The Sun.
London, England, 1854-05-01 00:00:00

NAVAL APPOINTMENTS.

James Joi;nSioplord-(iBii), to command the Cal-
cutta, 84, commissioned Otis day at Devonport.
Lieutenants.—A rthur Barrow (1842), to the Calcutta ;
Sackville W. H. Thompson (1853), promoted in Octo-
ber last while serving as mate of the Penguin brig on
the Cape of Good Hope station, to the Calcutta ; Robert
D. Stupart (1840), William K. Bush (1850), and John
Jenkins (1853), to the Powerful, 84, at Portsmouth.
Master—Henry Harper (1843), from the Coastguard,
to the Powerful.
Paymasters—Kenneth L. Sutherland (1840), to the
Powerful ; John Harshaw (1840), to the Calcutta, 84,
at Devon port.
Second-Master—Martin Roberts (1844), from the
Coastguard, to the Volcano steam-sloop at Woolwich.
Assistant-Surgeon—William B. Dalby (1846), from
the Megaara screw steam troop-ship to Plymouth
Hospital.
Clerk-in-Charge,-William S. E. Freeman (1849), to
the Minx screw steam-vessel at Woolwich.

Clerks—Henry M. Moore (1847), recently clerk-in-
charge of the Crescent, 42, receiving-ship at Rio Janei-
ro, to the Waterloo, 120, flagship at Sheerness ; Alex-
ander C. Fayrer, (1853), from the Imaum, 72, guardship
at Jamaica, to the Powerful, 84, at Portsmouth ; Stuart
Watson (paymaster of 1850), to the St. Vincent, 102, at
Portsmouth ; George A. S. Ley (1849), from the Blen-
heim screw steamship, to the St. Vincent.
Master's-Assistant--Robert Forder, to the Eurydice,
25, at Portsmouth.
Clerks'-AisistantF—Franois St,- -O'Neill) to the
Powerful, 84, at Portsmouth ; A. B. Cumming., to the
Pigmy steam-vessel at Portsmouth.
Commander Arthur Parry Eardley Wilmot (1847),
who was Lieutenant of the Powerful, 84, at Acre, and
Commander Robert Coote (1847), who was Lieutenant
of the Vulture, and commanded a division of boats during
the operations in the Canton river in 1847, for which he
was promoted to be Commander of the Volcano steam
sloop, and commanded the boats of that vessel at the two
attacks on Lagos, in 1851, have been promoted to be
Captains.

THE TRANSPORT SERVICE.
We insert the following from a correspondent, with-
out subscribing to all the details of his communications.
But we may remark that there can be no doubt that if

the large screw steamers had been taken up in the first
instance for the conveyance of cavalry, some scores of
thousands of pounds would have been saved ; but it must
be remembered that it was at first and for a long time
doubtful that any cavalry other than the Horse Artil-

lery would be despatched, and when the came, the
steamers were taken up for the conveyance of infantry.
It is a satisfaction, however, to know that the au-
thorities are now on the right tack, and a visit to
that splendid 2,500 ton screw-ship Jason, at Black-
well, built by Mare, and hired from the General
Screw Company, will at once show the economy,

the comfort; and the advantage of hiring such ships
in preference to the 800 ton sailing ships. This ship
Jason has been about 10 days fitting, and in another 6
days she will be ready 'for sea. On her main deck will

be found stalls for no less than 177 horses, with 44 on
the lower deck, and 60 on the spar deck. The height
between decks under the beams, 6 ft. 8 in., and under
the decks, 7 ft. 6 in. Here is accommodation for 281

horses, and there is also accommodation for 281 men ;

the latter are on the orlopdeck forward, and the officers
have the splendid saloon aft. Take this ship at 50s. a
month, it will be readily seen that she is more econo-
mical than 6 ships of 200 to 1,000 tons at 325. 6d. a
ton, that have been taken up for horses ; and the govern-
ment have this advantage, that these screw-ships can go
at least two voyages to one of the sailing-ships. Com-
mencing with the Jason, the next ship to take cavalry is
the great screw-vessel Himalaya, 3,500 tons, and the
other is the Prince, of 2,700 tons, an improved Jason.
By the time the cavalry is ready these ships will be fitted
and within fourteen days of the time of embarkation, the
cavalry will be at Constantinople. "Better late than
never."
We cannot lay much blame to the authorities. They
might not have come up to public expectation, for the
public is an oppressive task-master and a most un-
reasonable one in many respects ; but it cannot be de-
nied that, with all their faults, the officials have done
wonders. _ _

Sir James Graham said, in reply to Sir J. Walsh, on
Friday night, that 2,259 horses had already been sent
out to the East ; and, on a second occasion, that "in
general steam-vessels were not available for the transport
of cavalry." In the naval news of the day the Admiralty
is said to have given notice that they still want two or
three sailing transports for the conveyance of cavalry for
four months certain. Now we have made inquiries, and
the result of the information we have acquired is this—
first, that steam-vessels are better vessels for carrying
horses than sailing-vessels; second, that had the Govern-
ment set as actively about arranging for the horses as
they did for the troops, all our cavalry horses, all our
artillery horses, and all horses required for the staff or
baggage, might long ago have been disembarked at or
near Constantinople, and by this time (before half of
them have started) have recovered the effects of the
voyage ; and now for the reasons on which we form
these opinions.
First,—The probable length of the voyage ; six weeks
being a quickish passage for a sailing-vessel to Constan-
tinople ; 15 days a fair one only for a first-class steamer.
Secondly,—A steamer goes best when upright, whether
screw or paddle propelled, but particularly the latter, and
chain-boxes are carried to keep her in that position, as
much as possible, and horses like best an even position.
Thirdly,—Screw-steamers, not being fully masted, do not
incline in the same degree as fully masted sailing ships,
which are obliged to strain every effort to beat to wind-
ward against foul wind. Fourthly,—The leaning over
position is very detrimental to the well-doing of the
horses, particularly when their heads are to leeward ;
the tacking often is also most annoying to them when
there is any sea up ; and on side, unless in a calm, half
their heads must be to leeward. The number that can
be carried in such a ship as the Itimalya or the Great
Britain, with comparatively little motion, far exceeds the
proportions carried in small detachments in sailing ships
with every chance of a great deal of motion. These
reasons, we think, will be admitted to be conclusive.
The Admiralty, notwithstanding the sayings of the
First Lord, we maintain, are of this opinion ; however,
though cross purposes or real difficulties, such as not
having the large class steamers to spare, they have, until
the time we write, been unable to put the plan in prac-
tice, and now to the proof. The Jason, of nearly 3,000
tons, a screw steam-ship, may be seen at Blackwall,
preparing to carry 240 or 250 horses, 2 feet 8 inches,
including the dividing plank between each, being the
space allowed fore and aft for each horse. There are
rather over 80 stalls on each side of her main deck, from
which all the bulkheads of the sleeping berths have been