room, would be to prevent the rapid ingress and | must have been very early involved in the conflacirculation of air at the same time, which is occa-gration, and contributed materially to its intensity. sioned by the draught of the fires. This could The sacks appear to have been charged each with only be done completely by valving the chimneys; for the quantity of heated air passing off by the funnels greatly exceeds in volume the steam produced by the boilers in the same time, and would rapidly convey away the steam thrown into the atmosphere of the engine-room, and prevent any possible advantage from it. of Mr. Braidwood, arose from their being set on fire by lightning, while the sun was shining upon them, and the tar liquefied by the heat. about two pounds of tar, thus furnishing together fifty pounds of that substance in a condition the most favorable that can be imagined for rapid combustion. The freshness of the tar, and its high temperature would make it ignite by the least spark of flame, although not prone to spontaneous ignition. The burning of a group of newly-tarred The fire in the "Amazon" appeared to the wit-cottages in Deptford, which came under the notice nesses to take its rise either in the small oil storeroom situated over the boiler, or in a narrow space of from three to eleven inches in width between a bulkhead and the side of the boiler, immediately under the same store-room. No substance remarkable for spontaneous ignition, such as oiled cotton-waste, was actually observed in the store room or the space referred to. The wood itself of the bulkhead, which was within a few inches of the boiler, may have been highly dried and sen- The timber of the bulkheads and decks near the sibly heated by its proximity to the latter, but engine-room is reported to have been of Dantzic is not likely to have acquired any tendency to red wood, or Riga pine, and such was the characspontaneous ignition; for when that property re-ter of a portion of the Amazon's timber which sults from low heating, it is an effect of time requiring weeks or months to develop it. The same observation applies to the decks in contact with the steam-chest, which encased the base of the funnel. Nor does it appear probable that the coals in the coal-hold of the vessel gave occasion to the fire by heating of themselves, and then burning through the wooden partition of the oil-store, with which they were in contact. The coals were from Wales, and are not remarkable for this property. They are also said to have been shipped in a dry and dusty state, and not damp, a month or two previously. The origin of the fire must remain, I believe, a subject of speculation and conjecture; but the extreme intensity, and fearfully rapid spread of the combustion, are circumstances of scarcely inferior interest, which are not involved in the same obscurity. was supplied to me for chemical examination. The wood has had its temperature drawn off, and differs in that respect from pitch pine. The Dantzic red wood is, in consequence, less combustible than pitch pine, but more porous and spongy. Oil paint is absorbed, and dries more quickly upon this porous wood than upon oak and other dense woods. After the paint is well dried, pine and other woods certainly acquire from it some protection from the action of feeble and transient flames, which might kindle the naked wood. But the effect of paint-especially of fresh paint-appears to be quite the reverse when the wood is exposed to a strong, although merely passing, burst of flame. The paint melts, and emits an oily vapor which nourishes the flame, and soon fixes it Their ignition would also have been preceded by the strong odor before referred to, which does not appear to have been remarked, although the coal-upon the wood. There can be no doubt, therefore, hold communicated directly with the boiler-room. Oil was seen to drop from the floor of the storeroom upon the top of the boiler, but not in greater quantity than might be accidentally spilt in drawing the oil from the tank for the use of the engineers. A parcel of twenty-five newly-tarred coal-sacks, which had been thrown upon the boiler, also obtained, it is supposed, some of the same oil. This oil appears to be the matter most liable to the posability of spontaneous ignition, which was noticed near the spot where the fire commenced. that the timber of the Amazon was in a more inflammable state than ship-timber usually is, from being recently painted, and also, probably, from its newness and comparative dryness. But the circumstance which appears above all others to give a character to the fire in the Amazon was its occurrence not in a close hold or cabin, but in a compartment of the vessel where a vigorous circulation of air is maintained by the action of the boiler-fires and their chimneys. The air of the engine-room must be renewed, under this influence, every few minutes, and would be so although full of flames rising above deck through the hatchways; for a portion of these flames would always escape by the funnels, and add to their aspirating power instead of diminishing it. The combustion of bulkheads or decks, once commenced in this situation, would, therefore, be fanned into activity, and powerfully supported. But the sudden and