Since the preceding pages were written, Captain Washington, secretary to the Royal Geographical Society, has favoured me with the longitudes of the places adverted to, as ascertained by Captain Forster, and in February 1837 by Captain Belcher, R.N. Porto Bello is in 79 deg. 30' West long.; Chagre, 79 deg. 55'; and Panama in 79 deg. 29' 20". This gives the distance from Chagre to Panama 33 geographical miles. Porto Bello is in lat. 9 deg. 32' North. From thence to the Pacific, a little to the east of Panama, is 30 miles. From Chagre to the mouth of the Caymito will be 30 miles. Ulloa's calculations of longitudes would thus appear to be wrong.]

This survey commenced from the eastern suburb of Panama, at high-water mark, and ran along the old road to Porto Bello, unto the point where it crossed the Rio Chagre,—a distance of 1828 chains, 22-3/4 miles. The highest land passed over was the ridge Maria Henrique, 12-3/4 miles from Panama, and 10 from the Chagre. Its height is 633.32 feet. The point where the road approaches the river, is 169.840 feet above the level of high-water mark at Panama; and the bed of the river from whence the survey commenced downwards, is 152.55 feet. Descending the river 1545 chains, 19-1/2 miles, Mr. Lloyd came to the village of Cruces, after a descent of 114.60 feet; thus making Cruces to be 37.96 feet above high-water mark at Panama. From Cruces to Gorgona 410 chains, 5-1/4 miles, the fall is 16.13 feet; and thence to a small gravel bank, named "Playa los Ingenieros" distant from Cruces 1302 chains, 16-3/4 miles, the fall is 21.82 feet, precisely level with the high-water mark at Panama. At 2682 chains, 33-1/2 miles below Cruces, Mr. Lloyd first observed the effects of the tide from the Atlantic, the level of the river at this point being 13.65 feet below the level of high-water mark on the Pacific. At 507 chains, 12 miles, further down, reached La Bruja, where the water became brackish; the level of the surface of the river being 13.55 feet below the high-water mark at Panama. From La Bruja there was no perceptible descent to the Atlantic. The whole distance gone over in levelling from sea to sea, was 82 miles.

The tide at the mouth of the Chagre rises only one foot, or 1.16 feet; but at Panama the spring-tide in the Pacific rises in a mean level (p. 093) to the height of 21.22 feet, though high winds and currents occasionally raise them to the height of 27.44 feet. At low water the sea sinks proportionally at Panama below the level of the Atlantic: the reason for this difference is obvious. The current towards the Gulf of Mexico, and which afterwards forms the famous gulf stream, carries off rapidly the waters in the Atlantic; while, on the contrary, the current which flows northward along the western coast of South America, and the tide which flows into the bay of Panama, from the south-west from the Pacific, heaps, as it were for a moment, the waters into the bay and on the shores of Panama, and occasions the tides alluded to, and differing so greatly from those which are seen in the Atlantic at the short distance on the opposite coast.

From Maria Henrique to Cruces is only about nine miles. In the intermediate spaces are several savannahs, and, according to the Spanish maps, a very considerable river, called Rio de los Laxas, which enters the Chagre a little above Cruces. This river flows westward from Mount Maria Henrique; while the principal branches of the Rio Grande, which flows south into the Pacific immediately to the westward of Panama, spring from the south-west side of the mountain already mentioned. The branches of this river and of the Chagre approach very near each other; while savannahs, according to Lloyd's map, fill up, as between the Rio Grande and the Obispo, the most of the intervening space. In this short distance, and with the aid of these rivers, a water communication, were the country properly examined, it is conjectured, might be found. From Cruces the road, for a short distance, ascends considerably; after which it runs along a ridge, with a valley on each side; that on the south the deepest, being about 300 feet, and descends until it comes to a plain, through which it stretches and runs to the city of Panama. It is by quitting the old Spanish track or road, and continuing along the savannahs and levels, that it is believed the water communication adverted to could be effected; and where the distance, taking into account the short bends which may be necessary, is so short, probably not twenty miles!

These observations naturally call the attention to the consideration of a line of communication which may be had from the River (p. 094) Trinidad to the Pacific, either at Panama or a little to the westward of that town, in the bay of Chorera, at the mouth of the Rio Caymito. The condition of the country in that portion of the Isthmus has already been generally described, on the authority of Mr. Lloyd; and from what he has stated, and which is in unison with other information, not a doubt can remain that a water communication can be opened up in this quarter from sea to sea. Lines for railroads have already been chalked out in both places alluded to; and considered so easy that the sum of 400,000 dollars is estimated as the whole expense necessary to complete either. It is scarcely necessary to observe, that wherever a rail-road can be constructed, a canal may be made. The River Trinidad is a branch of the Chagre, which comes from the westward and from the south-westward, and joins the latter at about eight miles due S. W. from its mouth. The Trinidad is navigable to Embracadero, and for some distance, from its mouth, is both broad and deep. Its branches penetrate a considerable way into the country, and approach closely to the branches of the Caymito, a considerable stream, which flows through a country, in its lower course, comparatively level; while between its upper course and the Trinidad the distance is covered with savannahs and small conical hills, and in some places marshy plains—a complete proof of the level nature of the country. The streams which rise to the westward of the line alluded to, namely, in the hills stretching to the province of Veragua, mostly flow into the Chagre, another proof of the direction in which the mountains in this quarter lay; and that there is no continued chain, as has been stated, extending in the centre of the Isthmus throughout, and joining together the Andes of North and South America. From the junction of the Trinidad with the Chagre to Panama is only 26-1/2 miles, and to the mouth of the Chorera 23 miles!

Short, however, as the distances just mentioned are, they are considerably reduced, when the navigation of the Trinidad on the one side, and of the Caymito on the other, are taken into account. These reduce the greater distance at least one-half; and in it, as well as the lesser distance, the nature of the country, for a considerable (p. 095) portion of the distance, if not throughout the whole distance, overcomes almost every obstacle, or rather renders every obstacle that may offer, possible to be overcome. From that portion of the River Chagre, which is level with high-water mark at Panama, south-westward to that city, the country is interspersed with savannahs, and consequently level. Indeed, for "a few miles" inwards from Panama, the plains are below the level of the sea, thus rendering the formation of a canal easy; while, on the north side of the most elevated spot, the numerous streams which spring and flow to the Chagre would afford an abundant supply of water for any canal that may be constructed, however large that may be. The distance, therefore, where any serious difficulty could occur, must be reduced to a mile or two; and in that distance, should any of those conical mountains, from 300 to 500 feet high, or insulated ridges of inconsiderable height, which Mr. Lloyd tells us are here and there to be found in these places—should any such intervene, they may be cut through without any great difficulty. The excess in the rise of the tide in the Pacific, nearly 21 feet above its rise in the Atlantic, would tend greatly to accelerate the construction, in this part of America, of a water communication; which water communication, however, be it observed, must be sufficient to admit the passage through it of ships of the very highest tonnage, and at all seasons; otherwise it will not answer the general purpose, nor interests of the world. Less might indeed suit for the conveyance of mails; but any thing less would occasion such an additional expense in unloading, transporting, and again loading goods, as would render the tedious navigation of Cape Horn preferable.

Lake Nicaragua, &c.

The next to be considered, and perhaps the last and the best channel by which a communication between the Atlantic and the Pacific could be opened up, and safely carried on, is through central America, or the Republic of Guatemala, by means of the River St. Juan and the Lakes Nicaragua and Managua, or, as the latter is more generally called, (p. 096) Leon. These lakes are connected with each other by a river, and are navigable for ships; Nicaragua for ships of the line. The River St. Juan forms the outlet of both into the Atlantic Ocean, and is, according to Estella, navigable throughout its course for ships of large burden. The mouth of the St. Juan, according to the late survey by Capt. Owen, lays in 10 deg.53' N. lat. and in 83 deg.40' W. long. Leon, the capital of the province in which Lake Managua is situated, and from which the name of Leon is generally given to the latter, stands, according to the best Spanish authorities, in 12 deg.20' N. lat. and 86 deg.45' W. long.; and its port, Rialejo, on the Pacific, in 12 deg.29'50" N. lat., and 87 deg.6' W. long. From the mouth of the River St. Juan to Rialejo, in a bearing of N. 66 deg. W. the distance is 235 miles; and this bearing runs nearly through the centre of the lakes and the course of the River St. Juan. From the point where the River St. Juan issues from the Lake Nicaragua to the point where the River Lapita, which issues from Lake Managua, falls into the former, the distance, taken on the best maps, is about 95 miles. Rialejo is situated on a river of the same name, which is deep, and capable of holding in the harbour 200 sail of the largest ships. The harbour is well protected from the force of the Pacific, and from storms, by an island stretching out before it, with two channels between it and the main land; the one opening to the south-east, and the other to the north-west. The adjacent country is very fertile, but the place itself is reckoned unhealthy, owing to some swamps in the vicinity and to the southward; but which, it is believed, might be drained and cleared, which would render the climate salubrious, or, at least, as much so as any tropical climate can be to Europeans.

