FORE:So close were they upon King Joseph, that a party of the British, under Captain Wyndham, came upon him in his carriage, and fired through the window. Joseph had the good fortune to escape to horse, and gallop off, but his carriage fell into the hands of the British, and it was found crammed with the most precious spoil of the churches and palaces of Spain. Amongst his baggage, which also was taken, were found some of the finest paintings of the Spanish masters, rich plate, including a splendid dinner-service, a gorgeous wardrobe, and a number of his women, for he was a perfect Sybarite in luxury and voluptuousness. No such scene was witnessed, except on the defeat of some Eastern army. The officers had gorged themselves with the spoils of Spain, and here they were left, amid crowds of wives and mistresses, monkeys, poodles, parrots, silks, satins, and jewellery. The officers and soldiers had run for it, with nothing but their arms and their clothes on their backs, and all along the roads leading from the city was one vast crowding, jostling mass of waggons, loaded with all sorts of rich spoils, splendid dresses, and wines, and money, and fine ladies in the most terrible hurry and fright. Sheep, cattle, lambs, like a great fair, were left behind, and became the booty of the pursuers. There was a vigorous bursting open of packages, and rich wardrobes of both officers and ladies were soon fluttering in the windsgorgeous uniforms on the backs of common soldiers and Portuguese camp-followersfine silks and satins, and laces and gold chains, on the persons and necks of common women. The military chest was seized, and the soldiers freely helped themselves to its contents. Lord Wellington says that the troops got about a million of money. Planks were placed from waggon to waggon, and a great auction was going on everywhere, the lucky captors converting everything possibleeven the heavy Spanish dollarsinto gold, as more convenient for carriage. The inhabitants of the city made rich bargains, besides managing to help themselves plentifully in the scramble.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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