It is interesting to see how, year after year, this committee of two persons narrated the result of their unbought and unpaid labours to the Association. In 1838 and 1839, they shewed how a solid moving in the water produced a particular kind of wave; how, at a certain velocity, the solid might ride on the top of the wave, without sinking into the hollow; how, if the external form of a vessel bore a certain resemblance to a section of this wave, the ship would encounter less resistance in the water than any other form; and thus originated the wave principle—so much talked of in connection with ship-building. A ship built on that principle in that year (1839) was believed to be the fastest ship in Britain. In 1840, the committee stated that they had 'consulted the most eminent ship-builders as to the points upon which they most wanted information, and requested them to point out what were the forms of vessel which they would wish to have tried. More than 100 models of vessels of various sizes, from 30 inches to 25 feet in length, were constructed,' and an immense mass of experiments were made on them. In 1841, they described how they had experimented on vessels of every size, from models of 30 inches in length to vessels of 1300 tons. In the next following year, the committee presented a report of no fewer than 20,000 experiments on models and ships, some of which afforded remarkable confirmation of the efficiency of the wave principle in ship-building. Thus the committee went on, year after year, detailing to the Association the results of their experiments, and pointing out how the ship-builders were by degrees giving practical value to these results.

Now, a country in which a scientific society will spend a thousand pounds on such an inquiry, and in which scientific men will give up days and weeks of their time to it without fee or reward, ought not to be beaten on the broad seas by any competitor. It affords an instructive confirmation of the results arrived at by the committee, that when some of our swiftest yachts and clippers came to be carefully examined, it was found that the wave principle had been to a great extent adopted in their form, in cases even where the vessels were built before the labours of the committee had commenced. The art had in this case preceded the science. And let it not be considered that any absurdity is involved here: farmers manured their fields long before chemists were able to explain 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.

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