"While their discussions [mail steamers] justify the conclusion that vessels of this description can not be relied on to supersede those modelled and built only for purposes of war, it is respectfully suggested that a limited number of them, employed in time of peace in the transportation of the mails, would be found a most useful resource of the Government on the breaking out of war."If conforming to the standards required by these contracts, their readiness to be used at the shortest notice, their capacity as transports for troops and munitions of war, and their great celerity of motion, enabling them to overhaul merchantmen, and at the same time escape cruisers, would render them terrible as guerrillas of the ocean, if fitted with such armaments as could be readily put upon them in their present condition."
"While their discussions [mail steamers] justify the conclusion that vessels of this description can not be relied on to supersede those modelled and built only for purposes of war, it is respectfully suggested that a limited number of them, employed in time of peace in the transportation of the mails, would be found a most useful resource of the Government on the breaking out of war.
"If conforming to the standards required by these contracts, their readiness to be used at the shortest notice, their capacity as transports for troops and munitions of war, and their great celerity of motion, enabling them to overhaul merchantmen, and at the same time escape cruisers, would render them terrible as guerrillas of the ocean, if fitted with such armaments as could be readily put upon them in their present condition."
Post Master General Collamer also said on this subject, June 27, 1850:
"There are three modes which have been mentioned of transporting the mail. The first is by naval steamships, conducted by the Navy, as a national service. This will occasion so enormous an expense that it is not probable the project will be entertained."The next mode suggested is the sending the mails, from time to time, by the fastest steamers which are first going. This has one advantage: it gives occasional aid to the enterprising; but there are many and great objections to it:"1st. It is entirely inconsistent with fixed periods of departure and arrival."2d. It makes all connections on or with the route uncertain."3d. A price must be fixed, to prevent undue exactions of the Government; and yet no one would be under obligation to take the mail at the price, so that it would be uncertain of going at all."4th. It would be impracticable to send agents with all those mails, to take care of them and make distributions, except at an enormous cost."5th. There would be constant difficulty with slow and unsafe boats."6th. The great object of obtaining steamships, so constructed, under the inspection of the Navy Department, as to be suitable for war vessels, and subject to exclusive appropriation and use as such, would be sacrificed."The third project is the making of contracts, for a stated term of years,upon proposals advertised for in the ordinary method adopted for mail-coach service. This would not answer for ocean steam service, unless provision were made for security, in the strength, capacity, and adaptation of the vessels, with their machinery, etc."
"There are three modes which have been mentioned of transporting the mail. The first is by naval steamships, conducted by the Navy, as a national service. This will occasion so enormous an expense that it is not probable the project will be entertained.
"The next mode suggested is the sending the mails, from time to time, by the fastest steamers which are first going. This has one advantage: it gives occasional aid to the enterprising; but there are many and great objections to it:
"1st. It is entirely inconsistent with fixed periods of departure and arrival.
"2d. It makes all connections on or with the route uncertain.
"3d. A price must be fixed, to prevent undue exactions of the Government; and yet no one would be under obligation to take the mail at the price, so that it would be uncertain of going at all.
"4th. It would be impracticable to send agents with all those mails, to take care of them and make distributions, except at an enormous cost.
"5th. There would be constant difficulty with slow and unsafe boats.
"6th. The great object of obtaining steamships, so constructed, under the inspection of the Navy Department, as to be suitable for war vessels, and subject to exclusive appropriation and use as such, would be sacrificed.
"The third project is the making of contracts, for a stated term of years,upon proposals advertised for in the ordinary method adopted for mail-coach service. This would not answer for ocean steam service, unless provision were made for security, in the strength, capacity, and adaptation of the vessels, with their machinery, etc."
