honor of her designer) led Congress in 1816 to authorize the construction of another steam battery. But the conservative officers at the head of affairs in the navy could not understand the importance of steam-propelled ships, and it was not until 1835 that measures were taken to carry out the provisions of the law. In the meantime a number of ships of the line were built, about a dozen in all, and some of them took part later in the Mexican War. In 1835 the Secretary of the Navy, acting upon better advice, directed the Board of Commissioners to proceed at once to the construction of a steam man-of-war. In 1837 the vessel was completed and tried, a speed of 12 knots being realized. Her propelling power consisted of side paddle-wheels and engines on the upper deck. Several other paddle-wheel vessels were built in the next few years, one of which was the iron steamer Michigan, which is still in service on the Great Lakes-the first iron vessel in the navy, and also the first one afloat on the Lakes. In 1842-43 the screw steamer Princeton (of about 1000 tons) was built and fitted with machinery designed by John Ericsson. She was the first war vessel in any navy to be fitted with screw propulsion, and likewise the first to have all her machinery and boilers below the water-line and to have blowing fans for forcing the draught under the boilers. A Congressional committee, after considering the advantages of the submerged propeller and iron hulls, recommended in 1846 that thirteen screw steamers of iron be immediately constructed. When authority for the construction of four war steamers was granted in the following year, a board of prominent naval officers recommended that three of the four should have paddle-wheels. The fourth was the San Jacinto; and it as well as the others was built of wood. In 1854 Congress ordered the building of "six first-class steam frigates to be provided with screw propellers." These vessels were the celebrated ships of the Merrimac, Niagara, and Wabash class. They were of fine model for their day, and should have had good speed, but instead of having full steam and auxiliary sail power they had full sail power and only auxiliary engines. They were followed, however, in 1857 by the steam frigates of the Hartford class, in which the en

gine power was relatively considerably increased, The operations of the navy in the Civil War soon showed the true importance of steam and the uselessness, or worse than uselessness, of sails. Even after the close of the war the practice of giving full sail power to our cruising

men-of-war was continued from mistaken ideas of economy; though during the war the rigged ships had been very generally stripped of yards and upper masts. The practice died hard, and it was not until 1887 that a full sail rig was abandoned for cruising vessels. The ill-fated Maine was the last ship for general service to be designed to carry a heavy square rig, but this was changed to military masts before her completion.

The importance of possessing armored vessels was realized as soon as the Civil War commenced, and on both sides an investigation of the subject of armored ships was begun at once. The Confederates started work first, but the superior resources of the North enabled the first really

armored ships to be completed on practically the same day. Both Monitor and Merrimac (Virginia) were fatally defective in details, but many of the defects were corrected in later vessels of the same types. See SHIP, ARMORED.

After the close of the Civil War the navy again sank into decadence, the enormous expenses entailed by the war causing Congress to cut down appropriations in every direction. The personnel of the regular service was increased just after the end of the struggle, but it was cut down later, the last cut being in 1882, just as new construction was about to commence. During the interval 1866-82 only a few vessels were authorized-five monitors of 4000 to 6000 tons and about a dozen wooden cruisers, only one of which (the Trenton) was over 2000 tons. Old vessels were repaired and kept going, but nothing new was attempted, the wooden cruisers mentioned being out of date when put in service. So that, in 1880, the United States Navy, with its antiquated ships and no less antiquated ordnance, was the laughing-stock of the world and in power below that of several of the small republics of South America. Finally, in 1881, a board was appointed by the Secretary of the Navy to consider the needs of the service. This board recommended the building of sixty-eight vessels of various types.

Congress appropriated for two and at its next session increased the number to four, but reduced the size. The first of these acts was passed August 5, 1882, and in addition to the provision for the two ships made a sweeping cut in the number of officers which blocked promotion for ten years and subsequently caused endless trouble through the deficiencies in the numbers produced by it. Five monitors were started early in the 'seventies,' but work on them had long since ceased when it was revived by the act of completion. In the next session $1,000,000 addi1882 which appropriated 400,000 toward their tional was appropriated, but the succeeding Congress withdrew all unexpended balances of this. From this time on each Congress made some addition to the navy. In 1886 the Maine and Texas were provided for and in 1890 three battleships of the Oregon type. In deference to the very general prejudice which existed against the high-sided, broadside battleships of European navies, these ships were given rather low freeboard and were called 'coast-line battleships.' But the Iowa, which was next built, was frankly described as a seagoing battleship, the unreasoning prejudice in favor of the nearly useless low free-board monitor having been much modified.

to be given to naval affairs, not only because the The war with Spain caused increased attention navy had done well, but because the people were beginning to appreciate the importance of a powerful navy to a country which must be attacked from the sea and reach its enemies through its naval strength. They learned not only this, but that true naval defense lies not in passive protection of harbors by forts and harbor-defense ships, but in pursuing the enemy's naval forces at sea and destroying them. The realization of these things caused the navy to be considerably expanded; more heavy battleships, armored cruisers, and torpedo boats were authorized; and the enlisted force, which had been nearly doubled since 1882, was now greatly increased. In

1899, for the first time in nearly twenty years, Congress passed legislation of importance concerning the officers. Nearly all corps were slightly increased and the line and engineer corps were combined. This was practicable, as nearly all officers of both corps had been educated at the Naval Academy, and, while the line officers had received considerable instruction in steam engineering, the engineers had received some training in line officers' duties. The desirability of the 'amalgamation' of the corps is yet to be determined.