powerful burst of flame from the store-room, which occurred at the very outset of the conflagration, suggests strongly the intervention of a volatile combustible, such as turpentine, although the presence of a tin can of that substance in the store-room appears to be left uncertain. It was stated to be there by two witnesses, but its presence is denied by a third The destruction of the floor of the oil storewitness. I find, upon trial, that the vapor given room, and the overturning, in consequence, of the off by oil of turpentine is sufficiently dense at a oil-tanks and combustibles into the well of the temperature somewhat below 110° to make air ex-boiler-room, was probably the crisis of the fire. plosive upon the approach of a light. Any escape A mass of combustible vapor would speedily be of turpentine from the heated store-room would generated, and shot about on all sides, of which therefore endanger a spread of flame, by the vapor the kindling power upon the new and painted timCommunicating with the lamps burning at the ber of the bulkheads and decks would be wholly time in the boiler-room, or even with the fire of irresistible. the furnaces. The fire appears not to have begun in the tarred sacks lying upon the boiler; although, from their position, which was close to the store-room, they The burning of the Amazon impresses most emphatically the dangerous and uncontrollable character of a fire arising in the engine or boiler-room, where the combustion is animated by a steady and WHO SHALL RULE THE WAVES? A CONTEST of a very remarkable kind is now going on, one which is pregnant with important results in respect to commerce, to naval architecture, to geographical discovery, to colonization, to the spread of intelligence, to the improvement of industrial art, and to the balance of political power among nations. The nature of this contest cannot be better made intelligible than by giving the words of a challenge recently put forth: "The American Navigation Company challenge the shipbuilders of Great Britain to a ship-race, with cargo on board, from a port in England to a port in China and back. One ship to be entered by each party, and to be named within a week of the start. The ships to be modelled, commanded, and officered entirely by citizens of the United States and Great Britain respectively; to be entitled to rank 'A 1' either at the American offices or at Lloyd's. The stakes to be £10,000, and satisfactorily secured by both parties; to be paid without regard to accidents, or to any exceptions; the whole amount forfeited by either party not appearing. Judges to be mutually chosen. Reasonable time to be given, after notice of acceptance, to build the ships, if required, and also for discharging and loading cargo in China. The challenged party may name the size of the ships-not under 800 or over 1200 American register tons; the weight and measurement which may be carried each way; and the allowance for short weight or oversize." There is a boldness, a straightforwardness, an honesty in this challenge, which cannot be mistaken. It is difficult to be interpreted in any other sense than that the challengers mean what they say. Brother Jonathan has fairly thrown down the gauntlet to the Britishers, and it behoves the latter to take it up in a becoming spirit. Our ship-builders, especially on the Dee, the Clyde, the Wear, the Mersey, and the Thames, ought to feel that much is now expected from them; for if once the Yankees obtain a reputation-a European reputation it will then be for outstripping British ships on the broad seas, our ship-owners will assuredly feel the effects in a commercial sense. This question of the speed of ships is a very curious one. Empirical rules, rather than scientific principles, have hitherto determined the forms which shall be given to ships. Smith adopts a certain form because Brown's ship sailed well, whereas Jones' differently shaped vessel was a bad sailer; although Smith, Brown, and Jones collectively may be little able to show why one of the vessels should sail better than the other. If opportunity should occur to the reader to visit a large ship-building establishment, such as those on any one of the five rivers named above, he will see something like the following routine of operation going on: There is, first, the "ship's draughtsman," whose duties are somewhat analogous to those of the architect of a house, or the engineer of a railway, or the scientific cutter at a fashionable tailor's; he has to shape the materials out of which the structure is to be built up, or at least he has to show others how it is to be done. When the ship-builder has received an order, we will say, to construct a ship, and has ascertained for what route, and for what purpose, and of what size it is to be, he and his ship's draughtsman "lay their heads together" to devise such an arrangement of timbers as will meet the requirements of the case. Here it is that a science of ship-building would be valuable; the practical rules followed are deductions not so much from general principles as from accumulated facts which are waiting to be systematized; and until this process has been carried further, ship-building will be an art, but not a science. Well, then; the draughtsman, gathering