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Overland Newspaper for India, China, and the Colonies. The "HOME NEWS" and "LONDON MAIL." THE THE "HOME NEWS," with which is now incorporated the "LONDON MAIL," is regularly issued on the 7th and 24th of each Month, in time for the despatch via Marseilles, ail intelligence of interest for the reader in India being brought down to the latest hour.

Messrs. GRINDLAY and Co. have the pleasure to announce that arrangements have been made for incorporating with the "HOME NEWS," the distinguishing features of the "LONDON MAIL." They refer to the MILITARY, COMMERCIAL, and INDIAN NEWS, the greater portion of which has been selected and arranged by the late Editor of the "LONDON MAIL," whose contributions to those departments in his own Journal attained for it the wide circulation, high position, and public confidence, by which it was distinguished as a Journal for India.

The Proprietors of the "HOME NEWS" beg to assure the subscribers to the "LONDON MAIL," that no effort will be wanting on their part to prevent regret for the demise of that Journal, and the transfusion of its spirit into these columns. The only change which this incorporation has occa sioned, is an addition of eight pages to the twenty-four of which the "HOME NEWS" originally consisted, making a whole of thirty-two pages, without any alteration of its present portable and convenient form; and they venture with some confidence to express a hope that the talent they have secured for its conduct, the peculiar resources at their own command, and their practical knowledge of the information most acceptable to the Indian public-especially as it regards the Civil and Military services-will give the "HOME NEWS," embracing as it now does the leading merits of the "LONDON MAIL," at once a place in the first rank among the Journals for India.

Parties desiring to have the "HOME NEWS" forwarded regularly without further trouble to their friends in India, should apply to Messrs. GRINDLAY and Co. or through any respectable Newsman in Town or Country at the Offices of the "HOME NEWS," 16, Cornhill, and Green-arbour Court, Old Bailey.

900

Windsor

800

Essex

850

W. Howard

Sailed do do

Seringapatam

1000

Jas. Furnell..

do

Samarang.

700

W. Buckle

do

Robert Small

850

Ed. Williams

do

Minerva (new ship)

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Wellesley

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Bucephalus

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Barham (new)

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NDIA.-JOHN BESEMERES and SONS, Tailors, Ready-made Linen Warehousemen, and Manufacturing Outfitters, 61 to 64, Houndsditch, present their establishment to Officers, Civilians, and Passengers about to leave for India, as combining facilities for the production and supply of Superfine Clothing for India, ready-made Linen Shirts, and every kind of Under Clothing at value. They also manufacture Cabin and Camp Solid Furniture for outfit and subsequent use. Peculiar Waterproof Overland Trunks, One Guinea each.-Priced estimates in detail, with every particular, sent by post.

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NEW RATES OF PREMIUM.-The Directors of this Society, with the view of meeting the wants and wishes of the large class of persons who prefer the present advantages of reduced premiums to a prospective bonus in the shape of an addition to their policies, have constructed a new scale, based on the safest and most approved data, viz. the Experience Tables recently compiled by a Committee of Actuaries from the records of seventeen of the leading London offices, including the Amicable and the Equitable.

The Society now offers the following advantages:

The Lowest Scale of Premium which can be safely adopted.

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Undoubted security guaranteed by a large capital, an influential proprietary, the long standing of the office, and the satisfactory results of its business. Facility in the settlement of claims, which are payable within three months from the date of proof.

Liberty to travel in any part of Europe without extra premium.
Loans equivalent to the value of the policies.

To those who desire to secure the advantages of a prospective bonus, by a small additional outlay, the deed of settlement assigns four-fifths of the profit. Bonuses may be commuted for equivalent reductions of premium at the option of the assured, by which arrangement the amount originally assured may be kept up at a continually decreasing cost.

Insurances effected on joint as well as on single lives, for short terms or otherwise, and to meet any specified contingency.

Premiums may be paid in one sum, or in any other equitable manner to meet the convenience of the public.

The age of the life assured is admitted on the policy at the time of effecting the assurance, or at any other time, on production of satisfactory proof.

Every information and assistance will be given to assurers, either at the offices, No. 7, Waterloo Place, London, or by the Society's agents, established in all principal towns.

