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 Egypt for the time being (and providing that there is no political obstacle to the passage over the Continent to and from Brindisi), even should the passage of the Canal be closed.

The movement for an accelerated packet service to the United States, originated by the construction of the steamship Arizona by Messrs. John Elder and Co., of Glasgow, for the Guion Line in 1879, has led to the production, within the past twelve months, of ocean steamships of a size and speed previously unknown; and through the enterprise of Liverpool owners, carried into effect by the skill of naval architects and engineers on the banks of the Clyde, the practicability of continuous ocean steaming of 17 and even 18 knots per hour is placed beyond dispute.

It may seem invidious to single out two or three from the many fine steamers recently acquired by our great companies, but to illustrate my meaning I will instance the Alaska, of the Guion Line, built by Elders, 6,932 tons gross; Servia, of the Cunard Line, built by Thomson, 7,392 tons gross; City of Rome, of the Inman Line, built by Barrow Company, 8,415 tons gross.

I have before me the particulars of the Alaska&apos;s performances. Her last voyage from Sandy Hook to Queenstown was made in six days 22 hours, and from Queenstown in seven days two hours, or a continuous speed of upwards of 400 nautical miles per day. It is no secret, I believe, that the builders of the Alaska are constructing a vessel to eclipse even her performances. The Oregon is to be 500ft. between perpendiculars, 54ft. beam, and about 40ft. moulded depth, indicated H. P. 13,000; consumption about 220 tons per day on very fall steaming, and, with 20 days' coal supply, she will have large capacity for troops, horses, stores, &c. Should the Oregon, like her elder sisters, the Arizona and Alaska, fulfil in practice the anticipation of her constructors, she would be able to carry troops from Plymouth to Bombay in 24 days, and to Calcutta in about 26 days, allowing for coaling at the Cape, which experience has shown can be effected at the rate of about 120 tons per hour. This would be considerably less time than is now occupied by Her Majesty's transports, or the P. and O. Company's service, viâ the Canal, and only a week more than the Overland Mail.

Vessels of this class are necessarily costly to construct and expensive to work. For mercantile purposes they could be remunerative only on a passenger line of importance, or when aided by a postal