Read Ebook: The Royal Mail: Its Curiosities and Romance by Hyde James Wilson

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It is curious to take a glimpse of the conditions under which the early packets sailed, when they were often in danger of having to fight or fly. The instructions to the captains were to run while they could, fight when they could no longer run, and to throw the mails overboard when fighting would no longer avail. In 1693, such a ship as then performed the service was described as one of "eighty-five tons and fourteen guns, with powder, shot, and firearms, and all other munitions of war." A poor captain, whose ship the 'Grace Dogger' was lying in Dublin Bay awaiting the tide, fell into the hands of the enemy, a French privateer having seized his ship and stripped her of rigging, sails, spars, and yards, and of all the furniture "wherewith she had been provided for the due accommodation of passengers, leaving not so much as a spoone or a naile-hooke to hang anything on." The unfortunate ship in its denuded state was ransomed from its captors for fifty guineas. If we may judge from this case, the fighting of the packets does not seem always to have been satisfactory; and the Postmasters-General of the day, deeming discretion the better part of valour, set about building packets that should escape the enemy. They did build new vessels, but so low did they rest in the water that the Postmasters-General wrote of them thus: "Wee doe find that in blowing weather they take in soe much water that the men are constantly wet all through, and can noe ways goe below to change themselves, being obliged to keep the hatches shut to save the vessel from sinking, which is such a discouragement of the sailors, that it will be of the greatest difficulty to get any to endure such hardshipps in the winter weather." These flying ships not proving a success, the Postmasters-General then determined to build "boats of force to withstand the enemy," adopting the bull-dog policy as the only course open in the circumstances. It may be interesting to recall how these packets were manned. In May 1695 the crews of the packets between Harwich and Holland were placed on the following footing:--

These wages may not have been considered too liberal considering the risks the men ran; and as an encouragement to greater valour in dealing with the enemy, and as an additional means of recompense, the crew were allowed to take prizes if they fell in their way. They also "received pensions for wounds, according to a code drawn up with a nice discrimination of the relative value of different parts of the body, and with a most amusing profusion of the technical terms of anatomy. Thus, after a fierce engagement which took place in February 1705, we find that Edward James had a donation of ?5 because a musket-shot had grazed on the tibia of his left leg; that Gabriel Treludra had ?12 because a shot had divided his frontal muscles and fractured his skull; that Thomas Williams had the same sum because a Granada shell had stuck fast in his left foot; that John Cook, who received a shot in the hinder part of his head, whereby a large division of the scalp was made, had a donation of ?6, 13s. 4d. for present relief, and a yearly pension of the same amount; and that Benjamin Lillycrop, who lost the fore-finger of his left hand, had ?2 for present relief, and a yearly pension of the same amount." Some other classes of wounds were assessed for pensions as follows: "Each arm or leg amputated above the elbow or knee is ?8 per annum; below the knee is 20 nobles. Loss of the sight of one eye is ?4, of the pupil of the eye ?5, of the sight of both eyes ?12, of the pupils of both eyes ?14; and according to these rules we consider also how much the hurts affect the body, and make the allowances accordingly."

But between different parts of the United Kingdom, not a century ago, it is remarkable how infrequent the communications sometimes were. Nowadays, there are three or four mails a-week between the mainland and Lerwick, in Shetland, whereas in 1802 the mails between these parts were carried only ten times a-year, the trips in December and January being omitted owing to the stormy character of the weather. The contract provided that there should be used "a sufficiently strong-built packet," and the allowance granted for the service was ?120 per annum. It may perhaps be worthy of notice that the amount of postage upon letters sent to Shetland in the year ended the 5th July 1802 was no more than ?199, 19s. 1d. It was also stipulated, by the terms of the agreement, that the contractors should adopt a proper search of their own servants, lest they should privately convey letters to the injury of the revenue; and they were also required to take measures against passengers by the packet transgressing in the same way. On one occasion the good people in these northern islands, when memorialising for more frequent postal service, suggested that the packets would be of great use in spying out and reporting the presence of French privateers on the coast; but the Postmaster-General of the period took the sensible view that the less the packets saw of French privateers the better it would be for the packet service.