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[Calcutta Cape, Madras, and Bombay direct Calcutta direct Cape & Calcutta.. Calcutta direct.... Cape & Madras .. Calcutta direct....

3 July

20 July

14 Aug.

1 Sept.

For Freight or Passage, apply to the respective Commanders, at the Jerusalem Coffee house; or to WIMBLE and ALLPORT, with Messrs. WIGRAM, 156, Leadenhall-street.

1847.

HE following SUPERIOR SHIPS, belonging to T Messrs. T. & W. SMITH, of Newcastle-upon-Tyne, and built by them

for the INDIA TRADE, will leave GRAVESEND punctually at the undermentioned dates, and embark Passengers at Portsmouth a week after. Each Ship carries an experienced Surgeon.

Last Shipping-day in the East-India Docks three days previously.

Sb.ps' Names. Tons.

Plantagenet Robert Small

Bucephalus Kestrel Ellenborough Gloriana Pekin... Tudor

Marlborough

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900

850

...

1050

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1 July

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Duke of Argyll

Henry Bristow..

Calcutta direct Cape & Madras

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LONDON:-Printed by CHARLES WYMAN, of 16, Castelnau Villas, in the Parish of Barnes, in the County of Surrey, Printer, at the Printing-Office of J. & H. Cox, Brothers, 74 & 75, Great Queen Street, Lincoln's-Inn Fields, in the Parish of St. Giles-in-the-Fields, in the County of Middlesex; and published by LANCELOT WILD, at No. 13, Catherine Street, Strand, in the Parish of St. Mary-le-Strand, in the said County-Thursday, June 24, 1847.

AND

REGISTER OF INTELLIGENCE

FOR

BRITISH & FOREIGN INDIA, CHINA, & ALL PARTS OF THE EAST.

No. 80.]

SUMMARY AND

PUBLISHED ON THE ARRIVAL OF EACH OVERLAND MAIL.

LONDON, WEDNESDAY, JUNE 30, 1847.

CONTENTS.

REVIEW OF EASTERN NEWS.................... 385 BENGAL:

Rise and Progress of Inland
Steam Navigation

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386

.....

The Province of Arracan......

388

Shipping and Commercial Intelligence

400

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CEYLON

401

Miscellaneous Intelligence.... 390 Government General Orders.. 391 Courts-martial

SINGAPORE

PENANG..

392

NIZAM'S DOMINIONS

Civil, Military, and Medical Establishments...

JAVA

393

CAPE OF GOOD HOPE

H.M. Forces in the East......

393

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The mails from Bombay were brought by the Victoria, which, leaving that place on May 20th, arrived at Suez June 12th, and Alexandria on the 15th, from which place they were conveyed by the Ariel to Malta, where they arrived on the 22nd ult.

The Marseilles portion was thence forwarded by the Spitfire, arriving at its destination on the 26th.

The Achilles, with the remainder, was to leave Malta on the 24th, and may be expected at Southampton on or about the 6th July. The Bentinck, from Suez, with the London mail of March 24th, arrived at Calcutta May 6th.

The Bombay express reached Madras May 13th with London dates to April 7th.

The next mail for England would leave Bombay June 19th.

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[PRICE 18.

will not suspect any one of our readers of being unreasonable, we will not believe that they look for that which they cannot have.

From the PUNJAB there is scarcely a word. GHOLAB SINGH seems playing the sovereign in good style; while the British within the Sikh dominions are making themselves as comfortable as balls and similar gaieties can render them. This mode of passing "the piping time of peace" is, without doubt, very agreeable to the ladies, and not unpleasant to the younger portion of the other sex.

The GOVERNOR-GENERAL and the COMMANDER-INCHIEF continued at Simla, where the former was visited by hill chiefs in great numbers. The Lieutenant-Governor of the north-west provinces had also arrived there.

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From SCINDE no news is brought except the very gratifying communication of the good health of the troops. The Governor of BOMBAY, and the Commander-in-Chief of that Presidency, were expected to take their departure for the Deccan about the 3rd of June. The Commanderin-Chief proposed afterwards to visit the hills, and make a grand tour of the principal military stations.

In the NIZAM'S DOMINIONS affairs seem rapidly tending to a crisis, as will appear from the account of their state given in the Madras Spectator.

