XVI. A great and useful commercial correspondence, between the United States, British North America, and all the West Indies, would be opened up, but which at present does not exist.



RECAPITULATION.

In order to obtain a view of the Plan, brought into the narrowest possible compass, without wading through the minute and multifarious details, it is necessary to particularize the different stations and departments, to which the numbers affixed immediately and only relate, thus:—

No. 1. Falmouth to Terceira or Fayal. 2. Fayal to Halifax. 3. Halifax by New York to Havannah. 4. Fayal to Rio de Janeiro by Pernambuco, &c. 5. Fayal to Madeira and Teneriffe. 6. Fayal to Barbadoes. 7. West India Department, from Demerara to Vera Cruz, including Chagres, &c. 8. Expenses, depots for coals, and repair boats.

Cost of Plan by Steam. (p. 045)

- - - - - Provi- Number Number Fixed sions Tons of Price of Cost of Total Number of of Capital Wages, Coals Coals Coals Expendi- of Sailing Station. re- &c. Yearly. per ton. Yearly. ture Steam- Ves- quired. Yearly. Yearly. ers. sels. - - - - - L L s. L L 1 48,000 12,400 8,400 20 8,400 20,800 2 " 2 48,000 12,400 12,000 25 15,000 27,400 2 " 3 48,000 12,400 12,000 " 15,000 27,400 2 " 4 72,000 18,600 23,400 " 29,250 47,850 3 " 5 7,000 3,600 " " " 3,600 " 4 6 96,000 24,800 22,200 " 27,750 52,550 4 " 7 157,500 44,400 30,000 " 37,500 81,900 6 9 8 " " " " " 11,350 " " - - - - - [7] 476,500 128,600 108,000 132,900 272,850 19 13 Sub. 335,500 115,000 38,400 45,900 168,500 8 26 - - - - - Diff. 141,000 13,600 69,600 87,000 104,350 11 13 - - - - -

N.B.—The latter sum shows the difference of capital and expenditure betwixt the work done by steam, and partly by steam and partly by sailing packets. The reduction in coals by the preceding estimate will be 33,250l.; and, allowing 10 per cent. wastage on the whole quantity, the real reduction in the expenditure will be 20,000l.

[Footnote 7: The cost of these steamers will, to a considerable degree, depend on the tonnage which it is considered most proper to adopt. The utmost quantity of coals which any of them will require to carry, will be (Fayal to Barbadoes, and Fayal to Pernambuco) 300 tons. Airy accommodation for from fifty to sixty cabin passengers, and twenty-five to thirty steerage ditto, with the crew, will be all that is requisite, leaving a room for specie and the mails, and space for from forty to one hundred tons of goods. Since the present calculation was made, the price of machinery has risen considerably. Boats of the size necessary may now, perhaps, cost 28,000l. to 29,000l. In the latter case, 750l. per annum (five per cent. insurance, five per cent. interest, and five per cent. ordinary tear and wear) must be added to the yearly outlay, as here stated. The wages and provisions will remain the same. Iron boats can be had one-fourth cheaper than those built of wood; moreover, engines now made on the EXPANSIVE system, require fully one-third fewer coals, by which so much expense will be saved.]

Cost, partly by Steamers and partly by Sailing Packets. (p. 046)

+ -+ -+ -+ + -+ + + - Provi- Number Number Fixed sions Tons of Price of Cost of Total Number of of Capital Wages, Coals Coals Coals Expendi- of Sailing Station. re- &c. Yearly. per ton. Yearly. ture Steam- Pack- quired. Yearly. Yearly. ers. ets. + -+ -+ -+ + -+ + + - L L s. L L 1 48,000 12,400 8,400 20 8,400 20,800 2 " 2 19,000 8,400 " " " 8,400 " 2 3 19,000 8,400 " " " 8,400 " 2 4 47,500 21,000 " " " 21,000 " 5 5 7,000 3,600 " " " 3,600 " 4 6 38,000 16,800 " " " 16,800 " 4 7 157,000 44,400 30,000 25 37,500 81,900 6 9 8 " " " " " 7,600 " " -+ -+ - -+ + + - 335,500 115,000 38,400 45,900 168,500 8 26 + -+ -+ -+ + -+ + + -

Subject on the total expenditure to reduction in coals to the amount of 11,475l.; less, however, 10 percent, or 4,590l. for wastage; giving the real reduction to be 6,885l.



GENERAL REMARKS.

The mails conveyed from Great Britain by steam to the quarters mentioned would in their courses be due:—

London to Halifax, Quebec, and New York, forty-six days; from Halifax to West Indies, according to the distance of the island or place; Havannah, twenty-two days; Jamaica, thirty-one days; Barbadoes, fifty days, &c., &c. London to Rio de Janeiro, sixty-five days, and Buenos Ayres, fifteen days more; London to Madeira and Teneriffe, thirty-four days; London to Barbadoes, and all the West Indies, from Demerara to Havannah, and Chagres inclusive, sixty-five days, and to Honduras, Vera Cruz, and Tampico, fifteen days more. If the mails are conveyed by sailing packets on the four great lines from Fayal, then the time for all would be fifteen days additional.

Large as the above-mentioned sums are, still the revenues of Great Britain and Ireland, and their Colonial dependencies in the Western World (p. 047) (say 55,000,000l. yearly), ought to defray the cost without feeling any embarrassment. The cost, however, is nothing, when compared to the benefits and the advantages which the nation and individuals would derive from it. Time saved and actively employed is every thing. It is capital, which, if not employed at the moment, can never be again employed—a capital which, if suffered or forced to remain unemployed, or to escape unemployed, can never again be found or replaced. The exports of Great Britain amount at the declared value, and including freights and charges, to 75,000,000l. per annum. By employing steam-packets on even a portion of the present work, instead of sailing-packets, fifteen days would be gained in every line of communication. Remittances arriving fifteen days earlier would be a profit to the commercial interests of the country of 167,793l., independent of the additional advantages which every merchant would gain when, instead of his funds wandering on the Atlantic, or lying idle and unproductive on the other side of it, he had these in hand, to lay out to good account as opportunity might offer. Even Government itself, from the want of regularity and frequency of transmission, lose, in their money transactions in the West Indies, above 8000l. yearly, and much more in not being able to learn quickly and regularly the state of the exchanges in the great money marts in the Western World.

Moreover, the Plan above recommended, conducted judiciously, and carried into effect to the extent pointed out, would amply repay either the Government or the individuals who may undertake it. Travelling would be prodigiously increased. Some of the wealth of foreign countries would be drawn by it to this country and her dependencies. Everywhere activity and industry would be encouraged and increased. The Post-office revenue would be greatly augmented,—perhaps doubled. The expenditure also would all be on British materials and labour.

Cost of the New System and the Present System.

In order to understand the subject fairly, it becomes necessary to contrast the capital and the expenditure required under the (p. 048) NEW PLAN with the capital and the expenditure required for the Present System; and also, from data, which, though these in some points may not be perfectly accurate, are at any rate sufficiently so, to show the income which may reasonably be expected under the working of the Plan recommended. Every one practically acquainted with the subject, with the countries and combinations, with the objects alluded to and brought forward, will acknowledge the general accuracy of the data, and the great superiority and advantages in every way, and in every thing, of the new plan over the present system.

I.

The portion relating to the West Indian Department, shall separately and first be taken as a comparison.

Yearly cost by the proposed plan L81,900 Yearly cost by present system:— Six Mexican packets at L4,200[8] L25,200 Four steamers and coals, say 39,000 Hire ten mail-boats, West Indies 6,000 Ditto mail-vessels, Nassau, Chagres, &c., say 4,000 Assistance navy,[9] equal to, say 3,000 ———- 77,200 ——— Apparent increase L4,700

But against this there is to be placed, the proportion of saving in coals 5,635 ———- Difference gained L935 ———-

[Footnote 8: See Appendix No. 1., Calculation of Expenses of Steamers and Sailing Packets.]

[Footnote 9: Men-of-war frequently carry the mails from Barbadoes to Jamaica; also in other places.]

Capital. (p. 049)

Capital required by new plan L157,000 By present system:— Six Mexican packets, at L9500 L57,000 Four steamers, above L20,000, say 86,000 Ten mail-vessels, Windward Islands, L1500 15,000 Mail-vessels, Nassau, St. Martha, &c. 5,000 Aid men-of-war,[10] equal to 7,500 ———- 170,500 ———- Difference: decrease L13,500 ———-

[Footnote 10: This assistance is worth more in capital than this sum.]

Under the present system, all Demerara, Jamaica (Kingston and Spanish Town excepted), and a large portion of Trinidad, cannot reply to their letters by the same packet by which they receive them. Also Nassau, Havannah, Tampico, Vera Cruz, Honduras, Chagres, Carthagena, Santa Martha, and Laguayra, have only ONE mail each month; while all Porto Rico, all the north side (the most important part) of Hayti, and all the south side of Cuba, are wholly left out; while in all parts the system is imperfect, irregular, and uncertain.

By the new plan, Nassau, Havannah, Tampico, Vera Cruz, Honduras, Chagres, Santa Martha, and Laguayra, would have two mails each month; all Porto Rico, the north side of Hayti, and the south side of Cuba, would be included, and have two mails each month also; and all Jamaica, Trinidad, and Demerara, would have time to reply to their letters by the same packet which brought them. Time would everywhere be saved, and the whole system would be regular and certain, and properly combined.