Difficulties are experienced even in the present day in communicating with some of the outlying islands of the north of Scotland, weeks and occasionally months passing without the boats carrying the mails being able to make the passage. The following is from a report made by the postmaster of Lerwick on the 27th March 1883, with reference to the interruption of the mail-service with Foula, an outlying island of the Shetland group:--

In the packet service deeds of devotion have been done in the way of duty, as has been the case on occasions in the land service. At a period probably about 1800, a Mr Ramage, an officer attached to the Dublin Post-office, being charged with a Government despatch, to be placed on board the packet in the Bay of Dublin, found, on arriving there, that the captain, contrary to orders, had put to sea. Mr Ramage, being unable to acquit himself of his duty in one way, undertook it in another; and hiring an open boat, he proceeded to Holyhead, and there safely landed the despatch. Another instance is related in connection with the shipwreck of the 'Violet' mail-packet sailing between Ostend and Dover; the particulars being given as follows in the Postmaster-General's report for 1856:--

"Mr Mortleman, the officer in immediate charge of the mail-bags, acted on the occasion with a presence of mind and forethought which reflect honour on his memory. On seeing that the vessel could not be saved, he must have removed the cases containing the mail-bags from the hold, and so have placed them that when the ship went down they might float; a proceeding which ultimately led to the recovery of all the bags, except one containing despatches, of which, from their nature, it was possible to obtain copies."

It has already been mentioned that at the close of the seventeenth century a mail-packet was a vessel of some 85 tons--a proud thing, no doubt, in the eyes of him who commanded her. The class of ship would seem to have remained very much the same during the next hundred years; for, in the last years of the eighteenth century, a mail-packet on the Falmouth Station, reckoned fit to proceed to any part of the world, was of only about 179 tons burthen. Her crew, from commander to cook, comprised only twenty-eight persons when she was on a war footing, and twenty-one on a peace footing; and her armament was six 4-pounder guns. The victualling was at the rate of tenpence per man per day; the whole annual charge for the packet when on the war establishment, including interest on cost of ship, wages, wear and tear of fittings, medicine, &c., being ?2112, 6s. 8d.; while on the peace establishment, with diminished wear and tear, and reduced crew, the charge was estimated at ?1681, 11s. 9d. The packets on the Harwich station, performing the service to and from the Continent, were much less in size, being of about 70 tons burthen.

During the wars with the French at this period the mail-packets were not infrequently captured by the enemy. From 1793 to 1795 alone four of these ships were thus lost--namely, the 'King George,' the 'Tankerville,' the 'Prince William Henry,' and the 'Queen Charlotte.' The 'King George,' a Lisbon packet, homeward bound with the mails and a considerable quantity of money, was taken and carried into Brest. The 'Tankerville,' on her passage from Falmouth to Halifax, with the mails of November and December 1794, was captured by the privateer 'Lovely Lass,' a ship fitted out in an American port, and probably itself a prize, there having been some diplomatic correspondence with the United States shortly before on the subject of a captured vessel bearing that name. Before the 'Tankerville' fell into the hands of the enemy, the mails were thrown overboard, in accordance with the standing orders which have already been referred to. The officers and crew were carried on board the 'Lovely Lass,' and then the 'Tankerville' was sunk. Soon afterwards the captive crew were released by the commander of the privateer, and sent in a Spanish prize to Barbadoes.

But though the mail-packets were intended to rely for safety mainly upon their fine lines and spread of canvas, and were expected to show fight only in the last resort, we may be sure that, when the hour of battle came upon them, they were not taken without a struggle. Nor, indeed, did they always get the worst of the fray, as will be seen by the following account of a brilliant affair which took place in the West Indies, copied from the 'Annual Register' of 1794:--

"The 'Atalanta' was fitted out at Charlestown, mounted eight 3-pounders, and carried 65 men, French, Americans, and Irish, of whom 49 were killed or wounded in the action; the 'Antelope' having only two killed and three wounded--one mortally.

"The House of Assembly at Jamaica, as a reward for this most gallant action, voted 500 guineas--200 to be paid to the master's widow, 100 to the first mate's, 100 to the boatswain, and 100 among the rest of the crew."