"Further accounts from the Deccan, received since our news of yesterday morning came to hand, acquaint us with the movement of the troops into the city. It was supposed that their appearance on the height above Hyderabad would have secured the submission of the mutinous Line Wallahs, and orders were sent to the latter, commanding them to lay down their arms. They however returned an answer savouring strongly of defiance, and directions were therefore given for the march of LieutenantColonel Wallace's brigade, at daylight on the morning of the 5th inst. into the capital itself; which was entered accordingly by the Delhi gate; Generals Fraser and Lovell, with the whole staff of the force, preceding the troops, who went through the river knee-dee in mud and water. At the gate, a guard of Europeans was left Colonel Wallace, who stationed two sentries below and two others on the top of the gateway. Orders were then given for a march direct to the palace of Suraj-ool-Moolk, which was reached without any opposition; its courts and gardens being quietly occupied. The minister met the troops at the entrance of his palace, and pointed out the ample shelter available for both natives and Europeans; signifying also that abundant refreshments had been provided. A splendid breakfast awaited the officers of the force. General Fraser is said to have addressed rather harsh language to Suraj.oolMoolk, who was all submission; but we imagine that he would not have done so without very good cause, and assuredly the minister's misgovernment has supplied it. The rebels,' as they are denominated, because they will not tamely accept five months' pay instead of twenty, to which they have a claim, were understood to have resolved on fighting for their rights. They number, it is said, between 15,000 and 18,000, while our force in the palace consists of perhaps 500 Europeans and 1,300 natives, with four guns. doubt whether any collision will, after all, take place, for notwithstanding their present hostile attitude, and the irritation naturally engendered by their wrongs, the poor Line Wallahs must know that hey would have a hopeless issue in engagement with the British. Suraj-ool-Moolk wishes, we believe, to disband them without nonestly discharging their arrears, which amount to upwards of twenty lakhs, because of the poverty of the exchequer. That

We

poverty affords no justification for such a measure. The Nizam opposes the project of disbandment, considering it beneath his royal dignity to reduce his military state, and is ill-pleased at his capital having been taken possession of by British troops on the solicitation of his own minister, whose mal-proceedings doubtless bred the necessity which put him upon that expedient. If we recollect aright, this is the first occasion of any force having penetrated so far and openly into the city, unless the Nizam's French allies of last century ever gained an entrance within its walls. Chundoo Lal admitted some of the British troops during a riot, through a postern entrance of his gardens, but we are not aware that they went further, or proceeded along the streets. The sovereign's reluctant sanction to the present occupation was extorted by Suraj.oolMoolk, but his highness has been in a very bad humour ever since, and no wonder at it, for he must foresee the uses which will be made of this novel precedent hereafter. A Durbar was ordered for the 5th instant, and the minister had directions to attend it, which some parties seem to think he would rather decline doing. One of our correspondents, however, who has good intelligence of what is going forward, considers that the audience was of Suraj-ool-Moolk's own seeking, and we incline to that view, since it were dangerous for him to break with the Nizam; but a few days will put a period to speculation, by informing us of the result of their meeting. As regards the contumacious Line Wallahs, we trust that General Fraser, who remained in the city at the date of our advices, will accommodate their difference with Governmeut equitably, and without bloodshed, for they are deserving less of censure than compassion. Our hope of an amicable arrangement is, however, somewhat shaken by the determination which they evinced in preparing to contest the passage of the British troops at the city gate, through which the latter were expected to enter. Had General Fraser led his force thither, it is probable that the hostile preparations awaiting him might have involved considerable loss. By good fortune or foresight, however, he took the way of the Delhi gate, and so avoided the insurgent opposition."

