"Such, certainly, were among the valuable results of the system; but these were not the only considerations that led to its adoption. The English Government, with the forecast for which that far-reaching power is distinguished, saw the advantages which an extended steam marine would give to its commerce over that of every other nation in the world. It saw also the value of connecting this great branch of the national service with the commercial and practical skill of the country. It soon formed and matured its plan, embracing within its scope nearly the entire commercial world. Steam lines, as stated in the preceding extract from the Admiralty Report, were established, radiating from England to all the prominent European ports, to the Mediterranean, to Egypt, the East-Indies and China, the West-India Islands, South-America and Mexico, the ports in the Gulf of Mexico and Havana, the United States and the English colonial possessions in North-America, and to the islands and ports in the Pacific ocean. This vast chain of intercourse was not only completely established, but it became a matter of national policy to enlarge, strengthen, and maintain it. By it much of the commerce of the world by steam, and nearly all the letter-carrying by steam between this continent and the European ports, and even the distant parts of our own territory, were engrossed by British ships."

"Important national considerations, aside from the design to engross for British bottoms and British capital the trade and intercourse of the commercial world, and especially with the American continent and islands, entered into the Government plan. It was ascertained to be a far less expensive mode of maintaining a naval steam force adapted to the purposes of Government, and to any emergency that might require these ships for other than mail purposes, than to build, equip, and keep in service national steamships of war. The experiment has proved its adequacy to the intended object; and it continues not only to receive the approval of the Admiralty and Government of England, but to be continually undergoing enlargement and expansion."

"The West-India mail steam line was proposed to the British Government in April, 1839, by sundry merchants of London. A charter was granted to the contractors in that year, under the title of the Royal Mail Steam Packet Company. It embraced the following routes:

"1. Outward Atlantic Route.—From Southampton to Madeira, Barbados and Grenada—steamer, every 15 days.

"2. Trinidad Route.—From Grenada to Trinidad and Barbados—steamer, every 15 days.

"3. Demarara Route.—From Grenada to Courland Bay, (Tobago)—steamer, every 15 days.

"4. Northern Islands Route.—From Grenada to St. Vincent, St. Lucia, Martinique, Dominique, Guadalupe, Antigua, Montserrat, Nevis, St. Kitt's, Tortola, St. Thomas, and St. John's, (Porto Rico)—steamer, every 15 days.

"5. Jamaica and Mexican Route.—From Grenada to Jacmel, (Hayti,) Kingston, Havana, Vera Cruz, and Tampico—steamer, every 30 days.

"6. Jamaica and St. Iago de Cuba Route.—From Grenada to Jacmel, Kingston, St. Iago de Cuba, St. Juan's, (Porto Rico,) and St. Thomas—steamer, every 30 days.

"7. Bermuda, Havana, and Jamaica Route.—From St. Thomas to Bermuda, Nassau, Havana, Kingston, Jacmel, St. Juan's, and St. Thomas—steamer, every 30 days.

"8. Homeward Fayal Route.—From St. Thomas to Southampton—steamer, every 30 days.

"9. Laguayra Route.—From Grenada to Laguayra, Porto Cabello, and St. Thomas—steamer, every 30 days.

"10. Panama and St. Iago de Cuba Route.—From Kingston (Jamaica) to Santa Martha, Carthagena, Chagres, and St. Juan de Nicaragua—steamer, every 30 days.

"11. Honduras Route.—From Havana to Balize, (Honduras)—sailing schooner, every 30 days."

"The contract system, combining the efficient features of an extended commercial and Government steam marine, was thus adopted after full investigation on the subject by the Board of Admiralty, the Treasury, and the different Government Departments, including the Post Master General. The merits and benefits of this system have been tested by England. That Government was the first to engage in it, and, as we have already stated, fully approve, and are constantly extending it. The Committee of Inquiry of Parliament, as we have already quoted, say truly that it 'had tended largely to increase the steam tonnage of that country, to encourage private enterprise in scientific discovery, and the regulation and economical management of steam.' After an examination of it in the most scientific and practical manner, that Government regards it as altogether more economical for the nation, and for the general public interests, than the exclusive employment of Government vessels. The ships built by the contract companies have far exceeded in speed and other essential qualities the ships constructed by Government. A far greater amount of service was obtained, at a cost much less than would be incurred by Government in building, equipping, manning, and running national vessels for even a partial performance of the same service. Individual and associated skill, enterprise, and capital were called into requisition, and, aided by Government means, contributed to enlarge, extend, and fortify the naval and commercial power of England.

