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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.The year 1839 will be always memorable for the establishment of the system of a uniform penny postage, one of those great reforms distinguishing the age in which we live, which are fraught with vast social changes, and are destined to fructify throughout all time with social benefits to the human race. To one mind pre-eminently the British Empire is indebted for the penny postage. We are now so familiar with its advantages, and its reasonableness seems so obvious, that it is not easy to comprehend the difficulties with which Sir Rowland Hill had to contend in convincing the authorities and the public of the wisdom and feasibility of his plan. Mr. Rowland Hill had written a pamphlet on Post Office Reform in 1837. It took for its starting-point the fact that whereas the postal revenue showed for the past twenty years a positive though slight diminution, it ought to have shown an increase of ��507,700 a year, in order to have simply kept pace with the growth of population, and an increase of nearly four times that amount in order to have kept pace with the growth of the analogous though far less exorbitant duties imposed on stage coaches. The population in 1815 was 19,552,000; in 1835 it had increased to 25,605,000. The net revenue arising from the Post Office in 1815 was ��1,557,291; in 1835 it had decreased to ��1,540,300. At this period the rate of postage actually imposed (beyond the limits of the London District Office) varied from fourpence to one and eightpence for a single letter, which was interpreted to mean a single piece of paper, not exceeding an ounce in weight. A second piece of paper or any other enclosure, however small, constituted a double letter. A single sheet of paper, if it at all exceeded an ounce in weight, was charged with fourfold postage. The average charge on inland general post letters was nearly ninepence for each letter. In London the letter-boxes were only open from eight in the morning to seven p.m., and a letter written after that hour on Friday did not reach Uxbridge earlier than Tuesday morning.

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