THREE:Still more inglorious were the proceedings of our fleet on the coasts of the Spanish-American colonies. Sir Chaloner Ogle joined Vernon in Jamaica on the 9th of January, 1741, and no time was to be lost, for the wet season set in at the end of April, which, besides the deluges of rain, is attended by a most unhealthy state of the climate. Vernon, however, did not move till towards the end of the month, and then, instead of directing his course towards the Havannah, which lay to the leeward, and could have been reached in three days, he beat up against the wind to Hispaniola, in order to watch the motions of the French fleet under D'Antin. It was the 15th of February before he learned distinctly that the French had sailed for Europe in great distress for men and provisions. Now was the time to make his way to Cuba; but, instead of that, he called a council of warthe resource of a weak commander,which was followed by its almost invariable result, a contrariety of advice. It was at length concluded that, as Admiral Torres had now sailed for the Havannah, and thus closed the opportunity for its attack, the fleet should take in wood and water at Hispaniola, and make for the continent of New Spain. On the 4th of March the fleet came to anchor in Playa Grande, to the windward of Carthagena.
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THREE:The first steamboat that was worked for hire in Britain was the Comet, a small vessel with an engine of three horse-power. Two years later the Elizabeth, of eight horse-power, and the Clyde, of fourteen horse-power, were placed upon the river Clyde. Thus Scotland has had the honour of leading the way in this great line of improvement. In 1820 there were but three steam-vessels built and registered in England, four in Scotland, and one in Ireland. In 1826 there were fifty in England, and twenty-two in Scotland, with 9,000 tons burden. The building of steamers proceeded regularly, with an increasing amount of tonnage, till the number rose in 1849 to 1,296 steam-vessels, the aggregate burden of which was 177,310 tons. They were distributed as follows:In the ports of England, 865 vessels, 103,154 tons; Scotland, 166 vessels, 29,206 tons; Ireland, 111 vessels, 26,369 tons; the Channel Islands, 7 vessels, 955 tons; the colonies, 147 vessels, 17,626 tons. A Committee of the House of Commons was appointed in June, 1837, to inquire into the best means of establishing communication by steam with India by way of the Red Sea. During the year arrangements were made for the establishment of a regular monthly steam communication between Great Britain and India by way of the Red Sea upon the following basis:"The Government undertakes the transmission of the monthly mails between Great Britain and Alexandria at the sole charge of the public; and the East India Company undertakes the transmission of these[422] mails between Alexandria and Bombay, upon condition that one-half of the expense incurred in the purchase and navigation of steam-vessels, and of any other expense incurred in the service, is defrayed by the Government, which is to receive the whole money connected with postage of letters between London and Bombay." This arrangement was carried out, and a further economy of time was obtained by the overland route to Marseilles, instead of transmitting the mails by steam-packets from Falmouth through the Strait of Gibraltar. In this way the journey was shortened to the extent of more than 1,000 miles, the direct distance by Marseilles and Malta being 5,238 miles, and by way of Falmouth, 6,310 miles. This system of conveyance was maintained till 1841, when the Government entered into a contract with the Peninsular and Oriental Steam Navigation Company, which undertook to employ powerful steam-vessels for the carrying of letters and passengers between England and Egypt, and between Suez, Ceylon, Madras, and Calcutta, towards the expenses of which the East India Company undertook to contribute 20,000 per annum for five years. After some time there was a further extension of the plan, by which the Government engaged to contribute 50,000 per annum towards the expense of the line of steam-packets between Bombay and Suez, 115,000 per annum for the service between Calcutta and Suez, and 45,000 for the service between Ceylon and Hong Kong, making a total of 210,000 per annum, of which one-third was to be repaid by the East India Company. By these arrangements was obtained a regular and safe steam communication twice a month to India, and once a month to China. We may judge of the extent of the intercourse thus carried on by the fact that in 1836 Great Britain received from Calcutta, Madras, Bombay, and Ceylon about 180,000 letters, and sent to those places in the same year nearly 112,000 letters.
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