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diff --git a/.gitattributes b/.gitattributes new file mode 100644 index 0000000..6833f05 --- /dev/null +++ b/.gitattributes @@ -0,0 +1,3 @@ +* text=auto +*.txt text +*.md text diff --git a/20702-8.txt b/20702-8.txt new file mode 100644 index 0000000..4e64eac --- /dev/null +++ b/20702-8.txt @@ -0,0 +1,5893 @@ +The Project Gutenberg EBook of A General Plan for a Mail Communication by +Steam, Between Great Britain and the Eastern and Western Parts of the World, by James MacQueen + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + +Title: A General Plan for a Mail Communication by Steam, Between Great Britain and the Eastern and Western Parts of the World + +Author: James MacQueen + +Release Date: February 27, 2007 [EBook #20702] + +Language: English + +Character set encoding: ISO-8859-1 + +*** START OF THIS PROJECT GUTENBERG EBOOK MAIL COMMUNICATION BY STEAM *** + + + + +Produced by Adrian Mastronardi, The Philatelic Digital +Library Project at http://www.tpdlp.net, Christine P. +Travers and the Online Distributed Proofreading Team at +http://www.pgdp.net (This book was produced from scanned +images of public domain material from the Google Print +project.) + + + + + + + + + + A GENERAL PLAN + + FOR + + A MAIL + + COMMUNICATION BY STEAM, + + BETWEEN + + GREAT BRITAIN + + AND THE + + EASTERN AND WESTERN PARTS OF THE WORLD; + + ALSO, TO + + CANTON AND SYDNEY, WESTWARD BY THE PACIFIC; + + TO WHICH ARE ADDED, + + GEOGRAPHICAL NOTICES + + OF THE ISTHMUS OF PANAMA, NICARAGUA, &c. + + With Charts. + + + + + By JAMES M'QUEEN, Esq. + + + LONDON; + B. FELLOWES, LUDGATE STREET. + 1838. + + + + +Startling as the subject of connecting China and New South Wales (p. vi) +with Great Britain, through the West Indies, may at first sight +appear, both as regards time and expense, still few things are more +practicable. The labour and expense of crossing the Isthmus of +America, either by Panama or by Lake Nicaragua, by a land conveyance, +is trifling. With eight steam-boats, ONLY FOUR ADDITIONAL to the +number already in the West Indies, added to the present sailing-packet +establishment, the whole Plan for the Western World, extending it +westward to China and New South Wales, can, in the mean time, as the +following pages will show you, be put into execution to the fullest +extent, with a very great saving in time, and with very great +regularity. A water communication moreover will, I feel convinced, and +at no distant day, be carried through the American Isthmus--say by +Lake Nicaragua--when the sailing packets for the Pacific may run +direct between Jamaica and Sydney, New South Wales, and Canton-China. + +In the estimate for the cost of steam-boats to be employed in the +service proposed, I have been chiefly guided by, and adhere to, the +statement made by that able and practical engineer Mr. Napier, of +Glasgow, in his evidence to the Post-office Commissioners in 1836, +that steam-boats of 240-horse power, and 620 tons burthen, could be +furnished at from 24,000_l._ to 25,000_l._ At this rate the total +yearly cost of mail communications by the aid of steam, to every +quarter which has been adverted to in the subsequent pages, will (p. vii) +be as stated in the following brief summary. Reference No. 1, shows +the expenditure, keeping the Red Sea route confined to India only, and +extending the communication to China and Sydney by the Pacific, from +Panama or Rialejo. No. 2, the expense, confining the communication by +the Cape of Good Hope to India only, and extending the communication +to Canton, &c. across the Pacific as before. No. 3, shows the +expenditure for the Western World, the work performed by steam in the +West Indies, and steam from Falmouth to Fayal, with sailing-packets +for the remainder of the work; and the whole expense, by extending +sailing-packets to China and Sydney westward across the Pacific, but +limiting the communication by the Red Sea to India only. Lastly, No. +4, shows the expenditure of the communications made in a way similar +to No. 3, limiting the conveyance by the Cape of Good Hope to India +only: (see also Appendix No. 2, p. 128.) + + No. 1. No. 2. No. 3. No. 4. + Western World £279,250 £279,250 £161,615 £161,615 + East Indies, &c. 128,850 187,978 128,850 187,978 + Pacific 63,000 63,000 63,000 63,000 + -------- -------- -------- -------- + £471,100 £530,228 £353,465 £412,593 + -------- -------- -------- -------- + +It is, however, to that portion connected with the Western World that +the immediate and particular attention of yourself and the other +members of Her Majesty's Government is particularly requested. The +other parts, above alluded to, may hereafter not be deemed (p. viii) +unworthy of your consideration, and the consideration of the Public. +Carried into effect in a decided manner, and as speedily as the nature +and extent of the machinery required will admit, it would produce +great and lasting advantages to the British empire, and confer great +honour upon the British Government and the splendid Post-office +establishment of this country. + +Permit me to observe, that the speedy conveyance of mails outwards, to +any place, is but a _minor_ point gained, unless the returns are made +regular and equally rapid, and so combined, that while every place +possible can be embraced in the line, no place shall obtain any undue +advantage over another. These points can never be lost sight of in +planning or arranging any mail communication, but more especially a +communication like that at present proposed. + +No narrow or parsimonious views on the part of this great country +ought to throw aside the plan particularly alluded to, or leave it to +be taken up and split into divisions by parties, perhaps foreigners, +who will then not only command the channels of British intelligence, +but be enabled to demand what price they please for carrying a large +and important portion of the commercial correspondence of this +country. The Public, moreover, can only repose implicit confidence in +a mail conveyance under the direction and the responsibility of +Government. Further, it is scarcely necessary to point out, or to (p. ix) +advert to, the immense advantages which the Government of Great +Britain would possess, in the event of hostilities, by having the +command and the direction of such a mighty and extensive steam power +and communication, which would enable them to forward, to any point +within its vast range, despatches, troops, and warlike stores. From +Falmouth, letters might be at Sydney, New South Wales, in +seventy-five, and at Canton-China in seventy-eight days, by employing +sailing packets only, to cross the Pacific from the Isthmus of +America. Letters from Falmouth, by way of Barbadoes, Jamaica, and +Chagre, could be at Lima in thirty-five days. + +To give greater security to the mails, and comfort and accommodation +to passengers, &c. a class of sailing-vessels rather larger than the +generality of those at present employed in the West Indies, ought to +be engaged; and for this purpose, a larger sum annually must be +allowed to defray the expense. Some of those at present employed, such +as the Charib, may do, but sloops are too small for the service. + +It is only within these few months that a mail communication, and that +very uncertain and irregular, has been commenced with the British +Empire in Hindostan, containing 100,000,000 of people. With the +rapidly rising colonies in British America, containing 1,700,000 +enterprising inhabitants, there is still but one ill-regulated mail +conveyance, by a sailing-packet, each month. Such a state of things (p. x) +is neither creditable nor safe to a country like Great Britain. +The population of these colonies must be left far behind their +neighbours in the United States in all commercial intelligence, and +the interests of the former must consequently suffer greatly. + +The steam-boats to be employed in the service contemplated, although +of the high power mentioned, need not be of the same tonnage as +vessels of an equal power which are built for the sole purpose of +carrying goods. Consequently, a considerable expense in building the +former will be saved. Mails never can be carried either with +regularity or certainty in vessels, the chief object and dependence of +which is to carry merchandize. The time which such vessels would +require to procure, take in, and discharge cargoes, would render +punctuality and regularity, two things indispensably necessary in all +mail communications, quite impracticable. Any attempt to resort to +such a system, more especially in a quarter where steamers would have +so many places to call at as these will have in the West Indies, would +throw every thing into inextricable confusion. Steam-boats carrying +mails and passengers should be the mail-coaches of the ocean, limited +as mail-coaches on land are to cargoes, and as near as possible to the +tonnage pointed out in the following pages. The steamers to be +employed in the service contemplated should also be built broad in the +beam, of a light draught of water, and in speed, accommodation, and (p. xi) +security, must be such that no others of equal powers can surpass them. + +The liberality of MR. JOHN ARROWSMITH, so well known for his +geographical knowledge and geographical accuracy, has enabled me, +without the labour of constructing it, to present to you and to the +public the Chart of the World, between 70° N. lat. and 60° S. lat., on +Mercator's projection, which accompanies the present sheets. On it I +have laid down all the routes of both steamers and sailing-packets, to +every quarter of the world that has been adverted to; and further +added a Chart of the West Indies, and of the Isthmus of America, drawn +by myself, and corrected by the latest authorities. + +The timid and the interested will throw every doubt upon the success +of such an undertaking. What is going on in the world is the best +answer to doubts and fears on this subject. What takes place in other +quarters will take place in the quarters alluded to, namely, success +where failure was anticipated. + +In a vast undertaking like the plan proposed, the interests of the +Government and the general interests of the public must be specially +kept in view and particularly attended to. By attending closely to +these interests, the Government will find that it best and most +effectually consults the interests of individuals, places and +communities. No partial or local interest or opposition (such may (p. xii) +in this, as in most other concerns, appear) ought to be listened to. +Any such opposition can only proceed from prejudice, or ignorance, or +self-interest; and a little experience will satisfy the public, and +convince even such opposition, that the fact is so; and, moreover, +that in the arrangements proposed, no interest in any quarter has been +neglected. + + I have the honour to be, + Sir, + Your most obedient humble servant, + + JAMES M'QUEEN. + + London, 14th Feb. 1838. + + + + +A GENERAL PLAN FOR CONVEYANCE OF MAILS BY STEAM, &c. &c. (p. 001) + + + + +INTRODUCTION. + + +The conveyance of mails and despatches from one place to another is of +the utmost possible importance to individuals, and to a country. The +rapidity and regularity with which such communications can be made, +gives to every nation an influence, a command, and advantages such as +scarcely any thing else can give, and frequently extends even beyond +the sphere of that influence and that command which the direct +application of mere physical power can obtain to any government or +people. + +Much as Great Britain has already done, in this respect, to connect +and to communicate with her very extensive, valuable, and important +foreign dependencies, still much more remains to be done, to give her +those advantages, and that influence, and that command which she might +have, which she ought to have, which all her great interests require +she should have; and which the power of steam, together with the late +great improvements in machinery, can and ought, in a special manner, +to secure unto her, her commerce, her power, and her people. + +In no quarters of the world could the application of the power and the +improvements alluded to prove so advantageous to the commercial (p. 002) +and the political interests of Great Britain as in the East Indies, in +the West Indies, and in those places connected with these quarters; +and also in all those countries and places which afford the safest and +the speediest means of connecting the chain closely which tends to +enable her to communicate more frequently, more rapidly, and more +regularly with these places; and, at the same time, all these +quarters, and her own possessions, with the parent State. + +The object being a national one, it ought to be carried into effect by +the nation, without reference to the mere question of pounds shillings +and pence; that is, whether it is to become a directly remunerating +concern or not. While the important subject ought to be taken up in +this manner by the Government of Great Britain, it may be observed +that the plan requisite, carried into effect in the most extensive +manner, will certainly remunerate fully the Government or the +individuals who may undertake the work, either on the general or on +the more limited scale; but the higher, the more the scale is +extended. + +In fact, unless the plan is carried into effect on an extensive scale, +it will not prove a concern so remunerating as it would otherwise be, +because it is only by connecting different places in the line, or +within the sphere of communication, that a greater number, or rather a +sufficient number, of letters and passengers can be obtained; and +unless the communications are sufficiently frequent and regular, both +letters and travellers will continue to find private traders and ships +in general the quickest mode of proceeding on and getting to the end +of their journey, or the place of their destination. + +The position of the United States, in the western world, and the very +extensive trade which these States carry on with every part of that +quarter of the world, and indeed with every quarter of the world, +gives the merchants of these States, constituted as the packet +arrangements and communications of Great Britain with foreign parts +now are, an opportunity of receiving earlier intelligence regarding +the state of many important foreign markets than British merchants in +general enjoy, except such as are immediately connected with +establishments in the United States, and by which means both obtain +decided advantages over the rest of the commercial community. (p. 003) +This ought not to be the case in a great commercial country like Great +Britain. It is a fact quite notorious, that from almost every quarter +of the western world the earliest intelligence is almost uniformly +received through the United States. The whole correspondence of the +important British Provinces, the Canadas, comes through these States. +It is also notorious, that, by means of our own commercial marine, +intelligence is generally received from many foreign countries earlier +than by Government Packets. Indeed, it is not uncommon among merchants +to return, unopened, to the Post-office many letters in originals, +they having previously received the duplicates by private merchant +ships. Besides, it is well known that vast numbers of letters from +Great Britain to Foreign States are sent through the United States, +because these go earlier to their place of destination. In these +various ways a great Post-office revenue is cut off, while the +mercantile world are put to a great inconvenience and uncertainty. It +is not befitting that the first commercial country in the world should +remain dependent upon the private ships of another commercial and +rival state for the transmission of commercial correspondence. If such +a deficient system is persevered in, the result will most infallibly +be, that that country which obtains, and which can obtain, the +earliest commercial information, will, in time, become the greatest +and most prosperous commercial country. + +It is, in fact, quite impossible that the commercial interests of any +country can ever compete with the commercial interests of another +country, unless the one have equally rapid, frequent, and regular +opportunities and means of correspondence and conveyance with the +other. If the merchants of other countries have quicker and more +frequent communications with any particular