II. (p. 050)

The General Plan for the Western World:—

Capital required by new plan L476,500 By present system:— 28 sailing-packets,[11] at L9500 L266,000 2 do. vessels, S. America, L5,000 10,000 4 steamers, above L20,000 86,000 10 mail-vessels, Barbadoes, L1500 15,000 Mail vessels, other stations, at least 8,000 Aid navy, as already stated 7,500 ———— 392,500 ———— Difference: increase L84,000 ————

Cost yearly by new plan L272,850 By present system:— 28 sailing-packets, at L4200 L126,000 4 steamers, and coals 39,000 2 vessels, Rio de Janeiro, &c. 4,500 10 mail vessels, Barbadoes station 6,000 Bermuda, Halifax, Nassau, &c. &c. say 5,500 Aid navy, equal to 3,000 ———— 184,000 ———— Apparent increase L88,850

But against this is to be placed, first, the coals saved by the use of sails, 20,000l.; secondly, the sum of 11,350l. allowed in new plan (not taken into account in the present) for the expense of coal depots, and places for repairs; together 31,350 ———— Real increase L57,550 ————

[Footnote 11: According to Parl. Pap. No. 251, of 1835, the following are the names and the number of the packets:—

Eclipse Lyra Tyrian Stanmer Plover Renard Seagull Nautilus Swallow Brisei Cockatrice Scorpion Goldfinch Reindeer Hornet Espoir Mutine Nightingale Camden Pike Lapwing Skylark Duke of York Sheldrake Pigeon Spey Lady Mary Pelham Opossum Pandora Lord Melville

Astrea, stationary ship at Falmouth, 956 tons. The Express, the Star, the Alert, NEW, have since replaced some of the above.]

Remarks. (p. 051)

By the present system, there is no direct mail communication with New York; no communication between North America and the West Indies, no mail communication with the north side of Hayti, the south side of Cuba, nor with Porto Rico; Havannah, Vera Cruz, Tampico, Honduras, Nassau, Bermuda, Chagres, Carthagena, Santa Martha, Laguayra, Rio de Janeiro, Buenos Ayres, &c. &c. have only one mail in each month; while all Demerara, most part of Trinidad, and all Jamaica (Kingston and Spanish Town excepted), cannot reply to their letters by the same packet by which they received them. Further, every thing is imperfect, irregular, and uncertain; and, moreover, the four steamers in the West Indies last spring are so utterly inefficient and worthless, that they must forthwith be replaced by at least three good new ones, to do the same limited work.

By the new plan there will be two mail communications with New York and Halifax monthly; two ditto between all the West Indies and all North America; there will be a mail communication twice each month with Porto Rico, with the north side of Hayti, and the south side of Cuba. There will be mail communications twice each month with Bermuda, Nassau, Havannah, Tampico, Vera Cruz, Honduras, Chagres, Panama, Carthagena, Santa Martha, Laguayra, Rio de Janeiro, Buenos Ayres, Madeira, and Teneriffe; and all Demerara, Jamaica, and Trinidad will be able to reply to their letters by the same packet by which they receive them. The work everywhere will be well done, and every thing will be regular and certain.

III. (p. 052)

If Steam is employed between Falmouth and Fayal, and in all the West Indian department, and supposing that all the remainder of the general plan for the western world is performed by sailing packets, then the results will be:—

Capital required by new plan this way L335,500 Ditto employed under the present system 392,500 ———— Difference LESS L57,000 ———— Yearly cost by present system L184,000 Ditto by new plan 168,500 ———— Difference LESS L15,500

But to this difference ought to be added the sum of 6885l. saved in coals by using sails, and the sum of 7600l. allowed in new plan but not taken into account in the present, for the expense of coal depots, and places for repairs, 7600l. together 14,485 ———— True difference LESS L29,985

IV.—Income.

Profit on passengers in all quarters (see Appendix, No. 1.) L132,274 Freights, parcels, packages, fine goods (see do.) 117,440 Ditto specie, 24,000,000 dollars, at 1 per cent. dollar 4s. 2d. 51,125 [12]Transport troops, stores, &c. for Government, say 30,705 Saving coals, as before, by use of sails 20,000 ———— Total L351,544

Yearly charges of whole done by Steam L252,850 (p. 053) [13]10 per cent. yearly to replace capital, or 50,000 Port charges, say foreign ports, &c. 15,000 Sundry small charges for Steamers, at 600l. yearly 11,400 ———— 329,250 ———— Gain besides clear post-office revenue L22,294 ————

[Footnote 12: Cost transport troops to Government yearly—

Jamaica command L4,314 4 5 Windward and Leeward Islands 14,149 17 9 Bermuda command 3,982 18 10 British North America 6,259 13 8 Army vessels West Indies 1,998 13 10 ——————— 30,705 8 1

Parliamentary Papers, No. 598 of 1836.]

[Footnote 13: In order to replace the original capital, 10 per cent. or 50,000l. yearly laid aside as a sinking fund, is quite sufficient, thus:— Principal. Interest.

1st year L50,000 0 0 2d do. 50,000 0 0 L2,500 0 0 3d do. 50,000 0 0 5,125 0 0 4th do. 50,000 0 0 7,881 5 0 5th do. 50,000 0 0 10,775 6 0 6th do. 50,000 0 0 13,814 0 6 7th do. 50,000 0 0 17,004 19 0 8th do. 50,000 0 0 20,335 0 6 9th do. 50,000 0 0 23,872 15 6 10th do. 50,000 0 0 27,566 8 7 ———————- ——————— Capital 500,000 0 0 128,888 14 9 Interest 128,888 14 9 ———————— Total L628,888 14 9 ————————

A similar sum (see Appendix, No. 1.) of at least 600l. per annum, each, ought to be charged as the capital necessary to replace the sailing-packets.]

As regards the Post-office revenue, it is impossible, in the absence of full official returns, to state its present exact amount, and, consequently, the probable future increase. The revenue from the outward postages to the British West Indian Colonies, Honduras excepted, is inserted in the Appendix from official authority. Judging from it, and other data, also adduced from official authority, the present amount there stated cannot be far wrong; and the calculated increase under the arrangements proposed, every circumstance considered, is fair and reasonable. Besides the certain great increase in all the external postages in these countries and colonies and places, the internal and coasting postages in these places will be augmented to a very great extent. Taking the outward postages at present to be, to all the places mentioned, 100,000l.—inwards as much, 200,000l.—there may be added, Additions 100,000l.; (p. 054) Increase 70,000l.; total 370,000l.; viz., outwards 185,000l., and inwards as much; giving at the average postage of 2s. 5d. the number of letters each way to be 1,531,465.

As regards the Harbour-charges, in the British Colonies, these may be given up, or reduced to a small sum for the trouble which the Custom Houses may be put to; and in foreign ports it should be arranged by compacts with the respective governments, that the port dues should be reduced to a small sum, for two reasons,—because the vessels carry the mails, and because they are on that account restricted to a small portion of the whole cargo, which they could otherwise take. The charges might be made proportionate: there could not be much difficulty in arranging these points. In some of the minor ports (foreign), the steamers would not even come to anchor.

WEST INDIES.—INTERNAL POST OFFICES.

The internal communications in the West Indies by post are very inefficient, even where they exist, but in most colonies these are altogether wanting.

Communication in the West Indies on business, and in the affairs of public and private life, is principally carried on by correspondence; and from the particular circumstances of these colonies, more so in proportion than in other countries.

The way in which this extensive and general communication is carried on is by letter sent by servants or hired messengers. These servants or messengers take days in a particular service, according to the distance. The latter mode is particularly expensive. The other, the most general, is scarcely less so, except that from the construction of West Indian society, there was beforetime felt no immediate outlay for the service required.

Important supplies are required upon an estate for various purposes. This is of very frequent occurrence. A special messenger from that estate must be despatched with a letter ordering the same, to a (p. 055) distance of twenty or thirty miles, or more. Two or three days' labour are lost, an expense of 4s. or 5s. incurred, while 1s. for letters by post, if there was a post, would accomplish the object. This is merely one point brought forward in proof of the necessity of internal post conveyances in the British West Indian colonies, as in this country, out of the multitudes that could be adduced for a similar purpose.

The state of society in the West Indies is now on the eve of being completely changed, and assimilated to the society in this country; and consequently the duty of the Government of this country ought to bestow on the population of the colonies the same facilities of communication which the population of the mother country enjoy.

When the Negro apprenticeship comes to an end, either partially or totally, the expense to estates and individuals for servants or messengers to carry the correspondence absolutely necessary, will be exceedingly great, and a most serious burden; and yet it must be borne,—or otherwise, without internal post communications, neither cultivation nor commerce can be carried on.

It is absolutely necessary for the future well-being of these colonies, that internal post communications should be extended to, and established in each of them.

Jamaica (and perhaps it stands single in this respect) has an internal post communication once a week, to and from Kingston, and other quarters of the island (daily only with Spanish Town, the capital); still this weekly post is greatly inadequate to its present wants, and will be much more so after August 1838, and August 1840. In consequence of this restricted communication, no other part of the island, Spanish Town excepted, knows of a packet's arrival until it is gone, or till it is too late to write by it. This important colony ought not only to have mails from Kingston at least three times a week, but the various post-offices throughout the island should have auxiliary post-offices, after the manner of penny or twopenny post-offices in this country. Every one will be glad to pay a regular and reasonable postage, rather than be at the very heavy expense, after 1840, of taking a labourer to convey the communications. Knowing the stated day for receiving and transmitting letters, no one in (p. 056) the most distant parts could ever be at a loss; and every one, more especially on estates, would benefit and save exceedingly thereby.

In like manner, the smaller colonies ought to have posts twice or thrice a week from the capital; the country offices placed at the most important villages, and the auxiliary ones at hamlets the best situated for the purpose. Smaller merchants and shopkeepers in these places would be glad to do the duty at a moderate rate, because it would otherwise serve them, by drawing customers and correspondents to their places of business.

Even in the smallest colonies such internal establishments would pay, and, in most of them, more than pay, the expenses they occasion; while it is clear that such internal facilities would most materially add to the external or packet postage.

Where the roads are good, the mails, travelling at the rate of five or six miles per hour, may be carried in gigs, as in this country, drawn by horses or mules; and where rugged or hilly, on the backs of mules, in proper portmanteaus.