Lake Nicaragua, in its broadest part, is about 35 miles: it has several considerable islands, some of them active volcanoes, and all of them fertile. The country around its shores is stated to be very healthy and very fertile, and studded with high peaks, mostly volcanic, and many of them, on both sides, volcanoes in activity. At the point on its north-east corner, where the River St. Juan issues from it, there is (according to some of our best maps) erected the castle of St. Carlos; and lower down, about 16 miles on the banks (p. 097) of the river, is placed the castle of St. Juan, which castle was taken by the English in 1780. Alcedo says that this river is navigable for ships of large size; but others add, that during the dry season, when the river is low, in one or two places the navigation is obstructed by sand banks, which, however, could easily be removed by a deepening machine, such as that used for a similar purpose on the Clyde. Lake Managua in its western shore approaches in its southern portion to within 8 to 9 miles of the Pacific; and here the conical peak range appears to be discontinued and broken. So also it is in the route from Leon to Rialejo, a distance of 21 miles. The next nearest point of communication is to the southward of the town of Grenada, situate on the upper part of Lake Nicaragua, westward to the port of St. Juan, which runs considerably into the country from the Pacific. Here the distance from the lake to the sea is 10 miles. The next point of communication is from the neighbourhood of the town of Nicaragua to the bottom of the Gulf of Papagayo, the distance being about 15 miles. The river Partido flows from the S. E. through a course of fully 60 miles, and enters the Pacific at the bottom of the Gulf of Papagayo. At this point, also, the volcanic peaks and the ridge appear to be interrupted, and very low, thereby rendering a passage more probable and easy. On the neck of land, also, between the upper part of Lake Nicaragua and the Pacific, there are situated in three different places between the Pacific and the interior part, three lakes, which, while it shows the low nature of the coast, tends also to shorten very considerably in this otherwise very narrow neck (12 miles), the space that intervenes between the lake and the ocean.

The American coast of the Pacific is, in fact, bordered with an alluvial plain, varying in breadth, which tends still more to lessen the breadth of the high lands in every quarter. Between the bottom of the Gulf of Papagayo to Lake Nicaragua, the distance, the alluvial strip included, is, (see Journal R. G. S. vol. vi.), only 29,880 English yards, nearly 15 geographical miles. The highest point of land that intervenes, is only 133-1/2 Spanish feet (the Spanish foot is 0.9267 English) above the level of the sea, and only 19 feet above (p. 098) the level of the lake. The lake is very deep, and at this point is said to be 15 fathoms. The surface of the lake is thus 133-1/2 Spanish feet above the level of both oceans. The tide in the Pacific in the Gulf of Papagayo rises about 11 feet, decreasing in its rise towards the north, and increasing its rise towards the south. When Mr. Canning proclaimed that he had "called a new world into existence," he ought, as he then might, to have kept these places, the key to both worlds, in his power, and in the power of his country.

Some Spanish authorities state, that Lake Nicaragua has a communication with the Pacific, but at what point does not appear, nor is it probable. Others state that it has a tide in it like the ocean; and if so, this certainly indicates a communication with it by some low and level channel, where the tide from the sea drives back the flow of waters from the lake. To ascertain these points are objects of great importance, and well worthy the attention of the civilized world; and the wonder is, that it has not before this time been attempted. All the old and best Spanish writers, who wrote either from access to the best materials, or from practical information regarding the Spanish territories in South America, but more especially Estalla and Alcedo, mention, in the most pointed manner, that, by the places which have just been considered, the nearest and the safest channel would be found, nay actually existed, whereby a communication could be opened up between the Atlantic and the Pacific; and farther, that the possession and the command of Fort St. Juan and the river St. Juan on the one hand, and of the port of Rialejo on the other, gave the holder and possessor of them the key to and the command of both oceans. Like the Gulf of Darien, all entrance into or examination of this quarter of America by foreigners, or travellers in general, was prohibited by the Spanish government, under the punishment of death for a violation of the law. The Spaniards were particularly averse to and jealous of England, or Englishmen, becoming acquainted with this portion of America.

In some one of the points mentioned, and most probably from Lake Managua to Rialejo, or from Lake Nicaragua to the Gulf of Papagayo, the best line for a communication between the Atlantic and the (p. 099) Pacific will be found. The shores of Lake Nicaragua are tolerably well cultivated, and it has several harbours. Numerous streams flow into it from all sides, but particularly from the north. The river St. Juan is a considerable stream—as large, say the Spanish writers, as the Guadalquiver in its lower course. In a distance so short, a canal, fit to bear ships of the very largest tonnage, could be cut, at certainly no very heavy expense; say, at the rate of 300,000l. for 10 miles. Even if the river St. Juan should not be found to be navigable, and that it might be most advisable to cut a canal along its banks, from the Atlantic to the lake, the distance is not very great (45 or 50 miles), and the country presents no insuperable obstacles to it; on the contrary, it is believed to be easy of access. This distance might be cut for 675,000l.—a small sum even joined to the other, when the immense object to be attained is considered. The choice of position, after considering attentively every point, will remain between Chagre to Panama, and between St. Juan and Nicaragua to Rialejo, as to which is the best line for a water communication; for it is pretty clear that the lines to the eastward and to the southward of Panama, narrow although the neck of land certainly is in these parts, can only be looked to as points for a speedy road communication in some, and for small craft in the others.

The jealousy of the government of Spain formerly sealed up every possible line of communication between the Atlantic and the Pacific, in all the places mentioned, from the rest of the world; and it is probable that the jealousy, and also the poverty and inability of the new governments lately started up in these parts may continue to do so, if they are allowed to do so, or if they remain unaided in the enterprise by foreign capital, and not be impelled thereto by foreign, but particularly European influence. A glance at the map of these parts of America, and at a map of the world, and a moment's reflection and consideration bestowed on the great interests that depend upon it, that would be laid open and connected by such a communication, is sufficient to show the prodigious benefits which would therefrom flow to the human race, and especially to the governments and the (p. 100) people of North and South America, and those fine but comparatively poor and miserable portions of this globe. The treasures and the labours of nations would be well bestowed in completing such an undertaking. Laying open such a communication would do more to people, to cultivate, and to civilize the world, than any other effort—than all other efforts made by the world at large, when combined and brought together. No nation in the world is so deeply interested in seeing a proper communication through the best of the channels pointed out laid open, as Great Britain; and no other nation could so well undertake it as she can. The immense empire which is rising under her flag in New Holland; the large territory which she would thereby bring within the sphere of cultivation and civilization on the west coast of North America, to the north of Colombia River, where both the climate and the soil are good; the vast and important trade which she has with China, and may yet have with all the beautiful islands in the Pacific, with Japan, and with all Eastern Siberia; and the very great trade which she has, and would have with all the shores of America on the Pacific,—all render the attainment of the object contemplated peculiarly her interest, and peculiarly her province to undertake, support, complete, and protect, in a way and on a scale worthy of the intelligence, the enterprize, the strength, and the resources of her government and her people. The number of people, and the traffic which it would in time add to the present trade and population of the world, exceed the powers of calculation.

Taking Lake Nicaragua as the point for the communication between the two seas, the calculations which have been made as to periods and distances connected with the conveyance of mails from Europe, in order to cross the Pacific, will not be materially different from those which would arise were Panama to be chosen as the point of communication. Confining every thing to this route, it is necessary to consider and to show what advantage trade and commerce would derive from it; what extent of commerce would pass through this line of communication;, and what revenue could reasonably, and with propriety, be raised therefrom, in order to prove a remuneration for the (p. 101) expense of the undertaking.

The official records of British trade and commerce, and also the official records of the trade and commerce of the United States, will enable us to estimate these points just alluded to, for the present period, with considerable accuracy. From both records, the following extent and amount of imports and exports, and tonnage, engaged in transporting these, are selected; premising that, as regards both countries, the value of each is, without either freight or charges: and as regards the former, viz. Great Britain, the value taken is what is denominated, in the Customs return, "the declared value," and which, exclusive of freight and charges, is considerably below the real amount. The commerce of both states mentioned, with all the countries about to be enumerated, would most certainly pass through the channel already alluded to, besides a considerable portion more from other countries, but which is uncertain.

Great Britain with Exports. Imports. Tonnage Tonnage 1834 1833 Inwards. Outwards.

China 842,852 3,528,635 29,308 8,887 New South Wales 716,014 } 12,400 29,567 Java 410,273 } 2,435 4,289 Philippine Islands 76,618 } 3,163,049 1,958 728 Siam 19,742 } " 337 E. Indies & Ceylon, 1/2 1,289,284 } 37,731 45,416 New Zealand 936 } 382 3,650 Chili 896,221 } 7,415 6,532 Peru 229,235 } 1,240,358 2,768 2,176 Mexico, 1/4 114,902 } 1,845 1,498 Whale Fisheries, 1/3 100,000 11,353 11,007 Guatemala, 1/3 10,122 10,122 136 ————— ————- ———— ———— L4,606,199 8,042,164 107,731 114,087 ———— Freight & charges, &c. 921,235 107,731 Foreign & Colonial 1/4 1,381,858 ———- ————— 6,303,093 Total tonnage 221,818 —————- ———- Total British trade L14,345,257 —————-

Exclusive of specie—the amount of which, from the western coasts (p. 102) of America, cannot be less than 10,000,000 dollars yearly to Great Britain, and perhaps half as much to the United States. The value of British imports from Western America is not given in the official tables in any tangible shape, and therefore the imports are taken to be the same as the exports. The amount of imports from China is taken correctly from the tables; and the value of all the rest, as near as possible, from the same tables, in proportion; the whole being entered to all countries east of the Cape, China excepted; but in this amount also the amount for freight and charges should, it is thought, be added. The proportion of foreign and colonial produce, &c. to British manufactures exported, is, according to the official tables, as near as may be, the proportion taken. The value of the whole British trade to the places specified, may therefore be fairly taken at 17,500,000l. exports and imports, and exclusive of the profits thereon.