quarter of the world, than +the merchants of the United Kingdom have, it is obvious that the +former will obtain a decided advantage over the latter, in regulating +and directing all commercial transactions. + +The foreign trade of Great Britain, besides forming an immense moving +power for giving activity to every branch of internal industry, trade, +and commerce, becomes also, from the correspondence to which it (p. 004) +gives rise, and by which it can alone be carried on, an immense and +direct source of Post-office revenue: but the direct postage derived +from the correspondence required in the foreign trade, great as it is, +is small when compared to the addition which the correspondence in the +foreign trade directly and immediately gives to the internal postages +of the kingdom. If it is examined narrowly, it will, it is not +doubted, be found that almost every letter of the moiety of those +which come from the British transmarine possessions, and from other +foreign parts, whether by packets or by merchant ships, (of the +latter, it may be said, a number equal to the whole which pay postage +do, because the very great number of letters directed to consignees +come free,) produces, perhaps, _ten letters_, on which the largest +single internal postages are charged and paid. This arises from orders +sent to different places to tradesmen, mechanical and manufacturing +establishments for goods; orders for insurance; invoices sent; +payments, in consequence, by bills or orders, and in bills transmitted +for acceptances, &c. &c. + +In all mail communications, such as those which are about to be +considered, the point to be kept steadily in view, and one which is +absolutely indispensable, is to connect and to bring the return mails +and the outward together, in such a manner as that every intermediate +place shall have the full benefit of both, without trenching upon the +general interests, or occasioning any unnecessary detention or delay. +This great and essential point is more particularly necessary to be +attended to in the conveyance of mails by sea to distant parts, +especially if conveyed by steam. In the quarters about to be noticed, +the point alluded to will be shown to be more than in any other +quarter necessary. Without this is effected, nothing beneficial is, in +fact, effected; and to secure the object, a commanding power is +obviously and indispensably necessary. For various reasons, which it +is considered unnecessary here to state, steamers of 250-horse power +each, will be found to be the best and most economical class of +vessels to employ in the service contemplated. + +The next and a still more important point to attend to, and to (p. 005) +keep in mind, is to have always in readiness, and at well-selected +stations, a sufficient quantity of coals to supply each boat: without +such are at command, no movement can take place; and unless the supply +is ample, and always at hand, no regular communication can ever be +carried on. Wood, indeed, may be procured in some stations in the West +Indies, but not in all; while even where it can be obtained, it will +be found to be dearer than coal. The quantity also necessary for a +vessel of large power, and for a voyage of any considerable length, +would far exceed the room that could be afforded, in a vessel of +properly regulated tonnage. A supply of coals, moreover, could be had +at all the places to be brought into notice by care, and foresight, at +moderate rates, and at the rates taken in the subsequent calculations. +Merchant vessels, bound to all quarters, so soon as they perceived +that they were sure of a market, would take a proportion of coals as +ballast; and others would be glad to take a portion even beyond that, +to aid them in completing their cargoes, instead of remaining, as +vessels both at Liverpool, Glasgow, &c. frequently do, some time, till +they can obtain a sufficient quantity of goods to enable them to do +so: while such vessels could at all times furnish in this way a +sufficient supply of coals, at moderate rates, and still afford to +them a fair profit; such assistance in loading, by enabling vessels to +sail at short and regularly stated periods, would become of the most +essential service to the commercial interests of this country. + +The time hitherto occupied by steamers in taking in coals, in almost +every place, has constituted of itself a considerable drawback on +steam navigation: it may, to a great extent, be avoided. Let +carriages, such as are used on the railroads for carrying coals at +Newcastle, &c. be constructed with iron handles. These may be made to +hold one and a half, or two tons of coals (either of these weights, it +is supposed, might be hoisted into a vessel without difficulty), and +be all filled and placed on a raft or punt ready at each depôt, thirty +to sixty in number, according to its importance, awaiting the arrival +of the packet steamer. The moment she comes into port, the punt will +be alongside, and the whole will be hoisted in in a few hours, the +place for receiving them being always, and during the voyage, (p. 006) +prepared for them. In this way 120 tons of coals may be taken in +within a very short space of time; the buckets first emptied, +refilled, and emptied again, to a considerable extent, in a period of +no great additional time. At smaller depôts and ports, the steamer +might hoist in thirty or forty tons of coals during her shorter time +of stoppage; and thus steamers, without any material delay, would +always have a sufficient and certain supply of fuel. The coals at all +the depôts should be well covered and protected from the sun. + +Further, on this head, most of the small coal (the best) which goes to +waste at the depôts, may be saved by the following simple +process:--Let it be mixed with a little clay, considerably diluted, +then made into small balls, and afterwards dried in the sun (a rapid +process within the tropics), and then taken on board with the others +when wanted. It burns with great force. It is so used on estates in +the West Indies for Stills. The saving is great, and the labour of +making it up exceedingly light. A child may almost perform it. + +It is necessary to observe, that steam-boats for the torrid zone must +be fitted up and out in a manner considerably different, more +especially in their hatches, from the best and most splendid boats in +this country. For the convenience and health of both the passengers +and crews, those for the torrid zone must, in every part, be more +roomy and airy, yet so constructed as to be closed in the speediest +and securest manner in the event of a hurricane; consequently they +will require less expense in building, and fitting up of cabins, &c. +than the crack boats in this country, in order to make them so. + +In all the distances stated, there are, be it observed, included in +the time allowed, three or four hours to land and take in mails and +passengers at every place where the steamers may have to touch; and at +the more important stations, at least six hours beyond the longer +periods allowed for stoppages for coals and mails, &c. It will be +necessary to give six or eight hours at Barbadoes before the departure +of the steamer, that Government despatches may be forwarded. In fact, +the steamer should always, and only leave that island at sun-rise on +the day following that whereon the packet arrived from England, (p. 007) +because by doing so, it would reach St. Thomas at daybreak on the +second morning (the navigation at that island is rather dangerous +during the night), clear it, and reach St. John's, Porto Rico, with +daylight, and in consequence Cape Nichola in daylight also, on the +second day thereafter. + +The old _Galatea_ frigate might be carried up from Jamaica and moored +at Cape Nichola Mole, on board of which those mails and specie may be +deposited, that require to be disembarked from such steamers, &c., as +cannot be detained till the packet arrives to receive them. This, +however, will seldom be the case, nor to any great extent; as the +homeward-bound packet, whether steamer or sailing-vessel, will almost +always be at Cape Nichola before the steamer gets up from the leeward. +She may also be used to hold coals for a supply for the steamer to a +certain extent. + +Let the fact be urged in the strongest manner, that a communication +once a month, to any given place, will never pay, nor answer any great +or good purpose. Mails, or rather letters and passengers, will not +wait for such a length of time, especially when these could, as for +example from the Havannah, almost be in England, by way of New York, +in the interval that would elapse between the departure of one packet +and another, when there was only one packet in the month; but give two +each month, and neither could ever be so. + +The arrangements, and the extent of the internal Post-office +establishments of Great Britain, are upon the most splendid and +efficient footing. There is nothing of a similar kind in any other +country, either in management, or combination, or regularity, that can +equal or even be compared to them. It is, however, much otherwise with +all her transmarine mail communications. They are all particularly +deficient in combination, limited in their operations, and inefficient +as regards the machinery employed to carry the mails. This, in a more +particular manner, is the case with the West Indies: the small sailing +vessels there employed are generally very unfit for such a service, +and the steamers sent out to work them, with the exception of the _Flamer_, +being only of 100-horse power, and besides badly constructed, are (p. 008) +wholly unfit for the service in any way; and even the vessel named, +which is 140-horse power, though much superior to any of the other +three, the _Carron_, the _Echo_, and the _Albyn_, is still too small +to perform her work in proper and reasonable time, or to stem the +currents and trade winds, to say nothing of tempests, which, as +regards the two former, constantly prevail in the seas in that quarter +of the world. + +It may also be remarked, that to extend or to add to the number of +post communications, does not add proportionally to the machinery +necessary for the conveyance of these: in other words, if the +communications are doubled in number, the machinery used for +conveyance is not necessarily doubled, nor the expense consequently +doubled. Take, for example, the station between Barbadoes and Jamaica: +with two mails each month, this could not be effected with fewer than +three steam-boats; but the same number of steamers will, without +inconvenience, extend the communication to Havannah, and take in, at +the same time, several important places extra. A judicious and proper +combination and regularity in all movements can, with the same +machinery, and with but little additional expense, perform, in some +instances double, and in many instances nearly double work. + +The objects for making Fayal, in the Western Islands, a central point +of communication, are as follow:--First, it is directly in the course +for the West Indies; so nearly so for Rio de Janeiro in the outward +voyage (in the homeward it is the best course), that if not actually +the best course, as it is believed it really is, the deviation, as +will afterwards more clearly appear, is not worth taking into account. +It is also the proper course for New York, and even not much out of +the way from the direct line to Halifax; while, considering the winds +and currents, the Gulf stream, for example, which prevail in the +Atlantic, steamers or sailing packets will make the voyage from +Falmouth to Halifax by this route as speedily, on an average, as if +they were to take the direct course. It is well known, that vessels +bound to the northern ports of the United States, go much to the southward +of the Western Islands. Secondly, it will save two steam-boats on (p. 009) +the North American line, and two more on the South American line, for +that distance (not fewer than two would do for each line); which, with +coals, yearly, would cost 41,600_l._ This, alone, ought to determine +the point. + +These steam-packets should be allowed to carry parcels, packages, and +light and fine goods, which could afford to pay a considerable +freight. This ought to be limited, however, not to exceed forty tons +in each vessel on each of the great lines (except Falmouth to Fayal, +which may be 120); and the small sailing vessels in proportion. These +things, without retarding the speed materially, would produce a +considerable return, but from which must come port charges, &c. If the +steamers are allowed to become mere vessels of freight, or for +carriage of goods, no regularity in their voyages could be expected. +To avoid delay, these articles could be landed and taken to the +Custom-house in every island and place, and delivered thence, under +the Revenue laws, to each owner. + +The greater extent to which combination can be carried on in the mail +circle, and the wider that that circle can be extended, so much +cheaper the labour of conveyance becomes, and the greater the returns +therefrom. Further, not merely the greatest possible speed, but the +greatest possible regularity, is the desiderata in the conveyance of +mails in any country: the latter, in particular, is more essentially +necessary than the former, and is, in fact, the life-spring of all +commercial communication. + +The work to be performed, in every quarter, must not only be well +done, but done within a limited time, in order to render it beneficial +and effective. Powerful boats, that can overcome the distance and the +natural obstacles that present themselves, can alone do this. +Small-power boats can never accomplish the work. Numbers will not +overcome the difficulties, nor come, as regards time, within the +limits required. + +Each packet steamer on each of the great lines, could and should return +unto Falmouth alternately, and the boats from Falmouth be prepared +to take the longer voyage in their stead. The time each will have +to stop at Falmouth will always allow of time for any material (p. 010) +examination and the repairs that may be necessary. + +Without actual experience it is impossible to place before the public, +in a correct point of view, the whole appearance and state of steamers +employed in the West Indian mail service, as seen last year--when the +whole extent of their voyages was travelled over in more than one of +them:--imagine a small ill-contrived boat, an old 10-gun brig, as the +_Carron_ is, for example, of 100-horse power, and thirty to forty tons +of coals on her deck; with a cabin about thirteen feet by ten, and an +after-cabin still smaller, both without any means of ventilation, +except what two ill-planned, narrow and miserable hatches, when open, +afford. Imagine a vessel like this starting from Jamaica, with ten or +fifteen passengers, and a crew of thirty-seven people, still more +miserably provided with room and quarters, to stem the currents, the +trade winds--(not to speak of storms,)--which blow, and the heavy seas +which roll, between that island and St. Thomas, especially in the +channel between the former and St. Domingo, and indeed in all the West +Indies: having the boiler immediately adjoining the cabin and sleeping +berths, and without any place to stow the luggage belonging to the +passengers,--and with the numerous mail bags crammed into the small +sleeping berths, or under the table,--and the public will have a faint +idea of a Government steam-boat; wherein, under a tropical sun and a +tropical rain, the passengers and crews are, with the hatches closed, +reduced to the choice, while choked with coal-dust, of being broiled +or suffocated. No human constitution can long stand this. Without +meaning any offence, truth must declare, that such a state of things +is a disgrace to England. + +The most urgent haste and necessity can alone bring individuals to +travel by such conveyances, and none will do so whose time will allow +them to look for other modes of conveyance and transport. Female +passengers, in particular, without female attendants, or room for +them, will never willingly undertake, certainly never repeat, a voyage +under such circumstances. It would seem that, in this respect, the +vessels belonging to the most powerful, enlightened, and civilized +Government in the world, are to be placed far below the level of (p. 011) +vessels belonging to their own subjects, and those of other nations; +although such