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52-2 HISTORY OF THE INDIAN NAVY. ;

port to Mr. Waghorn, who published a letter* in the Cahiutta
papers, detailing his plan for a line ot" steamers by the Cape.
In consequence of the support he received from the subscribers
to the Steam Navigation Fund, Mr. Waghorn left Calcutta for
England in October, 1828, accredited by the Committee to per-
sons of official standing at Madras, Ceylon, Mauritius, the
Cape, and St. Helena.
On his arrival in England, in April, 1829, Mr. Waghorn
endeavoured to stir up popular feeling in favour of his project
in the principal cities of the United Kingdom, but without
much success. It is true, the mercantile classes connected with
India and some high public functionaries, applauded his scheme,
but the Post Office authorities were doggedly opposed to steam
navigation, and the Court of Directors, with the exception of
Mr. Loch, were lukewarm in the cause, though they voted the
necessary steam machinery for one vessel. After waiting for
several months, in October, 1829, he was summoned by Lord
EUenborough, then President of the Board of Control, to
proceed to India, through Egypt, with important despatches
for Sir John Malcolm, and also to report upon the practicability
of the navigation of the Red Sea. Accordingly, Mr. Waghorn
left London on the 28th of October, 1829, crossed from Dover
to Boulogne, and reached Trieste, via Paris and Milan, on the
8th of November, a distance of 1,242 miles, performed in

* In this letter Mr. Waghorn says :— '' I propose that tlie vessel for the
' Mon-
intended experiment sliould be in size about 280 tons, in model like tlie
arch' and ' Sovereign,' Norway packets, wliich are remarkable for the three
qualities most essential in every vessel, but above all in a steam one intended for
a very long voyage, viz. : stability, buoyancy, and fast sailing. The masts of the
vessel I would have fitted after the fashion of the row boats in this river, to strike
when reqmred. The yards to be very square, but of tlie lightest possible
dimensions, so as to spread a large quantity of sail, without too mueli top weight
even the canvas itself is to be of the lightest quality consistent witli strength.
The rigging of the masts and yards to be so titted that in four hours they may be
got up or down. The vessel to be schooner rigged on a wind, and square wiien
before it. In order that the whole space of tlie vessel under hatches may be
available for fuel, and more particularly the shifting of it below as ballast, her
only accommodation for officers and crew, will be a roundhouse on deck. With
regard to fuel, she woidd stow 40 tons in tanks, and the rest, about 200 tons in
all, in bulk. The tanks, when emptied, will be filled with salt water, for ballast;
by a peculiar contrivance, already arranged with the engineers at home, this
water coidd run into the vessel, and be thrown out again by the engine in light
winds, so as to increase speed, and fill again at pleasure. The plan of sailing will
be, according to my present views, as follows : — '' The vessel wUl start from Fal-
mouth with the mails for Madeira, Cape, and Isle of France, touching at Trinco-
malee and Madras, in the south-westmonsoon, to land letters, but, if possible, with-
out anchoring. At Calcutta she would remain only ten days for the mails, calling at
Madras on her way back, and remaining a few hours there." He elsewhere
states the capital required to commence the imdertaking at £12,000, exclusive of
the cost of the engines. Taking the number of letters brouglit out by the
' Undaunted' frigate as a criterion, lie calculates that the receipt, for letters only,
out and home, would amount to £4,137. He says : " I believe tlie public are
already convinced that I may succeed in the passage I contemplate, viz., out and
home, from Falmouth to Calcutta, in six months (stoppages included), calling at