"The practical operation of this great system of steam lines was to place within the reach of English vessels, of a semi-national character, and ready to be converted into ships of war, our entire Southern coast and harbors, besides yielding to them the foreign trade, commerce, and letter-carrying, by steam, to and from all parts of our country. To meet and counteract this state of things, became the object and duty of the American Congress and Government. It was the more obvious at that time particularly, engaged as we were in a war with Mexico, and our only means of coast defense of any force being a single steamer, and she not capable of entering the Southern harbors, while English steam fleets literally filled and occupied our waters. To counteract, so far as was demanded by the requirements of our own commerce, and the defense of our coast, a monopoly so formidable, which had grown up under the direct and liberal cooperation of the English Government, and the supposed superiority of English machinery, required the aid of Congress; for it was evident that unaided American enterprise and capital could not cope with it. Accordingly, at the close of the session of 1847, the Congress of the United States passed an act authorizing the Secretary of the Navy to contract with sundry parties and different steam lines for the construction of ocean steamships, as part of the plan of a combined naval and commercial steam marine, in connection with the mail service."

After enumerating the various lines established by Congress, he further says:

"These (with the previously authorized line from New-York to Bremen) were the various parts of a complete and important plan adapted to the growing wants of the public service, and for providing an adequate steam marine, whenever the exigencies of the country might require it, and for facilitating intercourse and the transmission of the mails between remote parts of our own country and other nations. For the due performance of it in all its ramifications, it required a large aggregate of capital, skill, and intelligent enterprise. After a lapse of nearly three years, portions of the undertaking have gone into efficient operation; and already the fruits of it—its utility, and its advantages and benefits to the American government and people—have been demonstrated. When the various parts shall be completed, and the plan in all its features shall be in full operation, its immediate practical results, aside from its prospective effectiveness in furnishing a class of war steamers for any ultimate purpose of the American Government, will be found fully to justify the action of Congress and the participation and favor of the Government, and confirm the public confidence in its great utility and value."

"When it came to the knowledge of the English government that Congress had entered into contracts establishing steam lines to Chagres, Havana, and New-Orleans, its first movement to counteract or discourage the proposed American line in that direction was to run branches of the Royal West-India mail line from Bermuda to New-York, and from Jamaica to New-Orleans and Mobile. Now that the American line to Chagres has gone into full operation, and the news from the Pacific comes by this line to New-York, and thence to Liverpool, some fifteen days sooner than the same news brought by the British line,[J] the English government has revised, enlarged, and extended its West-India line. It has entered into a new contract with the Royal Mail Steam-Packet Company, a material feature of which is to run a mail line direct from Southampton to St. Thomas, and thence to Chagres and back, twice a month, with steamers of larger capacity and power, and with a proposed speed of from twelve to fourteen miles per hour. For this line, five or six new steamships are, under the contract, to be built, while the old vessels are to form branches from this main line or trunk to other of the routes of this great and extended plan of steam intercourse and letter-carrying; at the same time that government will withdraw its branches to the Balize, Mobile, and New-York, extend its line to Rio de Janeiro, and enlarge its line in the Pacific, from Panama to Valparaiso, converting it from a monthly to a semi-monthly route. These movements show not only the immediate results of American enterprise in ocean steamships, and the important consequences, aside from any purposes of coast and harbor defense, to which it has already led, but the strong public reasons on the part of our Government to foster, continue, and encourage it. It has already counteracted the best efforts of the large and long-established English steam lines, and transferred the commerce and letter-carrying so long exclusively enjoyed by them to American ships. If promoted and favored by the Congress of the United States, it will still meet and counteract the new efforts of the English Government to recover the ground which American skill, enterprise, and capital, aided by the Government, have won from them.

[J] "By the contract of 1846 with the West-India Royal Mail Steam-Packet Company, the voyage from Chagres to Southampton is performed in 33 days. By the United States Mail Steamship Company the voyage from Chagres to New-York, and thence to Liverpool, is performed in 22 days.

"In relation to the comparative cost to the two governments by which these lines of ocean steamers, in connection with the naval and mail service, are maintained, it will be seen that the British Government pays as much for its single West-India and Chagres line as the American Government pays for all its lines—Liverpool and New-York, New-York and Bremen, New-York and Havre, New-York, Havana, New-Orleans, and Chagres, and Panama and San Francisco. The entire annual payments by the British Government amount [This was in 1850.—T.R.] to $3,180,000. Those by the American Government, when all its lines shall be in full service, will be $1,215,000. The British-West India Mail Steam-Packet Company are paid $3.08 per mile for mail service: the United States Mail Steamship Company, $1.88 per mile."

The Committee presented some few queries to Commodore M.C. Perry on the capabilities of the postal steamers for war purposes, to which he replies thus:

"I now proceed to reply to the first division of the inquiry, as follows:

"Question first: 'Whether the steamships employed in the transportation of the United States mail, under contract with the Navy Department, or any other steamships employed in the transportation of our foreign mails, are, in all respects, suitable for immediate conversion into steamers for war purposes, capable of carrying the armament or battery appropriate to the class specified in the contract?'

"In answer to the foregoing (first) question, I am of opinion that they are not 'in all respects suitable.'

"Question second: 'And if not suitable for such immediate conversion, whether they could be altered so as to make them efficient war steamers?'