Regarding our steam service in the Gulf, and in reviewing the contract made by the United States Mail Steamship Company, the Hon. Edwin Croswell, and associates, in a letter to the Chairman of the Senate Postal Committee, presented the following important reflections:
"As early as the year 1835, the attention of the British Government was directed to the plan of changing the mode of conveying the mails by the ships of the East-India Company and the Government, and adopting the contract system with individuals and companies, with a view to combining the essential properties of a naval and commercial steam marine."In consequence of the Report of the Commissioners appointed by Parliament to inquire into the management of the English Post Office Department in 1836, the mail steam packet service was transferred to the Admiralty. The Report stated the conviction of the Commissioners of Inquiry that 'the advantages which a System of contract must generally secure to the public over one of the establishment, however well conducted, were such that they wish they could have felt justified in recommending that it should be universally and immediately adopted.'"The Secretary of the Admiralty stated that, 'in acting upon this opinion, the Admiralty entered into contracts for conveying the mails by steam vessels to and from Spain and Portugal, and subsequently between Alexandria and England, with the Peninsular and Oriental Steam Navigation Company. Contracts were also entered into for the conveyance of the mails between Englandand North-America, and England and the West-Indies and Mexico.' That 'the execution of all these contracts, with the exception of the latter, had given general satisfaction. But for this exception, the extent and complication of the plan at its commencement afforded some apology.' That 'the spirit in which the steam contractors had generally executed their contracts merited notice, as they had in almost every instance exceeded the horse-power stipulated in their agreements, and thus insured an accuracy in the delivery of mails which experience has shown, if the letter of the contract had been adhered to by them, would not have been the case.' And that 'the contract system had been generally satisfactory to the Admiralty and the public, and had tended largely to increase the steam tonnage of this country, (England,) to encourage private enterprise in scientific discovery, and the regulation and economical management of steam.'"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 coöperation 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."
"As early as the year 1835, the attention of the British Government was directed to the plan of changing the mode of conveying the mails by the ships of the East-India Company and the Government, and adopting the contract system with individuals and companies, with a view to combining the essential properties of a naval and commercial steam marine.
"In consequence of the Report of the Commissioners appointed by Parliament to inquire into the management of the English Post Office Department in 1836, the mail steam packet service was transferred to the Admiralty. The Report stated the conviction of the Commissioners of Inquiry that 'the advantages which a System of contract must generally secure to the public over one of the establishment, however well conducted, were such that they wish they could have felt justified in recommending that it should be universally and immediately adopted.'
"The Secretary of the Admiralty stated that, 'in acting upon this opinion, the Admiralty entered into contracts for conveying the mails by steam vessels to and from Spain and Portugal, and subsequently between Alexandria and England, with the Peninsular and Oriental Steam Navigation Company. Contracts were also entered into for the conveyance of the mails between Englandand North-America, and England and the West-Indies and Mexico.' That 'the execution of all these contracts, with the exception of the latter, had given general satisfaction. But for this exception, the extent and complication of the plan at its commencement afforded some apology.' That 'the spirit in which the steam contractors had generally executed their contracts merited notice, as they had in almost every instance exceeded the horse-power stipulated in their agreements, and thus insured an accuracy in the delivery of mails which experience has shown, if the letter of the contract had been adhered to by them, would not have been the case.' And that 'the contract system had been generally satisfactory to the Admiralty and the public, and had tended largely to increase the steam tonnage of this country, (England,) to encourage private enterprise in scientific discovery, and the regulation and economical management of steam.'
"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 coöperation 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."
"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.
[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 arenot'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 thespirit(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 certainlyoughtnot, 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 thatuselessalterations 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 eachfour10-inch Paixhan guns on pivots, two forward and two aft, of the weight of those in the Mississippi;ten8-inch Paixhans, as side-guns, ditto."Thesecond-classsteamers could with equal ease carry eachtwo8-inch Paixhans on pivots, one forward and one aft, andsix6-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."
"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 arenot'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 thespirit(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 certainlyoughtnot, 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 thatuselessalterations 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 eachfour10-inch Paixhan guns on pivots, two forward and two aft, of the weight of those in the Mississippi;ten8-inch Paixhans, as side-guns, ditto.
"Thesecond-classsteamers could with equal ease carry eachtwo8-inch Paixhans on pivots, one forward and one aft, andsix6-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 forimmediatewar 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 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 forimmediatewar 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."