Next comes the trade which the United States have with all these places. In this there are more precise data, as the value both of exports and imports is given in their tables; but it may be observed, that the amount, both as regards imports and exports, is given exclusive of freights and charges, which in almost all the articles carried is greater in proportion, as regards the American trade, than in British produce and manufactures. It may also be observed, that the whole trade which the United States have with all countries to the eastward of the Mauritius, would pass through, and return through, the communication made in central America, as the nearest and the best route for them. The following was the trade and tonnage of the United States with the places specified in 1835:—

United States with (p. 103)

Imports. Exports. Tonnage Tonnage Inwards. Outwards. British East Indies, dolls. 2,293,012 406,543 7,400 5,655 Dutch ditto 582,159 581,149 3,497 8,669 Spanish ditto 283,685 15,919 2,647 222 Asia generally 377,842 434,037 479 2,593 China 7,892,327 1,010,483 15,550 8,123 Mexico, 1/2 4,033,034 5,265,053 18,225 15,768 Chili 787,409 1,476,355 2,535 9,191 Peru 618,412 58,863 493 685 South Seas 27,348 97,169 39,506 280 N. W. Coast America " 118,813 45,886 ————— ————— ———— ———- 16,595,228 9,464,384 136,218 51,216 1/4 freights, &c. &c. 4,123,807 2,388,093 51,216 ———- ————— ————— ———— 20,719,035 11,852,477 187,434 11,852,477 ————— ———— ————— Total United States 32,571,512 Ditto specie 5,000,000 —————- Grand total, dollars 37,571,512—Sterling, L7,827,398 at 4s.2d. —————-

General Trade and Tonnage.

Value Trade. Extent Tonnage. British L17,500,000 221,818 United States 7,827,398 187,434 —————- ———- Total L25,327,398 409,252 tons. —————- ———-

To the above should be added all the specie sent both by Great Britain and the United States to the Eastern World, particularly to China, to purchase cargoes, from the States alone about 7,000,000 dolls.; also all the tonnage which goes, or would go, from one coast to another in the three republics of Venezuela, Guatemala, and Mexico. To these states, such a communication would prove of inestimable value, and tend very greatly to add to the revenue to be obtained from the (p. 104) traffic by it. There are other nations, also, besides Great Britain and the United States, which traffic with the quarters of the world already specifically alluded to, particularly France, Spain, and Holland; but no accurate account of such trade has hitherto come in the writer's way; though, taken collectively, it must be to a considerable amount. Moreover, the whole trade between Holland and Java, and between Spain and the Philippine Islands, would pass by the channel under consideration, and the trade which both nations has with these places is well known to be very considerable.

Such as it has been described is the trade at this moment; a sure foundation upon which the magnificent undertaking under consideration would, at the outset, have to build. The increased and increasing communications through the grand thoroughfare goes beyond calculation, and would most certainly exceed every thing that ever has been seen, or that ever can be witnessed, in any other portion of this globe. The trade of mighty empires would sink into insignificance, when compared, in all their present magnitude, with what it would become one hundred years hence. Admitting that it cost 1,000,000l. to complete the navigable communication, (and there are good grounds to believe that it could be done for one-half of the sum,) the question or point next to be considered is, what would the revenue be, which could be derived from it? To exact a per centage on the value of the commerce which passes through it would be uncertain, and liable to evasion, and consequently give much trouble, and occasion much vexation; and therefore it would be best to exact so much per ton, the exact extent of which the register of each ship or vessel so passing through the canal would at once and readily determine. The question is, What should the sum so levied, or the toll, actually come to be? Ten shillings per ton would certainly be a moderate sum; and taking it so it will be shown how it will pay at the outset.

Cost and Revenue. (p. 105)

Revenue 410,000 tons yearly, at 10s. L205,000 ———— Capital 1,000,000l. interest 5 per cent L50,000 Dividend in Stock 10 per cent 100,000 Expenses, management, and repairs 20,000 Surplus fund 35,000 ———- L205,000 ————

Thus affording from the outset a fair and profitable return, and which may reasonably be expected to be doubled in a very few years afterwards.

Conveyance Mails and Passengers.

Hitherto the matter has been considered entirely as relates to the practicability and probable expenditure to be incurred in carrying the Plan into effect, and the remuneration to be obtained from the Plan when completed. It yet remains to show the advantages which will be obtained in the courses and distances by this route, as compared with other routes, and also with the route by the North Pole—even were this latter practicable throughout the year, but which it almost certainly is not. It has elsewhere been shown how a communication across any part of this Isthmus, even by an ordinary road, can be made to extend, and to accelerate the mail communications between Great Britain and all the western coasts of America, and more especially with the most eastern parts of the eastern world, and her own rising empire in New Holland. Nothing calls forth the enterprize and the energies of mankind, equal to the rapidity and regularity of correspondence: and without this, no country can either improve or advance in cultivation or civilization.

The comparative distances by the several lines of communication will stand as follow:—

Geo. Miles. Falmouth, direct to Rialejo 4650 Rialejo to Colombia River 3000 —— 7650 —— London to Icy Cape, over the North Pole 3870 (p. 106) Icy Cape to Colombia River, by Oonoolashka 2745 —— 6615 —— London to Icy Cape, over the Pole 3870 Icy Cape to Canton 4200 —— 8070 —— Falmouth direct to Gulf Papagayo 4650 Papagayo to Canton, by Owhyhee 9350 —— 14,000 ——— London to Icy Cape, over the Pole 3870 Icy Cape to Sydney, New South Wales 6600 —— 10,470 ——— Falmouth to Rialejo, by Jamaica 5530 Rialejo direct to Sydney, New South Wales 7400 —— 12,930 ——— Falmouth to Colombia River, by L. Nicaragua 8345 Ditto ditto Cape Horn 13,100 ——— 4755 diff. ——— Falmouth to Sydney direct, westward 12,400 Ditto to ditto, by Cape of Good Hope 6,205 Cape to Sydney direct 6,470 ——- 12,670 ——— Falmouth to Cape Good Hope 6205 Cape Good Hope to Trincomalee 4720 Trincomalee to Batavia 1750 Batavia to Sydney, by Hobart Town 4085 —— 16,760 ——— Falmouth to Rialejo, by Fayal, &c. 5530 Rialejo to Canton, by Owhyhee 9300 —— 14,830 ——— Rialejo to Sydney, New South Wales, by Otaheite 7500 Panama to Sydney 7900 —— 15,400 ——— Falmouth to Cape of Good Hope 6205 (p. 107) Cape of Good Hope to Trincomalee 4640 Trincomalee to Canton, by Batavia 3580 —— 14,425 ——— Falmouth to Rialejo 5530 Rialejo to Pekin 8000 —— 14,130 ——— Falmouth to Cape of Good Hope 6205 Cape of Good Hope to Pekin, by Canton, &c. 9660 —— 15,865 ——— Falmouth to Port Culebra, by Barbadoes, &c. 5530 Port Culebra to Jeddo, Japan 7250 —— 12,780 ——— Falmouth to Cape of Good Hope, by Madeira 6205 Cape of Good Hope by Batavia, &c. to Jeddo 8300 —— 14,505 ——— Falmouth to Rialejo by Barbadoes, &c. 5530 Rialejo to Manilla 8860 —— 14,390 ——— Falmouth to Cape of Good Hope, by Madeira 6205 Cape of Good Hope to Manilla, by Batavia 6720 —— 12,925 ——— Falmouth to Rialejo, by Barbadoes, &c. 5530 Rialejo to Kamschatka 6000 —— 11,530 ——— Falmouth to Cape of Good Hope, by Madeira 6205 Cape of Good Hope to Batavia 5200 Batavia to Kamschatka by Canton 4530 —— 15,935 ——— London to Icy Cape, over the Pole 3870 Icy Cape to Kamschatka 1280 —— 5,150 ———

Thus it is evident, that were the passage over the North Pole open (p. 108) and practicable at all seasons, but which it is not, the route by it would be so much shorter for every part from Europe to the ports in Asia and in America, situated on the Northern Pacific, as to be vastly preferable; but when it is recollected that this passage can only be open for a very few months in the course of the year—and also considering the winds and the weather which, during that brief space of time, would certainly be met with in the northern route, and the utter impossibility that there would be of procuring any assistance in that route, should accidents occur,—it is clear, that vessels would almost as speedily, and certainly much more safely, run over the distances by the western route, even to the places more near; while, as regards those which are more distant, there can and need be no comparison drawn.