Another adventure of a mail-packet worthy of mention happened a few years later. The 'Lady Hobart,' an Atlantic packet of 200 tons burthen, left Halifax, Nova Scotia, for England in June 1803, and a few days after leaving port, fell in with a French schooner, called 'L'Aimable Julie,' laden with salt fish. Captain Fellowes of the packet took possession of the schooner, and put a prize crew in charge. A few days later, however, the 'Lady Hobart' ran into an iceberg; and there being no hope of saving the ship, the mails were lashed to pigs of ballast and thrown overboard. The crew and passengers took to the boats, and the 'Lady Hobart' shortly thereafter foundered. After suffering great hardships, the voyagers reached Newfoundland on the 4th July. The illustration is from a contemporary print.

The duty of throwing the mails overboard, when serious danger was apprehended, appears sometimes to have been carried out with undue haste; for we find an account in the 'Annual Register' of March 4, 1759, that the Dutch Mail of the 23d February had been thus disposed of through an unlucky mistake. The ship conveying it was of Dutch nationality, and, being boarded by a privateer, those in charge had hastily concluded that the visitor must be an enemy. When too late, they discovered their mistake, for the stranger proved to be a friendly English cruiser; and they thereafter reached Harwich with a budget of regrets in place of the mails.

The packet-boats sailing from the ports of Harwich and Dover, being habitually in the "silver streak," were subject to frequent interruptions from English privateers and men-of-war frequenting these waters; and to lessen the inconvenience thus arising, the packets at one time carried what was called a "postboy jack." An official record of 1792 thus describes the flag: "It is the Union-jack with the figure of a man riding post with a mail behind him, and blowing his horn." These flags were made of bunting, and cost ?1, 2s. each.

Happily there has not for a long time been any need for using fighting ships to convey the mails of this country over the high seas; and this is a danger which it has not been needful to provide against in the packet service of the present generation.

Before leaving these mail-packets of former days, it is perhaps worth recording, that while needy passengers were sometimes carried on board at half the usual fares, and those in destitute circumstances for nothing at all, the poor Jews were kept outside the pale of the generous concession; and the Post-office thus joined the world's mob in the general harsh treatment of that unhappy race. This appears by an official order of 1774, and the hardship was only removed under an authority dated August 24, 1792. The Postmaster-General's minute on the subject is as follows:--"The Postmaster-General thinks that the last words of the order which proscribes all Jews, merely because they are Jews, is not consistent with the usual liberality of the office; but that the agent should be directed to give to them the same privileges that are given to all the rest of the world without any exception to them on account of their religion."

We will be pardoned one more quotation. It is a concession on the score of religion, made by the Postmaster-General in a minute, dated October 19, 1790. It runs thus:--"Let the Secretary write a civil letter to Mr Coke, that the Postmaster-General is very willing to relinquish, on the part of the King, the usual head money of 12 guineas for three persons at ?4, 4s. each, whom Mr Coke represents to be sent to the West Indies for the purpose of instructing the negro slaves in the principles of the Christian religion."

While in the eighteenth century but trifling advancement would seem to have been made in naval matters, what a contrast is presented by the achievements of the last eighty years! As compared with the 'Etruria' and the 'Umbria' recent acquisitions of the Cunard Company, for the conveyance of the mails between Liverpool and New York, each of 8000 tons burthen and 12,500 horse-power, the pigmy vessels of the past almost sink into nothingness; and we cannot but acknowledge the rapidity with which such stupendous agencies have come under the control of man for the furtherance of his work in the world.

A favourite American packet of our own era, for travellers crossing the Atlantic, was the 'America' of the National Steamship Company, which has since been purchased by the Italian Government for service as a fast cruiser. It is a ship of 6500 tons gross tonnage; and is a surprising contrast to the American packet of eighty years ago already described.

We would present a further contrast between the past and the present as regards the packet service. So late as 1829, and perhaps later still, the voyages out to the undermentioned places and home again were estimated to take the following number of days, viz.:--

Days. To Jamaica, 112 " America, 105 " Leeward Islands, 91 " Malta, 98 " Brazil, 140 " Lisbon, 28

There were then no regular packets to China, New South Wales, Sierra Leone, Cape Coast Castle, Goree, Senegal, St Helena, and many parts of South America; opportunity being taken to send ship letter-bags to these places as occasion offered by trading vessels.

Nowadays the transit of letters to the places first above-mentioned is estimated to occupy the following number of days:--

Days. To Jamaica, 18 " America, 7 " West Indies, 16 " Malta, 4-1/2 " Brazil, 21 " Lisbon, 3

And the return mails would occupy a similar amount of time.