[K]Building another steamer of 2,500 tons for the Brazil line.
[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.
[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.
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,viâSouthampton, 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,viâSouthampton, 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 Aspinwalldirect; 2,000 miles from New-York to New-OrleansviâHavana; 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.ToDr. Thomas Rainey.
}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,viâSouthampton, 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,viâSouthampton, 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 Aspinwalldirect; 2,000 miles from New-York to New-OrleansviâHavana; 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.
ToDr. Thomas Rainey.
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 Impériale 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, Bellonné, Amazone, Astrée, Junon, Hermione, Dryade, Circe, Flore.Frigates of 46 guns.—Thetis, Armide, Grigone, Margicienne, Africane, Penelope, Médee.Frigates of 40 guns.—Constitution, Psyche, Clorinde, Heliopolis, Jeanne d'Arc, Algerie, Resolue, Tiris, Ceres, Armorique.Corvettes of 30 guns.—Ariane, Thisbe, Heroïne, Alemene, Embuscade, Sabine, Aventure, Favorite, Jeanne-Hochette, Corneline, Circe, Cybele.Corvettes of 28 guns.—Arethuse, Bayonnaise, Arthemise, Galatée, 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, Zélee, 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, Décidée, 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, Phæton, 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.317sailing vessels, carrying a grand aggregate of9,17631ships of all sizes, mounting an aggregate of2,86661frigates, mounting an aggregate of3,02849corvettes, mounting an aggregate of1,02457brigs, mounting an aggregate of1,00614corvettes de charge, mounting an aggregate of44828sloops, mounting an aggregate of44438schooners, mounting an aggregate of22833cutters, mounting an aggregate of132STEAM VESSELS.Guns.220sailing vessels, mounting an aggregate of4,90127ships of all sizes, mounting an aggregate of2,68021frigates, mounting an aggregate of3364frigates, (new construction,), mounting an aggregate of20034corvettes of all sizes, mounting an aggregate of93976advice boats, mounting an aggregate of4564floating batteries, mounting an aggregate of6419gun boats, mounting an aggregate of7625mixed transports, mounting an aggregate of150ORDINARY 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.Total,527,carrying an aggregate of13,880Sailing vessels,269,carrying an aggregate of9,362Steam vessels,258,carrying an aggregate of4,518The classification of officers was:In service.On half pay.Retired.Total.Admirals,2115—36Vice-admirals,2719—46Rear-admirals,5155129235Captains of ships,39660318774Commanders,55164286901Lieutenants,1,139668—1,807NAVY OF THE UNITED STATES.Name.Rate.Where built.When builtSHIPS OF THE LINE, (10.)Pennsylvania,120Philadelphia,1837Columbus,80Washington,1819Ohio,84New-York,1820North-Carolina,84Philadelphia,1820Delaware,84Norfolk,1820Alabama,84Virginia,84Vermont,84Boston,1848New-York,84New-Orleans,84FRIGATES, (18.)Independence,56Boston,1814United States,50Philadelphia,1797Constitution,50Boston,1797Potomac,50Washington,1821Brandywine,50Washington,1825Columbia,50Washington,1836Congress,50Portsmouth, N. H.1841Cumberland,50Boston,1842Savannah,50New-York,1842Raritan,50Philadelphia,1843Santee,50Sabine,50St. Lawrence,50Norfolk,1847SLOOPS OF WAR, (19.)Constellation,22Rebuilt, Norfolk,1854Macedonian,22Rebuilt, Norfolk,1836Portsmouth,22Portsmouth, N.H.1843Plymouth,22Boston,1843St. Mary's,22Washington,1844Jamestown,22Norfolk,1844Germantown,22Philadelphia,1846Saratoga,20Portsmouth, N.H.1842John