"Answer: The following named Atlantic steamers maybe converted, by slight alteration, into war steamers of the first class:

"Of Collins's line. The Atlantic, Pacific, Arctic, and Baltic.

"Of Law's line. The Ohio, Georgia, and Illinois.

"Of Mortimer Livingston's line. The Humboldt and Franklin.

"Pacific steamers—of Aspinwall's line. First class, the Golden Gate. Second class, the Panama, Oregon, California, and Columbia.

"The foregoing vessels of the respective contracts are variously constructed as to materials, fastening, strength, and model.

"Question third: 'And if so, what alterations would be necessary to be made, and at what expense, to make them war steamers of the first class:'

"Answer: If these vessels had been originally constructed comformably to the spirit (though it was not called for by the letter) of the contracts, as they should have been, and all English mail steamers now are, in anticipation of their possible conversion, into war vessels, the cost of converting them would be much less.

"Most of them were completed before I was ordered to their supervision; but I lost no time, after entering upon the duty, in calling the attention of the contractors to this important consideration, an observance of which would not have added more than one per cent upon the cost of construction.

"In altering these vessels so as to make them available for war purposes, the most simple, expeditious, and economical plan would be to razee them, or cut off their upper decks and cabins forward and abaft the wheel-houses; not by tearing them to pieces and defacing the costly ornamental work, which, though of no value to the Government, still need not be destroyed.

"The razeeing should be effected by sawing the top timbers, and cutting off by sections the whole of the upper dock, excepting the space between the wheel-houses, thus leaving the greater part of the main deck exposed and for the accommodation of the armament, and enough of the sides above that deck to answer for bulwarks and side-ports.

"Below, it would only be necessary to remove the state-rooms not wanted for the accommodation of the officers, and convert the after-hold and fore and main orlops into magazines, store-rooms, shot and shell lockers, etc., etc.

"According to my calculation, the cost of the conversion of either of the before mentioned vessels, exclusive of armaments, repair of machinery and ordinary repair, would not, or certainly ought not, exceed, for steamers of the first class, $20,000, and for those of the second class, $15,000; and it could be readily done for this at any of our navy yards, provided that useless alterations were not made.

"It should be taken into view that those mail steamers, if called into service as war vessels, would be considered as forming an auxiliary force to the regularly constructed ships, and hence the impolicy of expending much money on them. The requisites of sound hulls and powerful engines, with efficient armaments, should alone be considered, leaving superfluous ornament out of the question.

"The armaments of the respective vessels would, of course, be a separate cost; and to arrange the guns on the upper deck, it would only be required to close up three or four of the hatches or sky-lights; to strengthen the deck by additional beams and stanchions; to cut ports, and construct the pivot and other carriages; probably it might be desirable to shift the capstan and cables.

"With respect to the description and weight of the respective armaments, I am clearly of opinion that the first-class steamers already named could easily carry each four 10-inch Paixhan guns on pivots, two forward and two aft, of the weight of those in the Mississippi; ten 8-inch Paixhans, as side-guns, ditto.

"The second-class steamers could with equal ease carry each two 8-inch Paixhans on pivots, one forward and one aft, and six 6-inch ditto, as side-guns.

"With the additional strengthening recommended, I am perfectly satisfied that the armaments suggested would not, in the least, incommode the vessels. Indeed, the weight of armament would be actually less than that which would be taken away by the removal of the upper decks and cabins, and the miscellaneous articles usually stowed on one or the other of two decks—such, for instance, as ice, of which not less than forty tons is generally packed in one mass; nor would the munitions and provisions required for the war vessel be of greater weight than the goods now carried as freight, saying nothing of the provisions and stores carried by the steamers for an average of 150 to 250 souls, including crew and passengers.

"It may again be remarked, that steamers thus brought into service would be far inferior to regularly constructed and appointed war vessels; yet in the general operations of a maritime war, they would render good service, and especially would they be useful, from their great speed, as dispatch vessels, and for the transportation of troops, always being capable of attack and defense, and of overhauling or escaping from an enemy."

Captain Skiddy, the Special Naval Constructor appointed by the Government to superintend the building of all the mail packets, says in a letter to Com. Perry:

"In reply I will commence with the first-class ships, which are the 'Atlantic,' 'Pacific,' 'Baltic,' and 'Arctic,' of Collins' Liverpool line; the 'Franklin' and 'Humboldt' of Mortimer Livingston's Havre line.

"These ships, although equal in strength, probably, to any steamships afloat, are not suitable for immediate war purposes, but can be made efficient in four or six weeks, capable of carrying the armament or battery of a first-class frigate—say four ten-inch guns and twelve eight-inch guns. These alterations would consist of a removal of the deck-houses, spar or upper deck, forward and abaft the paddle-wheel boxes, fitting the after and forward bulwarks in sections, cutting port-holes, fitting hammock cloths or nettings, putting in extra beams and knees, and stanchions, moving the windlass below, building magazines, shell-rooms, officers' rooms, etc., etc. The cost of all these alterations and fixtures would not exceed ($15,000 or $20,000) twenty thousand dollars each ship. These ships would then be relieved of about one hundred and fifty tons weight, or nearly double the weight of guns and carriages, with less resistance to water and wind, adding an increase to their already great speed."