In nothing perhaps will the advantages now offered by the Post-office, in connection with the packet service, be more appreciated by the public than in the reduced rates of postage. The following table shows the initial rates for letters to several places abroad in 1829 and in 1884:--

If we were asked to point out a mail-packet of the present day as fulfilling all modern requirements in regard to the packet service, and showing a model of equipment in the vessels as well as order in their management, we would not hesitate to name the mail-steamers plying between Holyhead and Kingstown. It may not be generally known, but it is the case, that these vessels carry a post-office on board, wherein sorters perform their ordinary duties, by which means much economy of time is effected in the arrangement of the correspondence. In stormy weather, when the packets are tumbling about amid the billows of the Channel, the process of sorting cannot be comfortably carried on, and the men have to make free use of their sea legs in steadying themselves, so as to secure fair aim at the pigeon-holes into which they sort the letters. But the departure of one of these ships from Kingstown is a sight to behold. Up to a short time before the hour of departure friends may be seen on the hurricane-deck chatting with the passengers; but no sooner is the whistle of the mail-train from Dublin heard than all strangers are warned off; in a few minutes the train comes down the jetty; the sailors in waiting seize the mail-bags and carry them on board; and the moment the last of the bags is thus disposed of, the moorings are all promptly cast off, and the signal given to go ahead: and with such an absence of bustle or excitement is all this done, that before the spectator can realise what has passed before his eyes, the ship is majestically sailing past the end of the pier, and is already on her way to England.

SHIPWRECKED MAILS.

Outside the Post-office department it is probably not apprehended to what extent care is actually bestowed upon letters and packets--when, in course of transit through the post, their covers are damaged or addresses mutilated--in order to secure their further safe transmission; many envelopes and wrappers being of such flimsy material that, coming into contact with hard bundles of letters in the mail-bags, they run great risk of being thus injured. But the occasions on which exceptional pains are taken, and on a large scale, to carry out this work, are when mails from abroad have been saved in the case of shipwreck, and the contents are soaked with water. Then it is that patient work has to be done to get the letters, newspapers, &c., into a state for delivery, to preserve the addresses, and to get the articles dried. In certain instances the roof of the chief office in St Martin's-le-Grand has been used as a drying-green for shipwrecked newspapers, there being no sufficient space indoors to admit of their being spread out. The amount of patching, separating, and deciphering in such circumstances cannot well be conceived.

But perhaps the most curious difficulty arising out of a shipwrecked mail was that which took place in connection with the loss of the Union Steamship Company's packet 'European' off Ushant, in December 1877. After this ship went down the mails were recovered, but not without serious damage, through saturation with sea-water. One of the registered letter-bags from Cape Town, on being opened in the chief office in London, was found to contain several large packets of diamonds, the addresses on which had been destroyed by the action of the water, and some 7 lbs. weight of loose diamonds, which had evidently formed the contents of a lot of covers lying as pulp at the bottom of the bag, and from which no accurate addresses could be obtained. Every possible endeavour was made to trace the persons to whom the unbroken packets were consigned, and with such success, that after some little delay they reached the hands of the rightful owners. To discover who were the persons having claims upon the loose diamonds, which could not be individually identified, was a more serious matter, involving much trouble and correspondence. At length this was ascertained; and as the only means of satisfying, or attempting to satisfy, the several claims, the diamonds were valued by an experienced broker, and sold for the general behoof, realising ?19,000. This means of meeting the several claimants proved so satisfactory, that not a single complaint was forthcoming.

AMOUNT OF WORK.

The amount of work performed by the Post-office in the transmission of letters and other articles of correspondence within the space of a year, may be gathered from the following figures, taken from the Postmaster-General's annual report issued in 1883:--