In GOOMSOOR we seem not unlikely to have to commence our work again, notwithstanding the flattering reports which only a few days ago reached us. We quote again from the Madras Spectator :

"It concerns us to learn that Brigadier Dyce and Colonel Campbell have returned to Russellcondah; slightly suffering from the fever of the country. Reports from the Hills allege that the uncle of the Chokapaud Bisshye, who was friendly to Government, has been murdered by the rebels, and that the Khonds of Lentilghur and Linepurra, heretofore among the surest of our adherents, have become so much disaffected towards Government, that the chief of the former with difficulty prevents their rising. Neither Chokra Bisshye nor Nowbaghon Khonro (Bir Khonro's father) have yet come in; and Bir, who was sent to persuade him, is said to have gone none know whither. The hostilet tribes evince not any intention to surrender. Under these circumstances, Sam Bisshye (the chief opponent of the humane designs of Government) is to be sent for, as a dernier ressort. The ex-Tahsildar had an interview, we hear, with Chokra Bisshye, at which the latter made the restoration of the Rajah indispensable to his submission. He was asked whether that concession would secure the abandonment of the Meriah, and made answer that the Meriah not being his affair, he could give no assurance regarding it. If this intelligence is authentic, and we have reason to believe it so, the prospect of affairs in Goomsoor cannot be called encouraging."

From the Presidencies there is not a shadow of news. The Bengal Hurkaru candidly admits this with regard to Calcutta. The Bombay Times is equally frank as to the Presidency whence it dates its communications. To save the character of the Presidency from the imputation of being utterly newsless, we quote the following little speculation on proposed custom-house sites, which, considering the great and increasing mercantile importance of Bombay, may perhaps not be without interest even in London or Liverpool. It is from the Bombay Times.

"We observe in the Gentleman's Gazette of yesterday that great changes are contemplated in the building of the present Custom House. A report however is still very current that Government will eventually remove the Customs' department to some other locality, on which they intend to erect an entirely new building; and with reference to such a probability we understand that two petitions to Government have been circulated amongst the European and native merchants for their signatures by two opposite parties-one recommending and praying for the Modee Khana, or Modee's Bay, to be fixed on for the site, while the other points out the ground between the Apollo Bunder and the Coal Depot as a more convenient locality. No doubt the presentations of each party will receive the proper consideration of Government in the event of the removal of the Custom House Department being decided on, but it certainly strikes us that

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the site near the Apollo Bunder is more eligible than that of Modee's Bay: the situation of the former being as central almost as the present spot, would not entail any increased labour or inconvenience on the merchants whose offices are in the fort; while the latter would be very far indeed for the merchants at Colaba, who, as it is, experience great inconvenience and delay in transacting their custom house business. The site near the Apollo Bunder promises also the advantages of being near the depot for our principal exportcotton, which is piled in large heaps on the Esplanade and at Little Colaba, near the Velard; and of being in the vicinity of the cotton screws at Colaba; while at the same time shipments of produce can be made with much more facility, and boats communicate with the shipping with much less difficulty during the S. W. Monsoon, than from Modee's Bay. We may add that this last place labours under the disadvantage of want of water in its immediate vicinity, in the event of a fire breaking out. In addition to the above reasons, we think that private enterprise should always be encouraged, and that the interests of the Colaba Company should some weight with the Government, in consequence of the great improvements that they have made, at a vast expense, to the Port of. Bombay in a commercial point of view, by the erection of the Arthur Bunder, and the large offices and warehouses on the extensive piece of land reclaimed from the sea."

BENGAL.

RISE AND PROGRESS OF INLAND STEAM NAVIGATION IN BENGAL.

We have lately been much interested in tracing the progress of the application of steam to the navigation of our great rivers, particularly the Ganges; and the departure of Captain Johnston presents a fitting opportunity for giving our readers a brief sketch of this important branch of the public service, from its commencement. The advantages it affords to commerce, to social intercourse, and to the advancement of internal prosperity, are evident to any one, and need no remark from us.

But we still think it eminently deserving of notice here, that previous to its introduction, the voyage from hence to Allahabad occupied eighty-two days, or a period equal to that of many passages from Portsmouth to Calcutta, while the average by steam does not exceed sixteen; that the expense and risk of travelling, and the conveyance of merchandize by the old river craft, were nearly as great as from England to Bengal. Among the many other direct advantages of inland steam navigation, we may mention the rapidity with which troops, munitions of war, and treasure, can be transported to stations along the river course for nearly 800 miles; as well as the saving of life and preservation of health it affords, particularly to the European soldier, who, during the old system, had access daily, for nearly three months, at every village near the banks of the river, to ardent poisonous spirits; and further, the additional efficiency it gives to regiments in the lower provinces, by relieving them in an important degree from the most harassing duty of treasure escorts.