It will also from these references be observed, that the distances to all the eastern parts of Asia, and the north-west coast of America, are, with a very few exceptions (in these, too, the distances are nearly equal), nearer than the distances would be, either taken by the Cape of Good Hope or Cape Horn, the only routes always open; while, considering the winds and the seas which are met with in either of these routes, it is plain that ships would run over the distance by the western route through central America, even to the most distant parts in eastern Asia that have been adverted to, sooner and much easier than they could do by either of the former. The saving of insurance alone in the route by the mild tropical climates, and also of wear and tear in ships by the same channel, compared to what all these would amount to in the navigation by the other routes, to say nothing of the saving of time in voyages, would be objects of great importance to commercial and nautical men.



APPENDIX—No I (p. 109)

Places Lat. Long.

Falmouth 50 deg. 8' N. 5 deg. 1' W. Terceira, Azores 38 deg. 38' 23" — 27 deg. 12' 48" — Halifax, Nova Scotia 44 deg. 39' — 63 deg. 33' — New York 40 deg. 42' — 74 deg. 2' — Bermuda, Town 32 deg. 22' — 64 deg. 33' — Madeira, Funchall 32 deg. 47' 42" — 16 deg. 55' 30" — Teneriffe, St Cruz 28 deg. 28' 00" — 16 deg. 15' — Lisbon 38 deg. 24' — 9 deg. 13' — Cadiz 36 deg. 31' — 6 deg. 18' — Gibraltar 36 deg. 6' 20' — 5 deg. 20' 53" — Nassau, New Providence 25 deg. 5' — 77 deg. 18' — Turk's Islands 21 deg. 6' 71 deg. 15' 20 deg. 13' 69 deg. 28' Crooked Island 22 deg. 44' — 73 deg. 54' — Havannah 23 deg. 9' 26" — 82 deg. 20' — St. Jago, Cuba 19 deg. 57' 39" — 76 deg. 2' 45" — Cape Nichola Mole 19 deg. 49' 20" — 73 deg. 27' 30" — St. John's, Porto Rico 18 deg. 29' 10" — 65 deg. 39' — St. Thomas 18 deg. 21' 5" — 64 deg. 57' 50" — Kingston, Jamaica 17 deg. 57' 57" — 76 deg. 46' 10" — Vera Cruz 19 deg. 12' 15" — 96 deg. 7' 12" — Tampico 22 deg. 15' 56" — 97 deg. 52' — Honduras, Belize 17 deg. 29' 29" — 88 deg. 11' 15" — Chagre 9 deg. 18' 40" — 79 deg. 55' — Panama 8 deg. 57' 30" — 79 deg. 29' 20" — Carthagena 10 deg. 26' — 75 deg. 37' 5" — Laguayra 10 deg. 37' — 67 deg. 1' 35" — Demerara, George Town 6 deg. 49' — 58 deg. 11' — Barbadoes, Bridgetown 13 deg. 5' 30" — 59 deg. 43' 15" — Antigua, E. H. 17 deg. 3' — 61 deg. 50' — Trinidad, Port of Spain 10 deg. 38' 42" — 61 deg. 59' 30" — Cape St Roque 5 deg. 28' S. 35 deg. 17' — Maranham 2 deg. 28' — 44 deg. 16' — Pernambuco 8 deg. 41' — 34 deg. 51' — Bahia 12 deg. 55' — 38 deg. 30' — (p. 110) Rio de Janeiro 22 deg. 54' 15" — 43 deg. 15' 50" — Monte Video 34 deg. 53' 30" — 56 deg. 16' — Buenos Ayres 34 deg. 16' — 58 deg. 24' — Salt Key, middle, Turk's Island 21 deg. 20' — 71 deg. 4' — Crooked Island, Castle Island 22 deg. 7' 30" — 74 deg. 18' 45" — Trinidad de Cuba 21 deg. 43' — 80 deg. — Cape Antonio 21 deg. 54' — 84 deg. 57' — Montego Bay, Jamaica 18 deg. 32' — 78 deg. 2' — St. John's, Newfoundland 47 deg. 34' — 52 deg. 38' — St. John's, New Brunswick 45 deg. 15' — 66 deg. 2' 19" — Quebec 46 deg. 47' 30" — 71 deg. 10' — Montreal 45 deg. 46' — 70 deg. 35' —

Distances and Bearings of Places.

Places Geo. Miles.

Falmouth to Lisbon S. 14 deg. W. 730 Ditto Gibraltar S. 4 deg. W. 820 Ditto Teneriffe S. 22 deg. W. 1410 Ditto Madeira S. 27 deg. W. 1170 Ditto Terceira S. 54 deg. W. 1180 Ditto New York S. 79-1/2 deg. W. 3000 Madeira to Barbadoes S. 63 deg. W. 2600 Terceira to Barbadoes S. 49 deg. W. 2340 Ditto Antigua S. 54 deg. W. 2200 Ditto St. Thomas S. 59 deg. W. 2350 Madeira to St. Thomas S. 72 deg. W. 2800 Ditto Cape Nichola Mole S. 75 deg. W. 3000 Terceira to Cape Nichola Mole S. 65 deg. W. 2700 Falmouth to Barbadoes S. 50 deg. W. 3500 Ditto St. Thomas S. 57 deg. W. 3500 Ditto Cape Nichola Mole S. 61 deg. W. 3800 Ditto Fayal S. 55 deg. W. 1230 Fayal to Barbadoes S. 47-1/2 deg. W. 2255 Ditto Cape Nichola Mole S. 64-1/2 deg. W. 2600 Ditto St. John's, Newfoundland N. 63 deg. W. 1180 Ditto Port Praya, Cape Verde S. 11 deg. E. 1545 Cape Verde to Pernambuco S. 26 deg. W. 1530 Ditto Rio de Janeiro S. 27 deg. W. 2550 Fayal to New York N. 86-1/2 deg. W. 2020 (p. 111) Terceira to Rio de Janeiro, by Bahia, &c. S. 13 deg. W. 3900 Ditto Halifax N. 77 deg. W. 1730 Halifax to New York S. 83 deg. W. 520 New York to Nassau, N. P. S. 10 deg. W. 950 Nassau to Cape Nichola Mole S. 56 deg. E. 380 Havannah to Vera Cruz S. 73 deg. W. 800 New York to Havannah S. 22 deg. W. 1140 Jamaica to Chagre, direct S. 21 deg. W. 550 Chagre to Panama S. 50 deg. E. 33 Kingston to River St. Juan S. 46 deg. W. 585 River St. Juan to Rialejo N. 66 deg. W. 235 Leon to Rialejo N. 66 deg. W. 21 Madeira to Rio de Janeiro S. 24 deg. W. 3700 Rio de Janeiro to Buenos Ayres S. 47 deg. W. 1060 St. Thomas, to Cape Nichola Mole N. 80 deg. W. 470 Ditto to Crooked Island Castle N. 67 deg. W. 580 Ditto Turk's Island N. 62 deg. W. 380 Turk's Island to Jamaica, direct S. 58 deg. W. 380 Ditto Havannah N. 80 deg. W. 630 Ditto Jamaica, by St. Jago de Cuba 820 Crooked Island to Cape Nichola S. 19 deg. W. 146 Ditto Jamaica S. 29 deg. W. 285 Ditto Havannah N. 82 deg. W. 445 Barbadoes to 40 miles E. of Alto Vela N. 68 deg. W. 700 Forty miles E. of Alto Vela to Jamaica, direct N. 85 deg. W. 330 Add by calling at Jacmel 50 Jamaica to Santa Martha S. 20 deg. E. 425 Santa Martha to Carthagena 90 Carthagena to Chagre 290 Montego Bay, Jamaica, to Trinidad de Cuba N. 40-1/2 deg. W. 172 Trinidad de Cuba to Honduras S. 61 deg. W. 520 Kingston, Jamaica, to Cape Antonio N. 63 deg. W. 520 Cape Antonio to Havannah N. 63 deg. E. 164 Falmouth to St. John's, Newfoundland S. 86-1/2 deg. W. 2040 St John's, Newfoundland, to Halifax S. 73 deg. W. 605 Falmouth to Halifax S. 82-1/2 deg. W. 2550 Fayal to Halifax N. 77 deg. W. 1640 Halifax to St. John's, New Brunswick N. 71 deg. W. 111 St. John's, New Brunswick, to Quebec N. 66 deg. W. 230 Quebec to Montreal S. 58 deg. W. 116 New York to Quebec, direct N. 19 deg. E. 390 Ditto Montreal, direct N. 4 deg. E. 305

Comparative Distances of Places. (p. 112)

Geo. Miles. Falmouth to Terceira 1180 Terceira to Barbadoes 2340 —— 3520

Falmouth to Madeira 1170 Madeira to Barbadoes 2600 —— 3770

Falmouth to Teneriffe, by Madeira 1410 Teneriffe to Barbadoes 2570 —— 3980

Falmouth to Madeira, by Lisbon 1260 Madeira to Barbadoes 2600 —— 3860

Falmouth to Fayal 1230 Fayal to Barbadoes 2255 —— 3485

Falmouth to Fayal 1230 Fayal to Cape Nichola Mole 2600 —— 3830

Falmouth to Terceira 1180 Terceira to St. Thomas 2350 —— 3530

Falmouth to Terceira 1180 Terceira to Cape Nichola Mole 2700 —— 3880

Falmouth to Madeira 1170 Madeira to St. Thomas 2800 —— 3970

Falmouth to Madeira 1170 Madeira to Cape Nichola Mole 3000 —— 4170

Madeira to Rio de Janeiro 3700 Ditto, by Pernambuco and Bahia 109 —— 3800

Terceira to Rio de Janeiro, by Pernambuco and Bahia 3900 Falmouth to Gibraltar, by Lisbon, &c. 1020 Gibraltar to Alexandria, by Palermo and Malta 1955 —— 2975

Falmouth to Gibraltar, by Lisbon and Cadiz 1050 Gibraltar to Madeira 600 Madeira to Barbadoes 2600 —— 4250



CALCULATION OF YEARLY COST OF SAILING PACKETS AND STEAM BOATS. (p. 113)

I.—Sailing Packets.