These figures are, however, of little service in conveying to our minds any due conception of the amount of work which they represent. Nor, when the scene of the work is spread and distributed over the whole country, and the labour involved is shared in by a host of public servants, would any arrangement of figures put the matter intelligibly within our grasp. The quantity of paper used in this annual interchange of thought through the intermediary of the British Post-office, may perhaps be measured by the following facts:--Supposing each letter to contain a single sheet of ordinary-sized note-paper; the post-cards taken at the size of inland post-cards; book-packets as containing on an average fifty leaves of novel-paper; and newspapers as being composed of three single leaves 18 inches by 24 inches,--the total area of paper used would be nearly 630 millions of square yards. This would be sufficient to pave a way hence to the moon, of a yard and a half in breadth; or it would give to that orb a girdle round its body 53 yards in width; or again, it would encircle our own globe by a band 14 yards in width. Another way to look at the magnitude of the Post-office work is as follows:--Suppose that letters, book-packets, newspapers, and post-cards are taken at their several ascertained averages as to weight, the total amount of the mails for a year passing through the British Post-office, exclusive of the weight of canvas bags and small stores of various kinds, would exceed 42,000 tons, which would be sufficient to provide full freight for a fleet of twenty-one ships carrying 2000 tons of cargo each. What a burthen of sorrows, joys, scandals, midnight studies, patient labours, business energy, and everything good or bad which proceeds from the human heart and brain, does not this represent! Yet, after all, what are the figures above given, when put in the balance with the facts of nature? The whole paper, according to the foregoing calculations, although it would gird our earth with a band 14 yards wide, could only be made to extend hence to the sun by being attenuated to the dimensions of a tape of slightly over one-eighth of an inch in width!

Post-cards, nearly 600,000 Book-packets, " 5,000,000 Newspapers, " 478,000

As regards the book-packets, it is well to know that a large part of the five millions is represented by circulars, which are classed as book-packets, and the addresses on which are not infrequently taken by advertisers from old directories or other unreliable sources.

There is one trifling item which it may be well to give, showing how the smallest things contribute to build up the great, as drops of water constitute the sea, and grains of sand the earth. Those tiny things called postage-stamps, which are light as feathers, and might be blown about by the slightest breeze, make up in the aggregate very considerable bulk and weight, as will be appreciated when it is mentioned that one year's issue for the United Kingdom amounts in weight to no less than one hundred and fourteen tons.

ST VALENTINE'S DAY.

"The day's at hand, the young, the gay, The lover's and the postman's day, The day when, for that only day, February turns to May, And pens delight in secret play, And few may hear what many say." --LEIGH HUNT.

The customs of St Valentine's day have no direct connection with the saint whose name has been borrowed to designate the festival of the 14th of February. It is only by a side-light that any connection between the saint and the custom can be traced.

In later times the drawing of a lady's name for a Valentine was made the means of placing the drawer under the obligation to make a present to the lady. The celebrated Miss Stuart, who became the Duchess of Richmond, received from the Duke of York on one occasion a jewel worth ?800, in discharge of this obligation; and Lord Mandeville, who was her Valentine at another time, presented her with a ring worth some ?300.

But as every dog has its day, and each succeeding period of life its own interests and allurements, so have customs their appointed seasons, and ideas their set times of holding sway over the popular mind. The wigs and buckled shoes of our forefathers, the ringlets of our grandmothers, which in their day were things of fashion, have lapsed into the category of the curious, and have to us none other than an antiquarian interest. The Liberal in politics of to-day becomes the Conservative of to-morrow; and the custom of sending Valentines, at one time so common, that afforded so great pleasure not only to the young, but sometimes to those of riper years, has already had its death-knell sounded; and at the present rate of decline, it bids fair very soon to be relegated to the shades of the past.

The rage for sending Valentines probably had its culmination some ten years ago, since when it has steadily gone down; and now the festival is no longer observed by fashionable people, its lingering votaries being found only among the poorer classes.

But the decay of the ancient custom of sending Valentines has probably not come about from within itself; it may rather be attributed to the progress made in what may be called the rival custom of sending cards of greeting and good wishes at Christmas-time. It would almost seem that two such customs, having their times of observance only a few weeks apart, cannot exist together; and it will probably be found that the new has been growing precisely as the old has been dying, the former being much the stronger, choking the latter. Valentines were sent by the young only--or for the most part, at any rate--while Christmas-cards are in favour with almost every age and condition of life. It follows, then, that a custom such as this, having developed great energy, and being patronised by all classes, must throw a larger mass of work upon the Post-office--the channel through which such things naturally flow--than Valentines did. And so it has been found. The pressure on the Post-office in the heyday of Valentines was small by comparison with that which is now experienced at Christmas. During the Christmas season of 1877, the number of letters, &c., which passed through the Inland Branch of the General Post-office in London, in excess of the ordinary correspondence, was estimated at 4,500,000, a large portion of which reached the chief office on Christmas morning; while in the Christmas week of 1882 the extra correspondence similarly dealt with was estimated at 14,000,000, including registered letters , of which there was a weight of no less than three tons. Everywhere similar pressure has been felt in the post-offices, and it is by no means settled that we have yet reached the climax of this social but rampant custom.