It is worthy the attention, and is in fact the duty, of Her Majesty's General Post-office, to direct some person locally acquainted to proceed through the colonies, to examine into situations, and to establish such internal post conveyances. In the smaller islands, as has been stated, they would defray, and more than defray, the expenses incurred; while in the larger and more opulent colonies, they would yield a fair revenue; while the good they would do to every community will be incalculably great. The West Indies everywhere want a little European energy and regularity infused into them,—and this is one efficient, perhaps the simplest and most efficient way to do it.



PACIFIC DEPARTMENT. (p. 057)

It has been already stated that a steam communication for the west coasts of America, on the Pacific, has already been arranged, and is about to be set on foot. This important object has been concerted and arranged by that enterprising gentleman, WILLIAM WHEELWRIGHT, Esq., of Valparaiso, after almost incredible perseverance and labour, and great expense; and has obtained the official sanction and support of both the Chilian and Peruvian Governments. It will extend from Panama to Valparaiso on the south, and to Acapulco on the north; and will, as a matter of course, for the interest of those concerned in carrying the plan into execution, be so timed and arranged in the working machinery thereof, as to correspond with the arrivals at, and departures from, Chagres on the north, or the Atlantic side of the Isthmus.[14] A road is about to be commenced between Panama and the Chagres, which (p. 058) when completed, the communication from sea to sea may be made in half a day. This point, as regards the western coasts of America, being thus arranged, it becomes of vast importance to the whole plan proposed, to extend from Great Britain to the eastern coasts of the western world; and it now becomes of great consequence to show how readily and advantageously the West Indian department can be made to connect itself outwards and inwards across the Isthmus alluded to, with Sydney, New South Wales; Canton, China, &c.

[Footnote 14: The following are the distances from Panama to the different places alluded to:—

SOUTH.

Panama to Guayaquil S. 0 deg.. 31' W. Dist. 670 Geo. Miles. Guayaquil to Lima S. 15 deg.. E. " 610 Lima to Arica S. 45 deg.. E. " 570 Arica to Coquimbo S. 5 deg.. W. " 690 Coquimbo to Valparaiso S. 5 deg.. W. " 190 Valparaiso to Fort Carlos, Chiloe S. 16 deg.. W. " 555

From Panama to Valparaiso and back could be thirty days, including three days for stoppages.

NORTH.

Panama to Point Mala S. 15 deg.. W. Dist. 95 Geo. Miles. Point Mala to Port Damas, Quibo S. 89 deg.. W. " 97 Port Damas to Rialejo N. 48 deg.. W. " 450 Rialejo to Acapulco N. 62-1/2 deg.. W. " 1180 Acapulco to St. Blas N. 48 deg.. W. " 420 St Blas to Cape Lucas, California N. 73 deg.. W. " 274

From Panama to St. Blas and back could be twenty-seven days, including four days for stoppages.]

This connexion may be made either by Chagres and Panama, or by the river St. Juan's, through the Lake Nicaragua, to Rialejo, on the Pacific. The distances and courses by either are not materially different: but there is the best reason to believe that the communication by the route last mentioned is the best; and that, in fact, it may, without a very great expense, be effected by water. To carry on the communication across the Pacific, from and to the places mentioned, by steam, would be unprofitable, unadvisable, and unnecessary. To give two mails each month to the places specifically mentioned, would require, even fixing a central point in the Pacific as in the Atlantic, thirteen steamers, at a cost of 223,000l.; while no more than fifteen days could be gained, compared to the time that the work could be performed by sailing packets. These results have been obtained after calculations carefully made upon the same principles as the calculations for a similar purpose have been made in the preceding pages. The whole can be proved by considering the winds which prevail in the quarters of the Pacific alluded to (elsewhere particularly noticed), and by examining the bearings and distances inserted in Appendix No. III. These matters being considered, it follows, that not only no additional expense will be required on account of the mails which are to cross the Isthmus to the Pacific, until their arrival at Panama or Rialejo; but that resources from (p. 059) the latter, such as parcels, packages, and passengers, will be drawn from the Pacific department, to increase the returns in the Atlantic department. With these observations, it is now proper to advert to the courses and distances which must be taken, and the expenses which will be required in this, which shall be denominated the Pacific Department; the work to be performed by first-class sailing packets.

Owing to the winds which prevail in the Pacific, the passage outwards to both Sydney and Canton would be easy and rapid; but in order to make the return mails from these places meet at a central point—thereby, as in the plan for crossing the Atlantic, to save packets—which point should be so placed, as that taking it in would not retard the progress of the mails, or that only in the slightest degree possible—is now the point to consider. Beyond the parallel where the variable winds commence, there is no island of importance in any position that would be an eligible and safe point for the return mails from Sydney and Canton to meet in their way to Rialejo or Panama. To carry the outward mails from either of the latter places by Otaheite, the Canton packet branching off there would be to bring it, upon its return, a vast distance out of its way (to Otaheite it must return in order to get the next outward mail for Canton); especially when the return mail from Sydney must stand north through the trades to get into the northern variables. It would be desirable that a good point should be found, as much to the westward as possible, and convenient to proceed to Canton; at the same time, sufficiently to the eastward, or, as it may be called, to the windward, of New South Wales. Owhyhee may be considered as taking the Sydney outward mails considerably out of their course, although by making that the point, the time in both lines westward from it would be pretty equally divided. The difference, however, and the delay it would occasion, would not be so much as at first sight may be imagined; while the short distance that this island is within the northern trade winds, would render it neither difficult nor tedious for the return packet from Canton to run down upon it, and there meet the return packet from Sydney. Christmas Isle, a little to the north of the equator, (p. 060) might be made the central point at which the packets would separate, and to which they would return; the Canton packets dropping at Owhyhee the return mails, to be picked up by the packet returning from Sydney to Rialejo. This would bring the Canton packet 1000 miles into the trade winds to Christmas Isle. From thence, with the outward mails, it could run rapidly westward to Canton, calling at Manilla in the voyage. There are no other places in the North Pacific where packets could touch, unite, and command, with the least inconvenience to the service, the navigation to and from both places. Separate establishments for each line from the west coast of America may be considered too expensive, if, by concentration and combination, the same work could be performed at less expense; and then, by that combination, whatever letters, passengers, &c. there might be from Sydney to Canton, or from Canton to Sydney, would meet at either of the places mentioned, and be forwarded in the quickest manner to their respective destinations. The question is, Which of the places and plans mentioned is the best fitted for the objects had in view? To determine this, it will be best to consider the communication, each of the three ways in which it may be taken, thus:—

Making Owhyhee the central point of communication, the routes, distances, and periods, and expenses, would be—

Geo. Miles. Days Rialejo to Owhyhee 4,100 22 Owhyhee to Canton 5,200 28 Stop at Canton " 2 Canton to Owhyhee (circuitous) 5,900 39 Owhyhee to Rialejo do. 4,700 29 ——— —- Totals 19,900 120 ——— —-

Eight boats would perform this work, giving two mails each month: cost, 76,000l.; yearly charges, 33,600l.

Owhyhee to Sydney. (p. 061)

Geo. Miles. Days. Owhyhee to Sydney, N. S. Wales 4,600 24 Stop at Sydney " 3 Sydney to Otaheite, say 3,900 25 Otaheite to Owhyhee 2,250 13 ——— — Totals 10,750 65 ——— —

Six packets (one to spare) would perform this work between Owhyhee and Sydney, giving two mails each month: cost, 57,000l.; yearly charges, 25,200l. Admitting that the packets on the Owhyhee and Sydney line take longer time than is here stated, they would still be in time to reach Owhyhee by the time that the Canton mail came up; which in its course with Owhyhee is calculated to be 91 days. In fact, there is thus time sufficient to allow the Owhyhee and Sydney packet time to communicate with Hobart Town, and to call at Otaheite in her outward voyage; as she will do, and, in fact, from the course which she must take, she may and can do, in her return voyage, without any inconvenience or delay whatever.

The next plan is, to consider the communications alluded to as to be carried on by making Christmas Island the central point of arrangement; thus:—

Rialejo to Christmas Isle.

Geo. Miles. Days. Rialejo to Christmas Isle 4000 21 Christmas Isle to Sydney, N. S. Wales 3650 20 Stop at Sydney " 3 Sydney to Christmas Isle, by Otaheite 5100 35 Christmas Isle to Rialejo, by Owhyhee 5800 35 ——— —- Totals 15,500 114 ——— —-

Eight packets would perform this work, giving two mails each month: cost, 76,000l.; yearly charges, 35,600l.

Christmas Isle to Canton. (p. 062)

Geo. Miles. Days. Christmas Isle to Canton 5250 26 Stop at Canton " 3 Canton to Christmas Isle, by Owhyhee route 6900 46 ——— — Totals 12,150 75

Eight packets would perform this work, giving two mails each month: cost 76,000l.; yearly charges, 33,600l.; which shows that it takes one packet more by this arrangement than would be required by the other.

Keeping the stations altogether separate, the following would be the periods and number of packets required, premising that the packets would return to the point of departure on the west coast of America, nearly in the dotted lines which are laid down on the accompanying Chart:—

Rialejo to Canton.

Geo. Miles. Days. Rialejo to Owhyhee 4100 22 Owhyhee to Canton 5200 27 Stop at Canton " 2 Canton to Rialejo (circuitous) 10,000 59 ——— —- Totals 19,300 110

Eight packets would perform this work, giving two mails each month; first cost, 76,000l.; yearly charges, 33,600l.

Rialejo to Sydney, New South Wales.