First cost, 9500l.—Interest, 5 per cent. L475 Repairs, ordinary tear and wear, at 7-1/2 per cent. 710 Wages, say 1,270 Provisions, say 730 Insurance, 10 per cent. 950 ——— Total L4,135

Exclusive of yearly depreciation of capital—say, last seventeen years, is 558l. 16s. yearly.

The per centage here taken for yearly supplies, is below the true outlay. The following sums, in full details, have been received from a very accurate and competent hand, of the outfits of a new vessel of 230 tons, cost 4000l., for six successive voyages in the West Indian trade, during a period of 48 months. It is considered unnecessary to insert the details at length. The amount is given for each voyage:—

1st Voyage L96 11 5 4th Voyage L646 3 11 2d ditto 219 17 0 5th ditto 348 12 8 3d ditto 301 1 4 6th ditto 266 8 2 L617 9 9 L1261 4 9 Together L1878 14 6 Average L313 2 6

Nearly EIGHT per cent, for each voyage, or twenty-four per cent. per annum. The amount would also increase yearly with the age of the ship.

II.—Steam Boats. (p. 114)

Value 24,000_l._, Interest at 5 per cent L1,200 Tear and wear, do. do. 1,200 Insurance, do. do. 1,200 _ L3,600

Crews, in all 40. Captain per annum L400 1st Mate 112 2d do. 68 Master 112 1st Engineer 173 2d do. 122 3d do. 88 Engineer Extra 173 3 Engineer Boys, average 39 4 Apprentices, at 10s. per month 24 4 Stewards and Boys, aver. 25s. do. 60 21 Seamen, &c. &c. at 40s. per do. 504 Provisions, at 30s. each, per do. 720 _ 2,595 __ Total L6,195

By an Admiralty Order, dated August 1837, it is directed that the pay of the following persons in steamers shall be as under, but increased one-half of the sum when on service in the West Indies:—

1st Engineer, per month L9 12 0 2d do. do. 6 6 0 3d do. do. 4 4 0 Engineer Boys: 1st class, per do. 1 14 0 " 2d do. do. 1 6 0 " 3d do. do. 1 3 0 " 4th do. do. 0 14 6

And according to the Report of the Post-Office Commissioners, the pay of the following officers on some of the Home Steam-boat Stations, is:—

1st Mate, per annum L78 0 0 2d do. " 45 10 0 Master " 78 0 0 Captains " from 400l. to 500l.

III.—Small Sailing Vessels. (p. 115)

Cost, say averages 2,000l.—Interest at 5 per cent. L100 Insurance, 12 per cent. 240 Tear and wear, at 5 per cent. 100 Crews, 10. Captain, per annum L100 Mate 70 8 Men and Boys, average 30s. per month 144 Provisions, at 30s. per do. 180 494 Total L934

POSTAGES, PROBABLE AMOUNT, INCREASE, &c.

In the General Post-office Accounts for 1836 (see Finance Accounts, 1837, p. 55), there is charged the sum of 9,406l. 7s. 5-1/4d., as the sum paid for ship letters. For each letter received by a ship not a regular packet, 2d. is paid by the Post Office at landing, and which gives the number of such letters to be 1,128,764 yearly. Suppose 400,000 of these went by packets under the new arrangements, the additional Post-office revenue therefrom would be 16,665l.

The sum just mentioned as paid for ship letters may be stated as principally attached to ship letters brought from all places in the Western World. According to a return to the House of Commons (see East India Steam Communication Report, 1837), the number of ship letters from India for 1836, was 159,360. The New York packet ships alone carry from 5000 to 6000 letters each. Twice each month the proposed packets to and from England would bear an equal, perhaps even a greater, number, under the proposed regular and prompt arrangement: certainly all the Canadian correspondence will be very greatly increased. This number, however, in four voyages each month, backwards and forwards, gives at the rate, in round numbers, of 290,000 each year. At 9d. each letter, the additional packet postage beyond the ship-letter rate, would be 10,875l. gained to the British Post Office.

In the Accounts above referred to, p. 54, there is entered 75,484l. 10s. 8-1/4d., charged on the postmasters in the British West Indies, and in British America. This sum is doubtless for the (p. 116) unpaid letters outwards, and perhaps some internal postage. The return postage from these quarters will exceed this sum, because more double and treble letters come inwards than are sent outwards. There is also a considerable sum paid in this country for letters sent by post to the British Colonies.

In the same accounts there is entered, p. 54, 83,610l. 10s. 5d. received by the window men, &c. at the Foreign Post Office. A portion of this must be for the letters outwards to the Brazils, to St. Thomas, to the French Islands, to Honduras, to Mexico, to Havannah, and all places in central South America, for all of which places the postage must be paid before the letter can be forwarded. How much of the above sum is for the purpose alluded to, is not stated, but let it be taken at 30,000l. yearly outwards, and an equal sum from the same places inwards; together, 60,000l.

Next, there would be the gain on the NEW LINE between Halifax, New York, and the West Indies; or, more correctly speaking, between all North America and all the West Indies, from Demerara to Mexico inclusive, and including also the shores of South America on the east, and all its western coasts, from Valparaiso on the south, to Nootka Sound on the north. The exports and imports to and from these quarters, with all quarters of the world, amount, in goods, produce, specie and bills, and freights, &c. to upwards of 80,000,000l. a year. The letters to which this vast trade, especially as the whole of it is carried on by means of correspondence, must give rise, will be immense: and yet, with the exception of the scanty mail communication afforded by Britain to a few places, there is none to be found. The amount of the trade here stated, includes of course the trade with all places in Europe. The portion which is exclusively Colonial and American, and which would of course be attached to the new line alluded to, cannot be less in exports and imports than 30,000,000l. yearly. The proportionate postage from this commerce, even at the ratio of the present West Indian postage, to and from Great Britain and her West Indian colonies, would be 110,000l. yearly; but admitting that a sum equal to one-half only of this sum came from the letters sent through the British Post Office, the sum gained on this station yearly would be 55,000l.

To all these sums must be added a considerable sum in postages, which would be annually drawn from the correspondence between all parts (p. 117) of the United States, and Maranham, Pernambuco, Bahia, Rio de Janeiro, Montevideo, Buenos Ayres, &c. which would go by the British packets from all these places to Fayal, and thence on, without any delay, to New York. What this will be, it is impossible to estimate; but taking the trade of the United States with these places as a basis, it can hardly be less than 10,000l., or more probably 12,000l. per annum.

The postages derived at present from the packet intercourse with the whole Western World is taken at 200,000l. outwards and inwards. It is not too much to estimate, that under the new and extended communications and arrangements, more regular and frequent, this sum would be increased one-third, or 66,666l.; together, 266,666l. yearly. To this there is to be added the additions, as are previously noted; together 92,540l.; making the sum total at least 359,206l. per annum. The estimated expenditure for conveying the whole of the mails by steam, which are calculated to produce this yearly revenue, is 252,850l., or a gain of 106,356l. The present revenue barely pays the expenditure, if so much, of the establishment, consisting of thirty sailing packets; four steamers in the West Indies; ten mail boats (6000l. yearly) there; some sailing vessels at Halifax, and very frequently, a considerable assistance from ships of war besides!

Postages and Salaries in West Indies, &c.—1834-5.

Postages received. Salaries and Allowances.

Jamaica L17,203 18 5 L562 10 0 Bahama 146 0 2 [19]22 19 6 Barbadoes 4798 13 7 100 0 0 Berbice and Demerara 1593 10 8 150 0 0 Bermuda 50 0 0 Dominica 255 8 1 100 0 0 Grenada 605 14 4 80 0 0 St. Vincents 632 19 3 80 0 0 Tobago 395 14 5 [19]75 11 3 Trinidad 931 10 1 150 0 0 St. Lucia 320 12 2 50 0 0 Antigua 781 2 1 80 0 0 Montserrat 80 3 6 [19]15 3 11

[Footnote 19: And 20 per cent. on neat proceeds.]

Postages received. Salaries and Allowances. (p. 118) St. Christophers L547 0 3 L120 0 0 Nevis 146 16 8 60 0 0 Tortola 109 8 10 50 0 0 British North America 42,094 17 10 958 10 4

Parl. Pap. 598 of 1836, and 6th Report of Post-office Commissioners, 1836, p. 32, &c.