In the case of all these steamers, that is, of the Havre and Bremen, the Collins, the Aspinwall, and the Pacific lines, Commodore Perry reported that they "were capable of being easily converted into war steamers of the first class."



PAPER F.

OCEAN STEAM LINES OF THE WORLD.

+ + + LINE. SERVICE. Ships. Tonnage. + + + Cunard, Paddle-wheel, Liverpool, New-York, Boston, and 8 12,000 Halifax, " Screw, " " " " 4 4,800 North Atlantic Steamship Co., St. John's and Portland, 3 4,800 European and American S. S. Bremen, Antwerp, Southampton, & 4 10,000 Co., New-York, " " " " Bremen, Antwerp, Southampton, to 4 9,000 Brazil, London and Canada, London and Montreal, 2 1,870 Liverpool and Canadian, Liverpool and Quebec, 4 5,000 Liv., Philadelphia, and " " New-York, 4 8,700 New-York, Glasgow and New-York, Glasgow and New-York, 3 6,200 Belgian Transatlantic, Antwerp and New-York, 4 8,800 " " " " Brazil, 5 6,500 Hamburg and American, Hamburg and New-York, 4 7,300 " " Brazilian,[K] Hamburg and Rio de Janeiro, 2 4,500 Genoa and Brazilian, Genoa, " " 4 8,000 Royal Mail Co., Southampton, West-Indies, 18 21,510 Central America, South-America, " " " Per., Rio, Bahia, 4 6,820 and La Plata, Pacific Steam Navigation Co., Panama to Valparaiso and 7 5,719 intermediate, Peninsular and Oriental Co., Portugal, Spain, Malta, 39 49,416 Alexandria, East-Indies, China, and Australia, Europ. and Australian Royal Southampton, Alexandria, Suez, 7 15,500 Mail Co., and Sydney, Australian Royal Mail Co., Transport and other, 4 7,800 Rotterdam and Mediterranean, Rotterdam, Leghorn, and Trieste, 4 1,900 North of Europe Steam African, 4 3,200 Navigation Co., McIver's, Liverpool and Mediterranean, 10 9,000 " " " Havre, 2 2,000 Bibby's, Liverpool and Mediterranean, 11 11,700 Fowler's, " " " 6 7,500 Dixon's, " " " 4 8,800 Liverpool and Australian, " and Australia, 2 7,000 London " " London and " 4 7,500 African, " Liverpool, and Africa, 5 5,000 Union Screw Co., Southampton and Cape Good Hope, 3 1,800 Luzo-Brazileira, Lisbon and Brazil, 4 8,000 Austrian Lloyds, Very large Mediterranean Unknown service, Messageries Imperiales, Mediterranean, Black Sea, 50 "[L] Levant, W. Hartlepool Steam Navigation Hartlepool, Hamburg, and St. 6 " Co., Petersburg, Danube Steam Navigation Co., Vienna, Galatz, and 6 " Constantinople, Hamburg and Spanish, Hamburg, Southampton, and all 2 2,000 Spanish ports, East-India Company, Suez and India, and the Bombay 12 11,471 Mail lines, Spanish and Cuban, Cadiz, Havana, and Mexico, 5 9,000 Companhia Brazileira, Rio de Janeiro to the Amazon and 7 5,500 La Plata, Collins Company, New-York and Liverpool, 3 9,727 Havre Steam Navigation Co., " Southampton, and Havre, 2 4,548 Cornelius Vanderbilt, " " " Bremen, 3 6,523 United States Mail Steamship New-York, Havana, Aspinwall, & 6 8,544 Co., New-Orleans, Pacific Mail Steamship Co., Panama, California, and Oregon, 13 16,421 New-York and New-Orleans, New-York, Havana, and 2 3,198 New-Orleans, New-York and Alabama, " " " Mobile, 1 1,300 Charleston and Havana, Charleston, Key West, and 1 1,115 Havana, Savannah Steamship Co., New-York and Savannah, 4 4,793 New-York and Charleston St. S. " " Charleston, 4 4,680 Co., " " Virginia, " Norfolk, and Richmond, 2 2,371 Philadelphia and Savannah, Philadelphia and Savannah, 2 2,600 Boston and Baltimore, Boston and Baltimore, 2 1,600 Texas Steamship Co., New-Orleans and Galveston, 4 2,400 Southern Steamship Co., " " Key West, 2 1,000 Mexican Steamship Co., " Tampico and Vera Cruz, 1 960 + + +

[K] Building another steamer of 2,500 tons for the Brazil line.

[L] These vessels average about 250 horses' power each. Their tonnage is large, probably 1,200 tons each.