vessels are expressly appointed to convey passengers. + +With these preliminary observations, it is proposed to consider the +details of a plan for the more extended conveyance of mails by +steam-boats, first to the WESTERN WORLD, under the separate heads into +which such a plan, necessarily and properly divides itself. In doing +this, it will satisfactorily appear that the more the plan is +extended, the less in proportion will the expenses attending the same +be, and the greater the returns be therefrom. + + +I. (p. 012) + +_Falmouth and Madeira, or one of the Western Islands, Department._ + +Either of the islands just named may be made central points of the +greatest importance for connecting the mail communications between +Great Britain and all the Western World. The Western Islands, however, +become a central point, more direct and convenient than Madeira, for +all the outward and homeward West Indian packets, and still more so +for all those which may be bound for New York and British North +America. In short, the packets for neither of the latter places could +go or come by Madeira without great inconvenience and loss of time; +whereas, neither would take place if Fayal is made the point of +arrival at and departure from. The latter island is directly in the +course of both the West Indian and homeward-bound South American +packets; and it may be said with equal accuracy, in the outward direct +course of these packets also. Although a little further removed into +the variable winds than Madeira, still it is well known that Fayal +once made, the greatest difficulties in the voyages of the +outward-bound packets are overcome. The distance, also, from Falmouth +to either of these islands is not materially different: from Falmouth +to Madeira direct, is 1170 geographical miles; and from Falmouth to +Fayal direct, 1230 miles. In the outward voyage Fayal is 300 miles +nearer Barbadoes than Madeira; and in the homeward, from Cape Nichola +Mole, 300 also. The distance between Madeira and Rio de Janeiro, and +between the latter and Fayal, is not greatly different, being (taking +in Bahia and Pernambuco) for the latter 3900 miles, and for the former +3800; but from the course which the homeward packet must take through +the trades, the distance to Madeira, as compared with the distance (p. 013) +and course to Fayal, would be increased by 250 miles. On the whole, +considering the advantages and disadvantages to arise from making +either of these islands, viz., Madeira and Fayal, the central points, +it would appear that the balance would considerably incline to be in +favour of any one of the central Azores, say Falmouth and Terceira or +Fayal. Fayal being taken as the central point to which and from which +the packets for the western world are to converge and to diverge, the +arrangements will run as follow:-- + +The steam-boats from Falmouth to Fayal would carry out all the mails +from Great Britain to the Western World; viz.: for British North +America, for New York, for the British West Indies and all the Gulf of +Mexico, and for the Brazils and Buenos Ayres, as also for Madeira and +Teneriffe. From Falmouth to Fayal is, course S. 55° W. distance 1230 +geographical miles. Two steam-boats of 240-horse power each would +perform this work out and home, giving two mails each month, each boat +returning with the mails for Great Britain from all the places +mentioned, to be brought to that island in a manner which will shortly +and more particularly be pointed out. In fine weather each boat would +make the voyage within six days, and in rough weather in seven +days,--but say seven days at an average. Each boat would be at sea 14 +days each voyage = 28 days monthly = 336 days yearly; 25 tons of coal +per day = 8400 tons yearly; which, at 20_s._ per ton, is 8400_l._ +annually. The yearly cost of the two boats for this station would +therefore be: (prime cost of two, 48,000_l._)-- + + Two boats' wages and provisions, &c., at £6200. 12,400 + Coals for do., yearly 8,400 + ------- + Total £20,800 + ------- + +The stoppage at Fayal would depend upon the arrival of the packets +with the mails from the Brazils, the West Indies, &c. &c., but the +arrangements for all these will be such as will bring the stoppage not +to exceed one or two days, and which will prove no more than sufficient +to take in coals, water, &c. &c. Despatched from London on the 1st and +15th day of each month, the steamers from Falmouth, with all the (p. 014) +mails, would reach Fayal on the 10th and 25th of each month, from +whence they would immediately be despatched to their ulterior +destinations. By this arrangement Government would save at least three +West Indian or Barbadoes packets, one Halifax and one Rio de Janeiro +packet (exclusive of six Mexican packets saved, but included in the +West Indian department), after giving to the two quarters of America +last mentioned two mails instead of one each month, and which saving +would, at least, be 21,000_l._ yearly. The voyages also from England +to every quarter connected with this arrangement would be greatly +shortened, even were the communications by steam to be carried no +farther; as every nautical man knows well that it is between the +Western Islands and the English Channel, whether outwards or inwards, +that the greatest detention in every voyage, whether it regards +packets or any other vessels, takes place. In a particular manner the +arrival of the outward packets at Barbadoes would be more regular, +almost quite regular; and thus _extra_ steam-boats in that quarter, on +account of the irregularities in the arrivals as under the present +system, would be rendered unnecessary; and the same thing may be said +of every other quarter to which the plan and the chain of +communication is intended to extend. + + +_Fayal._[1] + + [Footnote 1: The Island of Fayal is chosen as the + point of communication in preference to Terceira, + &c. because during the few months when one side is + exposed to storms, the other side is well + sheltered, and the distance is very short from the + one side to the anchorage on the other. As each of + the steamers from the westward and southward will + proceed to Falmouth in her turn, so if all the + mails are up at Fayal before the outward steamer + arrives from Falmouth, the steamer whose turn it is + to proceed on to Falmouth, will go forward with the + mails without any delay, except to take in coals.] + +All the outward mails from Great Britain to the western world, having +reached Fayal, they would be despatched from thence and return back to +it, under the following arrangements and regulations. Take them in +order as follow:-- + + +II. (p. 015) + +_Fayal and North America._ + +The rising importance of British America renders it highly desirable, +nay, absolutely necessary, that a more frequent and regular post +communication should be established with it. This might be done so as +to secure all the Post-office revenue derivable from the letters to +and from that quarter of the empire with Great Britain; and not only +so, but to draw from the United States unto England some of that +postage and some of those passengers which belong specifically to +those States. To carry this into effect, it must be done by +steam-boats, and Fayal made the point of communication from which the +mails are to diverge, and to which they are again to return. The point +of communication with Fayal should be either by Halifax to New York, +or to Halifax alone; from which place the steamer to run to the West +Indies could carry the European mails to and from New York. In each +way the details will be as follow:-- + + +_Fayal to New York, by Halifax._ + +From Fayal to New York direct is 2020 miles; and from Fayal to New +York, by Halifax, is 2160 miles. If this course is adopted, there +would be no need for any stoppages at Halifax, except to land the +outward mails, &c., and pick up the inward, or homeward-bound European +mails, &c. The steamers, with the outward mails on board, would +proceed from Fayal on the 10th and 25th of each month, and reach New +York, by Halifax, on the 7th and 23d of each month, or in thirteen +days. Leaving New York on the evening of the 9th or 10th, and the 25th +or 26th of the month, with the return mails from the States, and +calling at Halifax for all those from British America, the steamer +would reach Fayal in thirteen days, or on the 8th and 23d of each +month, exactly in time, as will by-and-by be shown, for the +homeward-bound West Indian and Brazil mails coming up to the same +place; and two days previous to the arrival of the outward packet (p. 016) +from Falmouth, after allowing two days to stop at New York, and having +one day to spare, in the event of severe weather on the voyage. The +course and time will be:-- + + Geo. Miles. Days. + + Fayal to Halifax 1640 10 + Halifax to New York 520 3 + Stop at New York " 2 + New York to Fayal, by Halifax 2160 13 + ---------- + Totals 4320 28 + ---------- + +Two steam-boats would perform this work, giving two mails each month, +prime cost 48,000_l._; wages, provisions, &c. &c. 6200_l._ each, +12,400_l._ Each boat would be at sea 26 and 26 = 52 days, monthly = +624 yearly; 25 tons of coals daily = 15,000 yearly, at 25_s._ per ton, +19,500_l._ + +This would, however, be close work for two boats, in the event of +accidents; and therefore a spare boat would be required, at an +additional expense of 24,000_l._ capital, and 6200_l._ yearly charges. +But two may be rendered quite sufficient by making Halifax, instead of +New York, the point of communication between Fayal and British North +America; the communication with New York to be taken up, and carried +on, by the steamers proposed to run between North America and the West +Indies, as explained and stated under the next head. Fixing the +communications in this way, the details, or the course and time, would +be:-- + + Geo. Miles. Days. + + Fayal to Halifax 1640 10 + Rest there, say " 8 + Halifax to Fayal 1640 10 + ----------- + Totals 3280 28 + ----------- + +Two boats would be quite sufficient to perform this service, and the +advantage would be gained of having a British port as the port for +trans-shipment. Each boat would be at sea 10 and 10 = 20 days each +voyage = 40 monthly = 480 yearly; coals, 25 tons daily = 12,000 (p. 017) +tons yearly, at 25_s._ = 15,000_l._ The periods for the arrivals and +departures of these Halifax and Fayal steamers will be found to agree +well with the arrivals and departures of the steamers to run between +Halifax and the West Indies, by way of New York, as minutely +particularized under the next head. + +Halifax ought to be made the point from which, and to which, all the +British North American, foreign, that is, transmarine correspondence, +ought to converge and diverge. It can be made to do so readily, and +with advantage, as the following distances will show:-- + + Distance. Geo. Miles. + + New York to Quebec N. 19° East. 390 + New York to Montreal N. 4° E. 305 + Halifax to St. John's, by Annapolis N. 71° W. 111 + St. John's to Quebec N. 66° W. 230 + Quebec to Montreal S. 58° W. 116 + +Thus it is obvious that Halifax is nearer England three and a half +days each way than New York; that much time would, by the above course +of post, between the mother country and all her North American +possessions, be saved, while all the advantages of carrying these +mails and passengers, &c. would be gained by British shipping and +British subjects. + +The communications could be carried on between Fayal and Halifax, &c. +by sailing packets instead of steam vessels; but then these sailing +packets, on account of the number of passengers which it is almost +certain would travel by them, would require to be packets of the +largest size, or first class. Their average voyages may be taken at +sixteen days each, with six or eight to stop at Halifax, which would +bring the full voyage to forty days. This would throw the return +letters always one mail, or fifteen days, later for Europe, than if +steamers were employed; but, at the same time, it would bring their +arrival at Fayal to be regular, and in sufficient time for the +succeeding homeward packet from Fayal; for, if they go beyond thirty +days, their return within forty-five days, _in this or in any other +station_, would meet the central point at Fayal equally well, as to +dates; but such a detention would not only occasion so much loss (p. 018) +of time to the course of correspondence, but give letters a chance of +reaching Europe sooner from New York direct. Two sailing packets would +perform this work in the unavoidably extended time mentioned, giving +two mails each month; first cost 9,500_l._ = 19,000_l._; yearly +charges 4200_l._ each = 8400_l._ + + +III. + +_North America and West Indies._ + +The intercourse between these quarters of the world, and also of each +of these with the United States, is already of great importance, and +will daily become more and more important, while there is, at present, +no mail communication between them. A regular, and frequent mail +communication in that quarter has become indispensably necessary. +While this fact must be admitted, it is of great importance to have as +many of the points of combination under the British flag as possible. +Keeping this desirable point in view, it is necessary to observe, that +this must be done, taking Havannah into the line; because, if it is +not included in the British line, it will be forthwith occupied by +parties from the United States, and letters, passengers, &c. both for +all North America and for Europe, from the West Indies, will go by +these States, New York for example. The arrivals and departures of the +steam packets on this line must also be calculated, and fixed so as to +agree with the arrivals and departures of the outward and +homeward-bound mails by Fayal, for North America, and also for all the +West Indies, southwards to Havannah and Mexico. + +The desirable object of bringing the most important central and +trans-shipping points under the British flag, can only be gained by +making in this case the run of the steamers to be from Halifax, by New +York, to the Havannah; or from New York, by Havannah, to Jamaica. +While the various ways by which this latter could be effected are (p. 019) +here stated, still the former will be found to be the most economical, +certainly not the most inconvenient, and, on many accounts, the +preferable mode. At Havannah the North American steamer would meet in +the most regular manner, and to a day, the steamers from Havannah to +Vera Cruz; and from Havannah to Jamaica, Barbadoes, &c. &c. The route +and time of these boats would be as follows:-- + + Geo. Miles. Days. + + Halifax to New York 520 3-1/2 + New York to Havannah 1140 6-1/2 + Stop at Havannah, say 2 + Havannah to Halifax, by New York. 1660 10 + ---- ------ + Totals 3320 22 + +Two powerful boats would be perfectly sufficient to perform this work, +giving two mails each month; first cost 48,000_l._, yearly charges +12,400_l._ Each boat would be at sea 20 days each voyage = 40 monthly += 480 yearly; coals daily, 25 tons = 12,000 tons yearly, at 25_s._ = +15,000_l._ + +The outward European mails would arrive at Halifax on the 20th and the +4th or 5th of every month, and at Havannah on the 31st or 1st, and +15th or 16th of each month. Leaving Halifax on the days above +mentioned, the steamers, by way of New York, would reach Havannah on +the 30th and 15th of each month, and, allowing two days at Havannah, +return to Halifax by way of New York, on the 14th and 29th, eight days +before the arrival there of the outward European packet, giving +abundance of time to rest. This steamer will bring back from New York +the answers to the letters received from Europe for the return packet +from Halifax to Fayal. These letters would reach New York on the 23d +and 8th of each month. The stoppage at New York by this steamer +returning northward could not be beyond one or two days. To meet the +West Indian and South American packets returning to the central point, +Fayal, the steamer, with all the North American correspondence, must +leave Halifax on the 29th or 30th, and the 13th or 14th of each month. +Considering attentively the calculations here made, it will be (p. 020) +found that they correspond accurately, and that in practice these +will work admirably, and without confusion or delay--points, in an +affair of this kind, of the greatest importance. + +The other plan, by which the communication between North America and +the West Indies