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FORE:In October of this year Chatham at length resigned, and Parliament assembled on the 8th of November. The two great objects which engrossed the attention of Government in these days were North America and John Wilkes. The news of the Act imposing import duties had reawakened all the indignation of the people of Massachusetts. The Bostonians took immediate steps to realise their doctrines. In October, 1767, the chief men there met, and entered into a bond to purchase or wear no English manufacture, but to encourage domestic manufacture till these obnoxious import duties were withdrawn. The Massachusetts Assembly passed strong resolutions to the same effect, and Mr. James Otis, who had been most active in contending for them, exerted himself, through the press, to circulate them all over America. Causes were not long wanting for testing the resolution of the people of Massachusetts. The governor of that colony, Francis Bernard, was precisely the man to bring the matter to a crisis. He was able, determined, and of a hot temper. The people hated him, because they knew that he was writing home despatches full of the most unfavourable representations of their proceedings and designs. He refused to confirm the nomination of such members of the council as he knew were opposed to the new regulation; and Lord Shelburne supported him in his act. In consequence, the Assembly addressed a circular letter to all the other colonies, calling on them to unite in defeating the new duties. Bernard in vain opposed the resolution authorising this circular letter; and, on his report, Lord Hillsborough instructed him to demand from the Assembly the rescinding of the resolution. The Assembly refused, declaring that if a British Minister could control the votes of provincial Assemblies, liberty was but a mere show. Lord Hillsborough had instructed Bernard to dissolve the Assembly in case it refused to rescind the resolution. In the meantime, events took place which might have caused a more judicious man to pause ere he fulfilled these instructions.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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