There are several other lines of ocean steamers in Europe; but it is almost impossible to ascertain anything definite about them. The list above embraces all of the most important companies of the world. The lines are continually changing, while the vessels are passing into new hands almost every week.



PAPER G.

The following official letter from Hon. Horatio King explains itself.

Post-Office Department, } Washington, Nov. 12, 1857. }

Sir: In answer to your letter of 10th inst., I have to inform you, that the ocean mail steamship lines now under contract with the Government for the conveyance of mails, are as follows, namely:

1. The New-York and Liverpool (Collins) Line, performing twenty round trips per annum, at an annual compensation of $385,000. Length of route, 3,100 miles.

2. The New-York and Bremen Line, via Southampton, performing thirteen round trips per annum, for the gross amount of United States postages, (sea and inland.) Length of route, 3,700 miles.

3. The New-York and Havre Line, via Southampton, performing thirteen round trips per annum for the gross amount of United States postages, (sea and inland.) Length of route, 3,270 miles.

4. The New-York, Havana, New-Orleans, and Aspinwall Line, performing twenty-four round trips per annum, at an annual compensation of $290,000. Length of routes 2,000 miles from New-York to Aspinwall direct; 2,000 miles from New-York to New-Orleans via Havana; and 1,200 miles from Havana to Aspinwall; making in all, 5,200 miles.

5. The Astoria, San Francisco, and Panama Line, performing twenty-four round trips per annum, at an annual compensation of $348,250. Length of route, 4,200 miles.

6. The Charleston, Savannah, Key West, and Havana Line, performing twenty-four round trips per annum, at an annual compensation of $60,000. Length of route, 669 miles.

7. The New-Orleans and Vera Cruz Line, performing twenty-four round trips per annum, at $1,210.93 the round trip. Length of route, 900 miles.

The contracts on these lines expire as follows, namely:

New-York and Liverpool (Collins) Line, 27th April, 1860. New-York and Bremen Line, 1st June, 1858. New-York and Havre Line, 1st June, 1858. New-York, New-Orleans, and Aspinwall Line, 1st Oct., 1859. Astoria and Panama Line, 1st Oct., 1858. Charleston and Havana Line, 30th June, 1859. New-Orleans and Vera Cruz Line, 30th June, 1858.

I am very respectfully your obedient servant,

HORATIO KING.

To DR. THOMAS RAINEY.



PAPER H.

THE FRENCH, ENGLISH, AND AMERICAN NAVIES.

The following list is kindly furnished me by Hon. Wm. A. Harris, of Washington. The French list is taken from the "Tableau General des Batiments a Voiles et a Vapeur composant les Flottes de la Marine Imperiale Francaise."

SAILING VESSELS.

SHIPS OF 120 GUNS.—Ocean, Friedland, Ville de Paris, Valmy.

SHIPS OF 100 GUNS.—Hercule, Temmasses, Tage Turenne.

SHIPS OF 90 GUNS.—Jena, Suffren, Bayard, Breslau, Hector, Achille, Eole, Santi-Petri, Tilsitt, Sceptic, Castiglione.

SHIPS OF 86 GUNS.—Diademe, Neptune, Jupiter.

SHIPS OF 82 GUNS.—Marengo, Trident, Ville de Marsailles, Alger, Triton, Duperre, Genereux, Latour d'Auvergne, Saint-Louis.

FRIGATES OF 60 GUNS.—Iphigenie, Independante, Didon, Uranie, Belle-Poulle, Surveillante, Andromaque, Forte, Minerve, Melpomene, Perseverante, Renomme, Vengeance, Etrepienante, Victoire, Semiramis, Guerrierre, Pallas, Semillante.

FRIGATES OF 52 GUNS.—Alceste, Calypso, Sirene, Atlante, Andromede, Nereide, Zenobie, Sybille.

FRIGATES OF 50 GUNS.—Reine Blanche, Cleopatre, Danae, Virginie, Poursuivante, Pandore, Nemesis, Bellonne, Amazone, Astree, Junon, Hermione, Dryade, Circe, Flore.

FRIGATES OF 46 GUNS.—Thetis, Armide, Grigone, Margicienne, Africane, Penelope, Medee.

FRIGATES OF 40 GUNS.—Constitution, Psyche, Clorinde, Heliopolis, Jeanne d'Arc, Algerie, Resolue, Tiris, Ceres, Armorique.

CORVETTES OF 30 GUNS.—Ariane, Thisbe, Heroine, Alemene, Embuscade, Sabine, Aventure, Favorite, Jeanne-Hochette, Corneline, Circe, Cybele.

CORVETTES OF 28 GUNS.—Arethuse, Bayonnaise, Arthemise, Galatee, Serieuse, Eurydice, Capricieuse, Constantine.

CORVETTES OF 24 GUNS.—Brillante, Naide, Creole, Danaide, Triomphante.