Adams,20Rebuilt, Norfolk,1831Vincennes,20New-York,1826Falmouth,20Boston,1827Vandalia,20Philadelphia,1828St. Louis,20Washington,1828Cyane,20Boston,1837Levant,20New-York,1837Decatur,16New-York,1839Marion,16Boston,1839Dale,16Philadelphia,1839Preble,16Portsmouth, N. H.1839BRIGS, (3.)Bainbridge,6Boston,1842Perry,6Norfolk,1843Dolphin,4New-York,1836SCHOONER.Fenimore Cooper,3Purchased,1852STEAMERS.Screw Steamers, 1st class.Franklin,50Merrimack,40Boston,1855Wabash,40Philadelphia,1855Minnesota,40Washington,1855Roanoke,40Norfolk,1855Colorado,Niagara,Screw Steamer, 2d class.San Jacinto,13New-York,1850Screw Steamers, 3d class.Massachusetts,9Transferred from War Dep't.Princeton,10Rebuilt, Norfolk,1851Side-wheel Steamers, 1st class.Mississippi,10Philadelphia,1841Susquehanna,15Philadelphia,1850Powhatan,9Norfolk,1850Side-wheel Steamer, 2d class.Saranac,6Portsmouth, N. H.1848Side-wheel Steamers, 3d class.Michigan,1Erie, Pa.,1844Fulton,5New-York,1837Alleghany,10Pittsburgh, Pa.,1847Water Witch,2Washington,1845John Hancock,2Boston,1850STEAM TENDERS.Despatch,Purchased,1855EngineerPurchased,Arctic,Purchased,1855STORE-SHIPS.Relief,6Philadelphia,1836Supply,4Purchased,1846Warren,Boston,1826Fredonia,4Purchased,1846Release,2Purchased,1855The 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.
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, Bellonné, Amazone, Astrée, Junon, Hermione, Dryade, Circe, Flore.
Frigates of 46 guns.—Thetis, Armide, Grigone, Margicienne, Africane, Penelope, Médee.
Frigates of 40 guns.—Constitution, Psyche, Clorinde, Heliopolis, Jeanne d'Arc, Algerie, Resolue, Tiris, Ceres, Armorique.
Corvettes of 30 guns.—Ariane, Thisbe, Heroïne, Alemene, Embuscade, Sabine, Aventure, Favorite, Jeanne-Hochette, Corneline, Circe, Cybele.
Corvettes of 28 guns.—Arethuse, Bayonnaise, Arthemise, Galatée, 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, Zélee, 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, Décidée, 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.
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.
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.
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.
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, Phæton, 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.
Devastation, Lave, Tonnate, Foudroyante.
Stridente, Mitraille, Etincelle, Bombe, Eclair, Flamme, Alarme, Coulevaine, Doilleuse, Alerte, Meurtriere, Bourasque, Raffale, Fusee, Foudre, Fleche, Grenade, Mutine, Tourmente.
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.
Guns.317sailing vessels, carrying a grand aggregate of9,17631ships of all sizes, mounting an aggregate of2,86661frigates, mounting an aggregate of3,02849corvettes, mounting an aggregate of1,02457brigs, mounting an aggregate of1,00614corvettes de charge, mounting an aggregate of44828sloops, mounting an aggregate of44438schooners, mounting an aggregate of22833cutters, mounting an aggregate of132
Guns.220sailing vessels, mounting an aggregate of4,90127ships of all sizes, mounting an aggregate of2,68021frigates, mounting an aggregate of3364frigates, (new construction,), mounting an aggregate of20034corvettes of all sizes, mounting an aggregate of93976advice boats, mounting an aggregate of4564floating batteries, mounting an aggregate of6419gun boats, mounting an aggregate of7625mixed transports, mounting an aggregate of150
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.Total,527,carrying an aggregate of13,880Sailing vessels,269,carrying an aggregate of9,362Steam vessels,258,carrying an aggregate of4,518
The classification of officers was:
In service.On half pay.Retired.Total.Admirals,2115—36Vice-admirals,2719—46Rear-admirals,5155129235Captains of ships,39660318774Commanders,55164286901Lieutenants,1,139668—1,807
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.