ONE:Another attempt was to burn a portion of the Brest fleet, which was found lying off La Rochelle, in the Basque Roads. Lord Gambier, on the 11th of March, wrote to the Admiralty proposing to send fire-ships amongst them and destroy them. The Admiralty seized on the idea; but instead of leaving Lord Gambier to work out his own plan, they appointed Lord Cochrane to that service, under Gambier. This was sure to create jealousies, not only in the mind of Gambier��to whom the Admiralty had written on the 19th, approving his design, and ordering him to execute it according to his own ideas��but also in the minds of other officers in Gambier's fleet. Lord Cochrane proceeded to the Basque Roads in a frigate, arriving there on the 3rd of April, and presenting Gambier with a letter informing him of the change of plan by the Admiralty. Mr. Congreve, with a supply of his rockets, was to accompany the fire-ships from England; and on the 11th, these having arrived, and being joined by several large transports which Lord Gambier had converted into fire-ships, the attack was made. The French squadron was lying between the isle of Aix and the town of La Rochelle, in a narrow passage, commanded by powerful batteries both on the land and on the island of Aix. Besides this, numbers of gunboats were placed so as to defend the approach to the vessels; but still more, a very strong boom was stretched across the passage, formed of enormous cables, secured by equally enormous anchors, and supported by buoys. None of the officers, not even Gambier or Cochrane, seem to have been aware of this boom till some of the foremost fire-ships ran against it; and several of the ships, whilst thus detained, exploded, being too far off to do any harm. But Captain Woolridge, in the Mediator, burst the boom asunder, and the fire-ships sailed up towards the French ships in the dark, and exploded, one after another, with a terrible uproar��one fire-ship alone containing fifteen hundred barrels of gunpowder, besides three or four hundred shells and three or four thousand hand-grenades. But the only mischief done was to cause the French to cut their cables, and run their ships ashore. There, the next morning, they were seen; and Lord Cochrane signalled to Lord Gambier to stand in and destroy them before the rising of the tide should float them, and enable them to run up the river Charente. No ships, however, arriving, Cochrane again more urgently signalled that all the fleet was aground, except two vessels, and might easily be destroyed. Lord Gambier paid no attention to these signals, and, as the tide rose, the vessels floated and escaped up the river, except four, which still stuck fast, and were destroyed by[586] Cochrane. Those which escaped were all greatly damaged. Had Gambier stood in with his vessels promptly, no doubt the whole squadron would have been destroyed.He first published an engraving of "The Small Masquerade Ticket, or Burlington Gate," in ridicule of Lord Burlington's architecture, and of Pope's eulogiums on Burlington and satire of the Duke of Chandos. He illustrated "Hudibras," and produced a satirical plate, "The Taste of the Times," in 1724; and, some years after, "The Midnight Conversation" and "Southwark Fair." Not content with the fame which this vein, so peculiarly his own, was bringing him, he had the ambition to attempt the historical style, but this was a decided failure. In 1734, however, he came out in his full and peculiar strength in "The Harlot's Progress." The melancholy truth of this startling drama, mingled with touches of genuine humour, seized at once on the minds of all classes. It became at once immensely popular; it was put on the stage, and twelve hundred subscriptions for the engravings produced a rich harvest of profit. In the following year he produced "The Rake's Progress," which, though equally clever, had not the same recommendation of novelty. In 1744 he offered for sale the original paintings of these subjects, as well as "The Four Times of the Day," and "The Strolling Actresses Dressing in a Barn;" but here he felt the effects of the sturdy English expression of his sentiments on art, and his distributing of an engraving of "The Battle of the Pictures," as a ticket of admission, gave great offence to painters and their patrons. The whole sum received was only four hundred and twenty-seven pounds. Undaunted by his self-injuring avowal of his opinions, he offered in 1750 the pictures of "Marriage �� la Mode" for sale, but put forth an advertisement in such caustic terms, as he reflected on the result of his former auction, that he effectually kept away purchasers, and obtained only a hundred and twenty pounds for what Mr. Angerstein afterwards gave a thousand pounds for. His "March to Finchley" being sent for the royal inspection, so impressed George II. with the idea that it was a caricature of his Guards, that, though the engraving of it was dedicated to him, he ordered the picture out of his sight, with expressions of great indignation. Hogarth quietly substituted the name of the King of Prussia in the dedication, as "an encourager of the arts."

ONE:From the 24th of September till the commencement of October Buonaparte continued to maintain himself at Dresden, though the Allies were fast gathering round him. Occasionally he made a rush from the city, and on one occasion pursued Blucher as far as Nollendorf, beyond Kulm; but these expeditions only served to exhaust his troops, without producing any effect on the enemy. As he chased one body on one side, others were closing up on other sides. Seeing that he could not remain long at Dresden, and that Bernadotte and Bülow had quitted the neighbourhood of Berlin, he suddenly conceived the design of marching rapidly on that city, and taking up his headquarters there; but this scheme met with universal disapprobation from his officers, and he was compelled to abandon it. He then continued for days, and even weeks, in a state of listless apathy, for hours together mechanically making large letters on sheets of paper, or debating some new schemes with his generals; but the only scheme to which they would listen was that of retreating to the left bank of the Rhine. In fact, they and the army were completely worn out and dispirited.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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