The organization of the Department of the Navy is described under NAVY, DEPARTMENT OF

THE.

The active list of officers of the navy in May, 1902, consisted of 1299 commissioned officers, 868 cadets, mates, and warrant officers, and 200 officers of marines. The retired list consisted of 475 commissioned officers (many of whom are performing active duty on shore), 116 warrant officers (a few of whom are employed on active duty), and 27 marine officers. The enlisted force authorized was 22,500 petty officers and men, 2500 naval apprentices, and 6000 marines. The commissioned officers included 874 officers of the line (which includes engineers), 190 of the medical corps, 136 of the pay corps, 41 constructors, 21 civil engineers, 24 chaplains, 12 professors of mathematics, and 1 secretary to the admiral. There were 124 naval cadets at sea, 301 cadets at the Naval Academy, 95 boatswains, 91 gunners, 69 carpenters, 9 sailmakers, 148 warrant machinists, 25 pharmacists, and 6 mates.

The enlisted force of the navy is divided into five branches-seaman, artificer, special, messman, and marine. The first three have assimilated ratings which are classified in each branch under the heads of: (a) chief petty officers; (b) petty officers, first class; (c) petty officers, second class; (d) petty officers, third class; (e) seamen, first class; seamen, second class; seamen, third class. The chief petty officers of the seaman branch are chief master-at-arms (pay per month, $65), chief boatswain's mate ($50), chief gunner's mate ($50), chief gun-captain ($50), chief quartermaster ($50); in the artificer branch there are chief machinist ($70), chief electrician ($60), chief carpenter's mate ($50); in the special branch, chief commissary steward ($70), chief yeoman ($60), hospital steward ($60), commissary steward ($60), bandmaster ($52). Petty officers of the first class consist of boatswain's mates, first class, masterat-arms, first class, machinists, first class, etc., with rates of pay from $36 to $60 per month. Petty officers of the second class consist of master-at-arms, second class, machinist, second class, etc., with pay ranging from $35 to $40. Petty officers of the third class consist of masterat-arms, third class, etc., pay $30 per month in all cases. The seamen, first class, consist of seamen gunners ($26), seamen ($24), apprentices, first class ($21), firemen, first class ($35), and musicians, first class ($32). The seamen, second class, consist of ordinary seamen ($19), apprentices, second class ($15), firemen, second class ($30), shipwrights ($25), musicians, second class ($30), buglers ($30), hospital apprentices ($20). The seamen, third class, consist of landsmen ($16), apprentices, third class ($9), and coal passers ($22). In the messmen

branch, officers' stewards are paid $24 to $45 and their cooks $20 to $40. Ship's cooks (for the crew) are paid $25 to $55 and bakers $35 to $45. Officers' mess attendants are paid $16 to $24. In the enlisted force of the marine corps, sergeant-majors are paid $34 to $42; other sergeants, $18 to $42; drum major, $25 to $33; corporals, $15 to $23; drummers, trumpeters, and privates, $13 to $21; leader of the band, $125 to $175; second leader of the band, $75 to $83; musicians, first class, $60; musicians, second class, $50. All men not petty officers are given an outfit of clothing upon enlisting for the first time and marines of all ratings are given an ample allowance of clothing throughout their enlistment. The mess expenses of enlisted men are met by an allowance of a ration of 30 cents a day in addition to the rates of pay.

Officers of the navy who have creditable records are retired at the age of 62 years on three-fourths the pay received at date of retirement. Officers retired for disability or incapacity may receive three-fourths pay, half pay, or furlough pay (about one-third full pay). Marine officers, as well as army officers, are retired for age at 64 years. Enlisted men are pensioned for disability or retired after thirty years' service on threefourths the highest rate of pay received.

The vessels of the United States navy in 1902 which are grouped together in the tabular statewere 305 in number, the more important of ment in the article NAVIES.