Geo. Miles. Days. Rialejo to Otaheite 4100 22 Otaheite to Sydney 3400 19 Stop at Sydney " 3 Sydney to Rialejo, by N. Point, New Zealand 8500 51 ——— — Totals 16,000 95

Examining attentively the three preceding routes of communication, (p. 063) it is plain that, in point of expense, the last, namely, that which gives two establishments, is not more than the most eligible of the other two, while in point of time it is considerably the quickest. The packets going out and returning twice each month, or every fifteen days, it follows that, on every route, their voyages divide into periods of that duration. In the more distant, such as the routes at present under consideration, their voyages, in order to coincide and to meet with the return mails at any given point, will run, say, 90 days, 105 days, 120 days, &c.; and within the latter-mentioned number the mail from Canton must return to Jamaica, to secure, without extra loss of time, a packet bound to England.

Seven packets would perform this work, giving two mails each month; first cost, 66,500l.; yearly charges, 29,200l.; which is one packet more than the Owhyhee plan requires; but that station would require one spare packet, making fifteen for the whole, which thus makes both stations equal, but without the combination which the Owhyhee station gives.

This arrangement for the Pacific would, in whichever way it may be taken, save the whole proposed steam communication from Ceylon eastward to Canton and New South Wales; which saving, either on the Mediterranean or Cape of Good Hope lines, would be, eight steamers and one sailing vessel—capital, 199,500l., and yearly charges about 130,000l.; thus reducing very greatly indeed the cost of the subsequent plan projected for the Eastern world. Even at the outset, the mails, parcels, and passengers on the Pacific station, would, it is believed, pay the expenses as here stated:—

Fixed Capital. Yearly Charges. Pacific Departments L142,500 L63,000



THE MEDITERRANEAN, EAST INDIES, &c. &c. (p. 064)

I. Falmouth and the Mediterranean.

To extend the mail communications between Great Britain and all places in the Mediterranean, and more especially with the more distant parts of that sea, which will go to connect more closely British communications with the East Indies and countries situated still more to the eastward, is now, more than ever, become a national object, and, it may be added, a national duty. France seems to be actively extending mail communications, in that sea, to all places, as well to those under her immediate sway as to others; and if allowed to do so without any rival, it becomes obvious that, with the command of all the channels of communication, she will obtain such a monopoly of political influence as will give her the monopoly of political power also in that quarter of the world. Such a result cannot fail to prove highly injurious to all the great commercial and political interests of Great Britain; and this result ought to be guarded against and prevented even at a considerable sacrifice, if a sacrifice were necessary, but which it is not.

Two mails each month between Great Britain and the Mediterranean are indispensably necessary, otherwise the conveyance of both letters and despatches, and passengers, will generally be quicker by private ships and other similar conveyances which may offer. The route can be from Falmouth to Alexandria direct, by Lisbon, Cadiz, Gibraltar, Palermo, and Malta; at the latter place dropping the outward mails for the Ionian Islands, Athens, and Constantinople; to be forwarded immediately by a branch steam-boat, which will return to Malta from (p. 065) Constantinople, &c. with the return mails for England, &c. &c. to be forwarded by the Alexandria and Falmouth steamers, returning by way of Malta, Palermo, Gibraltar, Cadiz, and Lisbon; a good sailing vessel being employed to convey the outward and the inward mails to and from Zante to the other Ionian Islands. It would take the Constantinople steamer from Malta too much out of her way to call at any other of these islands but the one mentioned.

As the Falmouth and Mediterranean department is in every point of view a most important station, so it may be rendered a profitable one; because it will connect itself with the East Indian communication, and consequently a very great additional number of passengers, letters, parcels, &c. will be obtained. Calling at Lisbon, Cadiz, Gibraltar, Palermo, and Malta in the way out to, and in the way home from Alexandria, steam-boats sufficiently powerful (240-horse power) would complete the voyage in 45 days from London to London, including all necessary stoppages.

Three powerful steamers would do this work, giving two mails each month. The capital necessary to purchase these would be 72,000l. The annual expenditure for these three boats, on this station, would be—Wages, provisions, tear and wear, &c. 6,200l. each, or 18,600l.; and for coals, 20,400 tons, 25,600l.; together, 44,200l. Thus each boat on this station would be actively employed 34 days each voyage = 74 monthly, 816 yearly: coals, 25 tons daily = 20,400 tons at 25s., 25,600l.

The route, course, and time, from Alexandria, would be thus:—

Geo. Miles. Days. Falmouth to Alexandria, by Lisbon, &c. &c. 2985 19 Alexandria to Falmouth, by Malta, &c. &c. 2985 19 Stop at Alexandria 2 London and Falmouth, including day of departure 552 5 —— — 6522 45 —— —

N.B. Seventeen days, at 180 geographical miles per day, gives 3060 miles—the real distance is 2985.

2. Malta and Constantinople. (p. 066)

From Malta a branch steam-boat may proceed with the mails for the Ionian Islands, and touching at Zante to land these, proceed thence to Athens, and thence to Constantinople with the outward mails. From Constantinople this boat will return, by Athens and Zante, to Malta, with the return mails for the Alexandria and Falmouth packets. The distance from Malta to Alexandria and back is 1650 miles, and by the course already pointed out, the distance from Malta to Constantinople and back is not materially different. Consequently, one good steamer would perform the work in the same time as is requisite to go to Alexandria and return. This boat would be, each voyage, ten days at sea; stopping two days at Constantinople: which is 20 days monthly; 240 days yearly; requiring 5000 tons of coals, 6250l., and 6200l. more for wages, provisions, insurance, tear and wear; together 12,450l. per annum.

EAST-INDIAN DEPARTMENT.

3. Alexandria and Suez.

The distance from the former to the latter place is 170 geographical miles. This might, under prompt and proper regulations, be performed in two days. The first portion of the distance is from Alexandria to Cairo, about 100 miles by water, and the second is from Cairo to Suez across the desert, about 70 miles. What the expense of transporting mails, passengers, &c. over this distance would be, it is difficult to state, but let it be taken as an approximation at 5000l. per annum.

4. Suez to Bombay. (p. 067)

The mail communications by steam might readily and with great advantage be extended to this quarter of the world, and to this important portion of the British empire. Nor need the channel of communication stop at the East Indies, but proceed on until it includes within its range Batavia, China, and New South Wales. The further the line is extended, and the more its ramifications are combined and connected, the greater will the advantages, and the more ample the remuneration, be to whoever undertakes the work. The commercial and political concerns and interests connected with these vast portions of the globe, are well known to be immense, and of the first-rate importance, while no European power is so much interested in these as Great Britain. With these remarks the manner in which the communications alluded to can be effected and carried on remains to be pointed out. The route, periods, and distances from Alexandria, would be as follows, premising that the price of coals in all these Eastern stations will be considerably higher than in the stations in the Western World, as these coals may have to be carried to the different places by the circuitous navigation of the Cape of Good Hope. Still, calculating the whole to be brought from Europe, these may be obtained at the average price of 40s. per ton; while 10 per cent. additional, for all supplies and wages, may be added to the sum taken for expenditure in the stations in the western hemisphere, as required in every place to the eastward of the Cape of Good Hope. And at these rates all the subsequent estimates are formed.

Geo. Miles. Days. Alexandria to Suez, by Cairo 170 2 Suez to Babelmandel, by Mocha 1205 6 Stop at Mocha, coals 2 Babelmandel to Bombay, by Aden or Socotora 1630 8 Stop at Bombay 2 Bombay to Alexandria, same route 3005 18 —— — Totals 6010 38 —— —

Three powerful steamers would perform this work, giving two mails (p. 068) each month—at sea 42 days each voyage = 48 monthly = 1008 yearly; coals at 25 tons daily, 25,200 tons, at 40s. 50,400l.

5. Aden or Socotora to Mauritius.

The steamer for Bombay could, without material difficulty, drop mails for the Mauritius at Socotora. To do so at Aden, on the Arabian coast, would add to the distance 500 miles, which is a material objection. From Socotora to the Mauritius is 1850 geographical miles. Two good sailing vessels (brigantine class) would be sufficient for the work of carrying the Mauritius mails between Socotora and that island. The time each way may be fairly taken at 15 days, and two days to stop at Port Louis, gives 32 days for the voyage. The cost of these vessels should be about 4000l. each, and their expenditure, say, 2000l. each, or 4000l. per annum. The time from London to the Mauritius by this route would be 48 days, and the same time to return, making the mail communication between the two places 105 days.

6. Bombay to Calcutta, by Ceylon.

One steam-boat would carry all the mails for the East Indies, &c. from Suez to Bombay; and from thence another steam-boat would proceed to Calcutta by Trincomalee, calling at Mangalore, and other places in the west coast of Hindostan, and dropping at Trincomalee the mails for all places more to the eastward. Going by Bombay, instead of going direct from Babelmandel to Ceylon, only increases the distance about 270 miles, while the vast expense of having additional and separate boats is saved. From Trincomalee, the steamer, both in going to and returning from Calcutta, could, without inconvenience or delay, call at Pondicherry and Madras. Should the time occupied by the steamers from Bombay to Calcutta by this route exceed the time occupied by the post to travel from the former to the latter by land, then in that case the European mails from Calcutta could be forwarded by land, (p. 069) while the passengers, parcels, &c. could go round by the steamer, the difference, in point of time, being not above a day or two at most.

The route, time, and distance from Bombay to Calcutta, would be thus:—

Geo. miles. Days. Bombay to Trincomalee 1258 7 Stop at Trincomalee 2 Trincomalee to Calcutta, by Madras, &c. 1010 5 Stop at Calcutta 2 Calcutta to Bombay, same route 2268 12 —— — Totals 4536 28 —— —

Two powerful boats would perform this work, giving two mails each month. Each would be at sea 24 days each voyage = 48 monthly = 576 yearly: 25 tons coals daily = 14,400 tons yearly, 28,800l. Cost of boats, 48,000l.; yearly expenses, 6820l. each, 13,640l.; together with coals, 42,440l.

7 & 8. Trincomalee to Canton, by Batavia.