can be opened up and carried on, is between New York +and Jamaica, by the Havannah. After considering it, in all its +bearings and details, the former will appear to be the most economical +and eligible. Calculating the whole of the General Plan to be carried +into effect, and by steam, the outward mails from Europe, _via_ Fayal +and Halifax, would arrive at New York on the 7th or 22d, or the 8th +and 23d, of each month; and those for the West Indies, _via_ Fayal and +Barbadoes, at Cape Nichola Mole, Hayti, on the 11th and 27th, or 12th +and 27th, and at Jamaica on the 13th and 28th of each month. The mails +from the westward and southward of, and for Jamaica, would +consequently return to that island on the 7th and 22d of each month. +The distances and time taken in three ways between Jamaica and New +York, by Havannah, would be-- + + (No. 1.) + + Geo. Miles. Days. + + New York to Havannah 1140 6-1/2 + Havannah by Matanzas, to St. Jago de Cuba 630 4 + St. Jago de Cuba to Kingston, Jamaica 170 1 + Jamaica " 2 + Jamaica to Cape Nichola Mole, by St. Jago 305 2 + Cape Nichola to Havannah, by Matanzas 540 3 + Havannah, Coals, &c. " 1 + Havannah to New York 1140 6-1/2 + ----- ------ + Totals 3925 26 + + (No. 2.) + + Geo. Miles. Days. + + New York to Havannah, by Matanzas 1140 6-1/2 + Havannah, Coals " 1 + Havannah to Jamaica, round Cape Antonio 685 4 + Jamaica, Coals, Mails, &c. " 2 + Jamaica to Havannah, by Cape Antonio 685 3 (p. 021) + Havannah, Coals " 1 + Havannah to New York, by Matanzas 1140 6-1/2 + ---- ------- + Totals 3650 24 + ---- ------- + (No. 3.) + + Geo. Miles. Days. + + New York to Havannah, by Matanzas 1140 6-1/2 + Havannah, Coals " 1 + Havannah to Jamaica, round Cape Antonio 685 4 + Jamaica, Coals, Mails, &c. " 2 + Jamaica to Cape Nichola Mole, by St. Jago 305 2 + Cape Nichola Mole to Havannah, by Matanzas 540 3 + Havannah, Coals " 1 + Havannah to New York 1140 6-1/2 + ---- ------ + Totals 3810 26 + ---- ------ + +The latter route (No. 3,) will, for various reasons, be the preferable +course. First, because while it embraces Havannah in the line, it +renders it unnecessary for the steamers to run twice over the same +ground that others do. Secondly, the steamer from Jamaica for the +eastward being able to leave that island, with all the return Colonial +mails from the westward and southward for North America, &c., at the +times, or in the space of time, mentioned, would reach Cape Nichola +Mole just in time to meet the downward steamer from Barbadoes, with +all the Colonial mails to the eastward of that place for North +America; and, consequently, could take in and proceed with these mails +without delay; and it might, at the same time, take in not only the +eastern Colonial mails for Matanzas and Havannah, but the outward +European mails for these places also, by which means these towns would +receive these two or three days earlier than they could by Jamaica. +The Mexican mails might also be forwarded in the same way; but to do +so would be of little use, inasmuch as the steamer for Vera Cruz could +not leave Havannah until the steamer from Jamaica arrived. + +Taking route No. 3 as the lines of communication between Jamaica (p. 022) +and North America, then the arrivals at Jamaica would be on the 5th +and the 20th of each month; and, allowing two days to stop at Havannah +outwards instead of _one_ day, and _three_ days at Jamaica instead of +two, the return steamers would leave Jamaica on the 8th and 23d of +each month, and reach Cape Nichola Mole on the 25th and 10th, which +place the steamer from Barbadoes reaches on the 11th and 27th, and the +Havannah and Chagres steamers return to Jamaica on the 7th and 22d of +each month; thus combining every movement requisite in a very clear +and satisfactory manner. + +The steamers on this route or station would be each 22 and 22 = 44 +days each month = 528 days yearly at sea; coals, at 25 tons daily = +13,200 tons, at 25_s._ per ton = 16,500_l._; which is 1500_l._ more +than the other. Moreover, the steamers (two) would be so closely +pressed for time as not to have the necessary rest for examination and +repairs, and consequently a third would be requisite, which would +increase the capital 24,000_l._, and yearly charges 6200_l._ above the +other plan. + +The mails on this station may, moreover, be carried by sailing +packets. By this mode of conveyance, however, the mails would be +longer on their voyages; those to and from Halifax, &c., being always +thrown behind one return mail for the steamer to and from Fayal with +the mail for Great Britain, and consequently be obliged to wait at +Halifax or New York for a succeeding one--but for which, however, they +would always be in ample time. The course and time by sailing packets +would be-- + + Geo. Miles. Days. + + Halifax to New York 520 5-1/2 + New York to Havannah 1140 10 + Stop at Havannah, say 2 + Havannah to Halifax, by New York 1660 15-1/2 + ---- ------ + Totals 3320 33 + ---- ------ + +which will allow abundance of time to stop at New York, going and +returning, and for meeting every possible contingency which may occur +in the voyage; as, if within forty-five days, it would be in time (p. 023) +to meet the corresponding packets to and from Europe. Two sailing +packets would be sufficient to perform this work, giving two mails +each month; prime cost, 9500_l._ each = 19,000_l._ and yearly charges +4200_l._ each, or 8400_l._ It may here be observed, that if all the +mails were carried by sailing packets on the four great lines, that +the times of their arrivals and departures would still connect and +combine properly, but, as has already been remarked, be always fifteen +days later in the course of the mails between the places mentioned +than if these were carried wholly and everywhere by steam. + + +IV. + +_Fayal and Brazil Department._ + +From Fayal steamers would proceed direct to Rio de Janeiro, calling at +Pernambuco and Bahia, and landing at the former place the mail for +Maranham, to be carried forward to that place, and brought back to +Pernambuco, to meet the steamer on her return to the northward, by a +good sailing vessel. The distance is 670 miles, which could be +performed in four days and six days, backwards and forwards. At Rio de +Janeiro the steamer will land the mails for Buenos Ayres and +Montevideo, which will be carried forward by sailing vessels to the +former place (distance 1060 geographical miles), and return from +Buenos Ayres, by Montevideo, to Rio de Janeiro, the same distance, say +in seventeen days, and in time to catch the following homeward-bound +packet. One sailing vessel would be sufficient for the Pernambuco and +Maranham station, and two of a superior class as at present for the +Rio de Janeiro and Buenos Ayres department; for, at the outset, steam +would be too expensive on the latter station, while it would take the +homeward-bound packet too far out of her way to make her call at +Maranham. + +From Rio de Janeiro the steamer will proceed for Fayal, calling at +Bahia and Pernambuco (distant from Rio 1000 miles), taking in the (p. 024) +Maranham mail at the latter place, stopping one day there for a supply +of coals, and then proceeding, reach Fayal in twenty days--including +stoppages, forty-five days forwards and backwards--and which, +accordingly, would bring the Brazil mails to Fayal to correspond with +the arrival there of the steamers from both the West Indies and +Halifax. The mails from the Brazils would, in this way, reach Fayal on +the 10th and 25th of the month. The route and time of these steamers +would be as follows:-- + + Miles. Days. + + Fayal to Rio Janeiro 3900 19 + Rio de Janeiro to Fayal 3900 20 + Stop at Rio " 2 + Do. at Pernambuco, &c., twice " 4 + ---- -- + Totals 7800 45 + ---- -- + +Three steamers would perform this work in the time specified, giving +two mails each month. Each boat would be actively employed, or at sea, +39 days each voyage = 78 monthly = 936 yearly; coals, at 25 tons daily += 23,400 tons yearly--which, at _25s_. per ton, will amount to +29,250_l._ Other charges, 18,600_l._ + +The mails on this station might also be carried by sailing packets, +and at much less expense, but the time occupied would be considerably +lengthened. Such sailing packets from Fayal to Rio de Janeiro would, +both in going and returning, pursue the same course that the present +packets do. The distance each way would be the same, and not +materially different from the course which the steamers would take. +The time occupied would be, twenty-seven days out, twenty-nine days +back, and four days to stop at Rio, &c.; in all sixty days. Four +packets would perform this service, giving two mails each month. The +cost of these packets would be 38,000_l._, and their annual charges at +4200_l._ each = 16,800_l._ In the event of accidents, however, either +on this or on the West Indian station, one spare packet would be +necessary, and require to be stationed at Fayal: this would increase +the capital laid out to 47,500_l._, and the yearly charge to 21,000_l._ +Four packets on this station would, in fact, under this (p. 025) +arrangement, give two mails each month; whereas, under the existing +arrangements, it requires five or six to give one mail each month. In +a few days, after leaving Fayal, it is well known that both the Brazil +and West Indian packets would be into the trade winds when +outward-bound; after which, the voyage is certain and secure. In like +manner in returning, after getting clear of the trade winds, the +Brazil, in about long. 38°, and the West Indian, from Cape Nichola +Mole, in about long. 70° W., each could steer to the eastward for +Fayal, with almost certainly southerly winds, and at all seasons of +the year, in weather comparatively mild to that which is met with in +more northern parallels. + +By steam-boats the course of communication between Great Britain and +Rio de Janeiro would be reduced to sixty days, and by sailing vessels, +from Fayal to that place, to seventy-five days, making fifteen days +more by the latter than by the former; but it may, however, here be +observed, that arriving so much later at Fayal, would still equally +correspond with the arrival of the West Indian and North American +sailing packets at that place. + + +V. + +_Fayal and Madeira, &c. Station._ + +Under the proposed general arrangement, the mails for Madeira and +Teneriffe could be sent twice each month from Fayal. Madeira and +Teneriffe, but more especially the former, have a good deal of +correspondence with the West Indies; all of which would be thrown into +a more tedious and circuitous route if the communications with Madeira +did not go and come by the Azores. The distance from Fayal to Madeira +is 630 miles, and from Madeira to Teneriffe 240 miles. One superior +sailing vessel would be sufficient to perform this work, giving two +mails each month. It is well known that from the winds which +generally prevail in those parts of the Atlantic, that a swift (p. 026) +sailing vessel would almost always make quick and certain passages. +The cost of such might be 1500_l._, and the yearly expense, say +800_l._ The expense for sailing vessels on this and the South American +station may be taken as follows:-- + + Capital. Yearly Charge. + + Fayal and Madeira, one £1500 £800 + Pernambuco and Maranham, one 1500 800 + Rio de Janeiro and Buenos Ayres, two 4000 2000 + ----- ----- + Totals £7000 £3600 + ----- ----- + +From Fayal to Teneriffe, by Madeira, and back, a sailing vessel could +complete the passage in fourteen days, and thus be always in time for +the next return steamer from Fayal to Falmouth. + + +VI. + +_Fayal and Barbadoes Station._ + +On the arrival of the steamer from Falmouth at Fayal, another steamer +would start for Barbadoes, carrying with it all the mails for every +place in the western Tropical World, from Demerara to Vera Cruz +inclusive, and also for Panama, and other places on the coasts of the +Pacific Ocean. The route from Fayal to Barbadoes is, course S. 47-1/2° +W.; distance, 2265 geographical miles. A steam-boat would perform +this, going chiefly through the trade winds, in twelve days. The +period of her return to Fayal must be regulated by the time which she +has to stop in the West Indies, and which will be more specifically +shown when that department is taken into consideration; but it cannot +be less, from Fayal to Fayal again, than forty-five days, of which +this boat will be at sea each voyage thirty-seven days. Four steamers +would do this work, having one, in fact, to spare, in the event of +accidents, either on this or on the Brazil station, and to relieve +alternately the steamers on either station; and this spare boat (p. 027) +would probably be best stationed at Fayal, or perhaps Barbadoes. Three +boats would, therefore, be actively engaged in performing the work +alluded to on this station; each would be at sea 37 days each +voyage--74 monthly, 888 yearly, which, at 25 tons of coals daily, will +require 22,200 tons annually--at 25_s._ per ton, will amount to +27,750_l._ + +The time and course of these boats will be more specifically stated +under the West Indian head. + +The cost would be thus:-- + + Capital. Yearly Charge. + + Four Steamers £96,000 £24,800 + Coals 27,750 + ------- + Yearly charges £52,550 + ------- + +The mails, also, on this station, might be carried by sailing packets, +and which would require to be of the very first class. Their time from +Fayal to Fayal again, would be, say nineteen days to Barbadoes; +seventeen days to stop in the Colonies; and twenty-four days from Cape +Nichola Mole to Fayal (2600 miles), together sixty days; and which +brings the return of this sailing vessel to Fayal to correspond with +the arrival of the packets from Falmouth, and of the mails from South +America, and from North America, at that place. Four packets would be +sufficient for this station, giving two mails each month. Their cost +would be 38,000_l._, and their yearly expenses at 4,200_l._ each, +16,800_l._--considerably cheaper than steam, but lengthening, as has +been seen, the communication between Great Britain and that quarter of +the world, _fifteen_ days. A spare packet might be necessary, but the +cost of that has been included, and stated under the South American +head. + + +VII. (p. 028) + +_The West Indian Station._ + +This station is one of the most important, and extensive, and +complicated of the whole, and one where steam-vessels can be employed +with the most beneficial effects. The prevailing winds and currents, +however, render it necessary that the vessels employed should be of +high power, in order to enable them to stem those winds and currents. +Into the Gulf of Mexico, through the Windward islands, sets; first, +the equatorial current; secondly, the prodigious current occasioned by +the influx of the waters of the great river Maranon, and of the +several rivers which flow through British, Dutch, and French Guiana; +thirdly, the current occasioned by the influx of the waters of the +great river Oronoque, through the Gulf of Paria, between the island of +Trinidad and the mainland of South America. These united waters, +directed by the trade winds, blowing always from the eastward, +occasion a current of such force, running westward from the Windward +Islands to the shores of Mexico, that it is frequently impossible for +the best sailing vessels to make their way through it. Steam-boats, +therefore, of at least 240-horse power, are indispensably necessary, +in order that they may not only be able to stem these winds and +currents, and carry a sufficient quantity of coals, but also to afford +spacious and well-ventilated accommodation, both for the crews +attached to them, and also the passengers which may travel by them. +Without such, neither the one nor the other could ever enjoy health, +nor could the despatches of Government, and the correspondence of +individuals, be conveyed with that celerity and regularity which these +could otherwise be, and which it is necessary that they should be. + +In carrying a more general plan into effect, no reasonable or +necessary expense ought to be spared by the country. In such a general +plan it will be seen by the subsequent details, that the (p. 029) +steam-boats of the power mentioned, assisted by nine sailing schooners +(at present ten, are employed in less than half the work,) would be +sufficient to convey the mails from Barbadoes to every place of +importance in the western Tropical Archipelago, or connected with it. +This force would give two mails each month to every island and colony +from Demerara to Vera Cruz; taking in Laguayra, Carthagena, Chagres, +Honduras, the principal parts of Cuba and Porto Rico. From Demerara to +Havannah and Chagres, &c. inclusive, every colony and place would be +able to reply to the letters received from Europe, or the Colonies, by +the same packet which brought them; and still that packet remain in +the West Indies a shorter period than the packets now do. + +In this department there are two stations, however, of such vital +importance, that the considerable additional expense which will be +required to place steam-boats on them from the outset, ought not to be +taken into consideration. These are, first, the station between +Jamaica and Chagres; and, secondly, the station between Jamaica, Cuba, +and Vera Cruz. The first goes to connect the Great Pacific Ocean, and +the coasts thereof, with Europe and the eastern coasts of America, and +on which former coasts a steam mail communication has been already +concerted. Through the channel from Panama to Chagres will be +concentrated, as it were, into a funnel the whole movements, +travelling and mail communications and money transactions of the +western coasts of America, from California on the north, to Valparaiso +on the south, the whole of which again must converge to and diverge +from Jamaica.