank, as under the compound development of the acting and a de