At Trincomalee, a steamer would take up the mails for the remainder of the Eastern World, both from Europe and from India, and proceed by Batavia to Canton. At Batavia, this boat would deposit the mails for New South Wales and Singapore; the former to be forwarded by other steamers, and the latter by a good sailing schooner, which could always accomplish her work so as to be in time for the return steamer, and for the next outward mails; the distance from Batavia to Singapore being 475 miles, thus:

Three, or even four days, out; three to stop, and four back; together 11 days. The nearest way to Canton from Trincomalee is by Nicobar and Singapore, distance, 2880 miles; whereas the distance by Batavia is 3535 miles; but then it must be remembered, that Batavia is the most important station, and 475 miles nearer New South Wales than Singapore. Hence Batavia appears to be the most eligible point of (p. 070) communication for the steamers.

From Trincomalee to Canton, the route and time will be thus:—

Geo. miles. Days. Trincomalee to Batavia, by Straits of Sunda 1750 9 Stop at Batavia, coals, &c. 2 Batavia to Canton 1830 9 Stop at Canton 2, Batavia 2 4 Canton to Trincomalee, by Batavia 3580 18 —— — Totals 7160 42 —— —

Three boats would perform this work, giving two mails each month. Each boat would be at sea 36 days each voyage = 72 monthly = 864 yearly: 25 tons coals daily, 21,600 tons yearly—43,200l. At Trincomalee, a spare boat would require to be stationed, in case of accidents, which would make four for the station; prime cost, 96,000l., and one sailing-vessel, 2,000l. The yearly charges for provisions, wages, &c. &c. will be 6820l. each, and 1000l. for the sailing-vessel is 28,280l., which, together with the expense of coals, amount to 71,480l.

9. Batavia to Sydney, New South Wales, by Swan River.

At Batavia, steamers could take up the European, the Indian, and the Chinese mails, and proceed on to Sydney, New South Wales, by Swan River and Hobart Town, &c. thus:

Geo. miles. Days. Batavia to Swan River 1745 9 Stop at ditto, coals 2 Swan River to Hobart Town 1770 9 Stop at ditto 1 Hobart Town to Sydney 570 3 Stop at Sydney, coals, &c. 3 Ditto at Hobart Town and Swan River, returning 3 Sydney, by Hobart Town, &c. to Batavia 4085 21 —— — Totals 8170 51 —— —

Three boats would perform this work, giving two mails each month; (p. 071) but in case of accidents, there would require to be one spare boat on the station, to be stationed either at Batavia or Sydney. The cost of the four would be 96,000l. Each boat actively employed would be at sea 42 days each voyage = 84 monthly = 1008 yearly: 25 tons coals daily is 25,200 tons yearly, at 40s., 50,400l. The yearly expenditure of each boat besides would be 6820l.; for four, 27,280l., together with coals, 77,680l.

It is unnecessary to dwell on the immense advantages which such a plan of mail communications as this would give to the commercial world in general, and to the commercial interests of the United Kingdom in particular. These would be incalculably great, both to the governments and to the people. To complete the scheme, it would be requisite to have more than one station at which boats and machinery could be repaired. These would require to be Malta, in the Mediterranean, Bombay, Trincomalee, Batavia, and Sydney, in all five places; the salaries, &c. for superintendents, rents, and rent coal depots, could not be less than 2000l. per annum at each, or 10,000l. The expense for workmen and materials are included in the 5 per cent. allowed for tear and wear in the annual expenditure for each boat.

The yearly expenditure for the whole Plan, in all its parts, would consequently be as follows, and under the respective heads as here enumerated.

Abstract.

No. 1. Falmouth to Alexandria, by Lisbon, &c. 2. Malta to Constantinople, by Zante, &c. 3. Alexandria to Suez, by Cairo. 4. Suez to Bombay, by Mocha. 5. Socotora to Mauritius. 6. Bombay to Calcutta, by Ceylon. 7 & 8. Trincomalee to Canton, by Batavia, &c. 9. Batavia to Sydney, New South Wales, by Swan River, &c. 10. Coal depots, and stations for repairs.

Expenditure by Steam Power, &c. (p. 072)

- - - - - - Provi- Number Number Fixed sions Tons of Price Cost of Total Number of of Capital Wages, Coals Coals Coals Expendi- of Sailing Station. re- &c. Yearly. per Yearly. ture Steam- Ves- quired. Yearly. ton. Yearly. ers. sels. - - - - - - L L s. L L 1 72,000 18,600 20,400 25 25,600 44,200 3 " 2 24,000 6,200 5,000 " 6,250 12,450 1 " 3 " 5,000 " " " 5,000 " " 4 72,000 20,460 25,200 40 50,400 70,860 3 " 5 8,000 4,000 " " " 4,000 " 2 6 48,000 13,640 14,400 " 28,800 42,240 2 " 7 & 8 98,000 28,280 21,600 " 43,200 71,480 4 1 9 96,000 27,280 25,200 " 50,400 77,680 4 " 10 " 10,000 " " 10,000 " " - - - - - 418,000 133,460 111,800 204,650 337,910 17 3 68,000 68,000 - - - - - 418,000 133,460 111,800 136,650 269,910 17 3 - - - - - -

The return boat from Alexandria ought not to leave that place until the Eastern mails come up from Suez.

The course of post under this arrangement between London and Alexandria, would be 45 days; between London and Constantinople, the same; between London and Bombay, 90 days; London and Calcutta, 120 days; London and Canton, 150 days; London and Batavia, 120 days; London and Swan River, 150 days; London and Sydney, New South Wales, 180 days, &c. &c.

II.

ANOTHER PLAN, BY WAY OF THE CAPE OF GOOD HOPE.

The above Plan is attended with considerable risk, inasmuch as convulsions in Egypt, and on the shores of the Red Sea about Suez and Mocha, and war in the Mediterranean, might cut off altogether (p. 073) the communications with the whole Eastern World, according to the route which has been laid down. To prevent such a result is an object of great importance, providing it can be effected without a serious sacrifice as to time, or expenditure of money. To have such vitally important communications as free from being disturbed by the march of war as possible, is not only desirable, but indispensable, on the part of Great Britain. This may be effected by going out by the Cape of Good Hope.

Adopting this route would connect all the Eastern transmarine possessions of Great Britain in one chain, with scarcely a link in the line of communication being dependent upon foreigners, except one or two, which the naval power of Great Britain could always command and control in case of emergency. The course here alluded to would lengthen the course of post to Bombay and Calcutta, &c. to a considerable extent; but in every part of the proposed new line, coals could always be procured more cheap and readily than in any quarter near the Red Sea. The following details, however, will place the time and expense in a clear point of view, and enable any one to contrast at a glance the two routes, and the difference which in time and expenditure will exist and remain between them.

1. Falmouth to Cape Verde.

The steam-boat with all the Indian mails would go from Falmouth by Madeira to Cape Verde, thus:—

Geo. Miles. Days. Falmouth to Madeira 1170 6 Stop at Madeira, coals 1 Madeira to Cape Verde 1130 6 Stop at Cape Verde, coals 2 Cape Verde to Falmouth 2300 12 Stop at Madeira, returning, coals 1 —— — Totals 4600 28 —— —

Two steam-boats, actively employed, would perform this work, (p. 074) giving two mails each month. Each boat would be at sea 24 days each voyage = 48 monthly = 576 yearly:—coals, at 25 tons daily = 14,400 tons yearly, at 20s. 14,400l.

2. Cape Verde to the Cape of Good Hope.

The route and time from Cape Verde to the Cape of Good Hope will be—

Geo. Miles. Days. Cape Verde to Ascension 1530 8 Ascension to St. Helena 655 3 St. Helena to Cape of Good Hope 1720 9 Stop at Ascension and St. Helena twice 4 Cape of Good Hope to Cape Verde 3905 20 —— — 7810 44 —— —

Three boats, actively employed, would perform this work, giving two mails each month; but in case of accidents, it would be advisable to have one spare boat at St. Helena, or Cape Verde, making four at this station, or six in all between Falmouth and the Cape of Good Hope. The three boats actively employed would be at sea 40 days each voyage = 80 monthly = 960 yearly. Coals at 25 tons daily = 24,000 tons yearly, at 25s., 30,000l.

3. Cape of Good Hope to the Mauritius.

From the Cape, the steamers will proceed with all the mails to the eastward, calling at Algoa Bay and Bourbon, and next to the Mauritius. From the Mauritius it will proceed to Point de Galle, where it will deposit the mails for Bombay, and afterwards proceed to Trincomalee, from whence it will return by way of Point de Galle to the Mauritius, with the return mails for Europe. It would take the Bombay mails unreasonably out of the way to proceed from the Mauritius direct (p. 075) to Trincomalee. The route, time, and distance for this boat, would be as under:—

Geo. Miles. Days. Cape of Good Hope to Mauritius 2280 12 Stop at Mauritius 2 Mauritius to Cape of Good Hope 2280 12 —— — Totals 4560 26 —— —

Two boats would perform this service, giving two mails each month; each 24 days at sea each voyage = 48 monthly = 576 yearly. Coals, 25 tons daily, 14,300 tons yearly, at 40s. 28,600l.; other charges, 13,640l. yearly; cost boats, 48,000l.