The United States possesses a number of naval stations, both at home and in its outlying territories and possessions. Of these, 6 are navy yards of the first class, located at New York, Norfolk, Mare Island (near San Francisco), Boston, Philadelphia, and Port Orchard (Puget Sound); 3 navy yards of the second class, located at Portsmouth (N. H.), Pensacola (Fla.), and New Orleans (La.); 4 of the third class, located at Port Royal (S. C.), Charleston (S. C.)-this will be an important yard when completed-San Juan (Porto Rico), Cavité (P. I.); 3 of the fourth class located at Key West, Pollok (Mindanao, P. I.), and Isabela Basilan, P. I.); 2 training stations, located at Newport and Yerba Buena Island (San Francisco Bay); 1 naval academy at Annapolis; 1 torpedo station, at Newport; 1 gun factory at Washington; 1 ordnance proving ground, at Indian Head (near Washington); 5 coaling stations located at New London, Tortugas (near Key West), Hawaii (navy yard to be established), Guam, and Tutuila (Samoa).

COLONIES. The following figures for area and population are based upon the census of 1900 and

Government estimates:

For details on commerce, government, history, etc., see HAWAII, PHILIPPINE ISLANDS, and PORTO RICO.

POPULATION. The population of the United States constitutes over one-half that of the Western Hemisphere and greatly exceeds that of any European country exeept Russia. The rapidity of the growth of the population is without parallel among civilized nations. In 1900 it was over fourteen times greater than in 1800. During the same period the population of the United Kingdom and the German Empire increased about two and one-half times each, while that of France increased by less than half. The growth of the population also has been remarkably steady. Except in the war decade, 1860-70, the increase in each decade since 1790 has been greater than in the decade preceding.

The following table shows the growth of the population by sections-the North as compared with the South and the East with the West:

It will be seen that the North has, until recent

years, grown much more rapidly in population than the South. The more rapid growth of the South in the last decade was largely due to the development in the southwest. The gain in the region east of the Mississippi has been remarkably regular. The percentage of gain west of the Mississippi was formerly enormous, but is rapidly falling to that of the region east of the Mississippi. The percentage of gain of the former region in 1890-1900 was 25 and in the latter 19.2. A considerable part of the country is losing in population. In the decade 1880-1890, 14.7 per cent. of the area of the North Atlantic and North Central States decreased in number of inhabitants, and in the following decade 19.5 per cent. of the same area represented a loss. In the South Atlantic and South Central States the

percentage of area which lost population in the respective decades was 9.0 and 5.1. Of the region east of the Mississippi 17.8 per cent. lost population in the decade 1880-90, and 10.6 per cent. in the following decade. The corresponding percentages for the region west of the Mississippi were 10.1 and 11.1, respectively.

Estimates of the population prior to the first regular census place the figure at 200,000 in 1688 and 1,850,000 in 1770. At the time of the first census the population was almost wholly

$5,382,323

confined to the Atlantic coast region, the five most populous States being Virginia, Pennsylvania, North Carolina, Massachusetts, and New York, in the order named. The growth of the country has involved an enormous migration of peoples. This movement may be considered as twofold: first, an interstate migration of native Americans; second, foreign immigration.

INTERSTATE MIGRATION. In the early period of migration the direction of the movement was determined largely by the opportunities afforded by waterways and mountain passes, and, later, by the railroad accommodations. The waterway system of the United States was admirably adapted to aid in the settlement, and the part it played is not easily over-emphasized. Not only did many of the early settlers secure transportation to their new homes by rivers, but they used the rivers also as avenues of commerce, and new settlements almost universally began along watercourses. In the North the immigrants from New England and New York passed almost wholly through the Mohawk Valley, and western New York developed rapidly along the line of the Erie Canal. By this route the Lake region and the Northwest in general were peopled. Farther to the south a large number of settlers found passage west by way of the valley of the Potomac, and by the Ohio and its tributaries. The settlements made in the region tributary to the Ohio were first to the south and later to the north of that stream. In the Southeast the Savannah and other rivers in like manner aided in opening up the interior region. The influence of streams in the Mississippi Valley was very marked. Through the main stream from the south, and through the Ohio from the east, large numbers of immigrants passed to the centre of the valley and thus were enabled to reach other watered by the Mississippi system, regions until settlements lined the main and tributary time and made possible and profitable the setstreams. The railroads came at an opportune

tlement of regions that would otherwise have remained unsettled for a much longer time. The gold discoveries in California drew large numbers of immigrants in spite of the difficulties of the route, but, generally speaking, the Pacific Coast and the Cordillera region awaited the construction of railroads. The movement of the population in the United States has been in the main westward, following the parallels of latitude. Almost every newly settled region, however, received representatives from all parts of the older settled regions, and there are a few very marked north and south movements. Thus, for instance, southern and central Indiana were filled largely with immigrants from North Carolina, Kentucky, and other Southern States. The early lead-miners and settlers in the adjacent corners of Wisconsin and Illinois on the Mississippi were Southerners. The recently settled Oklahoma and Indian Territory received large numbers