CORVETTES OF 20 GUNS.—Camille, Bergere, Iguala, Coquette, Echo.

CORVETTES OF 16 GUNS.—Diligente, Cornelie, Egle, Perle, Oritie.

CORVETTES OF 14 GUNS.—Astrolabe, Zelee, Prevoyante, Expeditive, Recherche, Active, Indienne, Sarcelle, Prudente, Indefatigable, Emulation.

BRIGS OF 20 GUNS.—Ducouedic, Palinure, Cygene, Alcibiade, Adonis, Hussard, Chasseur, Griffon, d'Hassar, Meleagre, Acteon, Bisson, Lapeirousse, Cassard, Oreste, Pylade, Nisus, Euryale, Beaumanvir, Chevert, Droupot, Alacryti, Voltigeur.

BRIGS OF 18 GUNS.—Mercure, Dragon, Faune, Genie, Faucon, Grenadier, Entreprenant, Fanfaron, Janus, Victor, Olivier, Zebre, Obligardo, Alerte, Cuirassier.

BRIGS OF 10 GUNS.—Volage, Surprise, Fleche, Alcyon, Comete, Sylphe, Dupetit-Lhouars, Bougainville, Argus, Fabert, Lutin, Cerf, Messaeer, Papillon, Rossignol, Agile, Geyer, Inconstant, Zephir, Railleur, Russee, Lynx.

BRIGS OF 8 GUNS.—Allouette, Alsacienne, Malouine, Tactique, Virgie, Eglantine, Panthere.

CORVETTES DE CHARGE 32 GUNS, 800 HORSE POWER.—Proserpine, Adour, Abondante, Oise, Caravane, Allier, Agathe, Fortune, Aube, Egerie, Rhin, Somme, Meurthe, Mosselle.

SLOOPS OF 28 GUNS, 600 TONS.—Perdrix, Loire, Provencale, Marsouin.

SLOOPS OF 20 GUNS, 550 TONS.—Robuste, Giraffe, Chandernagor, Cormoran.

SLOOPS OF 16 GUNS, 300 TONS.—Hecla, Dore, Cyclope, Vulcain, Lamproie, Volcan, Bucephale, Licome, Lezard, Mahe, Lionne.

SLOOPS OF 12 GUNS, 200 TONS.—Anna, Pintado, Menagere.

SLOOPS OF 8 GUNS, 150 TONS.—Pourvoyeur, Seudre.

SLOOPS OF 6 GUNS, 90 TONS.—Vigilant, Pilote, Ile d'Oleron, Mayottais.

SCHOONERS OF 6 GUNS.—Merange, Estafete, Gazelle, Hirondelle, Topaze, Beaucir, Euroquoise, Decidee, Jouvencelle, Tonguille, Amaranthe, Fauvette, Legere, Encelade, Etoile, Fine, Doris, Brestoise, Mouche, Bella Helene, Eugenie, Tafne, Parisienne, Gentille, Ibir, Mignonne, Souris, Egle, Iris, Papeiti, Sultan, Agathe, Touronnaise, Daphne, Levrette, Bose, Dorade.

CUTTERS OF 4 GUNS.—Rodeur, Furet, Moustique, Espeigle, Moutin, Favori, Levrier, Eperlan, Renard, Eclair, Goelund, Chamois, Emeraude, Esperance, Cupidon, Orglae, Aigle d'Or, Colibi, Antilope, Seybouse, Pluvier, Ecureuil, No. 1, Ecureuil, No. 2, Mirmidon, Capelan, Corvril, Boberach, Palmer, Belette, Colombe, Cigorle, Tafnal, Amiral, Papillon.

SAILING SHIPS CHANGED INTO STEAMSHIPS.

SHIPS OF 120 GUNS.—Montibello 650, Souverain 650, Desaix 650, Louis XIV. 650, Bretagne 960.

SHIPS OF 100 GUNS.—Fleurus 650, Ulm 650, Dugay-Etains 650, Annibal 650, Eyleau 650, Prince Jerome 650, Navarin 650, Austerlitz 650, Wagram 650, Massena 650.

SHIPS OF 90 GUNS.—Inflexible 450, Dugueschin 450, Donnawerth 600, Fontenoy 600, Charlemagne 450, Duquesne 450, Tourville 450, Alexandre 600, Jean-Bart 450.

STEAM VESSELS.

SHIPS OF 90 GUNS, 960 HORSE POWER.—Napoleon, Imperiel, Algesiras.

FRIGATES OF 650 HORSE POWER.—Mogador, Isly.

FRIGATES OF 540 HORSE POWER.—Descartes, Vauban.

FRIGATES OF 450 HORSE POWER.—Gomer, Asmodee, Labrador, Magellan, Montezuma, Cacique, Panama, Eldorado, Pomone, Albatros, Sane, Orenoque, Ch. Columb, Canada, Ulloa, Darien, Caffarelli.

MIXED FRIGATES—(New Construction.)