4. Mauritius, to Point de Galle and Trincomalee, Ceylon.

Geo. Miles. Days. Mauritius to Point de Galle 2080 11 Point de Galle to Trincomalee 280 1-1/2 Trincomalee to Mauritius, same route 2360 12-1/2 —— ——— Totals 4720 25 —— ———

Two steam-boats, actively employed, would perform this work, giving two mails each month; but in the event of accidents, there would require to be a spare boat on this station, either at Trincomalee or Point de Galle, as may seem advisable, and as assistance may be required for the Mauritius, Bombay, &c. line. The two boats actively engaged would be at sea each on each voyage, 27 days = 54 monthly = 648 yearly. Coals daily, 25 tons = 16,200 tons yearly, at 40s., 32,400l. Three boats yearly, other expenses, 20,640l. This station will require three boats; and one for the Calcutta station—together four.[15]

[Footnote 15: By making the four steamers on the route between the Cape of Good Hope and Ceylon, run—two from the Cape to Mauritius, and two from Mauritius to Point de Galle, the boats on the eastern side of the Mauritius would regularly have eight days, and those on the western side six days each month to rest; and furthermore, be always prepared to start whenever a steamer from either quarter with mails came up. In a similar manner, the boats which are to run between Falmouth and the Cape of Good Hope could be divided; by which means, besides being always ready when wanted, they also would have more time to rest. Two may run from Falmouth to Cape Verde, 2300 miles; three from Cape Verde to the Cape of Good Hope, 3850 miles; with one, the fourth, to take by turns a voyage from Cape Verde to the Cape of Good Hope, and a voyage from Cape Verde to Falmouth, in order to relieve the others. Sufficient time for rest would thus be obtained. Moreover, by combining the East Indian Department with the Plan for the Western World by Fayal to Pernambuco, three steamers would be saved. The Indian steamers to branch off at the latter place for the Cape. The distance would, in this way, be increased about 1000 miles; but considering the winds and currents in the course which these steamers would take, it would not make three days more, if so much, in the outward voyage, and in the homeward voyage probably not so much; while the advantages would be considerable, and the saving great.]

5. Point de Galle to Bombay. (p. 076)

A steamer would proceed from Point de Galle to Bombay, calling at Mangalore, &c. and returning to Point de Galle by the same route with all the return mails. The route and time would be—

Geo. Miles. Days. Point de Galle to Bombay, by Mangalore 880 4-1/2 Stop at Bombay, &c. 3 Bombay to Point de Galle 880 4-1/2 ——- ——- Totals 1760 12 ——- ——

One boat would do all this work, giving two mails each month. At Sea each voyage 8 days = 16 monthly = 192 yearly. Coals 25 tons daily = 4,800 tons yearly, at 40s., 9,600l. Other charges, 6,820l.—together 16,400l.

6. Trincomalee to Calcutta.

A steamer would proceed from Trincomalee to Calcutta and back, calling in going and returning at Pondicherry and Madras. The route and time would be thus:—

Geo. Miles. Days. Trincomalee to Madras 300 1-1/2 Madras to Calcutta 735 3-1/2 Stop at Calcutta, Coals, &c. 2 Calcutta to Trincomalee, same route 1035 5 —— — Totals 2070 12

One steam-boat would perform this work, giving two mails each (p. 077) month; at sea each voyage 12 days[16] = 24 monthly = 288 yearly. Coals, 25 tons daily = 7200 tons yearly, at 40s., 14,400l. Other charges, 6820l.—together 21,220l. per annum.

[Footnote 16: The time here is only ten days; but the calculation was made for a different division of the mails, and it has not been thought necessary to alter it.

The time in which the different distances may be run has been here stated, but the necessary arrangements for the arrivals and departures of the mails will, in some instances, extend that time. These arrangements resolve the periods into—say 45, 60, 75, 90, 105, 120, &c. &c. days. Thus, if the mails between Alexandria and Bombay cannot be back at Alexandria, as they really cannot be, within 30 days, the object to come up with the regular return Mediterranean mail for England is equally attained if it is back at Alexandria within 45 days; and the same principle applies equally to every other station.]

From Trincomalee eastward to Batavia, Canton, and New South Wales, the routes, periods, distances, and expenses, would be exactly the same as those which have already been pointed out in the plan of having the communications by the Red Sea, under heads Nos. 7, 8, 9, and 10. Bringing the whole into one table, the total amount is ascertained, and the difference of expenditure in the one route over the other becomes distinctly known.

In order, however, to bring the whole into a tabular form, it is necessary to recapitulate and particularize the different heads, thus:—

1. Falmouth to Cape Verde. 2. Cape Verde (Mayo) to Cape of Good Hope. 3. Cape of Good Hope to Mauritius. 4. Mauritius to Ceylon, Point de Galle. 5. Ceylon, Point de Galle, to Bombay. 6. Ceylon to Calcutta, by Madras. 7. Trincomalee to Canton, by Batavia. 8. Batavia to Singapore. 9. Batavia to Sydney, New South Wales, by Swan River. 10. Coal Depots, and places to repair boats.

Expenditure by the Cape of Good Hope. (p. 078)

- - - Number Fixed Provi- Tons of Price Cost of Total Number Number of Capital sions, Coals of Coals Expendi- of of Sta- required Wages Yearly. Coals Yearly. ture Stea- Sailing tions. &c. per Yearly. mers Ves- Yearly. Ton sels. - - - L L s. L L 1 48,000 12,400 14,400 20 14,400 26,800 2 " 2 96,000 24,800 24,000 25 30,000 54,800 4 " 3 48,000 13,640 14,300 40 28,600 42,240 2 " 4 72,000 20,640 16,200 " 32,400 53,040 3 " 5 24,000 6,820 4,800 " 9,600 16,400 1 " 6 48,000 13,640 7,200 " 14,400 28,040 2 " 7 10 194,000 65,560 46,800 " 93,600 159,160 8 1 - - - [17] 530,000 157,500 127,700 223,000 380,480 22 1 71,442 71,442 - - - 530,000 157,500 127,700 151,558 309,038 22 1 Sub. 418,000 133,400 111,800 136,650 269,910 17 3 - - - Diff. 112,000 24,100 15,900 14,908 39,128 5 2 - - -

[Footnote 17: The same remark regarding the cost of steamers, will apply here, that has been made in the Plan proposed for the Western World.]

The first deduction is the sum for the saving in quantity and price of coals, as aftermentioned; the last sum shows the difference of cost and expenditure of the route by the Red Sea, as compared with the route by the Cape of Good Hope; bearing in mind, however, that the expense of the establishment from Falmouth to Alexandria would still remain, admitting that the route by the Cape of Good Hope was adopted.

In the preceding calculation of expenses, the amount is taken calculating that the work is to be done wholly by steam, and at the average rate of 200 geographical miles per day. The use of sails, however, will propel a vessel at the average rate of 2-1/2 miles per hour throughout a general voyage; consequently, one-fourth should be deducted from the quantity of coals used. This will amount to (p. 079) 31,935 tons, value 44,587l., less 10 per cent. allowed for wastage on the whole, is 12,770 tons, 17,795l., which leaves the net saving of 26,792l. Next, the value of coals supplied to the eastward of the Cape of Good Hope is calculated at 40s. per ton, as received from Europe. But coals may be supplied in all places to the eastward of the Cape of Good Hope at 30s. per ton, thus:—They can be purchased excellent, and in abundance, at 9s. per ton at Sydney, New South Wales. Ships coming from that place to ports in the East Indies, and the Mauritius, for freight, would carry these coals, and be glad to convey and to sell them at 30s. per ton, a profit of 21s., instead of making nothing, as at present. A further deduction, therefore, of 10s. per ton, or one-fourth in value, on the quantity used to the eastward of the Cape, is to be made, which will amount to 44,650l., and which, together with the above balance of 26,792l., makes the sum of 71,442l. to be deducted from the total amount of expenditure.

Next, as to the rate of speed—it is calculated throughout the voyage, at the rate of 200 geographical miles per day. In running before the wind, and with the monsoons, the vessels would make more, and in working against them, less; still, on the whole voyage, or from the Cape, for example, to Calcutta, and from Calcutta to the Cape again, the time specified would be sufficient for the work and the distance; while in taking a circuitous course to avoid the force of the monsoons, the steamers would make up by increased speed for the increased distance. The N. E. monsoon may, at anytime, be stemmed by a steamer of large power, and such as is now recommended. The S. W., which is the most formidable, may be overcome by the boats on their return,—if by the Red Sea, by making first a course to the southward, and then standing N. W. with the monsoon on their beam. By the Cape of Good Hope, the difficulty would be decreased in this respect, as the boats running southward to gain the Mauritius from Ceylon, would, by keeping to the southward, soon get out of their vortex; while the steamers between Bombay and Ceylon have only to keep in shore to avoid the greatest force of the monsoon either way, and from either quarter. In crossing from the Red Sea to Bombay, the strength of the N. E. (p. 080) monsoon would be avoided by keeping in with the Arabian, and afterwards with the eastern Asiatic coast.

Taking the line of communication, therefore, between Great Britain and the Eastern World, by the Cape of Good Hope, the expense beyond that which the line of communication by the Mediterranean and the Red Sea would occasion, would be, in capital, 112,000l., and in yearly expenditure, 39,128l. The point to consider is, will the advantages, and the security to be obtained by taking the former in preference to the latter route, prove a sufficient compensation for, and a warrant to go to the additional and increased expense? The answer, minutely considering every circumstance, will be, that they are. The obstruction which the land barrier between Alexandria and Suez offers, and must always offer, even when unobstructed by hostile force, to the conveyance of parcels, packages, and goods, is a great drawback indeed. The competition, also, by steamers belonging to other parties and states, would, as regards all these, be a great drawback on this line; and to which must be added, the increased difficulties and drawbacks which would arise in the event of hostilities taking place between any of the great powers connected with the affairs of the Mediterranean. On the other hand, the free communication which would be had,—free also as it would be, or nearly so, from any serious competition by the Cape of Good Hope, the carriage of every thing being in almost every point and place under the British flag and revenue laws—would render this line much more profitable than the line by Egypt and the Red Sea could ever be.

