By two explosions alone, 230 persons were blown up; 130 by the "Oronoka" in 1838, and 100 by the "Moselle." The greatest number in England at one time, from the same cause, was 24, by the "Union," in 1837. It is computed that 2000 lives have been lost in America, by disasters of various kinds, since the introduction of steam boats into that country, from 1807 to 1838. In the United Kingdom, the total number ascertained down to 1838, is 634, exclusive of lives lost in boats on the Thames.

It is computed, in the Report to Congress on Steam Vessels, dated 12th December, 1838, that, at that time, 1300 steamers had been built. Of these, 260 had been lost, and 240 worn out; and as many as 800 were then employed. The total tonnage was 160,000 and the horse power 57,019. The amount of capital invested in the States in steam boats, estimating the ton at £15, and the horse power at £35, may be considered to amount to £4,395,665. In the British Empire, it amounts to £4,639,685.

'The total steam power in all employments, at that period, did not exceed 100,318 horse-power-equal to the labour of about 601,808 able-bodied workmen. Of this, 6,980 horsepower was used on railroads; 36,319 for other purposes,* leaving 57,019 horse-power for steam boats. Locomotives in America were not employed until 1831. In 1839, 57 railways were in full operation, whose combined length exceeds 1600 miles; 33 others are in progress, of the aggregate amount of 2800 miles, besides 150 Railway Companies.

* In Manchester alone, nearly one fourth of this power was employed in 1838, amounting to 7,926 horse-power. In the whole of Ireland, down to 1837, only 3,111 horse-power was in operation.

POWER OF SEA-GOING STEAMERS.

PLACES.

TABLE, No. 5.

RISE AND PROGRESS OF STEAM VESSELS IN THE BRITISH NAVY,

The total tonnage of the 76 steam vessels, forming part of the Navy, amounts to 35,000 tons, and 10,661 horse-power.* This branch of the Navy dates its existence from no earlier period than 1828. Many of these are employed in the Post Office.

TABLE, No. 6.

STRENGTH OF THE COMBINED POWERS IN SEA-GOING STEAMSHIPS ONLY, COMPARED WITH THE BRITISH EMPIRE.

* The actual horse-power of each Government Steam Frigate is not giv

Table, No. 4, is compiled from papers presented on the motion of Sir R. H. Inglis, to the House of Commons, in the Session of 1837. The returns of foreign powers are not continued beyond 1836; whereas, those for the British Empire, and the United States, are brought down to 1838. To approximate them would only lead to inaccuracy. Excepting France, where the information was refused, the Government steamers of the several powers are included in their returns. France has several fine war steam ships, but they would be unable to cope, one day, with the superior steam Navy of England. It is gratifying to find, by so many of the engines used in other countries being of British manufacture, that we still maintain our mechanical superiority. Table, No. 5, is not included in any of the previous Tables. To provide against omissions in the returns of other nations, it has been kept distinct; and it must be admitted, that such a force forms a very pretty corps de réserve to pick up the stragglers. For this Table, I am indebted to the third number of the Colonial Magazine, a periodical greatly wanted, devoted to circulate correct information relative to the colonies; and which has room to become one of the most useful and important works of its class. This Table has, probably, been procured from sources to which the public have not access, since I had in vain sought for it elsewhere. For all other data, I have resorted to the original documents themselves. Finding I had arrived at results different to similar Tables lately published, I went over the originals again; but I have left these unaltered.

The returns of foreign powers are brought down, as before remarked, only to 1836; and those for the British Empire and the United States, to 1838. For the For the purpose, therefore, of comparing the relative strength of the several powers in sea-going steamers on the 1st of January, 1840, it would probably be found, from a similar comparison of past data, that more steamers of this description have been built in the

British Empire, in 1839, than in all the other countries, since 1836. We have no extended path of inland waters to tread, as in America, nor is our capital far removed from the sea, as in France. The ocean rolls at our feet, meeting us equally at our marts of commerce, as at our chief resorts of amusement. Thus, by far the greater proportion of our steam boats are built for sea service. The above Table may, therefore, be considered for all practical purposes, as a pretty correct approximation to the relative strength of all powers on the globe, down to January, 1840, in that class of steam vessels which, in the event of a war, can alone be serviceable. The contemplation of our vast superiority in this branch of naval warfare, cannot but gratify every Englishman, at a period when the maritime excellence of the British Empire is despondingly depicted on the wane. The prejudices of party must yield to accurate data, or the compiler deceives his readers whilst he debases himself. The ocean child is not yet in its dotage. Without doubt, the usual naval armament is also required to maintain a dominion which has been won so well, and so nobly used. But, if steam ships of a powerful class do not take the lead in most future naval actions, their independence of the elements, their certainty and despatch, render them too serviceable not to play a very prominent part. It has been shown, by Table, No. 6, that the collective sea-going steamers of the globe, allowing 10 for the French government steamers, do not exceed 108; of these, 51 are under 80 horse-power, but 12 amount to 200, and only 1 to 400 horse-power. All the other steamers are perfectly useless, except for river navigation, being of a light draught of water, and manned with fresh water men, who are not seamen, and cannot be reckoned upon. A long experience has taught the necessity of building steam boats expressly for the single purpose for which they are designed to be employed; and thus the difference in construction and materials, between sea-going and river steam