800 HORSE POWER, 50 GUNS.—Imperatrice Eugenie, Indomitable, Foudre, Audacieuse.

CORVETTES OF 400 HORSE POWER.—Infernal, Reine Hortense, Bertholet, Catinat, Rolland, Phlegeton, Laplace, Primaugnet, Dassas.

CORVETTES OF 320 HORSE POWER.—Prony, Caton, Colbert.

CORVETTES OF 300 HORSE POWER.—Patriote, Eumenide, Gorgone, Tanger, Coligny, Tisiphone.

CORVETTES OF 220 HORSE POWER.—Espadon, Veloce, Lavoisier, Cameleon, Gassendi, Pluton, Archimede, Duchayla, Phoque, Elan, Caiman, Titan, Cassini, Chaptal, Newton.

ADVICE VESSELS.

OF 200 HORSE POWER.—Monette, Heron, Laborieux, Eclaireur, Phenix, Lucifer, Biche, Goeland, Promethee, Souffleur, Milan, Aigle, Megere, Sentinelle.

OF 180 HORSE POWER.—Petrel, Reguin, Epervier, Dauphin.

OF 160 HORSE POWER.—Ardent, Crocodile, Phare, Fulton, Meteore, Chimere, Vantour, Styx, Acheron, Cerbere, Tartare, Phaeton, Cocyte, Tonnerre, Gregois, Grondeur, Euphrate, Tenare, Australie, Narval, Bruddon, Solon, Etna, Sesostris.

OF 120 HORSE POWER.—Castor, Brazier, Flambeau, Vedette, Passe-Partout, Pelican, Ramier, Salamandre, Ariel, Daim, Flambart, Marceau.

OF 100 HORSE POWER.—Anacreon, Averne, Tantale, Galilee.

OF 80 HORSE POWER.—Galibi, Voyageur, Marabout, Alecton, Rubis, Eperlan.

OF 60 HORSE POWER.—Antilope, Chacul, Liamone, Var.

OF 40 HORSE POWER.—Grand-Bassam, Ebrie.

OF 30 HORSE POWER.—Basilic, Serpent, Pinogouin, Guet n'Dar.

OF 20 HORSE POWER.—Oyapock, Acbar.

FLOATING BATTERIES.

Devastation, Lave, Tonnate, Foudroyante.

GUN BOATS.

Stridente, Mitraille, Etincelle, Bombe, Eclair, Flamme, Alarme, Coulevaine, Doilleuse, Alerte, Meurtriere, Bourasque, Raffale, Fusee, Foudre, Fleche, Grenade, Mutine, Tourmente.

MIXED TRANSPORTS.

Ariege, Adour, Durance, Loiret, Gironde, Marne, Aube, Rhin, Charente, Nievre, Rhone, Tarn, Mosselle, Yonne, Saone, Loire, Isere, Dordogne, Allier, Meurthe, Finestere, Meuse, Oise, Somme, Garone.

GENERAL RECAPITULATION.

SAILING VESSELS.

Guns. 31 ships of all sizes, mounting an aggregate of 2,866 61 frigates do do 3,028 49 corvettes do do 1,024 57 brigs do do 1,006 14 corvettes de charge do do 448 28 sloops do do 444 38 schooners do do 228 33 cutters do do 132 —- ——- 317 sailing vessels, carrying a grand aggregate of 9,176

STEAM VESSELS.

27 ships of all sizes, mounting an aggregate of 2,680 21 frigates do do do 336 4 frigates, (new construction,) do 200 34 corvettes of all sizes do 939 76 advice boats do do 456 4 floating batteries do 64 19 gun boats do 76 25 mixed transports do 150 —- ——- 220 steam vessels, mounting an aggregate of 4,901

ORDINARY CLASSIFICATION OF NAVAL OFFICERS.

2 admirals in time of peace, and 3 in time of war; 13 vice admirals; 22 rear admirals; 113 captains of ships of the 1st and 2d classes; 235 captains of frigates; 679 lieutenants of ships of the 1st and 2d classes; 550 ensigns of ships; 109 midshipmen of 1st class; 165 midshipmen of the 2d class.

With respect to the classes of midshipmen, the admiral minister of marine regulates yearly the number of young gentlemen who may be received in the service.

According to the navy list for 1856, (July,) the effective force of the navy of Great Britain was at that period:

Guns. Sailing vessels, 269, carrying an aggregate of 9,362 Steam vessels, 258 do do 4,518 —- ——— Total, 527 do do 13,880

The classification of officers was:

In service. On half pay. Retired. Total. Admirals, 21 15 —- 36 Vice-admirals, 27 19 —- 46 Rear-admirals, 51 55 129 235 Captains of ships, 396 60 318 774 Commanders, 551 64 286 901 Lieutenants, 1,139 668 —- 1,807

NAVY OF THE UNITED STATES.