The coal depots for the lines by the First Plan would be—Gibraltar, Malta, Constantinople, Alexandria, Mocha or Socotora, Bombay, Trincomalee, Calcutta, Batavia, Canton, Swan River, Hobart Town, and Sydney: and for the lines by the second plan, Madeira, Cape Verde, Ascension, St. Helena, Cape of Good Hope, Mauritius, Bombay, Point de Galle or Trincomalee, Calcutta, Batavia, Canton, Swan River, Hobart Town, and Sydney.

The course of post between London and the different places here stated, taking the route by the Cape of Good Hope, would be—London and Sydney, New South Wales, 195 days; London and Swan River, 165 (p. 081) days; London and Canton, 165 days; London and Batavia, 135 days; London and Calcutta, 135 days; London and Bombay, 135 days; London and the Mauritius, 105 days; and London and the Cape of Good Hope, 75 days, &c. &c., but in working the scheme some stoppages may perhaps be cut off.

Income by the Mediterranean.

Passengers:—Falmouth to Alexandria, 48 voyages, at 50 each, 30l. L72,000 Malta to Constantinople, 48 ditto, at 15 each, 10l. 7,200 Suez to Bombay, 48 ditto, at 20 each, 55l. 53,600 Ditto to Calcutta and Madras, &c. 48 do. at 25 each, 65l. 78,000 Ditto to Mauritius, 48 ditto, at 10 each, 55l. 24,400 ———— Total L235,200 Deduct finding ditto, one-third 78,400 ———— Remain clear L156,800 Freights—Parcels, Packages, and Goods, say 57,600 Freight—Specie, suppose 20,000 Government Troops, Stores, &c. 35,000 Ditto, carrying all Mails and Despatches 80,000 ———— L349,400 Deduct expenditure L269,910 Sinking Fund. 10 per cent. 41,400 ———— 311,310 ———— Balance gain L38,090 ————

Income by Cape of Good Hope. (p. 082)

Passengers:—Falmouth to Bombay, 48 voyages, at 20 each = 960, at 80l. L76,800 Ditto to Calcutta and Madras, &c. 48 ditto, at 25 each = 1200, at 90l. 108,800 Mauritius to Calcutta & Madras, &c. 48 ditto, at 10 each = 480, at 60l. 28,800 East Indies to Batavia, China, &c. 48 voyages, at 15 each = 720, at 40l. 28,800 New South Wales and Falmouth, 48 voyages, at 10 each = 480, at 120. 57,600 Madeira, St. Helena, Cape of Good Hope, and Coasting voyages, India, 48 voyages, and 48 Ceylon and Calcutta, together, say yearly 28,800 New South Wales coastways, 48 voyages, at 10 each, average 12l. 5,760 ———— Total L335,360 Deduct for finding one-third 111,786 ———— Balance gain L223,574 Freights—Parcels, Packages, Fine Goods, 48 voyages, 150 tons each, average at 15l. per ton of tonnage L108,000 Freight—Specie, say 35,000 Government Troops, Stores, &c. 35,000 Ditto Mails, Despatches 90,000 ———- 268,000 ———- Total 491,574 Deduct expenditure L309,038 Sinking Fund, to replace Capital, 10 per cent 52,900 Sundries, Port Charges, &c. 20,000 ———- 381,938 ———— Balance gain L109,636 ————



GEOGRAPHICAL OBSERVATIONS ON THE ISTHMUS OF AMERICA, (p. 083)

AND THE PRACTICABILITY OF

A COMMUNICATION WITH CHINA AND NEW SOUTH WALES WESTWARD THROUGH IT.

A ready and safe communication with these important places, and at the same time with all the most eastern parts of Asia, with all the Islands in the Pacific Ocean, and with all the western coasts of the great continent of America, it will be readily allowed, is of the utmost importance to Great Britain and to the whole civilized world.

Through the isthmus of central America only, a short, safe, and easy passage from Europe to the eastern parts of Asia and the Pacific Ocean, can be effected. That a passage over the Pole exists, is extremely probable, nay, it may be said, is certain. This passage, when found, will be obtained by standing north between Nova Zembla and Spitzbergen, and thence over the Pole, inclining first eastward above Europe, and thence westward for some distance, to Behring's Straits. But admitting that there is a passage open by this route, it can only be so from the end of May to the middle of September, and during this period only comparatively safe; a period much too short to accomplish a voyage out and back from China, and scarcely sufficient to perform the voyage out and back between Great Britain and her territories on the west coast of America situated to the north of Columbia River. Moreover, even if a passage this way was open for a period sufficient to enable the navigator to accomplish the voyage to either of the quarters alluded to, still it will appear, when the distances come (p. 084) to be noticed and contrasted, that, considering the winds and the weather which ships would encounter in passing over the North Pole into the Pacific, as contrasted with those which they would most certainly meet with in sailing westward through tropical seas, by the Isthmus of America; that the latter route would, upon the whole, be the best, and in all respects preferable and most expeditious.

A communication by the latter quarter may be advantageously and speedily opened up, both for steamers and for sailing vessels; and in the conveyance of mails, both or either may be employed, as shall appear to be most eligible and most advisable. To lay open such a communication as this would prove, is an object of the first importance, worthy of the attention of any body of men, and of any nation, but more especially of a nation like Great Britain, to support and to patronize in every way. By this route, all vessels, mails, and merchandise could reach the more distant and wealthy parts of Asia and Australasia, sooner and safer, and through seas comparatively always tranquil, borne by winds scarcely ever varying, and always favourable, than these can do by any other course that is known, or that remains to be discovered. In an especial manner, this would be the case as regards all the western coasts of America, North and South, the Islands in the Pacific, New South Wales and Van Dieman's Land, Japan, China, Eastern Siberia, &c. The perpetual trade-winds would bear vessels before them from Madeira to Canton, and almost to Sydney, while in returning they would merely have to run through these trade-winds, with a steady breeze on the beam, until they reached the latitude of 30 deg. to 32 deg. north, when the steady and certain, and strong westerly and south-west winds, would bear them in these parallels first, to the west coast of America; from which point winds off the land, and north-easterly trade-winds, would carry them, in the second place, to the point of communication with the Atlantic, through the Isthmus of central America; from which they, in the third place, would run to the north, carried by the trade-winds and the Gulf stream, into and through the Gulf of Florida, into the variable winds, which would quickly bear them to all the eastern ports of North America, and (p. 085) to all the ports in Europe, or along the coasts of the Mediterranean.

By this channel, namely, through the Isthmus of central America, the valuable, but almost unknown, British territory on the west coast of North America, would be brought near, and cleared, and cultivated. So also would the whole remaining western coast of America, from Nootka Sound to the southern extremity of Chili, be brought near to the civilized world, and become, in consequence, also peopled, cleared, and cultivated. Without such a communication is opened up, these coasts, and states upon them, can scarcely ever be brought to this state, but to which it is most desirable for the general interests of the world, and of the human race in it, that they should be brought. Situated as they are, there is no produce of their soil which their inhabitants can raise that can bear the expense of carriage to enable it to come into competition in the general markets of the world, with similar articles raised in other countries, which are all more accessible and placed nearer markets; and unless the soil of the western coasts of America and the islands in the Pacific are brought into cultivation, and peopled by people more civilized and industrious, it is obvious that these countries and the states and population at present in them, must remain in the poor, ignorant, miserable, and uncultivated state and condition in which they are, of little service to themselves or to the remainder of the world.

The points where the communication between the Atlantic and the Pacific are most feasible and practicable, is at one point on the southern boundaries of the Republic of Mexico, and the others within the territories of the Republics of Guatemala and Venezuela. The neck of land, or isthmus, which connects North and South America together, may be taken to extend from 8 deg. N. lat., in the meridian of 77 deg. W. long., to the parallel of 18 deg. or 19 deg. N. lat. in the meridian of 100 deg. W. long. Narrow as the continent of America is in all this space, but more especially in the southern portion of this space, recent surveys have reduced it still more; and it is not improbable that, when the late surveys of the west coasts within the tropics are published, that it will be found to be still narrower, and more contracted than is (p. 086) supposed, or than the late accurate surveys by Captain Owen, under the orders also of the British Government, of the shores of the Gulf of Mexico, have shown it to be; and consequently the communication between the Atlantic and the Pacific will be found to be still shorter and more easy than it has been, or is even now considered to be.

The first two points within the limits above mentioned, where communications are most practicable, are the following:—First, in the territory of Mexico, from the mouth of the river Guazacoalcos, on the Gulf of Mexico, to the mouth of the Chimalapa, in the Gulf of Tehuantepec, on the Pacific, between the parallels of 16-1/2 deg. to 18-1/2 deg. N. lat. The distance from sea to sea at this part is 92 geographical miles, in a south-west direction. The sources of the streams which flow, the one eastward into the Gulf of Mexico, and the other westward, into the Pacific, come within the short distance of 20 miles of each other. Secondly, The channel from the Gulf of Dolce, which communicates with the Gulf of Mexico, to the southward of Honduras or the Balize, to Trinidad, situate on a bay in the Pacific, to the north of Point Remedios. The distance of the Gulf of Dolce to the Pacific, at the point just mentioned, is 60 geographical miles, with the advantages of the courses of rivers which bend their courses to the opposite oceans. But if it is correct that the River Balize is, as it has been stated to be, navigable upwards in its course to a distance of 200 miles, then it must penetrate so deeply into the continent, that its sources must approach to points still nearer to the Pacific than the Gulf of Dolce, or its tributary streams. It is doubtful, however, if any canals could be cut in either of the lines mentioned, because the land rises very considerably, forming in the central parts what is denominated Table Land, and is in general studded with ridges and high volcanic mountains, while the ports on either shore are neither very commodious nor of safe approach. There has been of late years also a tolerable good road constructed in the first-mentioned line, which will tend greatly to facilitate the communication from sea to sea, so far as the interests of Mexico are immediately concerned.

