TWO: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. { 20 single parishes 20 FORE:Rodney, who was still commanding in the West Indies, had been on the look-out for De Grasse, but, missing him, he had dispatched Sir Samuel Hood after him, supposing that he had made for New York. Hood had with him fourteen ships of the line, and, arriving at Sandy Hook on the 28th of August, he found that De Grasse had then sailed for the Chesapeake. Admiral Arbuthnot had been replaced by Admiral Graves, but Graves had only seven ships of the line, and of these only five fit for action. Taking the chief command, with these twenty-one ships Graves set sail for the Chesapeake, with Hood as second in command. There, on the 5th of September, he discerned the fleet of De Grasse at anchor, just within the Capes of Virginia, and blocking up York River with his frigates. Graves had his nineteen ships, De Grasse twenty-eight, and Nelson could have desired nothing better than such a sight in the narrow waters of the Chesapeake: not a ship would have escaped him; but Graves was no Nelson, and allowed De Grasse to cut his cables and run out to sea. There, indeed, Graves attacked him, but under infinitely greater disadvantages, at four o'clock in the afternoon. The night parted them, and De Grasse returned to his old anchorage in the Chesapeake, and Graves sailed away again for New York.Meanwhile, Lafayette and Bailly, summoned by this strange news, had hurried to the H?tel de Ville, where they found the National Guard and the French Guard drawn up, and demanding to be led to Versailles. The French Guard declared that the nation had been insulted by the Flanders regiment��the national cockade trampled on; and that they would go and bring the king to Paris, and then all should be well. Bailly and Lafayette attempted to reason with them; but they, and thousands upon thousands of armed rabble again collected there, only cried, "Bread! bread! Lead us to Versailles!" There was nothing for it but to comply; and at length Lafayette declared that he would conduct them there. He mounted his white horse, and this second army, about three o'clock in the afternoon, marched in the track of the amazons who had already reached Versailles.

Nunc at viverra risus. In euismod quam ac dictum varius. Nunc at viverra risus.