It has been stated (see p. 3) that many letters by packets from foreign parts are returned unopened to the Post-Office, in order to save the postages, because the originals or duplicates had previously been received through private channels. It would be useful and important to ascertain the number of these. In the Finance Accounts for 1837, p. 54, there is entered in the Post-office deductions on account of "RETURNED, refused, mis-sent, and redirected letters, over-charges, and returns," the following sums:—

England L59,288 4 1 Scotland 11,129 19 10 West Indies and British N. America 15,337 15 9 Window men, Foreign Office 734 15 10-1/2 —————————- L86,490 15 6-1/2 —————————-

Postages.—Mediterranean, &c.

Letters for India, year ending October 1836 L990 7 4 Ditto Alexandria, ditto, ditto 1285 1 1 —————— L2,275 8 5 ——————

Postages of letters passing through Falmouth by the Mediterranean packet, years ending October[20]—

1834. 1835. 1836. To Cadiz L820 11 5 L811 19 6-1/2 L703 8 3 Gibraltar 1,114 17 11 1,603 18 0 1,527 14 8-1/2 Malta 549 19 2 670 4 11-1/2 694 2 6-1/2 Corfu 300 9 8 421 19 10 486 8 10 —————— ———————— ———————— L2,785 18 2 L3,507 17 4 L3,411 14 4 —————— ———————— ————————

[Footnote 20: Appendix, 196, Report Steam Communication with India.]

ARRIVALS AND DEPARTURES OF PACKETS CALCULATED. (p. 119)

The arrivals at, departures from, and the returns to Fayal, of the packets for all quarters, will correspond so well with the arrival outwards of the steamers from Falmouth, that no material delay on the part of the steamers bearing all the return mails to Falmouth will be occasioned or required. But because February has only twenty-eight days, the mails, to make all coincide more nearly, should be made up in London, instead of the 1st and 15th of February, on the 30th of January, and 13th of the former month. The following, however, taking the despatch of the mails from London according to the days in each month, will show the periods of the whole:—

1.—West Indies.

Mail of Arrival at Fayal. Return to do.

January 1 January 10 February 25 15 25 March 13 February 1 February 10 28 15 25 April 12 March 1 March 10 25 15 25 May 10 April 1 April 10 26 15 25 June 10 May 1 May 10 25 15 25 July 10 June 1 June 10 26 15 25 August 10 July 1 July 10 25 15 25 September 9 August 1 August 10 25 15 25 October 10 September 1 September 10 26 15 25 November 10 October 1 October 10 25 15 25 December 10 November 1 November 10 26 15 25 January 10 December 1 December 10 25 15 25 February 9

Thus showing that, by the time the steamer was ready to return to (p. 120) Falmouth, the West Indian mails would be up at Fayal; and, as regards the other quarters, the mails from thence would have some time to spare for the voyages in case of accidents, and still be in time at Fayal, thus:—

2.—Brazils.

Mail of Arrival at Fayal. Return to do.

March 1 March 10 April 24 15 25 May 9 April 1 April 10 25 15 25 June 8 May 1 May 10 24 15 25 July 8 June 1 June 10 25 15 25 August 8 July 1 July 10 24 15 25 September 9 August 1 August 10 24 15 25 October 9 September 1 September 10 25 15 25 November 8 October 1 October 10 24 15 25 December 9 November 1 November 10 25 15 25 January 9 Decembe 1 December 10 24 15 25 February 8 January 1 January 10 24 15 25 March 9 February 1 February 10 25 15 25 April 9

3.—Fayal and Halifax Department.

Mail of Arrival at Fayal. Return to do.

March 1 March 10 April 7 15 25 22 April 1 April 10 May 8 15 25 23 May 1 May 10 June 7 15 25 22 June 1 June 10 July 8 15 25 23 July 1 July 10 August 7 (p. 121) 15 25 23 August 1 August 10 September 7 15 25 22 September 1 September 10 October 8 15 25 23 October 1 October 10 November 7 15 25 22 November 1 November 10 December 8 15 25 23 December 1 December 10 January 7 15 25 23 January 1 January 10 February 7 15 25 22 February 1 February 10 March 10 15 25 25

4.—North American and West Indian Department.

Mail of At Barbadoes At Cape Nichola Return to do.

March 1 March 22 March 27 April 24 15 April 6 April 11 May 9 April 1 22 27 25 15 May 7 May 12 June 9 May 1 22 27 24 15 June 6 June 11 July 9 June 1 22 27 25 15 July 7 July 12 August 9 July 1 22 27 24 15 August 6 August 11 September 9 August 1 22 27 24 15 September 7 September 12 October 10 September 1 22 27 25 15 October 7 October 12 November 9 October 1 22 27 24 15 November 6 November 11 December 9 November 1 22 27 25 15 December 7 December 12 January 9 December 1 22 27 24 15 January 6 January 11 February 8 January 1 22 27 24 15 February 6 February 11 March 11 February 1 22 27 27 15 March 9 March 14 April 11

The following will be the periods of the steamers between Halifax (p. 122) and Havannah, from which it will appear how well the whole will work as regards all North America and all the West Indies; and also how regularly and pointedly the return steamer from the Havannah (bringing the Havannah and Tampico mails, should any accident have happened to the Jamaica steamer), will call at New York for the replies to the letters by the packet from Europe, arrived at that city two days before her; and carry these forward to Halifax (giving two days to stop at New York) in time to get the steamer with the homeward British mails from that place to Fayal.

Arrivals and Departures of the London Mails of the following dates.

Mail of Arrive at Leave Arrive at Return to Havannah Halifax Havannah Halifax ——————————————————————————————— January 1 January 31 January 20 January 30 February 13 15 February 15 February 4 February 14 28 February 1 March 3 20 March 2 March 16 15 18 March 7 17 April 1 March 1 31 20 30 13 15 April 15 April 4 April 14 28 April 1 May 1 20 30 May 13 15 16 May 5 May 16 29 May 1 31 20 30 June 13 15 June 15 June 4 June 14 28 June 1 July 1 20 30 July 14 15 16 July 5 July 15 29 July 1 31 20 30 August 13 15 August 15 August 4 August 14 28 August 1 31 20 30 September 13 15 September 15 September 4 September 14 28 September 1 October 1 20 30 October 14 15 16 October 5 October 15 29 October 1 31 20 30 November 13 15 November 15 November 4 November 14 28 November 1 December 1 20 30 December 14 15 16 December 5 December 15 29 December 1 31 20 30 January 13 15 January 15 January 4 January 14 28

Sailing packets in these stations would depart and arrive at corresponding periods, being able to be, if any thing, earlier forward to Fayal; but always 15 days more on their respective voyages than the steam-boats.

The steamer outwards from Barbadoes could land, and the homeward (p. 123) bound packet take up the Haytian mails at Cape Henry, when the return packet goes by the north side; and the return Haytian mails could be picked up at Jacmel, if the packet, when a steamer, calls, as she may do, at that place on her voyage to Jamaica, preparatory to her return by way of St. Jago and Cape Nichola to Fayal or Falmouth.

The distance and time of communicating between Barbadoes and Halifax with steamers, by Jamaica and Havannah, would be,—

Geo. Miles. Days.

Halifax to Havannah 1110 6-1/2

Havannah to Barbadoes by Jamaica, &c. 1965 13

Stoppages 2

Barbadoes to Halifax by Jamaica, &c. 3075 15-1/2 Stoppages, suppose . . . 3 Total 6150 40

Speed, &c. of Steam Boats.

In the Sixth Report of the Post-office Commissioners, p. 281, it is stated that the Malta steamers average 7-1/2 miles per hour, and have done so for a period of two years. The Dublin and Liverpool Steam Post-office packets average also 7-1/2 miles per hour, or 180 miles daily.

In the same Report, p. 265, Mr. Napier states, that he built the steamers which run between Dundee and London; and that during a period of eighteen months they have averaged 11-1/2 miles per hour. This, it is believed, means British miles, or 10 geographical miles. At the latter rate they run 240 miles per day. During the period above mentioned, these boats have not cost their owners 18l. for repairs to the machinery. A steam-boat of 240-horse power would at that time (1836) cost 24,000l. to 25,000l., burden 620 tons. A contractor, to keep them in repair, would require 1,000l. per annum.

According to accounts lately received from the East, the Berenice, with only one engine, the other having been broken, ran from Socotora to Suez, a distance of 1800 miles, in 9-1/2 days. The Leith and London Steamers, such as the Monarch, of 200-horse power, run the distance, 415 geographical miles, in 45 hours,—the average of voyages during the year; and frequently the distance is run in 40 hours, and even less.