These points adverted to are the only probable channels of (p. 087) communication to the northward of the River St. Juan and Lake Nicaragua, which, like the last-noticed line, are situated in the territory of the Republic of central America, the capital of which is San Salvador. For reasons which will subsequently be adduced, the consideration of this important position is left until those points in the Isthmus of Panama and Darien have been particularly noticed and examined.

The first points to examine are those which are situated to the southward and eastward of Panama, and which are immediately connected with, and contiguous to, the Gulf of Darien. These are as follow:—In the province of Choco, famous for its gold mines, there is a ravine called Rapsadura, extending between a head branch of the River St. Juan, which, after a course from N. E. by N. to S. W. by S., falls into the Pacific in lat. 4 deg.5' N.; and the river of Quito, one of the head branches of the River Atrato, which flows in nearly a due north course into the Gulf of Darien. Through the ravine just mentioned, the parish priest of Novita dug a small canal in 1778, which was navigable during the rainy season, and by which canoes, laden with coffee and other produce, passed from one sea to another, a distance of 250 miles; as they found it requisite and convenient.

The next point, and more to the north beyond Cape St. Francisco de Solano, in about 7 deg.30' N. lat. is, from the mouth of the Cupica, or Tupica, as it is denominated in some maps, along that stream, which descends from the eastward into the Pacific, through a break in the mountains to the head of the river Naipi, a distance of from 15 to 20 miles only. The latter river is deep and navigable, and flows through a lake of considerable magnitude, nearly due east, into the River Atrato, a little below the village of Zitara, about 60 miles from the mouth of the latter stream, in the Gulf of Darien. The distance from the Pacific to the Atrato, through the channels mentioned, is only 60 geographical miles. The Atrato springs (its farthest branch the Rio Chame) in the rising ground, in 5 deg.40' N. lat. and 75 deg. 15' W. long., and runs almost due north, a distance of 200 miles, into the Gulf of Darien. At this point, the western and secondary chain of the (p. 088) Andes is broken and interrupted, and there is good reason to believe that they continue to be so in several places more to the northward: in fact, that they cease, and are succeeded through all the Isthmus of Darien and Panama, by a low range, broken into fragments in different places. At the point under consideration, namely, by the Cupica and the Naipi, the Spanish Government had it in contemplation, about forty years ago, to open a communication from sea to sea, by means of a canal; but the events in Europe, and the decay of their power, prevented the important enterprise from being undertaken. The Gulf of Darien, and the course of the Atrato, were rigidly guarded and concealed by the Spanish Government, so much so, that by special decrees the punishment of death was denounced against every one who should either permit or attempt the exploration of the country in these parts. This showed clearly that their practical knowledge gave them to know, that a communication between the Atlantic and the Pacific was easy and practicable in more places than one in this quarter of their dominions.

The next point where the communication is practicable, either by water or a short distance by land, where a canal could be cut, or a road made, is between the Gulf of St. Miguel on the Pacific, to the bottom of the Gulf of Darien, due east, and also to the Port de Escoces, or New Edinburgh, more to the N. (N. E. by E. from St. Miguel) in the upper part of the Gulf of Darien, on the Atlantic. The distance from the head of the Gulf of St. Miguel to the latter point is 30 miles, and to the former 45 to 50 miles, but with river communications to within 16 miles of the latter, and 10 miles of the former. The Gulf of St. Miguel opens to the Pacific from 8 deg.8' to 8 deg.17' N. lat., and runs E. N. E. and N. E. by E., fully 22 miles into the country, its centre crossing the meridian of 78 deg. W. long. As has been shortly adverted to, the rivers which seem to form the Gulf of St. Miguel run deeply into the country, both to the S. E. and to the N. E., one particularly, the Chuqunaque, with an extremely zigzag course between ridges of mountains, is laid down to within 10 miles of New Edinburgh; which, by the last Admiralty charts, drawn from the best Spanish authorities, is (p. 089) placed in 8 deg. 55' N. lat. and 76 deg. 45' W. long. To the S. E. the source of streams which run into the Gulf of San Miguel spring within 15 miles of the mouth of the Atrato, while branches of each approach within half that distance of each other. The land in this quarter is clearly low, because, for a considerable distance from its mouth, the Atrato runs through a very marshy and flooded country. New Edinburgh, or Port de Escoces, is an excellent port, commodious, and well sheltered, and is the celebrated spot where, in 1699 (one hundred and thirty-eight years ago), the Scotch colony, under the direction of a Scotch clergyman, named Paterson, a most intelligent and enterprising man, was established, in order to open up a communication between both seas, and which was afterwards so shamefully, disgracefully, stupidly, and unguardedly abandoned by the then Government of Great Britain, spurred on to the act by the miserable and contracted commercial rivalry of England and Holland; and afterwards by the jealousies, the fears, and the representations of the Government of Spain, which at that time had really no right to the country, the natives thereof being independent of, and at war with, Spain. The Gulf of Darien is of easy entrance, and penetrates southward to a little beyond the 8 deg. of N. lat., and to the southward of the principal mouth of the Atrato; the centre of the bottom of the Gulf being in the meridian of 76 deg. 55' W. longitude.

The next and last point to the southward and the eastward of Chagre is by the river of Chopo, about 25 miles to the eastward of Panama. Narrow as the land in this quarter has been held to be, still the charts and maps lately published by individuals, and by the authority of the Admiralty, show that it is much narrower than what has hitherto been calculated upon; and in the particular point under consideration, very narrow indeed. From the mouth of the River Chopo, opposite the little island Chepillo in the Pacific, to the bottom of the Gulf of St. Blas or Mandinga on the Atlantic, is only about 20 miles (some maps make it still less). In this space, the mountains to the eastward of the high chain S. of Point Manzanillo and Porto Bello, which give rise to the Chagres, and its tributary streams, running first (p. 090) westward and then north-west into the Atlantic, are again, according to Captain Lloyd, interrupted and broken, affording thereby a readier communication between the two great oceans, the Atlantic, and the Pacific. In an apparently good Spanish map of the Isthmus, upon a large scale, the River Chopo or Bayano is represented as being formed by two branches, one under the name of the Rio Canizas, springing to the southward of the Pico de Carti, a hill only four miles from the Atlantic, in the Bay of Mandinga; the whole course of the river to the Pacific on a general south bearing, being only 22 miles. The source of the Chagres comes within 15 miles of the lower course of the Chopo; and some good maps lay down a river which joins the Chopo, near its mouth, as coming from the N. E., its sources likewise being within a very few miles of the Atlantic. Here, certainly, is a point from which, and on which a communication could be opened up at any rate by a good road, so as to afford a speedy conveyance for passengers, mails, and goods, between the two seas; while it is also exceedingly probable that, even in this short space, great facilities and assistance could be obtained by canal navigation, and by the rivers just mentioned.

The points, however, where a canal could be cut of sufficient depth to admit the passage of large ships, and thus save the delay and the expense which loading and unloading cargoes would occasion, where roads of any description remain the only means of communication, and where the approach on either coast is safe, and interior water communication most abundant, are, certainly, the points which should be fixed upon and selected, in order to effect the object so important to the whole world. The two points hitherto the best known, and considered to be the best adapted for the purpose, are, first, the line from Chagre on the Atlantic, to Panama on the Pacific; and secondly, the line, perhaps the best of the whole, from the mouth of the River St. Juan on the Atlantic, by that river and Lake Nicaragua, to Rialejo, or Gulf Papagayo, on the Pacific.

The Panama line comes most properly the first point for consideration. Here the survey, by Lieutenant Lloyd, in 1829, gives some certain data, and some curious and important information. He tells us (p. 091) pointedly, from actual observation, that which good Spanish maps indicated, and what was more vaguely told by others. According to him, on the eastern side of the province of Veragua, the Cordillera breaks into detached mountains, their sides exhibiting only bare rock, almost perpendicular. To these, as approaching nearer Panama, succeed numerous conical mountains, arising out of savannahs and plains, and seldom exceeding from 300 to 500 feet. "Finally," says he, "between Chagre on the Atlantic side, and Chorera on the Pacific, these conical mountains are not so numerous, having plains of great extent, interspersed with occasional ranges of hills of inconsiderable height."

Such is the Isthmus of Panama, where the distance from sea to sea is, even according to the present charts, only 30 geographical miles, and from the mouth of the Chagre to Panama, 33 miles.[18] Of this distance the Chagre, which has a circuitous course, is navigable for 40 miles to Cruces—distant from the sea in a direct line 21 miles, and from Panama 14 miles. At its mouth the Chagre is one-fourth of a mile broad, and at Cruces about 150 feet: in its middle course the depth is 24 feet. The current runs at the rate of from three to four miles per hour. It is full of numerous, constantly shifting sand banks, and sunken trees, which, with the current, render the navigation (p. 092) tedious, difficult, and even dangerous. At its mouth the coast is very sickly, as indeed the country through its course also is; but when the land is cleared, it will doubtless become more healthy. When the current is very rapid, it requires four or five days to reach Cruces. The height of the land which intervenes between Cruces and Panama, has been accurately ascertained by Mr. Lloyd; and that portion of the country which he passed over in his survey along the old road to Panama, is certainly the most elevated of the whole, as is shown in the following summary of his survey.

[Footnote 18: From the mouth of the Chorera to the Bay Lemon, the distance is 27-1/2 geographical miles. There is, however, reason to believe, that the distance from sea to sea is still less. Ulloa, who was an accurate and scientific observer, places, and from actual observation, Chagres in 9 deg. 18' 40" N. lat., and Panama in 8 deg. 57' 41" N. lat. Not being able to observe an eclipse of Jupiter's satellites, owing to the obscuration of the atmosphere, he was obliged to calculate the longitude from bearings and distances. In these, however, he could not be far wrong; and by these he places Cruces 21' east of Chagre, and Panama 9'30" east of Chagre, which, if he is correct, brings the breadth of the land from the Castle of Chagre to Panama, to be only 23 geographical miles!!