The opening of the railway in 1872 from Tokio to Yokohama, though of no great length, made communication between the capital and its port a far more easy matter than it had been at the time when the Tokaido was the only highway and traffic was liable to dislocation by the passage of a daimio and his retinue of two-sworded samurai. It is true that for some two or three years prior to the date on which the regular service of trains between the two places began to work a revolution in the system of travel there had been a steamer or two plying to and from the wharf at Tsukiji, near the Hama-go-ten Palace, in Tokio, and the jetty at Yokohama which then existed near the northern end of the “Bund” or Esplanade. But the accommodation, though the residents freely enough availed themselves of such facilities as the service afforded, was of the most limited and primitive character, and was necessarily wholly inadequate to the demand for the means of transport of that almost pauseless ebb and flow of the tide of humanity along the shores of the bay which from the days of Kaempfer had never failed to attract the attention of travellers. One of the saddest incidents of the early days of the new era was the explosion of the small steamer _Yeddo_ as she lay at the Tsukiji “hatoba” with steam up in readiness for her daily voyage to Yokohama, some scores of lives being sacrificed on that occasion. The _Yeddo_ was one of the pioneers of the coasting trade of Japan, which has since grown to proportions truly enormous. While the railway to the “Eastern capital” was being built, another line was commenced from the newly opened port of Kobé-Hiogo to Osaka and on to the “Western capital” of Kioto. It was officially opened for traffic in 1873, the Emperor being present on the occasion, which gave rise to great national rejoicing. The improved methods of transport had by that time been extensively supplemented by greatly enhanced facilities for intercommunication in the form of telegraph lines, which had been stretched over practically the entire length of the highroad from Tokio to Nagasaki, close upon 1000 English miles. The work was done in the days when the peasantry of the interior had no conception of the value of such aids to commerce and were not easily to be persuaded to refrain from interference therewith. In many cases the telegraph poles were uprooted as soon as they were planted in the ground, and in others the opposition to the innovation took the form of active hostility to the individuals, both native and foreign, charged with the duties of carrying out the proposed works. The origin of this antagonism, however, was to be ascribed solely to local prejudice, and the punishment of the ringleaders proved to be a sufficient deterrent to the rest, for after the first few months the attacks entirely ceased.