Estimates for Passengers on each Station. (p. 124)

Demerara steamers, 48 voyages, 20 each, 960 per annum, at 30 dollars 28,800 1st Leeward station—Barbadoes to Havannah, through all the islands, 48 voyages monthly, 50 each, is 2400, at 70 dollars average 168,000 2d Leeward station—Havannah to Vera Cruz, and Jamaica to Chagre, Panama, &c. &c., 96 voyages, at 20 each, is 1920 yearly, at 40 dollars 76,800 Packets and sailing-vessels in all the points, 120 voyages, average 10 each, is 1200, at 25 dollars 30,000 Total dollars 303,600 At 4s. 2d. per dollar, is sterling L63,250

Falmouth to Barbadoes, 43 voyages, 20 each, at 40l. L38,000 Falmouth to Rio de Janeiro, 48 voyages, 10 each, at 55l. 26,200 Falmouth to Halifax, 48 voyages, 20 each, 960 yearly, average 35l. 33,600 Halifax to West Indies, by New York, 48 voyages, 20 each, is 960, at 26l. 24,960 Falmouth to Madeira and Teneriffe, 200 yearly, at 20l. 4,000 Rio do Janeiro to Buenos Ayres, 240 yearly, at 15l. 3,600 Pernambuco to Maranham, 120 yearly, at 12l. 1,440 West India Islands to Bermuda, Nassau, &c. &c. 280 yearly, at 12l. 3,360 135,160 Total L198,410 Deduct expense, finding one-third 66,136 Amount gained L132,274

The cost of finding passengers is here estimated at 4 dollars per day. In the House of Commons Report about Steam Communications with India, the cost of finding passengers to that quarter of the world is estimated by experienced captains of ships at 10s. sterling per day. The charge made in steamers in the West Indies for cabin passage money, by orders of the Admiralty, is 17l. sterling, Barbadoes to Jamaica; 10l. sterling, Jamaica to St. Thomas; and 10l. sterling, St. Thomas to Barbadoes.

Income:—Parcels, Packages, and Fine Goods. Steamers to be (p. 125) restricted to 40 tons Weight in all.

240 voyages on the four great lines yearly, 20 tons each, at the rate of 10l. per ton over all L48,000 Second Class Lines, Barbadoes to Havannah, Havannah to Vera Cruz; Jamaica to Chagre, &c; Barbadoes to Demerara, 192 voyages yearly, 20 tons each, average 10l. 38,400 Suppose Third Class Lines by Sailing-vessels everywhere—388 voyages, average 8 tons 31,040 Total L117,440 ———— But Port Dues remain to be deducted—uncertain, say, 15,000l.



APPENDIX, No. II.—EASTERN WORLD.

Places. Latitudes. Longitudes.

Falmouth 50 deg. 8' N. 5 deg. 1' W. Lisbon 38 deg. 24' — 9 deg. 12' — Cadiz 36 deg. 31' — 6 deg. 18' — Gibraltar 36 deg. 6' 20" — 5 deg. 20' 53" — Malta 35 deg. 53' — 14 deg. 30' E. Zante 37 deg. 47' — 20 deg. 54' — Athens 37 deg. 57' — 23 deg. 43' — Smyrna 38 deg. 25' — 27 deg. 6' 45" — Constantinople 41 deg. 12' — 28 deg. 59' — Alexandria (light) Egypt 31 deg. 12' — 29 deg. 52' — Cairo 30 deg. 3' — 31 deg. 18' — Suez 30 deg. 0' — 32 deg. 28' — Mocha 13 deg. 20' — 43 deg. 20' — Babelmandel, Isle 12 deg. 38' — 43 deg. 20' — Cape Guardafui 11 deg. 41' 4" — 51 deg. 12' 24" — Socotora, Galanscea road 12 deg. 43' — 53 deg. 18' — Cape Aden 12 deg. 46' — 45 deg. 10' 30" — Bombay 18 deg. 55' — 72 deg. 54' — Colombo, Ceylon 6 deg. 57' — 79 deg. 57' — Point de Galle, Ceylon 6 deg. 1' — 80 deg. 18' — (p. 126) Trincomalee, ditto 8 deg. 33' 30" — 81 deg. 20' 15" — Madras 13 deg. 4' 10" — 80 deg. 21' — Calcutta 22 deg. 34' — 88 deg. 26' — Cape Comorin 8 deg. 4' — 77 deg. 41' 30" — Mauritius, Port Louis 20 deg. 9' S. 57 deg. 28' — Bourbon, St. Dennis 20 deg. 52' — 55 deg. 26' — Madagascar, Cape St. Mary 25 deg. 38' 54" — 45 deg. 1' 42" — Ditto Tamatave, E. C. 18 deg. 10' 6" — 19 deg. 23' 18" — Amsterdam Isle 37 deg. 52' 0" — 77 deg. 52' — St. Paul's, ditto 34 deg. 42' — 77 deg. 52' — Great Nicobar Isle 6 deg. 45' — 94 deg. 0' — Singapore 1 deg. 12' N. 103 deg. 30' — Batavia 6 deg. 0' S. 106 deg. 51' 45" — Canton 23 deg. 7' 10" N. 113 deg. 14' — Swan River 32 deg. 4' 31" S. 115 deg. 6' 43" — Hobart Town 42 deg. 53' 35" — 147 deg. 28' — Sydney 33 deg. 50' 40" — 151 deg. 14' — Madeira, Funchall 32 deg. 47' 42" N. 16 deg. 55' 30" W. Cape de Verde, Port Praya 14 deg. 53' 40" — 23 deg. 34' — Ascension Isle 7 deg. 55' 56" S. 14 deg. 23' 50" — St. Helena Isle 15 deg. 54' 48" — 5 deg. 45' 20" — Cape of Good Hope 34 deg. 22' — 18 deg. 24' 24" E. Rio de Janeiro 22 deg. 54' 15" — 43 deg. 15' 50" W. Pernambuco 8 deg. 4' — 34 deg. 51' —

Distances and Bearings of Places.

Geo. Miles. Falmouth to Gibraltar S. 4 deg. W. 820 Ditto to Madeira S. 27 deg. W. 1170 Madeira to Cape Verde S. 19 deg. W. 1130 Gibraltar to Malta, direct S. 1 deg. E. 770 Malta to Zante N. 69 deg. E. 320 Zante to Athens, round Cape 260 Athens to Constantinople N. 51 deg. E. 310 Malta to Alexandria S. 70 deg. E. 825 Suez to Babelmandel 1205 Babelmandel to Bombay 1630 Cape Verde to Ascension S. 22 deg. W. 1530 Ascension to St. Helena S. 47 deg. E. 655 St. Helena to Cape of Good Hope S. 50 deg. E. 1720 Rio de Janeiro to ditto ditto S. 78 deg. E. 3250 Cape of Good Hope to Mauritius N. 38 deg. E. 2280 Mauritius to Swan River S. 77 deg. E. 3150 Mauritius to Colombo, Ceylon N. 38 deg. E. 2100 (p. 127) Ditto to Point de Galle N. 49 deg. E. 2080 Point de Galle to Bombay N. 29 deg. W. 880 Madras to Calcutta N. 39 deg. E. 735 Trincomalee to Car Nicobar S. 82 deg. E. 775 Nicobar to Singapore S. 60 deg. E. 665 Singapore to Batavia S. 25 deg. E. 475 Singapore to Canton N. 24 deg. E. 1440 Batavia to Canton N. 18 deg. E. 1830 Trincomalee to Batavia S. 60 deg. E. 1750 Batavia to Swan River S. 18 deg. E. 1745 1645/100 Swan River to Hobart Town S. 66-1/2 deg. E. 1770 1620/150 Hobart Town to Sydney N. 18 deg. E. 570 Cape of Good Hope to Hobart Town S. 85 deg. E. 6000 Pernambuco to Cape of Good Hope S. 62 deg. E. 3300 Fayal to Pernambuco S. 7 deg. W. 2800 Sydney to Canton N. 33 deg. W. 4100 Canton to Swan River, by E. Coast Borneo 3300 Fayal to Cape Verde, Port Praya S. 11 deg. E. 1545

There never having been heretofore any regular packet conveyance to and from India, there are consequently no accurate returns of the postage received, or letters that are conveyed backwards and forwards between England and the vast countries to the eastward of the Cape of Good Hope. The number, however, from the extent of the trade, must be very great; and not a doubt can remain, that if regular and speedy conveyances were established, the numbers would be very much increased. In a communication from Col. Maberly, Secretary to the General Post Office, printed by order of the House of Commons last year, along with the Evidence taken before the Committee appointed to consider the propriety of establishing a Steam Communication with India, that gentleman gives the whole amount of postage outwards for 1836 to Cadiz, Gibraltar, Malta, and Corfu, at 3411l., and reckons the amount inwards at the same sum. He estimates the whole postage outwards and inwards, including sea postage between England, Ceylon, India, and the Mediterranean, at 47,000l. Even this sum, which certainly by no means includes every letter to and from the places mentioned, would, under the arrangements proposed, be doubled, independently of all the postages which would be obtained from the New South Wales, China, and Batavia, &c. &c. trade. The coasting or internal postages of Hindostan would certainly be greatly increased.

In the Finance Accounts of 1837, p. 55, there is charged the sum (p. 128) of 14,216l. 19s. 11d. for transit postage through foreign countries. Much of this is doubtless from letters which come through France, &c. from the Mediterranean, and countries near that sea. Under the proposed regular and frequent packet arrangement, the letters from which much of this sum is obtained would come directly through the British Post Office.

