Of the Collins Company it is hardly necessary that I should speak. They have received much the largest subsidy from the Government; but they have had a most difficult task to perform. Their ships have never been surpassed in any country, whether as to the excellent style of their prime construction, their large size, or their very unusual speed. They have literally been engaged in a continual race across the ocean for seven years, determined at whatever cost and hazard to far excel those of the Cunard line. And this they have done most signally in all points of accommodation and speed. They have gained one and a half days the advantage over the Cunard line on their average voyages for the seven years. And this was no small achievement. By reference to [Section IV.] it will be seen how great is the cost of attaining and maintaining such speed with a steamer. The Collins ships, being so much larger than the Cunarders, the four present an aggregate tonnage nearly equal to the eight by which they run their weekly line. It is, moreover, not proportionally so expensive to maintain seven or eight ships on a line as four. The prime cost and repairs are by no means so great when engines are duplicated, or two sets built from the same patterns. Again, the general outlay in docks, shore establishment, offices, company paraphernalia, advertising, and innumerable items, is as great for a small as for a large fleet of steamers. The Collins line has to contend against all this. It also found the Cunard line long and well established, and inwrought into the public favor. It had the business, and most important of all, it monopolized the only freights passing between the two countries; those from England to America, which British shippers gave of course to British ships. They have had also to pay much larger prices for construction, repairs, wages, etc., than the Cunard Company; and not having so large a service and so large a fleet, they have not had so many reserve ships to fall back upon; but have been compelled frequently to send their ships off but half repaired, which of itself entailed immensely heavy expenses in ultimate repairs. There is very much to be said in favor of this Company, which has endeavored to build the finest ships in the world, and navigate them the most rapidly. If they have prominently failed in any thing it is in building larger ships, running them faster, and being far more enterprising with them than was required of the Company by the contract with the Government. Their disasters have been saddening and severe; and yet they have resulted from nothing which could have been controlled by human foresight. There is a great error in supposing that there are more marine disasters among American than among British ships. Such is not the case, as a careful examination of the lists will show.
Of the mail line belonging to Mr. Vanderbilt, between New-York and Bremen, via Southampton, it is impossible now to say any thing. The steamers "North Star" and "Ariel," the one of 1,86760/95 tons, and the other of 1,29528/95 tons, have but recently commenced the service, on the gross mail receipts. Whether Mr. Vanderbilt desires to make the service permanent or not, I am not advised.
The service of the Charleston and Havana line has been performed with great regularity; and although the return from it in the form of postages has been small, yet it has been of essential service to the South, in opening communications toward the Gulf, and in establishing much needed travelling facilities between Charleston, Savannah, and Key West.
PAPER A.
LIST OF AMERICAN OCEAN STEAMERS.
The mail service has 8 lines, and 21 steamers in commission, of 48,027 registered tonnage. Much of this tonnage belongs to supply ships, as for instance those of the Pacific Mail Steamship Company. (See [Section I.])
Collins Line, 3 steamers, 9,727 tons.
Adriatic, 4,14474/95 tons: Atlantic, 2,84966/99 tons: Baltic, 2,7331/95 tons.
Havre Line, 2 steamers, 4,548 tons.