[2] The second station, or that from Cuba to Vera (p. 030) +Cruz, is little inferior in importance to the other, that town and +Tampico being the great outlets of the trade and the commerce, but +more especially the outlets of specie from the kingdom or empire of +Mexico. A steamer on this station becomes indispensable, in order to +secure the safe conveyance of specie, because small sailing vessels +would be liable to be attacked and plundered by pirates. With steamers +all would be safe. + + [Footnote 2: Should the Colombian Government + obstinately and ignorantly oppose the transmission + of mails across the isthmus from Chagres to Panama, + or propose to shackle this point of communication + with unreasonable and inadmissible restrictions, + then in that case there remains a point, it is + believed, more practicable, safer, and more + eligible, where the communication could be + effected, namely, in the State of Guatemala, or + Central America, by the River St. Juan's and Lake + Nicaragua, both of which are navigable for vessels + of any size. The south-west shores of the lake in + question approach to within fourteen or fifteen + miles of the Pacific, and this distance, in one + place, through a valley nearly level throughout, + and at but little elevation above the level of the + sea. From Lake Managua, or Leon, the distance to + the sea is still shorter, being, in one place, + according to good maps, not more than eight to ten + miles. From this lake also, and the capital, Leon, + the distance north-west to Rialejo, a fine port on + the Pacific, is twenty-three miles, and through an + accessible, if not very easy country. The + Government of the Republic of Guatemala, or Central + America, would doubtless be ready to afford every + facility to open such a communication, which would + prove the greatest and most certain means of + improving their country. Moreover, if a ready + communication is once afforded, from any point on + the east coast of America, in the places alluded + to, it would speedily become the object and the + interest of the Chilian, the Peruvian, and the + Mexican Governments to watch and to see that the + communication with the world to the eastward should + not only be rendered secure, but be maintained. + Also, with a communication opened in this quarter, + such as it is believed can be opened, the commerce + and communications between North America and + Europe, and New South Wales, China, and all Eastern + Asia, would most certainly, as it could most + advantageously and expeditiously, be carried on by + it.] + +Two powerful steamers would be sufficient for both stations, in order +to carry two mails each month. That steamer to run between Cuba and +Vera Cruz, would always be in time with the return mails for the +following packet from Europe; while that boat which runs between +Jamaica and Chagres would, by returning immediately by the route +afterwards pointed out, always be in time for the same packet at +Jamaica. To stop at Chagres for the mails from the Pacific would not +be advisable or proper, because the arrival of these mails at Chagres +could not be calculated upon with any certainty. If at Chagres when +the outward mail arrives, good and well, they would be immediately +taken up and carried forward; but if not, then they would be brought +forward by it on the next voyage, and in time for the following +European packet. + +The mails for Honduras will be most conveniently forwarded from +Montego Bay, Jamaica. With the mails for the western parts of that +island they could be landed at Savannah la Mar, and thence carried by +land with the others, about twenty-five miles, to Montego Bay. From +thence a good schooner would proceed with those for Honduras and (p. 031) +Trinidad de Cuba; and having readied Honduras, return to Montego Bay +by Trinidad de Cuba. By this arrangement, Honduras rather gains more +than by the plan first proposed, to go from Batavano; and the letters +from thence will still and always be in excellent time for the +following packet, making every allowance for casualties during the +voyage. The steamer could then proceed direct from Jamaica to +Havannah, which would save one day each voyage, besides avoiding the +difficult navigation about Batavano. The coals saved yearly would be +1100 tons, 1475_l._, which would do more than pay the expenses for an +additional schooner for the Honduras communication; for, by this +arrangement, two schooners, instead of one, will be necessary. Their +route and time would be--Montego Bay to Trinidad de Cuba, 172 miles, +1-1/2 day; Trinidad de Cuba to Honduras, 520 miles, 3-1/2 days; back +to Montego Bay by Trinidad de Cuba, 692 miles, 10 days; stop at +Honduras 3 days; in all 18 days. + +Bermuda being a great naval depôt, a ready communication between it +and every part of the West Indies becomes an object of the greatest +importance. Under the general arrangement proposed, this communication +can be best effected from and with Cape Nichola Mole, Hayti; because +the downward steamer from Barbadoes, with the European and other +mails, will have passed St. Thomas before the steamer returning from +Jamaica, &c., comes up; by which means all the letters from Jamaica, +and every other place to the westward, would, were St. Thomas made the +starting point, be obliged to remain at that island till the arrival +of a following packet; whereas, starting from Cape Nichola Mole, the +mails, both from the eastward and the westward, and also those brought +from Europe, would go forward to a day. Moreover, owing to the winds +which prevail in those seas, vessels running between Cape Nichola Mole +and Bermuda would make passages equally quick, if not quicker, than +vessels running between St. Thomas and Bermuda could generally do. The +courses and distances stand thus:-- + (p. 032) + Geo. Miles. Days. + St. Thomas to Bermuda. Nearly due N. 840 9 + Cape Nichola Mole to do. N. 32° E. 890 10 + Nassau to Bermuda N. 57° E. 800 7 + Crooked Island to Bermuda 740 7 + Ditto to Cape Nichola Mole S. 19° W. 146 1 + Ditto to Nassau 270 1-1/2 + Cape Nichola Mole to do. N. 56° W. 380 2-1/2 + +The communication might still, however, be from St. Thomas, the boat +destined for Bermuda stopping at that island, when this was necessary, +one day, until the boat from Jamaica came up; taking particular care +always to be back at St. Thomas, from Bermuda, before the steamers +with the outward mails from Europe came down from Barbadoes, in order +that the letters from Bermuda for Jamaica, and all places to the +westward of St. Thomas, may go forward by the steamer in question. +This department, however, for Bermuda may, it is conceived, be best +amalgamated and interwoven with the Cape Nichola Mole, Nassau, and +Crooked Island (_the Bermuda mail vessels going and returning by +Crooked Island_) department; as the practical working of the whole +scheme may point out to be most advisable. + +In the event of packets arriving from England at Barbadoes within a +day or two of each other, as is sometimes the case under the existing +arrangements, then on the Barbadoes and Demerara stations, let a good +sailing vessel, on the arrival of such packet, take the place of the +steamer for the voyage. Unless, in case of calm weather, this sailing +vessel could do the work thus:--Barbadoes to Demerara, four days; stop +there two days, forwarding the mails for Berbice by land; thence with +the return mails proceed on by Tobago and St. Vincents in five days, +to the packet at Grenada, found, in such a case, either waiting one +day longer at Grenada, or else beating up to St. Vincents, there to +meet the Guiana and the Tobago mails, and which the packet has time to +do. This would occasion little irregularity or delay, because the +cause of the detention, should detention occur, would always be known. +Moreover, the season of the year when the outward packets arrive at +Barbadoes the most irregularly, is during the winter months, from (p. 033) +November to March, and in which period the calms--the greatest +obstructions, in many cases, to sailing vessels amongst the Windward +Islands--are almost unknown. + +The same temporary substitute could be applied, under similar +circumstances, on the stations between Jamaica and Chagres, and +between Cuba and Vera Cruz. Even if these places were once or twice in +the year to miss a return mail to Europe, it would not be of such +great importance, because each place having then two mails every +month, the detained mail would go forward by the next opportunity, +while it would save to Government, or to a contracting company, a very +serious expense, which would otherwise be incurred if they were +obliged to have additional steamers for this _probable_ part of the +service. + +Further, in the event of any accident happening to any steam-boat on +the great line from Barbadoes to Jamaica, &c., a sailing vessel could +always carry the outward mails westward, when breezes hold, with +almost the same rapidity as steamers; and in her course westward, such +a sailing vessel could scarcely fail to meet a return or a spare +steamer at some of the stations, to relieve it from proceeding +further. + +Moreover, it may be observed here, once for all, that by the +conveyance of the mails from Falmouth to Barbadoes by steam, or even +only so far as from Falmouth to Fayal by this power, the irregularity +of the arrival of the mails at Barbadoes, which at present takes +place, would be nearly done away, and consequently no such assistance +as that alluded to would be necessary. Hence, the advantages either +way over the present system are clear and obvious. + +Before entering upon the particular details of the West Indian +department, it is proper to observe here, that the point of +communication for the return mails from the West Indies for Europe, so +long as sailing packets are employed to the West Indies, cannot be +altered or removed from Cape Nichola Mole, because, by the general +plan, the outward mails from Great Britain, by steamers, would reach +Fayal on the 10th and 25th of each month, and the return mails to that +place would reach, from Rio de Janeiro, on the 9th and 24th; from New +York and Halifax on the 7th or 8th, or 22d or 23d; and from Barbadoes, +&c., allowing only sixteen days in the Colonies, on the 10th and (p. 034) +25th (App. No. 1.); if brought by sailing packets on dates to +correspond; so that there is not time to spare, the West Indian mail +being the last to reach the central point, and it would be very +detrimental to have any detention of the general mails at this point. +To make Jamaica the central point for the European mails, would +require several days additional; for once at Jamaica the packet would +take eight or ten days to get up and through the windward passage, +which to a sailing packet, notwithstanding this difficulty, is still +the best. In fact, if the mails from Havannah to Demerara are detained +in the West Indies more than sixteen, or at most seventeen days, +beyond the time that these could, by care and exertion, be easily +despatched from thence, the transmission of letters by private ships +to every quarter will most unquestionably be resorted to; and thus the +Post-office revenue suffer severely. + +The capital and expenditure in the West Indian department under the +combination and regulations just mentioned will be:-- + + Capital. Yearly Charges. + + Six Steamers, at 24,000_l._ £144,000 £37,200 + Nine Sailing Schooners, at 1500_l._ 13,500 7,200 + Coals for Steamers, 30,000 tons, at 25_s._ 37,500 + ------- ------ + £157,500 81,900 + ------- ------ + +It is necessary here to observe, that the calculation taken for the +consumption of coals is founded upon the basis that the coals are of +the very best quality, and also that the machinery is of the best and +most economical description and construction, and for a vessel of +240-horse power. The time that the steamers are considered to be +engaged in actual work is calculated to include the time passed in +getting up the steam in each voyage, and also to cover all temporary +stoppages. The time allowed on every route and station is, on the +average, more than will be required. Steamers of the force mentioned +will, in good weather and light breezes and seas, even when contrary, +run ten geographical miles per hour; and, within the tropics, with +trade-winds and currents in their favour, at a still greater +speed: but the average performance may be fairly taken at 200 (p. 035) +geographical miles each twenty-four hours, although in all the +climates within the variable winds, and in the tropics when going +against the winds and currents, the speed made good will be, and is +taken at, much less. Moreover it is proper to observe, on the point of +outlay for coals, that the work is everywhere, as regards the quantity +to be used, calculated as if wholly done by steam, while it is obvious +that the assistance of sails may be had recourse to with advantage. +For this purpose, those steamers which have to go into the torrid zone +ought to be provided with large square fore-sails. The assistance to +be obtained by the use of sails would save a considerable quantity of +coals; or what is the same thing, using them would expedite the +steamer proportionally more on her voyage, and bring it so much sooner +to a close. Sails may fairly be calculated to impel a vessel at the +rate of 2-1/2 miles per hour on a voyage, and which will save either +directly _one-fourth_ the quantity of coals, or impel the steamer so +much sooner to the end of her journey than the time calculated, where +time is taken as if it were impelled by steam alone, and thereby a +proportional saving of fuel will be effected. The saving effected on +this ratio will, on the General Plan, be 27,000 tons, 33,250_l._; on +the West Indian portion thereof 7500 tons, 9375_l._; and on the West +Indian and the Falmouth and Fayal department, 9600 tons, 11,475_l._; +subject to 10 per cent. deduction, being allowance for wastage. + +As regards the calculations made concerning the progress of steamers +in the voyages to be made, it is satisfactory to find, from +intelligence lately received, that the _Berenice_ steamer, of +230-horse power, made the passage from Falmouth, by the Cape Verdes, +Fernando Po, the Cape of Good Hope, and the Mauritius, to Bombay, in +eighty-eight days; _sixty-three at sea_. The course taken, and +distance run, is about 12,200 geographical miles, or at the average +rate of 194 geographical miles per day. Her average consumption of +coals was fifteen tons per day. The _Atalanta_ of 210-horse power, ran +the same distance in 106 days; sixty-eight of which at sea, under +steam. Consumption of coals, seventeen tons per day. The _Flamer_ +steamer, of 140-horse power, now in the West Indies, two voyages (p. 036) +in succession, last autumn, made the voyage from Barbadoes to Jamaica, +by Jacmel, Hayti, in five days; which is fully nine geographical miles +per hour; and in returning she ran in one voyage from St. Lucia to +Barbadoes in twelve hours, distance 100 geographical miles, with winds +and current unfavourable. Adverting to these facts, it is obvious that +sufficient time is allowed for the progress of the steam-boats, in +every station, under the General Plan now recommended to be adopted, +in order to communicate with the different places in the Western +World. The _Berenice's_ greatest run was 256 miles in twenty-four +hours.