In the London Metropolitan district there are employed 4030 postmen; and taking their daily amount of walking at 12 miles on the average--a very low estimate--this would represent an aggregate daily journeying on foot of 48,360 miles, or equal to twice the circumference of our globe.

Articles of many curious kinds have been observed passing through the post from time to time, some of them dangerous or prohibited articles, which, according to rule, are sent to the Returned-letter Office--the fact showing that the Post-office is not only called upon to perform its first duty of expeditiously conveying the correspondence intrusted to it, but is made the vehicle for the carriage of small articles of almost endless variety. Some of these are the following, many of them having been in a live state when posted--viz., beetles, blind-worms, bees, caterpillars, crayfish, crabs, dormice, goldfinches, frogs, horned frogs, gentles, kingfishers, leeches, moles, owls, rabbits, rats, squirrels, stoats, snails, snakes, silk-worms, sparrows, stag-beetles, tortoises, white mice; artificial teeth, artificial eyes, cartridges, china ornaments, Devonshire cream, eggs, geranium-cuttings, glazier's diamonds, gun-cotton, horseshoe nails, mince-pies, musical instruments, ointments, perfumery, pork-pies, revolvers, sausages, tobacco and cigars, &c., &c.

Occasionally the sending of live reptiles through the Post-office gives rise to interruption to the work, as has occurred when snakes have escaped from the packets in which they had been enclosed. The sorters, not knowing whether the creatures are venomous or not, are naturally chary in the matter of laying hold of them; and it may readily be conceived how the work would be interfered with in the limited space of a Travelling Post-office carriage containing half-a-dozen sorters, upon a considerable snake showing his activity among the correspondence, as has in reality happened.

On another occasion a packet containing a small snake and a lizard found its way to the Returned-letter Office. Upon examining it next day the lizard had disappeared, and from the appearance of the snake it was feared that it had made a meal of its companion. Another live snake which had escaped from a postal packet was discovered in the Holyhead and Kingstown Marine Post-office, and at the expiration of a fortnight, being still unclaimed, it was sent to the Dublin Zoological Gardens. In the Returned-letter Office in Liverpool, a small box upon being opened was found to contain eight living snakes; but we are not informed as to the manner in which they were got rid of.

The strike of the stokers employed by the Gas Companies of the metropolis in 1872 is remembered in the Post-office as an event which gave rise to a considerable amount of inconvenience and anxiety at the time. That the Post-office should be left in darkness was not a thing to be thought possible for a moment; for such a circumstance would almost have looked like the extinction of civilisation. On the afternoon of the 3d December in the year mentioned, intimation reached the chief office that the Gas Company could not guarantee a supply of gas for more than a few hours, in consequence of their workmen having struck work. The occasion was one demanding instant action in the way of providing other means of lighting, and accordingly an order was issued for a ton of candles. These were used at St Martin's-le-Grand and at the branch offices in the East Central district; while arrangements were made to provide lanterns and torches for the mail-cart drivers, and oil-lamps for lighting the Post-office yard. In the evening the sorting-offices presented the novel spectacle of being lighted up by 2000 candles; and this reign of tallow continued during the next three days. The total cost of this special lighting during the four days' strike was ?58; but there was a saving of about 160,000 feet of gas, reducing the loss to something like ?27.

GROWTH OF CERTAIN POST-OFFICES.

When the past history of the Post-office is looked into, at a period which cannot yet be said to be very remote, it is both curious and instructive to observe the contrast which presents itself, as between the unpretending institution of those other days, and the great and ubiquitous machine which is now the indispensable medium for the conveyance of news to every corner of the empire. To imagine what our country would be without the Post-office as it now is, would be attempting something quite beyond our powers; and if such an institution did not exist, and an endeavour were made to construct one at once by the conceits and imaginings of men's minds, failure would be the inevitable result, for the British Post-office is the child of long experience and never-ending improvement, having a complexity and yet simplicity in its fabric, which nothing but many years of growth and studied application to its aims could have produced.

But it is not the purpose here to go into the history of its improvements, or of its changes. It is merely proposed to show how rapidly it has grown, and from what small beginnings.

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