SHIPS OF THE LINE, (10.) - - Name. Rate. Where When built. built. - - - Pennsylvania, 120 Philadelphia, 1837 Columbus, 80 Washington, 1819 Ohio, 84 New-York, 1820 North-Carolina, 84 Philadelphia, 1820 Delaware, 84 Norfolk, 1820 Alabama, 84 Virginia, 84 Vermont, 84 Boston, 1848 New-York, 84 New-Orleans, 84 - - -

FRIGATES, (18.) - - Name. Rate. Where When built. built. - - - Independence, 56 Boston, 1814 United States, 50 Philadelphia, 1797 Constitution, 50 Boston, 1797 Potomac, 50 Washington, 1821 Brandywine, 50 Washington, 1825 Columbia, 50 Washington, 1836 Congress, 50 Portsmouth, N. H. 1841 Cumberland, 50 Boston, 1842 Savannah, 50 New-York, 1842 Raritan, 50 Philadelphia, 1843 Santee, 50 Sabine, 50 St. Lawrence, 50 Norfolk, 1847 - - -

SLOOPS OF WAR, (19.) - - Name. Rate. Where When built. built. - - - Constellation, 22 Rebuilt, Norfolk, 1854 Macedonian, 22 Rebuilt, Norfolk, 1836 Portsmouth, 22 Portsmouth, N.H. 1843 Plymouth, 22 Boston, 1843 St. Mary's, 22 Washington, 1844 Jamestown, 22 Norfolk, 1844 Germantown, 22 Philadelphia, 1846 Saratoga, 20 Portsmouth, N.H. 1842 John Adams, 20 Rebuilt, Norfolk, 1831 Vincennes, 20 New-York, 1826 Falmouth, 20 Boston, 1827 Vandalia, 20 Philadelphia, 1828 St. Louis, 20 Washington, 1828 Cyane, 20 Boston, 1837 Levant, 20 New-York, 1837 Decatur, 16 New-York, 1839 Marion, 16 Boston, 1839 Dale, 16 Philadelphia, 1839 Preble, 16 Portsmouth, N. H. 1839 - - -

BRIGS, (3.) - - Name. Rate. Where When built. built. - - - Bainbridge, 6 Boston, 1842 Perry, 6 Norfolk, 1843 Dolphin, 4 New-York, 1836 - - -

SCHOONER. - - Name. Rate. Where When built. built. - - - Fenimore Cooper, 3 Purchased, 1852 - - -

STEAMERS.

Screw Steamers, 1st class. - - Name. Rate. Where When built. built. - - - Franklin, 50 Merrimack, 40 Boston, 1855 Wabash, 40 Philadelphia, 1855 Minnesota, 40 Washington, 1855 Roanoke, 40 Norfolk, 1855 Colorado, Niagara, - - -

Screw Steamer, 2d class. - - Name. Rate. Where When built. built. - - - San Jacinto, 13 New-York, 1850 - - -

Screw Steamers, 3d class. - - Name. Rate. Where When built. built. - - - Massachusetts, 9 Transferred from War Dep't. Princeton, 10 Rebuilt, Norfolk, 1851 - - -

Side-wheel Steamers, 1st class. - - Name. Rate. Where When built. built. - - - Mississippi, 10 Philadelphia, 1841 Susquehanna, 15 Philadelphia, 1850 Powhatan, 9 Norfolk, 1850 - - -

Side-wheel Steamer, 2d class. - - Name. Rate. Where When built. built. - - - Saranac, 6 Portsmouth, N. H. 1848 - - -

Side-wheel Steamers, 3d class. - - Name. Rate. Where When built. built. - - - Michigan, 1 Erie, Pa., 1844 Fulton, 5 New-York, 1837 Alleghany, 10 Pittsburgh, Pa., 1847 Water Witch, 2 Washington, 1845 John Hancock, 2 Boston, 1850 - - -

STEAM TENDERS. - - Name. Rate. Where When built. built. - - - Despatch, Purchased, 1855 Engineer Purchased, Arctic, Purchased, 1855 - - -

STORE-SHIPS. - - Name. Rate. Where When built. built. - - - Relief, 6 Philadelphia, 1836 Supply, 4 Purchased, 1846 Warren, Boston, 1826 Fredonia, 4 Purchased, 1846 Release, 2 Purchased, 1855 - - -

The United States Navy has 64 Captains, 96 Commanders, 311 Lieutenants, 69 Surgeons, 43 Passed Assistant Surgeons, 37 Assistant Surgeons, 64 Pursers, 24 Chaplains, 12 Mathematicians, 24 Masters, 24 Passed Midshipmen, 30 Midshipmen, and 145 Probationary Midshipmen and Students.—Taken from the Navy Register of 1857.



- TRANSCRIBERS NOTE. Obvious typographical errors have been corrected silently. Mathematical symbols in the original text have been transcribed as follows: ^ is used to represent 'to the power of' Square/cube root symbols have been written in words. ("The square root of ...") Tables have been reformatted as necessary to limit width of lines. -

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