Captain Charles Davidson of the engineers, has the honour of having introduced the first marine engine into India, which lay neglected for many years, and was only in 1822 attached to a dredging machine. This vessel was, on the invasion by the Burmese, converted into a floating battery; and although of no more than eight horse power, was used to great advantage in Arracan. It is a curious fact, however, that the King of Oude was the first man who possessed a working steam-vessel in India. The engine was attached to a boat built for its reception at Lucknow, the speed at which it plied is said to have been eight knots an hour; it was used on the Goomtee; the first river in the East on which a steam boat was propelled, and that boat the property of a native prince.

The next steamer we trace was brought round from China and offered to the Marquis of Hastings; on its being declined, the werchants of Calcutta purchased it. This engine was placed in the Diana and plied on the Hooghly. She was afterwards, at the urgent representations of Captain Marryat, purchased by the Government, and employed to great advantage throughout the Burmese war on the Irrawaddy. She facilitated the advance of the army to Prome, and carried our ambassador to Amerapora 500 miles up that river. But the Diana had, while employed on the Hooghly, conferred a far greater benefit on India than by her services during that war; by demonstrating one great fact, namely, the power of steam to stem its currents and overcome its eddies.

The fine steamer the Forbes, built under the superintendence of Col. Forbes, of the Engineers, is the next on record; but as this sketch is confined to inland steamers, we shall not on this occasion, refer to her services.

The Government here had by this time become alive to the im

portance of steam power in facilitating internal communication, and on the accession of the valuable though distant territory of Assam, they in 1825, requested the Court of Directors to send out two pair of engines, each pair of the collective power of fifty horses, to be used via the Berhampooter. These were fitted to the Hoogly and Berhampooter and were launched in 1827, but were found not to answer, their power being insufficient. An eventful change in the administration of the Government occurred at this time, by the energetic measures to promote internal improvement adopted by Lord William Bentinck on his arrival. His lordship justly conceived that the employment of the new boats between Calcutta and Allahabad was of much higher importance than running them to Assam. He therefore, after obtaining the most correct information available, despatched the Hooghly under Capt. Johnson's orders (who went in her) to that station; she reached it in twenty-four, and returned in fourteen days. She made two other trips in about the same time to Allahabad.

We have thus briefly traced the first experiments made on the novel application here of this great power; it was not, however, till June 1830, and after Lord William Bentinck had recorded his able minute in Council on the vast importance of extending inland steam communication in India, that this service assumed something like system. Capt. Johnston was on the transfer of the Enterprise to Bombay appointed Controller of the Indian Steam Service, and to that judicious appointment we may fairly ascribe its steady successful advancement.

In October, 1830, this able officer was ordered to Europe to advocate inland navigation by steam with the Court of Directors, and was immediately employed to ascertain the best kind of boat for the service. He visited and surveyed the steamers on the Rhine and Rhone, and Saône, none of which could be adopted as models for the Ganges. He, however, found on the Saône an iron boat built by the Worseley Company, and the inspection of this boat confirmed Capt. J. in his opinion of the superiority of iron over wood for river boats of light draft. He immediately drew out specifications of boats and flats for this country. Tenders for building these were invited by public advertisement in the early part of 1832. The Lord William Bentinck (the precursor of those boats), was built, launched, and first tried in November of that year on the Thames, and found to answer admirably. In July, 1833, Captain Johnstone arrived in Calcutta on the Larkins, with the Lord William Bentinck and the Thames in pieces, convenient for construction here; he also brought out in the same ship engineers to put up and work them. The Lord William Bentinck was launched in April, 1834, and she started in August. The Thames followed in April, 1834. Two other vessels, with flats, arrived soon after, and were successively built and launched.

