SCllEW PIIOI'EL1,ER TO SAILING VESSELS.Mr. BIDDER, V.P., said, he had one remark to make, with regard to employing auxiliary power in vessels, namely, that there had not yet been formed a race of men, who had been so educated and trained, as to enable them to exercise the powers of st,canl, in aid of the natural forces of wind and tide, to the extent which muat be anticipated, before the advantages of that system of transit could be fully brought into operation. Those who had noticed t.he difference between the skipper of a sailing vessel, and the master of a steamer, would appreciate the remark. The former was required to be continually on the watch, as the vessel's speed had to be registered almost every half hour : whilst thc latter, the vessel's head having been once put to the right point of the compass, could turn into his berth, and at some time, or other, the ship arrived at her destination.H e made these remarks with deference, inasmuch as it was a subject with which he was not practically acquainted, but nevertheless, he thought it was a point that should not be lost sight of by those who, both from practice and experience, were qualified to speak with authority upon the subject. CAPTAIN HOSEASON, R.N., wished, as a nautical man, to direct Downloaded by [] on [11/09/16].

OCEAN STEAMERS. 31' Mr. A. SLATE said, it was understood, that the Americans, who had taken the lead in the extension of the size of vessels, had expressed the determination of still further augmenting the tonnage of their ships, until the waves of the Atlantic should affect them no more than would the ripple of a mill pond ; this, even when received with the necessary allowance for enthusiasm, was a bold view, and demanded a careful investigation of the best form and the limit of size, power and capabilities, of ocean steamships, having regard to their commercial economy.Mr. A. HENDERSON agreed with the importance of the general question of the extended size of vessels, though he scarcely felt. equal to attempting an immediate reply. The first point was the effect of very heavy seas on vessels of 400 feet, or 600 feet in length; presuming the waves of the Atlantic to rise aboxt 8 feet above and to sink 8 feet below the mean level, and the crest of broken water fx, be about 4 feet, or 5 feet higher, the total height of a wave might be taken at 20 feet, or 2 1 feet, and the distance from crest to crest being taken as about 160 feet, and the velocity varying from 25 miles to 30 miles per hour, the concussion of such a mass of water, at such an impetus, striking a long body, perhaps balancing midships on the apex of a wave would be tremendous, as these vessels would not yield and rise to a wave. like a vessel of ordinary dimensions. He did not mean to assert, that the vessel must necessarily be destroyed by that concussion; but the wave would probably sweep the deck clear, and at all events, she would not take the wave kindly, Another important question was, how such immense ships could be taken into the present harbours and docks for loading, and how they were to be navigated in the rivers approaching the chief commercial cities of both hemispheres. For instance, how could such a long vessel be safely conducted through the sinuosities of the Hooghley and by the Muckeraputty Lump, where, at the confluence of three rivers, a shoal had formed to such an extent, that a frigate had found great difficulty in passing with safety, and a vessel 700 feet in length, would certainly not be able to get near it.Captain FITZRGY, R.N., thought the subject was too comprehensive for one Paper, particularly as each part was full of importance. The statistical account of steam-ship duty in Downloaded by [] on [13/09/16].