up all the crumbs of knowledge obtainable from various quarters, puts his wisdom upon paper in the form of drawings and diagrams, to represent not only the dimensions of the vessel, but the sizes and shapes of the principal timbers which are to form it, on the scale, perhaps, of a quarter of an inch to a foot. Then this very responsible personage goes to his "mould-loft," on the wide-spreading floor of which he chalks such a labyrinth of lines as bewilder one even to look at. These lines represent the actual sizes and shapes of the different parts of the ship, with curvatures and taperings of singularly varied character. One floor of one room thus contains full-sized contours of all the timbers for the ship. So far, then, the draughtsman. Next, under his supervision, thin planks of deal are cut to the contours of all these chalk-lines; and these thin pieces, called moulds, are intended to guide the sawyers in cutting the timbers for the ship. A large East Indiaman requires more than a hundred mouldpieces, chalked and marked in every direction. con Another skilful personage, called the verter," then makes a tour of the timber-yard, and looks about for all the odd, crooked, crabbed trunks of oak and elm which he can find; well knowing that if the natural curvature of a tree accords somewhat with the required curvature of a ship's timber, the timber will be stronger than if cut from a straight trunk. He has the mould-pieces for a guide, and searches until he has ferreted out all the timbers wanted. Then he sets the sawyers to work, who, with the mould-pieces always at hand, shape the large trunks to the required form. And here it may be noted as a remarkable fact, that although we live in such a steam-engine and machine working age, very few engines or machines afford aid in sawing ships' timbers. The truth seems to be, the curvatures are so numerous and varied, that machine-sawing would scarcely be applicable. Yet attempts are from time to time made to construct such machines. Mr. Cochran has invented one; and it is said that at the Earl of Rosse's first soirée as president of the Royal Society, a model of this timber-cutting machine was exhibited; that Prince Albert cut a miniature timber with it; and that he thus began an apprenticeship to the national art of ship-building. Leaving the supposed visitor to a ship-yard to trace the timbers through all their stages of prog ress, we will proceed with that which is more directly the object of the present paper-namely, the relation of speed to build. Some sixteen or eighteen years ago, the British Association rightly conceived that its mechanical section would be to notice, is one relating to clippers. Who first worthily occupied in an inquiry concerning the gave the name of clipper to a ship, or what the forms of ships, and the effect of form on the speed name means, we do not know; but a clipper is and steadiness. The inquiry was intrusted to Mr. understood to be a vessel so shaped as to sail faster Scott Russell and Mr. (afterwards Sir John) Robi- than other vessels of equal tonnage. It is said son; and admirably has it been carried out. Mr. that these swift sailers originated in the wants of Scott Russell, especially, has sought to establish the salmon shippers, and others at our eastern something like a science of form in ship-building-ports. A bulky, slow-moving ship may suffice for precisely the thing which would supply a proper the conveyance to London of the minerals and basis for the artificers. manufactures of Northumberland and Durham; It is interesting to see how, year after year, this but salmon and other perishable articles become committee of two persons narrated the result of their seriously deteriorated by a long voyage; and hence unbought and unpaid labors to the Association. In it is profitable in such case to sacrifice bulk to 1838 and 1839, they showed how a solid moving speed. Leith, Dundee, and especially Aberdeen, in the water produced a particular kind of wave; are distinguished for the speed of their vessels how, at a certain velocity, the solid might ride on above those of the Tyne and the Wear; and the the top of the wave, without sinking into the hol- above facts probably explain the cause of the diflow; how, if the external form of a vessel bore a ference. The Aberdeen clipper is narrow, very certain resemblance to a section of this wave, the keen and penetrating in front, gracefully tapering ship would encounter less resistance in the water at the stern, and altogether calculated to "go than any other form; and thus originated the ahead" through the water in rapid style. As comware principle-so much talked of in connection pared with one of the ordinary old-fashioned Engwith ship-building. A ship built on that principle lish coasting brigs of equal tonnage, an Aberdeen in that year (1839) was believed to be the fastest clipper will attain nearly double the speed. One ship in Britain. In 1840, the committee stated that of these fine vessels, the Chrysolite, in a recent they had" consulted the most eminent ship-build- voyage from China, traversed 320 nautical miles ers as to the points upon which they most wanted (nearly 370 English statute miles) in twenty-four information, and requested them to point out what hours; this was a great performance. But it must were the forms of vessel which they would wish to not be forgotten, that the United States claim to have tried. More than 100 models of vessels of have attained a high ship-speed before England had various sizes, from 30 inches to 25 feet in length thought much on the matter; the Baltimore clipwere constructed," and an immense mass of ex-pers have long been known on the other side of the periments 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. 