[3] + + [Footnote 3: See also Appendix, No. 1.] + + +_West Indian Station._--_Details._ + +This is a complicated and important department, and the working +details thereof must be planned as follows:-- + + +1.--_First Packet for the Month_. + +Immediately on the arrival of this packet at Barbadoes, a steamer of +240-horse power should start for St. Thomas direct (430 miles), with +the mails from England, &c. for that island, Santa Cruz and Tortola, +and for Porto Rico, St. Domingo, the Bahamas, All Cuba, Jamaica, +Carthagena, Chagres, Panama, Honduras, Vera Cruz, and Tampico. This +boat could reach and clear St. Thomas in two days. + +The steamer alluded to having landed the mails for St. Thomas, St. +Cruz, and Tortola, should then proceed to St. John's, Porto Rico, and +there land the British and Colonial mails; to Cape Nichola Mole +(Hayti), and there land the British, the Colonial, and the Bahama +mails; to St. Jago de Cuba, and there land the British and Colonial +mails; to Kingston, Jamaica, and there land the British, the Colonial, +the Chagres and Carthagena mails; to Savannah la Mar, Jamaica, and +there land the British and Colonial mails for all the western parts +of Jamaica,[4] for Trinidad de Cuba and Honduras; and thence to (p. 037) +Havannah, with the mails for that place, and Vera Cruz, &c. + + [Footnote 4: To touch at Savannah la Mar would + scarcely take up one hour, while doing so would be + a very great accommodation to the western part of + Jamaica.] + +At the end of the second day this steamer may start on her return, +with the return mails from the Havannah, and the return mails from the +preceding packet from Vera Cruz and Tampico, forwarded and brought up +as after mentioned, and, proceeding, call at Savannah la Mar for the +same, from the western parts of Jamaica, Trinidad de Cuba, and +Honduras; at Kingston for the general Jamaica mails, and those from +Santa Martha, Carthagena, and Chagres from the same packet, and from +Panama, &c. from the preceding packet; at St. Jago de Cuba for the +return mails, and thence to Cape Nichola Mole, where it will deliver +the whole European mails to the packet arrived there, as will +presently be pointed out; from Cape Nichola Mole the steamer will +proceed to St. Thomas, calling at St. John's, Porto Rico, with and for +Colonial mails, and thence to Barbadoes (calling at all the Islands +going up, and carrying up the British mail for Tortola from St. +Thomas, left by the downward steamer) to wait to receive a following +mail from Great Britain. + +On the arrival of the downward steamer at Cape Nichola Mole, from St. +Thomas, a fast-sailing schooner to be despatched to Nassau with the +Bahama mails, calling, in going and returning, at Crooked Island. This +schooner, it is calculated, could be back at Cape Nichola Mole in time +to meet the packet at her departure for England with the return mails; +if it could not, then the packet could take Crooked Island in her way, +and there pick up the Bahama return mails for Great Britain. + +Two schooners would be sufficient for this station for the Bahama +service, should it be desirable that these islands should have mails +twice each month. + +On the arrival of the steamer at Kingston, Jamaica, with the outward +mails, another steamer to be despatched with the mails for Santa +Martha, Carthagena, Chagres, and Panama, calling at Chagres first, (p. 038) +and with the return mails from Panama, the South Sea, and Chagres, +return to Kingston by Carthagena and Santa Martha. One powerful +steam-boat would be in time for the same packet; thus:--to Chagres, +550 miles, two and a half days; to Carthagena, 290 miles, one and a +half day; stop there one day; to Santa Martha, ninety miles, one day; +to Jamaica, 420 miles, three days; in all, nine days. + +The mails for Honduras and Trinidad de Cuba by the outward packet +having been brought up to Montego Bay, Jamaica, as has been already +stated, a good schooner should proceed thence to Trinidad de Cuba, 172 +miles, one and a half days; thence to Honduras, 520 miles, three and a +half days; stop three or more days; back to Montego Bay, by Trinidad +de Cuba, 692 miles, ten days; in all, eighteen days. Two schooners +will perform this work, giving two mails each month. + +On the arrival of the steamer at Havannah another steamer should be +despatched with the outward mails for Tampico and Vera Cruz, and from +thence return to Havannah with the return British and Colonial mails. +The course of this boat would be,--to Vera Cruz, 800 miles, three and +a half days; to Tampico and back, 360 miles, stopping two days, four +days; Vera Cruz, back to Havannah, five and a half days; in all, +thirteen days. + +The route of the mail conveyance from Barbadoes to Jamaica, &c., by +steamers, would therefore be:-- + + Geo. Miles. Days. + Barbadoes to St. Thomas 430 2 + St. Thomas to Jamaica, by Porto Rico, Cape Nichola, + and St. Jago de Cuba 780 3-1/2 + Jamaica to Havannah, by Cape Antonio 685 3 + Stop at Havannah 2 + Havannah to Jamaica, by Cape Antonio 685 4 + Jamaica, Coals 1 + Kingston to Cape Nichola Mole, by St. Jago 305 2 + Cape Nichola Mole to St. Thomas, by P. Rico 480 3 + St. Thomas, Coals 1 + St. Thomas to Barbadoes, calling at all Islands 500 4 + ---- ------ + Totals 3865 25-1/2 + ---- ------ + +Each steam-boat being thus twenty-two days, each trip, at sea. (p. 039) + +Two powerful boats (240 or 250-horse power each), actively employed, +carrying passengers, parcels, and packages, would do this work twice +each month, with the addition of one spare one stationed at Barbadoes, +or Jamaica; perhaps the former. + + +2.--_Windward Station._ + +One powerful steam-boat (240-horse power) to leave Barbadoes +immediately on the arrival of the outward British packet, for Demerara +and Berbice, with the British and Colonial mails, and from the latter +return to Barbadoes, having first carried the return mails to the +packet at Grenada; thus:--Barbadoes to Berbice, 450 miles, landing +mail at Demerara, three days; (the mail for Berbice might be forwarded +from George Town, Demerara, by land;) stop at Berbice two days; to +Grenada, calling at Demerara, Tobago, and St. Vincent's, for return +mail, 490 miles, four days; back to Barbadoes, 150 miles, two days; in +all, eleven days: taking with her the return mails from the Colonies +at which she had called for Barbadoes, and having delivered the return +European mails, and others, to the packet at Grenada. + +On the arrival of the British packet at Barbadoes, a fast-sailing +schooner to be despatched with the outward mails for Laguayra +(dropping at St. Vincent's and Grenada the outward mails for these +islands, which would be little trouble to it), and from Laguayra to +proceed to St. Thomas, with the return mails for the packet, as at +present, and thence return to Barbadoes direct. The route of this boat +would be,--Barbadoes to Laguayra, calling first at St. Vincent's and +Grenada, 510 miles, four days; stop there three days; and to St. +Thomas, 490 miles, six days; to Barbadoes, eight days; in all, +twenty-one days. Two schooners would do this work, giving two mails +each month. + +On the arrival of the British packet at Barbadoes, a fast-sailing +schooner should be despatched, as at present, with the outward (p. 040) +mails from Great Britain for St. Lucia, Martinique, Dominica, +Guadaloupe, Antigua, Montserrat, Nevis, and St. Kitts. The boat need +proceed no further westward than St. Kitts, because the steamer from +Barbadoes had carried forward the Tortola mails. From St. Kitts it +will return to Barbadoes, calling at all the islands just enumerated, +for the return Colonial mails. The route of this boat would +be,--Barbadoes to St. Kitts, calling at the places mentioned, 370 +miles, four days; and back to Barbadoes, six days; together, ten days. + +On the eighth day after the arrival of the packet at Barbadoes (the +despatch of this boat must always be so as to secure its arrival at +St. Kitts _before_ the packet), a schooner to be despatched with the +return mails and passengers from that island, to pick up for the +homeward-bound packet mails and passengers at St. Lucia, Martinique, +Dominica, Guadaloupe, Antigua, Montserrat, and Nevis, and give to or +leave these for the packet at St. Kitts. From St. Kitts this boat +returns to Barbadoes, calling at all the islands enumerated for the +return Colonial mails. This boat will be the same time out as the one +which carried the outward mails, namely, ten days.[5] + + [Footnote 5: If the packet is a steamer, these + boats will be saved, because the steamer would save + so much time as to enable it to call at all the + islands northwards, to pick up the return mails.] + +Two schooners will do the work on both the courses here pointed out as +necessary, with two spare ones at Barbadoes, in case of the arrival of +sailing packets on the heels of each other from Britain, to forward +the mails for all the places mentioned, and for Laguayra, making in +all eight schooners for this station. There are at present ten, or +more. + +Instead of remaining at Barbadoes nine days, as at present, doing +nothing, the packet herself (whether steamer or sailing vessel) +should, on the day after her arrival at that island, proceed with the +outward mails to Tobago and Trinidad, delivering those for the former +island, and proceeding thence direct to Trinidad, in two days, 230 +miles. At Trinidad remain six days, thence with the return mails from +it proceed to Grenada, where she will meet the return mails for +Europe, brought there by the steamer from British Guiana, Tobago, and +St Vincent's. With these collected, proceed on the tenth day from (p. 041) +Grenada to St. Kitts, 330 miles, two and a half days. At that island +pick up the European mails from the islands formerly enumerated, and +thence with the whole proceed to St. Thomas, by Tortola, 140 miles, +one and a half day more; in all, fourteen days from her arrival at +Barbadoes to St. Thomas. + +At St. Thomas, having all the mails from the Windward and Leeward +Islands on board, and having there got the European mail from +Laguayra, &c., the packet will proceed, on the fourteenth day, to the +westward, calling at St John's, Porto Rico, for the return mail, and +thence go on to Cape Nichola Mole, Hayti, 480 miles, three days. At +this latter place receive all the European mails from the Bahamas, +from Jamaica, Cuba, &c. &c., and thence, with the whole, on the +seventeenth day, proceed direct, according as may be determined, to +Fayal or to Falmouth, calling at Crooked Island to pick up the return +mails from the Bahamas, if it shall be found that those cannot be got +up in time by the sailing schooners to Cape Nichola Mole.[6] + + [Footnote 6: Whenever steamers are appointed to + carry the mails from Falmouth to Barbadoes, the + arrival of the packet at that island will be so + regular, that Jamaica _might_ be made (should this + be considered advantageous) the headquarters, as it + were, for the steamers in that quarter of the + world. Four would then be sufficient for the work + between Barbadoes and Vera Cruz; two to run between + Jamaica and Vera Cruz, by the Havannah, and two + between Jamaica and Barbadoes, by St. Thomas. The + latter two would be each fifteen days at sea + monthly, and the former two seventeen days, + exclusive of partial stoppages; so that there would + be abundance of time for rest and repairs. Further, + under such circumstances, the packet with the + European return mails would have time to run + through the islands and pick up all the mails; + meeting, on the second day after her departure from + Trinidad, and on the ninth after reaching + Barbadoes, at St. Lucia, the steamer from Guiana, + with the Guiana, Tobago, and Barbadoes return + mails; and proceeding onward through all the + islands, to the northward and westward, St. Thomas + and Porto Rico included, pass from that island + through the Mona Passage, and call at Jacmel for a + mail, reaching Jamaica in fourteen days. From + thence starting without delay, and going by St. + Jago de Cuba and Cape Nichola, leave the latter + place on the seventeenth day for Fayal, exactly in + the same time that it is calculated it could do + under the other arrangement. But such an + arrangement would render it difficult, perhaps + impracticable, to get up the Laguayra mail to St. + Thomas in time, it having only ten days for that + purpose; and at the same time an additional expense + for coals, at least for three days each packet or + voyage (1800 tons, 2250_l._ yearly) would be + required, being the time taken between Jamaica and + Cape Nichola Mole.] + +THE SECOND PACKET of the month, and all the steamers and schooners, to +proceed exactly in a similar manner. + +According to the proposed arrangement, these steam-boats would be +actively employed thus:-- + + 1008 days, yearly--Jamaica station + 192 " " Demerara ditto. + ---- + In all 1200 days, yearly. Coals, 30,000 tons. + + +_Advantages._ (p. 042) + +I. There would, by these arrangements, be two mails each month to +Great Britain from all places in the western Tropical Archipelago, or +connected with it, which at present there are not. + +II. Jamaica, with the requisite alterations in her internal mail +communications, would have in all her western division seven and eight +days, and in all her eastern division eight and nine days, to return +answers by the packet with which she receives her European, &c. +correspondence, of which she at present is deprived; Kingston and +Spanish Town alone being able, under the present regulations, to do +so. + +III. Porto Rico, All Cuba, the more important parts of Hayti, and all +the western coasts of South America, would, by these arrangements, be +brought immediately and completely within the range of the British +Post-office, most of which places at present are not. + +IV. By this arrangement all British Guiana would be enabled to reply +to all its European and Colonial correspondence by the same packet, +but which at present they have it not in their power to do. + +V. The inhabitants of Trinidad would get sufficient time to receive +and to reply to their letters by the same packet. From the Naparima +and other distant quarters they cannot at present do so. + +VI. The whole of the British Windward and Leeward Island Colonies (p. 043) +would have regularly, and nearly every week, post communications with +each other and with Barbadoes, instead of being, as at present, weeks +together without such communications. + +VII. This arrangement would be more agreeable, convenient, and +advantageous to passengers from Demerara, &c. for the packet for +England, and also amongst the Colonies, and consequently more +advantageous to all interested in the packets. + +VIII. The same may be said with regard to passengers in every part of +the Western Archipelago. The frequency and regularity of the +conveyances would greatly add to the number of travellers, and also +greatly increase the number of letters sent and received, and +consequently augment the Post-office revenue to an amount greatly +beyond what it now is. + +IX. By this arrangement the packet itself would always be out of any +danger, which, it is well known, she incurs by laying at Barbadoes, an +unsheltered place at all times, but peculiarly dangerous in the +hurricane months. In the route pointed out she would be nearly free +from the sphere of all such dangers and tempests. + +X. By this arrangement the communications, both to the Government and +to individuals, would be more safe, and regular, and frequent than +they now are with every quarter of the Western World; an object of +great importance to all, but more especially to the British +Government. + +XI. By this arrangement six Mexican packets, which cost Government, +say 4200_l._ each (25,200_l._ per annum), would be wholly saved. + +XII. Departing from Cape Nichola Mole, instead of St. Thomas, for +Falmouth, does not increase the distance in the voyage to England +above 310 miles,--about two days' sail; moreover, it may be remarked, +the packet at present scarcely ever leaves St. Thomas for England +earlier than on the nineteenth day, and sometimes even longer. +Thus,--Steam-boat to Jamaica, eight days, four days there, and seven +to St. Thomas even in favourable