of Steam-Power in Navigation. 247 



plete command of the impelling power, than when the course is 

 across an open sea, where almost every wind gives a long leg, — and 

 also oti the length of the voyage, for in a long sailing voyage the 

 balance of chances is in favour of a vessel's progress, from the 

 greater number of points of the compass which give a fair rather 

 than a foul wind, — and moreover, the speed with which sails will 

 impel in favourable circumstances, so nearly makes up for what 

 may be lost when they arc unfavourable, that not much is gained 

 by the use of steam-power. The Enterprize, for example, was, 

 I believe, even longer in her passage to India than many sailing 

 vessels. But even here the system is not without its applica^ 

 tion ; and if vessels, bound to hot and unhealthy climates, where 

 calms are frequent and boat-service severe (and most very long 

 voyages are of this description), if such vessels would adopt the 

 plan recommended above especially for men of war, and em- 

 bark each its own light flat and engine, the benefit that would 

 be derived from them, would, I am persuaded, be prodigious. 

 In dispatch, security, and command of a great towing-power 

 without fatigue, on either dangerous or otherwise urgent occa^ 

 sions, their expence would be repaid almost in the first voyage. 

 And, as ships outward-bound are generally light (manufactured 

 goods occupying less space for their value than raw produce), 

 the necessary supply of fuel would not be in the way. 



And it may be worthy, perhaps, of particular remark at the 

 same time, that although the more complete form of this sys- 

 tem is thus considered, as chiefly applicable to coasting, or other 

 short voyage trading, it is by no means understood that it 

 should be confined to our own coasts : — on the contrary, it seems 

 to me to open up very extensive prospects of advantage, even 

 at this moment, in the Southern Hemisphere. In the West In- 

 dia, and other long established traflics, it is uniformly the case 

 that the distant trade is confined to one or two principal ports, 

 which communicate again with the others by coasting vessels. 

 In the East India Free Trade, the same custom is creeping in, 

 many mercantile houses keeping small brigs constantly in the 

 country drogttingy that is, collecting freights for their large ships, 

 which themselves only go to the head ports. And there can be 

 no doubt that this practice is most beneficial, and will spread, — 

 though it would be greatly facilitated by the introduction of a 