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The advancement of inland steam communication was considered by Lord William Bentinck one of the most important measures of his administration; and his lordship continued to take an active part after his return to England in endeavouring to increase its usefulness. He held meetings at his house in London to encourage the service, and formed a committee, consisting of Sir Gore Ouseley, Mr. Graham, c.s., Col. Kennedy, Mr. Weeding, Major Turner, Col. Caldwell, and others, with a view to establish a joint-stock company, in hope, as he said, of "Bridging the great rivers in British India with steamers." His plan was unfortunately frustrated by parties in whom the public had no confidence, having prematurely advertised an East Indian Inland Steam Company, and claimed the pre-emption of the scheme. Lord William and his committee, after much vexatious respondence, retired from the field. Other respectable parties joined Mr. Howell, but again left him, and the whole ended in an action against General Briggs for the rent of the premises, which the General gained; after this Mr. Howell's scheme was shunned. It is greatly to be regretted that highly respectable parties who interested themselves in this matter did not combine and raise a company distinct from Mr. H., as all admitted the scheme in itself to be excellent. In the meantime the Government Inland Service continued to advance with the same vigour and prudence which had invariably marked its progress. Between July, 1833, and January, 1836, no less than four new steam-boats with four flats had arrived were launched, and were actually plying with goods, passengers, and government stores. Public confidence had become fully established in this new mode of traveling, and the locomotive part of the community gave it a decided preference. The demand for freight, principally by natives, far exceeded the means of supply. In May, 1837, the controller reported the result of eighteen voyages made in the preceding twelve months by these steamers, shewing a balance of profit of 95,860 Rs. on an outlay of 2,69,759 Rs. and this after deduction was made for repairs, depreciation,establishment, &c. He further reported

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that the scheme had been attended with complete success. also urged upon the Government the inadequacy of the existing establishment, and recommended the addition of eight new tugs and six flats, which proposal was sanctioned; but notwithstanding this great increase, the portion of freight reserved for private shippers was sold at public auction at upwards of five rupees per cubic foot. We are not aware of any change worthy of note until 1842-the arrival of the private steamer Assam, belonging to the Assam Company. This vessel, after considerable, apparently unnecessary, delay, began to ply regularly for hire in May, 1843. She made a number of very profitable trips; a fixed rate for freights of one rupee four annas per foot was introduced in opposition to the Company's sliding-scale. The charge of downward cargo was also reduced to nearly the same rate as like goods could have been conveyed by native craft. Soon after this reduction, the Government likewise fixed their rate of freight at 1-4, withdrew the plan of auction sales, and agreed to assign 2,000 feet on each boat (two to sail per month) for conveyance of freight from private individuals. This change caused the Assam Company to withdraw their single boat from the up-country line.

We annex a table of the extent of the Government Inland Service at the present time. Its rapid advance marks the energy and ability of Captain Johnston, who directed the progress of the service from embryo in 1830, to efficiency in 1817.

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Rumours of gigantic joint-stock inland steam companies had been afloat for twelve years, but assumed neither form nor substance till February, 1814. About that time the India General Inland Steam Company, with a capital of 2,000 shares of 1,000 rupees, was established and incorporated, calls were soon made to the extent of 500 rupees in each share, making the paid up capital of 10 lacs. No concern ever commenced operations under more promising auspices than did this company, and we regret to say that no undertaking could well have disappointed public expectations more thoroughly. We trace the first cause of this unfortunate result to a large proportion of the company's money, instead of being employed in building boats, and thus creating paying and useful stock, having been sunk in the expensive dead block of a workshop at Garden Reach, big enough for a little navy. Another, and the most serious cause, is, the London Committee having built the boats and flats on models as unlike the specifications sent to them as is a Ganges budgerow to a Thames wherry; and this, too, in the teeth of distinct orders! These boats have not only proved nearly unmanageable with their two abortive flats astern, but are also too weak for service on this river. After three or four trips, the Sir Herbert Maddock ran aground below Budge Budge-an occurrence which takes place, on the average, to all boats, say eight or ten times on the voyage to and from Allahabad. Unfortunately, however, the accident occurred in the tide-way, her razor-like bow held the ground, and when the water fell she appears at once to have buckled up. General McLeod, the Company's second boat, made one dilatory trip to Allahabad, and left the Auckland (her flat) there; she has started on her second trip with two flats, and rumour says she has again been unlucky. A third boat, with an improved bow, is now on the stocks, and we sincerely wish her and the Company better luck than heretofore.