voyages. + +XIII. Great Britain, by thus possessing all the channels of +communication in the Western Archipelago, would thereby secure the +principal political influence therein; but which will otherwise, and +in a very short period hence, go into the hands of the United States, +now earnestly looking about and proceeding to acquire and to (p. 044) +extend the same in that quarter of the world. + +XIV. The expenses as regards this plan, would, for the West Indies, +not be greater than for the present establishment in that quarter, the +Mexican packets included; while the communications with several places +would be doubled. + +XV. The whole correspondence of the United States, with every quarter +of America, to the south of these States, would be brought by the +General Plan within the range of the Post Office of Great Britain. +There would, moreover, be two mails each month between Great Britain +and the eastern coast of South America. + +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, depôts 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. + --------+-------+-------+-------+--------+-------+--------+------+------- + | £ | £ | | _s._ | £ | £ | | + 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 33,250_l._; and, allowing 10 per cent. wastage on the _whole +quantity_, the real reduction in the expenditure will be 20,000_l._ + + [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 28,000_l._ to 29,000_l._ In the + latter case, 750_l._ 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. + --------+-------+-------+-------+--------+-------+--------+------+------- + | £ | £ | | _s._ | £ | £ | | + 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 11,475_l._; less, however, 10 percent, or 4,590_l._ for wastage; +giving the real reduction to be 6,885_l._ + + + + +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 55,000,000_l._ 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 75,000,000_l._ 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 167,793_l._, +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 8000_l._ +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 £81,900 + Yearly cost by present system:-- + Six Mexican packets at £4,200[8] £25,200 + 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 £4,700 + + But against this there is to be placed, the proportion + of saving in coals 5,635 + ------- + Difference _gained_ £935 + ------- + + [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 £157,000 + By present system:-- + Six Mexican packets, at £9500 £57,000 + Four steamers, _above_ £20,000, say 86,000 + Ten mail-vessels, Windward Islands, + £1500 15,000 + Mail-vessels, Nassau, St. Martha, &c. 5,000 + Aid men-of-war,[10] equal to 7,500 + ------- 170,500 + ------- + Difference: decrease £13,500 + ------- + + [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 £476,500 + By present system:-- + 28 sailing-packets,[11] at £9500 £266,000 + 2 do. vessels, S. America, £5,000 10,000 + 4 steamers, _above_ £20,000 86,000 + 10 mail-vessels, Barbadoes, £1500 15,000 + Mail vessels, other stations, at least 8,000 + Aid navy, as already stated 7,500 + -------- 392,500 + -------- + Difference: increase £84,000 + -------- + + Cost yearly by new plan £272,850 + By present system:-- + 28 sailing-packets, at £4200 £126,000 + 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 £88,850 + + But against this is to be placed, first, the coals saved + by the use of sails, 20,000_l._; secondly, the sum + of 11,350_l._ allowed in new plan (not taken into + account in the present) for the expense of coal + depôts, and places for repairs; together 31,350 + -------- + Real increase £57,550 + -------- + + [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 £335,500 + Ditto employed under the present system 392,500 + -------- + Difference LESS £57,000 + -------- + Yearly cost by present system £184,000 + Ditto by new plan 168,500 + -------- + Difference LESS £15,500 + + But to this difference ought to be added the + sum of 6885_l._ saved in coals by using sails, + and the sum of 7600_l._ allowed in new plan + but not taken into account in the present, + for the expense of coal depôts, and places + for repairs, 7600_l._ together 14,485 + -------- + True difference LESS £29,985 + + +IV.--_Income._ + + Profit on passengers in all quarters (see + Appendix, No. 1.) £132,274 + Freights, parcels, packages, fine goods (see do.) 117,440 + Ditto specie, 24,000,000 dollars, at 1 per cent. + dollar 4_s._ 2_d._ 51,125 + [12]Transport troops, stores, &c. for Government, say 30,705 + Saving coals, as before, by use of sails 20,000 + -------- + Total £351,544 + + Yearly charges of whole done by Steam £252,850 (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 + 600_l._ yearly 11,400 + -------- 329,250 + -------- + Gain besides clear post-office revenue £22,294 + -------- + + [Footnote 12: Cost transport troops to Government + yearly-- + + Jamaica command £4,314 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 50,000_l._ yearly laid + aside as a sinking fund, is quite sufficient, + thus:-- + Principal. Interest. + + 1st year £50,000 0 0 + 2d do. 50,000 0 0 £2,500 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 £628,888 14 9 + ---------------- + + A similar sum (see Appendix, No. 1.) of at least + 600_l._ 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, 100,000_l._--inwards as +much, 200,000_l._--there may be added, Additions 100,000_l._; (p. 054) +Increase 70,000_l._; total 370,000_l._; viz., outwards 185,000_l._, +and inwards as much; giving at the average postage of 2_s._ 5_d._ 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 4_s._ or 5_s._ incurred, while 1_s._ +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°. 31' W. Dist. 670 Geo. Miles. + Guayaquil + to Lima S. 15°. E. " 610 + Lima + to Arica S. 45°. E. " 570 + Arica + to Coquimbo S. 5°. W. " 690 + Coquimbo + to Valparaiso S. 5°. W. " 190 + Valparaiso + to Fort Carlos, + Chiloe S. 16°. W. " 555 + + From Panama to Valparaiso and back could be thirty + days, including three days for stoppages. + + NORTH. + + Panama + to Point Mala S. 15°. W. Dist. 95 Geo. Miles. + Point Mala + to Port Damas, + Quibo S. 89°. W. " 97 + Port Damas + to Rialejo N. 48°. W. " 450 + Rialejo to + Acapulco N. 62-1/2°. W. " 1180 + Acapulco to + St. Blas N. 48°. W. " 420 + St Blas to + Cape Lucas, + California N. 73°. 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 223,000_l._; 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, 76,000_l._; yearly charges, 33,600_l._ + + _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, 57,000_l._; yearly charges, +25,200_l._ 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, 76,000_l._; yearly charges, 35,600_l._ + + _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 76,000_l._; yearly charges, 33,600_l._; 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, 76,000_l._; yearly charges, 33,600_l._ + + _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, 66,500_l._; yearly charges, 29,200_l._; 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, 199,500_l._, and yearly charges about +130,000_l._; 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 £142,500 £63,000 + + + + +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 72,000_l._ The +annual expenditure for these three boats, on this station, would +be--Wages, provisions, tear and wear, &c. 6,200_l._ each, or +18,600_l._; and for coals, 20,400 tons, 25,600_l._; together, +44,200_l._ 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 25_s._, 25,600_l._ + +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, 6250_l._, and 6200_l._ +more for wages, provisions, insurance, tear and wear; together +12,450_l._ 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 5000_l._ 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 40_s._ 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 40_s._ 50,400_l._ + + +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 4000_l._ each, and their expenditure, say, 2000_l._ +each, or 4000_l._ 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, 28,800_l._ Cost of +boats, 48,000_l._; yearly expenses, 6820_l._ each, 13,640_l._; +together with coals, 42,440_l._ + + +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--43,200_l._ At Trincomalee, a +spare boat would require to be stationed, in case of accidents, which +would make four for the station; prime cost, 96,000_l._, and one +sailing-vessel, 2,000_l._ The yearly charges for provisions, wages, +&c. &c. will be 6820_l._ each, and 1000_l._ for the sailing-vessel is +28,280_l._, which, together with the expense of coals, amount to +71,480_l._ + + +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 96,000_l._ 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 40_s._, 50,400_l._ The yearly expenditure of +each boat besides would be 6820_l._; for four, 27,280_l._, together +with coals, 77,680_l._ + +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 depôts, could +not be less than 2000_l._ per annum at each, or 10,000_l._ 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 depôts, 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. + --------+-------+-------+-------+-------+-------+--------+------+------- + | £ | £ | | s. | £ | £ | | + 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 20_s._ 14,400_l._ + + +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 +25_s._, 30,000_l._ + + +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 40_s._ 28,600_l._; other charges, +13,640_l._ yearly; cost boats, 48,000_l._ + + +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 40_s._, +32,400_l._ Three boats yearly, other expenses, 20,640_l._ 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 40_s._, 9,600_l._ Other charges, +6,820_l._--together 16,400_l._ + + +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 40_s._, 14,400_l._ Other +charges, 6820_l._--together 21,220_l._ 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 Depôts, 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. | + |------|--------|-------|--------|------|-------|--------|------|-------| + | | £ | £ | | _s._ | £ | £ | | | + | 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 44,587_l._, less 10 per cent. allowed for wastage +on the whole, is 12,770 tons, 17,795_l._, which leaves the net saving +of 26,792_l._ Next, the value of coals supplied to the eastward of the +Cape of Good Hope is calculated at 40_s._ per ton, as received from +Europe. But coals may be supplied in all places to the eastward of the +Cape of Good Hope at 30_s._ per ton, thus:--They can be purchased +excellent, and in abundance, at 9_s._ 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 30_s._ per ton, a profit of 21_s._, instead +of making nothing, as at present. A further deduction, therefore, of +10_s._ 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 44,650_l._, +and which, together with the above balance of 26,792_l._, makes the +sum of 71,442_l._ 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, 112,000_l._, and in yearly +expenditure, 39,128_l._ 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 depôts 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, 30_l._ £72,000 + Malta to Constantinople, 48 ditto, at 15 each, 10_l._ 7,200 + Suez to Bombay, 48 ditto, at 20 each, 55_l._ 53,600 + Ditto to Calcutta and Madras, &c. 48 do. at 25 each, 65_l._ 78,000 + Ditto to Mauritius, 48 ditto, at 10 each, 55_l._ 24,400 + -------- + Total £235,200 + Deduct finding ditto, one-third 78,400 + -------- + Remain clear £156,800 + 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 + -------- + £349,400 + Deduct expenditure £269,910 + Sinking Fund. 10 per cent. 41,400 + -------- 311,310 + -------- + Balance gain £38,090 + -------- + + _Income by Cape of Good Hope._ (p. 082) + + Passengers:--Falmouth to Bombay, 48 voyages, at 20 + each = 960, at 80_l._ £76,800 + Ditto to Calcutta and Madras, &c. 48 ditto, at 25 each + = 1200, at 90_l._ 108,800 + Mauritius to Calcutta & Madras, &c. 48 ditto, at 10 + each = 480, at 60_l._ 28,800 + East Indies to Batavia, China, &c. 48 voyages, at 15 + each = 720, at 40_l._ 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 12_l._ 5,760 + -------- + Total £335,360 + Deduct for finding _one-third_ 111,786 + -------- + Balance gain £223,574 + Freights--Parcels, Packages, Fine Goods, 48 voyages, + 150 tons each, average at 15_l._ per ton of + tonnage £108,000 + Freight--Specie, say 35,000 + Government Troops, Stores, &c. 35,000 + Ditto Mails, Despatches 90,000 + ------- 268,000 + ------- + Total 491,574 + Deduct expenditure £309,038 + Sinking Fund, to replace Capital, 10 + per cent 52,900 + Sundries, Port Charges, &c. 20,000 + ------- 381,938 + -------- + Balance gain £109,636 + -------- + + + + +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° to 32° 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° N. lat., in the meridian of 77° W. +long., to the parallel of 18° or 19° N. lat. in the meridian of 100° +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° to +18-1/2° 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°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°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°40' N. lat. and 75° 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°8' to 8°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° 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° 55' N. lat. and 76° 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° 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° 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° + 18' 40" N. lat., and Panama in 8° 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!! + + 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° 30' West long.; Chagre, + 79° 55'; and Panama in 79° 29' 20". This gives the + distance from Chagre to Panama 33 geographical + miles. Porto Bello is in lat. 9° 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°53' N. lat. and in 83°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°20' N. lat. and +86°45' W. long.; and its port, Rialejo, on the Pacific, in 12°29'50" +N. lat., and 87°6' W. long. From the mouth of the River St. Juan to +Rialejo, in a bearing of N. 66° 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 300,000_l._ 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 675,000_l._--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 + ---------- --------- -------- -------- + £4,606,199 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 £14,345,257 + ----------- + +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 +17,500,000_l._ 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, £7,827,398 at 4_s._2_d._ + ----------- + + _General Trade and Tonnage._ + + Value Trade. Extent Tonnage. + British £17,500,000 221,818 + United States 7,827,398 187,434 + ----------- ------- + Total £25,327,398 409,252 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 1,000,000_l._ 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 10_s._ £205,000 + -------- + Capital 1,000,000_l._ interest 5 per cent £50,000 + Dividend in Stock 10 per cent 100,000 + Expenses, management, and repairs 20,000 + Surplus fund 35,000 + ------- £205,000 + -------- + +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° 8' N. 5° 1' W. + Terceira, Azores 38° 38' 23" -- 27° 12' 48" -- + Halifax, Nova Scotia 44° 39' -- 63° 33' -- + New York 40° 42' -- 74° 2' -- + Bermuda, Town 32° 22' -- 64° 33' -- + Madeira, Funchall 32° 47' 42" -- 16° 55' 30" -- + Teneriffe, St Cruz 28° 28' 00" -- 16° 15' -- + Lisbon 38° 24' -- 9° 13' -- + Cadiz 36° 31' -- 6° 18' -- + Gibraltar 36° 6' 20' -- 5° 20' 53" -- + Nassau, New Providence 25° 5' -- 77° 18' -- + Turk's Islands 21° 6' 71° 15' + 20° 13' 69° 28' + Crooked Island 22° 44' -- 73° 54' -- + Havannah 23° 9' 26" -- 82° 20' -- + St. Jago, Cuba 19° 57' 39" -- 76° 2' 45" -- + Cape Nichola Mole 19° 49' 20" -- 73° 27' 30" -- + St. John's, Porto Rico 18° 29' 10" -- 65° 39' -- + St. Thomas 18° 21' 5" -- 64° 57' 50" -- + Kingston, Jamaica 17° 57' 57" -- 76° 46' 10" -- + Vera Cruz 19° 12' 15" -- 96° 7' 12" -- + Tampico 22° 15' 56" -- 97° 52' -- + Honduras, Belize 17° 29' 29" -- 88° 11' 15" -- + Chagre 9° 18' 40" -- 79° 55' -- + Panama 8° 57' 30" -- 79° 29' 20" -- + Carthagena 10° 26' -- 75° 37' 5" -- + Laguayra 10° 37' -- 67° 1' 35" -- + Demerara, George Town 6° 49' -- 58° 11' -- + Barbadoes, Bridgetown 13° 5' 30" -- 59° 43' 15" -- + Antigua, E. H. 17° 3' -- 61° 50' -- + Trinidad, Port of Spain 10° 38' 42" -- 61° 59' 30" -- + Cape St Roque 5° 28' S. 35° 17' -- + Maranham 2° 28' -- 44° 16' -- + Pernambuco 