The amount of postage to be obtained through the vast range of countries which the New Plan proposes to embrace, can only be conjectured by considering the immense trade which is carried on with them and by them. As it is very great, so must the correspondence to which it gives rise be.

Mauritius and Socotora.

An error has been committed in stating the expense on this station (see page 68.) Three sailing-vessels, instead of two, will be required; thus adding 4000l. to the capital, and 2000l. to the yearly expenditure.

* * * * *

Including the Mediterranean, the yearly cost of the present Foreign Packet conveyances, limited, uncertain, and irregular as the whole is, cannot be less than 350,000l., exclusive of any sum set apart to replace the capital engaged in it.

If the East Indian communication is amalgamated with the plan for the Western World to Pernambuco by Fayal, as it may readily be, then a considerable further reduction of expenditure in the former can be made (including the sailing-vessels between Rio de Janeiro and Buenos Ayres) in capital 106,000l. and in direct yearly charges 45,000l.; and nevertheless extend the steam conveyance to Buenos Ayres by Rio de Janeiro from Pernambuco. This desirable object could be effected with the saving mentioned, and without creating any additional delay in the communication; because, if the communication by this route between Falmouth and the Cape of Good Hope can be effected, as it may be, within 75 days, then no delay in the course of the mails takes place, while a considerable expense is saved, and important additional accommodation is afforded to the public, and to the commercial world. The distance from Falmouth to the Cape of Good Hope by Fayal and Pernambuco, is 7330 geographical miles. This could be run in 75 (p. 129) days: thus—36 days outwards, and 34 days inwards: 215 geographical miles per day in the latter, and 203 geographical miles in the former.



APPENDIX, No. III.—PACIFIC OCEAN.

Longitudes and Latitudes, Places, &c.

Places. Lat. Long. River St. Juan, mouth of 10 deg. 53' N. 83 deg. 40' W. Kingston, Jamaica 17 deg. 57' 57" — 76 deg. 46' 10" — Port Culebra 10 deg. 42' — 85 deg. 37' — Leon 12 deg. 20' — 86 deg. 45' — Rialejo 12 deg. 29' 50" — 87 deg. 6' — Colombia River 46 deg. 19' — 123 deg. 50' — Port Illuluk Oonoolashka 53 deg. 52' — 166 deg. 32' — Nootka Sound 49 deg. 34' — 126 deg. 28' 30" — Icy Cape 70 deg. 17' — 161 deg. 40' — Christmas Isle, Pacific 1 deg. 58' — 157 deg. 32' — Owhyhee 19 deg. 43' 51" — 155 deg. 7' 10" — Otaheite 17 deg. 29' 12" S. 149 deg. 28' 46" — Melville Island, Port Dundas 12 deg. 13' — 136 deg. 46' E. Sydney, New South Wales 33 deg. 50' 40" — 151 deg. 14' 10" — Canton, China 23 deg. 7' 10" N. 113 deg. 14' — Pekin 39 deg. 54' — 116 deg. 26' — Jeddo, Japan 35 deg. 40' — 139 deg. 50' — Kamschatka 56 deg. 15' — 162 deg. — Manilla 14 deg. 36' — 121 deg. 2' — Chagre 9 deg. 21' — 80 deg. 4' 5" — Panama 8 deg. 57' 30" — 79 deg. 29' 20" — Point Mala 7 deg. 25' — 79 deg. 54' — Port Damas, Quibo 7 deg. 26' — 81 deg. 31' — Acapulco 16 deg. 50' 29" — 99 deg. 53' 47" — St. Blas 21 deg. 32' 24" — 105 deg. 18' 27" — Cape St. Lucas, California 22 deg. 52' 28" — 109 deg. 50' 23" — Guayaquil 2 deg. 12' 12" S. 79 deg. 39' 46" — Lima 12 deg. 2' 34" — 77 deg. 8' 30" — Callao 12 deg. 3' 45" — 77 deg. 14' 10" — Arica 18 deg. 28' 35" — 70 deg. 16' — Coquimbo 29 deg. 53' 43" — 71 deg. 18' 40" — Valparaiso 33 deg. 1' 55" — 71 deg. 40' 25" — Fort St. Carlos, Chiloe 41 deg. 51' 50" — 73 deg. 53' 50" —

Bearings and Distances of Places. (p. 130)

Places. Miles

Falmouth to Sydney, direct westward S. 66 deg. W. 12,400 London to Icy Cape 3,775, add circle 100 N. & S. 3,875 Icy Cape to Canton S. 48 deg. W. 4,200 Ditto to Sydney, New South Wales S. 19 deg. W. 6,600 Ditto to Port Illuluk, Oonoolashka S. 8 deg. W. 995 Port Illuluk to Colombia River S. 75 deg. E. 1,750 Christmas Isle to Sydney, New South Wales S. 54 deg. W. 3,650 Ditto to Canton N. 76 deg. W. 5,250 Owhyhee to Otaheite S. 8-1/2 deg. E. 2,250 Falmouth to Panama direct S. 56 deg. W. 4,450 Ditto ditto by Barbadoes and Jamaica 5,285 Port Culebra to Manilla N. 89-1/2 deg. W. 9,022 Cape of Good Hope to Batavia N. 71 deg. E. 5,200 Batavia to Canton N. 18 deg. E. 1,830 Canton to Pekin 1,440 Batavia to Manilla N. 35 deg. E. 1,510 Canton to Kamschatka N. 47 deg. E. 2,900 Ditto to Jeddo N. 62 deg. E. 1,610 Kingston, Jamaica, to Port Culebra S. 50 deg. W. 680 Ditto to River St. Juan S. 44 deg. W. 585 River St. Juan to Rialejo N. 66 deg. W. 235 Falmouth to Port Culebra, direct S. 60 deg. W. 4,650 Ditto to ditto by Barbadoes, Jamaica, &c. 5,345 Jamaica to Chagre S. 21 deg. W. 550 Chagre to Panama S. 52 deg. E. 33 Panama to Point Mala S. 15 deg. W. 95 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 deg. W. 1,180 Acapulco to St. Blas N. 48 deg. W. 420 St. Blas to Cape St. Lucas N. 73 deg. W. 274 Panama to Guayaquil S. 30 deg. W. 670 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 Rialejo, direct, to Sydney, New South Wales S. 68 deg. W. 7,400 Panama to Sydney S. 71 deg. W. 7,850 Ditto to Canton N. 85 deg. W. 9,700 Ditto to Owhyhee N. 82 deg. W. 4,650 Ditto to Otaheite S. 69 deg. W. 4,450 Rialejo to Canton N. 86 deg. W. 9,170 (p. 131) Ditto to Owhyhee N. 84 deg. W. 4,100 Ditto to Otaheite S. 64-1/2 deg. W. 4,150 Ditto to Christmas Isle S. 81 deg. W. 4,000 Christmas Isle to Otaheite S. 22 deg. E. 1,190 Owhyhee to Canton N. 88 deg. W. 5,200 Ditto to Sydney S. 46 deg. W. 4,500 Otaheite to Sydney S. 79 deg. W. 3,400 Rialejo to Manilla N. 89 deg. W. 8,860 Ditto to St. Peter and St. Paul, Kamschatka N. 66 deg. W. 6,000 Ditto to Pekin N. 79 deg. W. 8,600 Ditto to Jeddo, Japan N. 79 deg. W. 7,300 Colombia River to Canton S. 77 deg. W. 6,200 Icy Cape to Kamschatka S. 49 deg. W. 1,280 Rialejo to Port Illuluk, Oonoolashka S. 57 deg. W. 4,550 Rialejo to Colombia River S. 47 deg. W. 3,000 Jeddo to Canton S. 62 deg. W. 1,610 Manilla to Canton N. 41 deg. W. 680 Batavia to Jeddo N. 53 deg. E. 3,100 Cape of Good Hope to Hobart Town S. 85 deg. E. 6,000

The course of mails from Falmouth to Canton, by Isthmus of America, by Rialejo, will be 173 days; and to Sydney, by the same route, 158 days.

Isthmus of America.

The appearance of the Isthmus of America, from Darien to the borders of Mexico, indicates, in a very forcible manner, that this portion of the earth is a fragment of a larger portion, which had, at some important epoch, been to a great extent submerged around it, and that the present Isthmus is the remains of a wider continental tract. In several places within the limits mentioned, the ridges are broken, and the country abounds—in fact, is studded—with high peaks, isolated, yet greatly elevated. To the southward of Lake Nicaragua, between 9 deg. and 10 deg. North latitude, about Cortago or Carthage, the land, or rather ridge, is so elevated, that although within thirty miles of the Pacific on the one hand, and forty miles of the Atlantic on the other hand, yet during the winter months, from November to March, frost and ice abound. The climate everywhere, in the interior parts, is represented as being very healthy, and the country fruitful and pleasant.

Chagre and Panama. (p. 132)

Long. Chagre, according to Capt. Forster, from Greenwich, in time, 5h 19' 49.27" Observatory of Panama, East of Fort Lorenzo, Chagre, according to Capt. Belcher, in time 1' 52.8" Gorgona, East of Chagre 1' 8.7" Panama, East of Gorgona 43.7" Porto Bello, according to Capt. Forster, from Greenwich, West, in time 5h 18'

THE END.