The

About the time the company above referred to was established, another concern, of a more private nature, was commenced, styled the "Ganges Company." Two boats upon their arrival were put up at Howrah under straw sheds, with great rapidity. They are now running to Mirzapore (not higher). They appear to be copied from American models, and are noble vessels to look at ; and if the projectors could have imported the Mississippi with them, all would have gone merry as a marriage bell; but without this adjunct, we may be permitted to doubt if they will prove for more than seven months in the year, profitable cargo carriers on the Ganges. The accommodations appear good, if we may except the want of venetians; but we doubt much if these Brobdignags, or any self-contained steamer, will be long preferred by In passengers to our time-honoured Company's ark-like flats. these arks one has quiet, while in the former one has to bear the constant rattle of the chain cable and the smell of hot grease. Then there is the commander's din "stop her," ease her,"

"go ahead," "give her a turn astern," enough to distract nerVous people and ladies. The Patna was first launched, and made long voyages on her first two trips; it is said she carried 150 tons of cargo. The Benares made her début rapidly upwards under Captain Steel; she was, however, flying light, with, some say, only 30 tons of goods. The Patna has since made a smart trip, with the like lading! This would do very very well for pleasureboats, but will it pay?

We are rejoiced to see that Government have determined to establish a regular line of communication with Assam, and thus open up the Berhampooter as the high road of commerce to Thibet, and the Western Provinces of China. The steamers are to run fox three years, that they may have time to work themselves into use; this is both a most sensible and liberal arrangement. The Berhampooter has already been proved to be navigable, by the voyages made to Bissonath by the Bentinck and the Assam steamers.

A question arises in respect to the effect of railroads on inland steam navigation. We believe the only seriously projected railroad is now that direct to Mirzapore; and there appears to us no doubt in regarding this line, that its first effect will be to break up the coal monopoly, and cheapen that most expensive item of a steamer's expenditure; and its next, that probably from the most conveniently situated terminus, a branch will be run to the nearest point of the Ganges. This done, Rajmahal, or Bogwangolah, will become in a manner the shipping port for Calcutta, to which passengers will crowd, and all costly goods be sent by rail. In this way, steamers for nine months in the year will save an eight or ten days' voyage through the Sunderbuns, and be enabled, by the double saving of the consumption, and price of coal, and also of time, to compete in cheapness, successfully with hackeries and swift pulling boats, as carriers; and when once steamers accomplish this object, their numbers, usefulness, and profitable employment will speedily increase.

It is true that if the first line of rails were to run along our Grand Trunk-road, the Ganges," enlightening by every link" the bee-hive population on its banks, steam-boats would be driven to other rivers; but this is not to be. Political considerations forbid it, so steamers will have the passenger and carrying trade for many years. Troops, too, until the branch to Patna is completed, will reach Calcutta much sooner, and Allahabad as soon as if marched down to the central railway, the nearest station of which will be about as far from Dinapore as Calcutta is from Berhampore, and through a mountainous country. For these reasons we think steam boats have nothing to fear from railroads, for a long period, and let us hope that they will hereafter both together exert as mighty an influence in India as they have already done and are still effecting in America.

In a country like this, teeming with human beings, the introduction of machinery has been deprecated; but we have only to follow this objection in reference to the matter in hand to prove its fallacy. In the inquiry, the first fact which presents itself to us is, that in the conveyance of every ton of goods by steamers to Allahabad about a ton of coal is consumed, which has to be mined in the Jungle Mehals, brought down the Damooda to Omptah, and from thence to Calcutta, and thence conveyed to all river stations.

Thus the introduction of machinery, while it saves sixty days on the transit to Allahabad of goods already converted by steam and skill from say raw cotton at 6d. to 8d. per lb. to cloth worth 2s. to 20s. per yard, weighing only a pound, it also creates employment for a far greater number of flesh and blood engines, first in digging the coals from the bowels of the earth where they are valueless, and then boating them on the old plan to convenient stations, where alone they are useful. But the greatest benefit experienced by the merchant or manufacturer, is the gain of time which enables him to realise the old proverb of "small profits and quick returns ;" and to this might be added great sales; the cheapening of goods with regularity of supply rendering them accessible to the many.

The next fact of importance, in reference to the introduction of machinery, that presents itself is, its conversion of the most barren and useless tracts of country into the most valuable, and here we may state a conclusive case in point. About the time the Inland Steam Service was established, the aggregate price realised separately from the Narain Coorey and Rancegunge Collieries was about one lac and twenty thousand rupees. The same properties were resold in 1844 for eleven lacs of rupees, and the real value of them had become in the mean time so much enhanced, that at this enormously increased price they now yield the present proprietors 12 to 14 per cent. profit per annum: these mines supply most of the inland steamers.