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 сарital. 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, 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 labors 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 Now, these four dates-1834, 1842, 1847, 1851 real nature of manuring; and so in other arts, in--may be considered as four starting-points, each genious practical men often discover useful processes before the men of science can give the rationale of those processes. 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 It may be all very well to assert, that " Britannia inducements are now afforded to merchants to rules the waves," and that " Britons never will be transact their dealings rapidly, that the shipslaves," and so forth; only let us prove the asser-builders are beset on all sides with demands for tions to be true, or not assert at all. We must more speed-more speed; and it is significant to appeal to the "Shipping Intelligence" which comes observe that, in almost every recent newspaper acto hand from every side, and determine, from count of a ship-launch, we are told how many actual facts, whether any one country really out-knots an hour she is expected to attain when fitted. Every ship seems to beat every other ship, in the Among the facts which thus present themselves glowing language employed; but after making a sails another. little allowance for local vanity, there is a substra-per, the Washington, accomplished the distance in tum of correctness which shows strongly how we a little over 134 days. 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 Americaone connected with the Australian trade, and one with the Chinese. The Aberdeen clipper-built barque, Phoenician, 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 clip 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 from five to thirteen days as compared with five other ships which sailed either on the same or the following day. This experiment was deemed so far successful, that the Admiralty ordered, in 1846, an auxiliary screw to be fitted to the Amphion frigate, then building at Woolwich. Another example was the Sarah Sands, an iron ship of 1300 tons; she had engines of 180 horsepower, much below that requisite for an ordinary steamer of the same size. She could carry three classes of passengers, coal for the whole voyage, and 900 tons of merchandise. She made four voyages in 1847, two out and two home; and in 1848 she made five; her average time was about nineteen days out, and seventeen days home, and she usually passed about six liners on the voyage. The speed here mentioned is not quite equal to that of the truly remarkable clippers noticed above, but it far exceeded that of any liner at work in 1848. The example was followed in other vessels; and then men began to cherish the vision of a propeller screwing its way through the broad ocean to our distant colonies. From this humble beginning as an auxiliary, the screw has obtained a place of more and more dignity, until at length we see the mails for the Cape and for Australia intrusted confidently to its safe-keeping. The icy regions of the north are braved by the auxiliary screw. The little Isabel, fitted out almost entirely at the expense of Lady Franklin to aid in the search for her gallant husband, is a brigantipe mine. of 180 tons, with an auxiliary screw to ship and | pression or priestly arrogance, tend manifestly to unship. The Intrepid and the Pioneer, the two increase her practical usefulness or even her ideal screw-steamers which form part of Sir Edward completeness and harmony. The most effectual Belcher's arctic expedition-lately started from means, therefore, that can be taken towards securEngland-are to work with or without their ing the end the advocates of convocation have in auxiliary appendage as circumstances may deter-view, is the clear statement of the purposes for which the legislative instrument is desired, and a demonThe present article, however, will show that stration of its fitness to accomplish them. This of sailing is not less alive and busy than steaming; course implies, that those purposes must not be the and that the yachts and clippers of both nations establishment of the domination of a party or of a are probably destined to a continuous series of im- party theory, but purposes of plain, broad, public provements. When these improvements-whether utility, such as the public mind can comprehend by aid of scientific societies and laborious experi-and the public conscience will approve. Nor is it ments, or by the watchful eye and the shrewd in- altogether needless to hint to those who lead this telligence of ship-builders, or by both combined-movement, that the public to whom the appeal is have advanced steadily to