It may also be remarked, that while until within the last few years, large quantities of grain were imported into the above

mentioned coal district-it has now actually become a grain ex porting part of the country.-Hurkaru, May 3.

THE PROVINCE OF ARRACAN.

There is no province in the great empire we have established in India, in which the natural tendency of our influence and our institutions, to create plenty, and to promote the welfare of the people, has been so satisfactorily developed as in the little belt of land which extends from the mountains of Arracan to the sea. There is no spot in our vast dominions on which the eye dwells with feelings of such pure and elevated pleasure. When we took possession of it twenty years ago, it was little better than a pestiferous marsh, as fatal to human life as the Pontine marshes, with which its geographical position so nearly corresponds. Its former rulers had turned it into a wilderness by their exactions. Thousands of their victims had fled for protection into other provinces; and in proportion as the fields became deserted, they were covered with rank vegetation, and malaria soon came in the train of human oppression to complete the desolation of the country. The plan of taxation which the Burmese had established, corresponded with their own rude and barbarous natures, and dried up all the sources of improvement, and extinguished every stimulus to industry. Unfortunately for the welfare of the province, this obsolete and withering system was perpetuated for several years by European and British rulers, who exhibited either a profound ignorance of the principles of political economy, or a culpable contempt of them. The most odious and impolitic taxes were still continued; the people were crushed by the demands of the State, and "the earth refused to yield her increase. The bounties of nature were effectually counteracted by the follies of man.

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It is now, we believe, about fifteen years since new and more enlightened principles were introduced into the administration of that country. The oppressive taxes were abolished; and a moderate land tax substituted in their stead. The elasticity of its natural resources was soon exhibited. Emigrants began to flock in crowds to it; the jungles were cut down, and the luxuriance of the soil abundantly rewarded the labours of the husbandNot only were the wants of the province amply supplied, but a considerable surplus of corn was raised for foreign exportation. In a review of the state of the province published in this journal twelve years ago, we find it stated that no fewer than 500 vessels, including the native coasting craft, had visited it during the preceding twelvemonth. Since that period every year has been one of increasing prosperity; the shipping in the harbour of Akyab, which never saw a vessel under its former rulers, has increased nearly three-fold; the number of vessels which visited it during the last year, exclusive of the native coasters, amounted to nearly 400, and the coasters may be assumed at 800. The foreign trade of the province was at first confined to the Coromandel Coast, which lies on the opposite side of the bay, and it was considered one of the happiest events in our Indian history, and one of the most beneficent arrangements of Providence, that we should have been enabled to establish so magnificent a storehouse across the bay, ready at any time to pour its supplies into the Madras Presidency, and prevent the recurrence of those desolating famines, which the fervid description of Burke has rendered so familiar to the mind. But the prosperity of the province is no longer dependent on a Madras famine. The exportation of rice has extended to the settlements in the straits, and even to China; to the islands of the Mauritius and Bourbon, and latterly to Europe. A large number of vessels have already saild for Europe, and many more are now loading. One vessel is at the present time taking in a cargo of rice and paddy for the steam mills on the Scheldt. The flag of nearly every nation, which has a ship to carry it, may be seen in the beautiful harbour of Akyab.

The revenues of the province have gone on steadily increasing, and that from the most legitimate source-the increase of cultivation. During each of the last two years there has been an increase of upwards of 30,000 rupees, and when the amount of the present year is added to it, the aggregate of the three years will be found to exceed a lakh of rupees. This revenue is susceptible of yet greater improvement, for there is still abundance of spare land in the province for fresh labourers; and the redundant population of Chittagong, encouraged by the mildness of taxation, and the cheapness of all articles of food, is continually pouring into it. Europe goods are to be had at Akyab at a price till lately unknown; a taste for them is beginning to spread through the province with the improved capacity of the people to purchase them! and so cheap is the transit by sea, that large quantities are actually exported from the port of Akyab to the districts of Eastern Bengal. Although the improvement in this province has been unexampled, it cannot be said to have reached the zenith of its prosperity. It is capable of yielding a far greater amount of grain than that which it now

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