a point perhaps far be- ultimately made in this matter is a lay public. yond that which we have yet attained, then, if at The great danger of clergymen is to look both at all, may we trouble ourselves about the question-ends and means through priestly or at least purely "Who shall rule the waves!" theological spectacles. From the Spectator, 14th August. CONVOCATION-TO BE OR NOT TO BE? The settlement of the doctrine and ritual of the Church of England would, we presume, form a main object with most of those who are anxious for the restoration of convocation. The Bishop of Exeter, who may be taken as a type of the wishes and opinions of a large body of zealous THE desire for the restoration of the legislative clergymen, desires convocation in order that, powers of convocation, so loudly expressed of late among other things, it may reconfirm the Catholic years by a portion of the clergy, and by some lay- doctrine of the sacraments, which he holds to have men distinguished for their interest in the develop- been impugned by the decision of the Privy Counment of Church action, is taking a practical shape. cil, and still more by the Archbishop of CanterPledges are enforced upon the representative mem-bury's institution of Mr. Gorham. Here we come bers of that venerable formality, to the effect that at once upon one of the main difficulties which they will exert themselves to procure in their House lead so many persons to dread the proceedings of the passing of an address to the crown for a reform an ecclesiastical parliament. And the difficulty in the constitution of convocation, as a preliminary plainly lies in this, that compromise is possible, step to fit her for the performance of deliberative and the only thing that is possible when the quesand legislative functions. Friends and foes of the tion concerns the joint action of acommunity; but movement are agreed that the existing status is when the joint belief of a community is concerned, indefensible, a solemn sham, and in some promi- it is imagined that no compromise is allowable, nent features a shameless profanity. "Move on, but a decision in one direction implies a separaor move off altogether," is the cry of an age that tion in another. Convocation, it is said, must professes itself unable to endure mere pageant either leave disputed questions of belief unsettled institutions, but will have either real things or as they are at present, in which case it would do nothing at all. An age can hardly set itself to no good; or, settling them in one way, it would nobler work than to making all its institutions, its drive from the communion of the Church those forms of acting and of speaking, realities, instru- who differ from its decision, in which case it would ments of effectively accomplishing its real wants. do harm; and in either case, arguing on ques Only one condition is absolutely essential to this tions which ultimately each man decides for him-that the age should know what it wants, and self in accordance with laws of which majorities see how this or the other institution is to effect the and minorities are not constituent elements, it thing wanted. To remodel institutions without would but further demonstrate the hopeless uncer clear perceptions on these two points, is the idlest tainty of even apparently fundamental theological day-dreaming of busy idleness, seeking in public propositions, and the vast tideway that the ship of excitement to drown its sense of personal unreality St. Peter has made since last she opened her sails, -in a show of aggregate strength to compensate though most on board fancied that she was at anits miserable consciousness of personal weakness chor and at rest while all around over the waste and want of purpose. Ever since the revival of of waters the unconsecrated barks were drifting convocation has been talked of, we have taken occa-on without chart or compass or sense of polarsion now and then to show that the spirit originally star. These difficulties it behoves the advocates of shaping itself into that desire has not been beyond convocation to meet and answer. And those who the reach of our sympathy; and to ensure a wide undertake to answer them must bear in mind that sympathy among the public, the promoters of the the position to be established is this either that movement have only to remember and comply convocation would allow enlarged liberty of teachwith the conditions stated above. The public ing on all matters on which experience has demonmust be explicitly informed what ends are aimed strated that competent men cannot be brought to at by the reinvestment of convocation in a more hold opinions expressible under one and the same modern shape with active powers, and how the form of words; or that a National Church can proposed powers are to effect them. The temper base itself on a system of belief that does not of the country is not favorable to building up the allow adequate expression to the opinions, sentiwalls of a clerical cockpit, but neither is it averse ments, and science of the most cultivated laymen to granting such powers to the Church as, without of the country and many of the most learned clerbeing capable of application to purposes of op-gy, and yet safely introduce into its organization |