8° 41' -- 34° 51' -- + Bahia 12° 55' -- 38° 30' -- (p. 110) + Rio de Janeiro 22° 54' 15" -- 43° 15' 50" -- + Monte Video 34° 53' 30" -- 56° 16' -- + Buenos Ayres 34° 16' -- 58° 24' -- + Salt Key, middle, Turk's Island 21° 20' -- 71° 4' -- + Crooked Island, Castle Island 22° 7' 30" -- 74° 18' 45" -- + Trinidad de Cuba 21° 43' -- 80° -- + Cape Antonio 21° 54' -- 84° 57' -- + Montego Bay, Jamaica 18° 32' -- 78° 2' -- + St. John's, Newfoundland 47° 34' -- 52° 38' -- + St. John's, New Brunswick 45° 15' -- 66° 2' 19" -- + Quebec 46° 47' 30" -- 71° 10' -- + Montreal 45° 46' -- 70° 35' -- + + + _Distances and Bearings of Places_. + + Places Geo. Miles. + + Falmouth to Lisbon S. 14° W. 730 + Ditto Gibraltar S. 4° W. 820 + Ditto Teneriffe S. 22° W. 1410 + Ditto Madeira S. 27° W. 1170 + Ditto Terceira S. 54° W. 1180 + Ditto New York S. 79-1/2° W. 3000 + Madeira to Barbadoes S. 63° W. 2600 + Terceira to Barbadoes S. 49° W. 2340 + Ditto Antigua S. 54° W. 2200 + Ditto St. Thomas S. 59° W. 2350 + Madeira to St. Thomas S. 72° W. 2800 + Ditto Cape Nichola Mole S. 75° W. 3000 + Terceira to Cape Nichola Mole S. 65° W. 2700 + Falmouth to Barbadoes S. 50° W. 3500 + Ditto St. Thomas S. 57° W. 3500 + Ditto Cape Nichola Mole S. 61° W. 3800 + Ditto Fayal S. 55° W. 1230 + Fayal to Barbadoes S. 47-1/2° W. 2255 + Ditto Cape Nichola Mole S. 64-1/2° W. 2600 + Ditto St. John's, Newfoundland N. 63° W. 1180 + Ditto Port Praya, Cape Verde S. 11° E. 1545 + Cape Verde to Pernambuco S. 26° W. 1530 + Ditto Rio de Janeiro S. 27° W. 2550 + Fayal to New York N. 86-1/2° W. 2020 (p. 111) + Terceira to Rio de Janeiro, by Bahia, &c. S. 13° W. 3900 + Ditto Halifax N. 77° W. 1730 + Halifax to New York S. 83° W. 520 + New York to Nassau, N. P. S. 10° W. 950 + Nassau to Cape Nichola Mole S. 56° E. 380 + Havannah to Vera Cruz S. 73° W. 800 + New York to Havannah S. 22° W. 1140 + Jamaica to Chagre, direct S. 21° W. 550 + Chagre to Panama S. 50° E. 33 + Kingston to River St. Juan S. 46° W. 585 + River St. Juan to Rialejo N. 66° W. 235 + Leon to Rialejo N. 66° W. 21 + Madeira to Rio de Janeiro S. 24° W. 3700 + Rio de Janeiro to Buenos Ayres S. 47° W. 1060 + St. Thomas, to Cape Nichola Mole N. 80° W. 470 + Ditto to Crooked Island Castle N. 67° W. 580 + Ditto Turk's Island N. 62° W. 380 + Turk's Island to Jamaica, direct S. 58° W. 380 + Ditto Havannah N. 80° W. 630 + Ditto Jamaica, by St. Jago de Cuba 820 + Crooked Island to Cape Nichola S. 19° W. 146 + Ditto Jamaica S. 29° W. 285 + Ditto Havannah N. 82° W. 445 + Barbadoes to 40 miles E. of Alto Vela N. 68° W. 700 + Forty miles E. of Alto Vela to + Jamaica, direct N. 85° W. 330 + Add by calling at Jacmel 50 + Jamaica to Santa Martha S. 20° E. 425 + Santa Martha to Carthagena 90 + Carthagena to Chagre 290 + Montego Bay, Jamaica, to Trinidad de Cuba N. 40-1/2° W. 172 + Trinidad de Cuba to Honduras S. 61° W. 520 + Kingston, Jamaica, to Cape Antonio N. 63° W. 520 + Cape Antonio to Havannah N. 63° E. 164 + Falmouth to St. John's, Newfoundland S. 86-1/2° W. 2040 + St John's, Newfoundland, to Halifax S. 73° W. 605 + Falmouth to Halifax S. 82-1/2° W. 2550 + Fayal to Halifax N. 77° W. 1640 + Halifax to St. John's, New Brunswick N. 71° W. 111 + St. John's, New Brunswick, to Quebec N. 66° W. 230 + Quebec to Montreal S. 58° W. 116 + New York to Quebec, direct N. 19° E. 390 + Ditto Montreal, direct N. 4° 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, 9500_l._--Interest, 5 per cent. £475 + 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 £4,135 + + Exclusive of yearly depreciation of capital--say, last seventeen years, + is 558_l._ 16_s._ 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 4000_l._, 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 £96 11 5 4th Voyage £646 3 11 + 2d ditto 219 17 0 5th ditto 348 12 8 + 3d ditto 301 1 4 6th ditto 266 8 2 + _________ __________ + £617 9 9 £1261 4 9 + _________ __________ + Together £1878 14 6 Average £313 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 £1,200 + Tear and wear, do. do. 1,200 + Insurance, do. do. 1,200 + ______ + £3,600 + + Crews, in all 40. Captain per annum £400 + 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 £6,195 + +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 £9 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 £78 0 0 + 2d do. " 45 10 0 + Master " 78 0 0 + Captains " from 400_l._ to 500_l._ + + +III.--_Small Sailing Vessels._ (p. 115) + + Cost, say averages 2,000_l._--Interest at 5 per cent. £100 + Insurance, 12 per cent. 240 + Tear and wear, at 5 per cent. 100 + Crews, 10. Captain, per annum £100 + Mate 70 + 8 Men and Boys, average 30s. per + month 144 + Provisions, at 30s. per do. 180 + ____ + 494 + ____ + Total £934 + + +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 9,406_l._ 7_s._ 5-1/4_d._, +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 16,665_l._ + +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 9_d._ each letter, the additional packet postage beyond the +ship-letter rate, would be 10,875_l._ gained to the British Post +Office. + +In the Accounts above referred to, p. 54, there is entered 75,484_l._ +10_s._ 8-1/4_d._, 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, 83,610_l._ 10_s._ 5_d._ +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 30,000_l._ yearly outwards, and an equal sum from the same +places inwards; together, 60,000_l._ + +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 80,000,000_l._ 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 30,000,000_l._ +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 110,000_l._ 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 55,000_l._ + +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 10,000_l._, or more probably 12,000_l._ per annum. + +The postages derived at present from the packet intercourse with the +whole Western World is taken at 200,000_l._ 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 66,666_l._; together, 266,666_l._ +yearly. To this there is to be added the additions, as are previously +noted; together 92,540_l._; making the sum total at least 359,206_l._ +per annum. The estimated expenditure for conveying the whole of the +mails by steam, which are calculated to produce this yearly revenue, +is 252,850_l._, or a gain of 106,356_l._ 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 (6000_l._ 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 £17,203 18 5 £562 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 £547 0 3 £120 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 £59,288 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 + ------------------- + £86,490 15 6-1/2 + ------------------- + + _Postages.--Mediterranean, &c._ + + Letters for India, year ending October 1836 £990 7 4 + Ditto Alexandria, ditto, ditto 1285 1 1 + ------------ + £2,275 8 5 + ------------ + +Postages of letters passing through Falmouth by the Mediterranean +packet, years ending October[20]-- + + 1834. 1835. 1836. + To Cadiz £820 11 5 £811 19 6-1/2 £703 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 + ------------ ---------------- ---------------- + £2,785 18 2 £3,507 17 4 £3,411 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 18_l._ for repairs +to the machinery. A steam-boat of 240-horse power would at that time +(1836) cost 24,000_l._ to 25,000_l._, burden 620 tons. A contractor, +to keep them in repair, would require 1,000_l._ 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 4_s._ 2_d._ per dollar, is sterling £63,250 + + Falmouth to Barbadoes, 43 voyages, 20 each, + at 40_l._ £38,000 + Falmouth to Rio de Janeiro, 48 voyages, 10 + each, at 55_l._ 26,200 + Falmouth to Halifax, 48 voyages, 20 each, + 960 yearly, average 35_l._ 33,600 + Halifax to West Indies, by New York, 48 voyages, + 20 each, is 960, at 26_l._ 24,960 + Falmouth to Madeira and Teneriffe, 200 yearly, + at 20_l._ 4,000 + Rio do Janeiro to Buenos Ayres, 240 yearly, + at 15_l._ 3,600 + Pernambuco to Maranham, 120 yearly, at 12_l._ 1,440 + West India Islands to Bermuda, Nassau, &c. &c. + 280 yearly, at 12_l._ 3,360 + _______ + 135,160 + _______ + Total £198,410 + Deduct expense, finding one-third 66,136 + _______ + Amount gained £132,274 + +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 10_s._ sterling per day. +The charge made in steamers in the West Indies for cabin passage +money, by orders of the Admiralty, is 17_l._ sterling, Barbadoes to +Jamaica; 10_l._ sterling, Jamaica to St. Thomas; and 10_l._ 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 10_l._ per ton over all £48,000 + Second Class Lines, Barbadoes to Havannah, Havannah + to Vera Cruz; Jamaica to Chagre, &c; Barbadoes + to Demerara, 192 voyages yearly, 20 tons each, + average 10_l._ 38,400 + Suppose Third Class Lines by Sailing-vessels everywhere--388 + voyages, average 8 tons 31,040 + _______ + Total £117,440 + -------- + But Port Dues remain to be deducted--uncertain, say, 15,000_l._ + + + + +APPENDIX, No. II.--EASTERN WORLD. + + + Places. Latitudes. Longitudes. + + Falmouth 50° 8' N. 5° 1' W. + Lisbon 38° 24' -- 9° 12' -- + Cadiz 36° 31' -- 6° 18' -- + Gibraltar 36° 6' 20" -- 5° 20' 53" -- + Malta 35° 53' -- 14° 30' E. + Zante 37° 47' -- 20° 54' -- + Athens 37° 57' -- 23° 43' -- + Smyrna 38° 25' -- 27° 6' 45" -- + Constantinople 41° 12' -- 28° 59' -- + Alexandria (light) Egypt 31° 12' -- 29° 52' -- + Cairo 30° 3' -- 31° 18' -- + Suez 30° 0' -- 32° 28' -- + Mocha 13° 20' -- 43° 20' -- + Babelmandel, Isle 12° 38' -- 43° 20' -- + Cape Guardafui 11° 41' 4" -- 51° 12' 24" -- + Socotora, Galanscea road 12° 43' -- 53° 18' -- + Cape Aden 12° 46' -- 45° 10' 30" -- + Bombay 18° 55' -- 72° 54' -- + Colombo, Ceylon 6° 57' -- 79° 57' -- + Point de Galle, Ceylon 6° 1' -- 80° 18' -- (p. 126) + Trincomalee, ditto 8° 33' 30" -- 81° 20' 15" -- + Madras 13° 4' 10" -- 80° 21' -- + Calcutta 22° 34' -- 88° 26' -- + Cape Comorin 8° 4' -- 77° 41' 30" -- + Mauritius, Port Louis 20° 9' S. 57° 28' -- + Bourbon, St. Dennis 20° 52' -- 55° 26' -- + Madagascar, Cape St. Mary 25° 38' 54" -- 45° 1' 42" -- + Ditto Tamatave, E. C. 18° 10' 6" -- 19° 23' 18" -- + Amsterdam Isle 37° 52' 0" -- 77° 52' -- + St. Paul's, ditto 34° 42' -- 77° 52' -- + Great Nicobar Isle 6° 45' -- 94° 0' -- + Singapore 1° 12' N. 103° 30' -- + Batavia 6° 0' S. 106° 51' 45" -- + Canton 23° 7' 10" N. 113° 14' -- + Swan River 32° 4' 31" S. 115° 6' 43" -- + Hobart Town 42° 53' 35" -- 147° 28' -- + Sydney 33° 50' 40" -- 151° 14' -- + Madeira, Funchall 32° 47' 42" N. 16° 55' 30" W. + Cape de Verde, Port Praya 14° 53' 40" -- 23° 34' -- + Ascension Isle 7° 55' 56" S. 14° 23' 50" -- + St. Helena Isle 15° 54' 48" -- 5° 45' 20" -- + Cape of Good Hope 34° 22' -- 18° 24' 24" E. + Rio de Janeiro 22° 54' 15" -- 43° 15' 50" W. + Pernambuco 8° 4' -- 34° 51' -- + + + _Distances and Bearings of Places._ + + Geo. Miles. + Falmouth to Gibraltar S. 4° W. 820 + Ditto to Madeira S. 27° W. 1170 + Madeira to Cape Verde S. 19° W. 1130 + Gibraltar to Malta, direct S. 1° E. 770 + Malta to Zante N. 69° E. 320 + Zante to Athens, round Cape 260 + Athens to Constantinople N. 51° E. 310 + Malta to Alexandria S. 70° E. 825 + Suez to Babelmandel 1205 + Babelmandel to Bombay 1630 + Cape Verde to Ascension S. 22° W. 1530 + Ascension to St. Helena S. 47° E. 655 + St. Helena to Cape of Good Hope S. 50° E. 1720 + Rio de Janeiro to ditto ditto S. 78° E. 3250 + Cape of Good Hope to Mauritius N. 38° E. 2280 + Mauritius to Swan River S. 77° E. 3150 + Mauritius to Colombo, Ceylon N. 38° E. 2100 (p. 127) + Ditto to Point de Galle N. 49° E. 2080 + Point de Galle to Bombay N. 29° W. 880 + Madras to Calcutta N. 39° E. 735 + Trincomalee to Car Nicobar S. 82° E. 775 + Nicobar to Singapore S. 60° E. 665 + Singapore to Batavia S. 25° E. 475 + Singapore to Canton N. 24° E. 1440 + Batavia to Canton N. 18° E. 1830 + Trincomalee to Batavia S. 60° E. 1750 + Batavia to Swan River S. 18° E. 1745 1645/100 + Swan River to Hobart Town S. 66-1/2° E. 1770 1620/150 + Hobart Town to Sydney N. 18° E. 570 + Cape of Good Hope to Hobart Town S. 85° E. 6000 + Pernambuco to Cape of Good Hope S. 62° E. 3300 + Fayal to Pernambuco S. 7° W. 2800 + Sydney to Canton N. 33° W. 4100 + Canton to Swan River, by E. Coast Borneo 3300 + Fayal to Cape Verde, Port Praya S. 11° 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 3411_l._, 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 47,000_l._ 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 14,216_l._ 19_s._ 11_d._ 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 4000_l._ to the capital, and 2000_l._ 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 350,000_l._, 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 106,000_l._ and in direct yearly charges 45,000_l._; +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° 53' N. 83° 40' W. + Kingston, Jamaica 17° 57' 57" -- 76° 46' 10" -- + Port Culebra 10° 42' -- 85° 37' -- + Leon 12° 20' -- 86° 45' -- + Rialejo 12° 29' 50" -- 87° 6' -- + Colombia River 46° 19' -- 123° 50' -- + Port Illuluk Oonoolashka 53° 52' -- 166° 32' -- + Nootka Sound 49° 34' -- 126° 28' 30" -- + Icy Cape 70° 17' -- 161° 40' -- + Christmas Isle, Pacific 1° 58' -- 157° 32' -- + Owhyhee 19° 43' 51" -- 155° 7' 10" -- + Otaheite 17° 29' 12" S. 149° 28' 46" -- + Melville Island, Port Dundas 12° 13' -- 136° 46' E. + Sydney, New South Wales 33° 50' 40" -- 151° 14' 10" -- + Canton, China 23° 7' 10" N. 113° 14' -- + Pekin 39° 54' -- 116° 26' -- + Jeddo, Japan 35° 40' -- 139° 50' -- + Kamschatka 56° 15' -- 162° -- + Manilla 14° 36' -- 121° 2' -- + Chagre 9° 21' -- 80° 4' 5" -- + Panama 8° 57' 30" -- 79° 29' 20" -- + Point Mala 7° 25' -- 79° 54' -- + Port Damas, Quibo 7° 26' -- 81° 31' -- + Acapulco 16° 50' 29" -- 99° 53' 47" -- + St. Blas 21° 32' 24" -- 105° 18' 27" -- + Cape St. Lucas, California 22° 52' 28" -- 109° 50' 23" -- + Guayaquil 2° 12' 12" S. 79° 39' 46" -- + Lima 12° 2' 34" -- 77° 8' 30" -- + Callao 12° 3' 45" -- 77° 14' 10" -- + Arica 18° 28' 35" -- 70° 16' -- + Coquimbo 29° 53' 43" -- 71° 18' 40" -- + Valparaiso 33° 1' 55" -- 71° 40' 25" -- + Fort St. Carlos, Chiloe 41° 51' 50" -- 73° 53' 50" -- + + + _Bearings and Distances of Places._ (p. 130) + + Places. Miles + + Falmouth to Sydney, direct westward S. 66° W. 12,400 + London to Icy Cape 3,775, add circle 100 N. & S. 3,875 + Icy Cape to Canton S. 48° W. 4,200 + Ditto to Sydney, New South Wales S. 19° W. 6,600 + Ditto to Port Illuluk, Oonoolashka S. 8° W. 995 + Port Illuluk to Colombia River S. 75° E. 1,750 + Christmas Isle to Sydney, New South Wales S. 54° W. 3,650 + Ditto to Canton N. 76° W. 5,250 + Owhyhee to Otaheite S. 8-1/2° E. 2,250 + Falmouth to Panama direct S. 56° W. 4,450 + Ditto ditto by Barbadoes and + Jamaica 5,285 + Port Culebra to Manilla N. 89-1/2° W. 9,022 + Cape of Good Hope to Batavia N. 71° E. 5,200 + Batavia to Canton N. 18° E. 1,830 + Canton to Pekin 1,440 + Batavia to Manilla N. 35° E. 1,510 + Canton to Kamschatka N. 47° E. 2,900 + Ditto to Jeddo N. 62° E. 1,610 + Kingston, Jamaica, to Port Culebra S. 50° W. 680 + Ditto to River St. Juan S. 44° W. 585 + River St. Juan to Rialejo N. 66° W. 235 + Falmouth to Port Culebra, direct S. 60° W. 4,650 + Ditto to ditto by Barbadoes, Jamaica, + &c. 5,345 + Jamaica to Chagre S. 21° W. 550 + Chagre to Panama S. 52° E. 33 + Panama to Point Mala S. 15° W. 95 + Point Mala to Port Damas, Quibo S. 89° W. 97 + Port Damas to Rialejo N. 48° W. 450 + Rialejo to Acapulco N. 62° W. 1,180 + Acapulco to St. Blas N. 48° W. 420 + St. Blas to Cape St. Lucas N. 73° W. 274 + Panama to Guayaquil S. 30° W. 670 + Guayaquil to Lima S. 15° E. 610 + Lima to Arica S. 45° E. 570 + Arica to Coquimbo S. 5° W. 690 + Coquimbo to Valparaiso S. 5° W. 190 + Valparaiso to Fort Carlos, Chiloe S. 16° W. 555 + Rialejo, direct, to Sydney, New South + Wales S. 68° W. 7,400 + Panama to Sydney S. 71° W. 7,850 + Ditto to Canton N. 85° W. 9,700 + Ditto to Owhyhee N. 82° W. 4,650 + Ditto to Otaheite S. 69° W. 4,450 + Rialejo to Canton N. 86° W. 9,170 (p. 131) + Ditto to Owhyhee N. 84° W. 4,100 + Ditto to Otaheite S. 64-1/2° W. 4,150 + Ditto to Christmas Isle S. 81° W. 4,000 + Christmas Isle to Otaheite S. 22° E. 1,190 + Owhyhee to Canton N. 88° W. 5,200 + Ditto to Sydney S. 46° W. 4,500 + Otaheite to Sydney S. 79° W. 3,400 + Rialejo to Manilla N. 89° W. 8,860 + Ditto to St. Peter and St. Paul, + Kamschatka N. 66° W. 6,000 + Ditto to Pekin N. 79° W. 8,600 + Ditto to Jeddo, Japan N. 79° W. 7,300 + Colombia River to Canton S. 77° W. 6,200 + Icy Cape to Kamschatka S. 49° W. 1,280 + Rialejo to Port Illuluk, Oonoolashka S. 57° W. 4,550 + Rialejo to Colombia River S. 47° W. 3,000 + Jeddo to Canton S. 62° W. 1,610 + Manilla to Canton N. 41° W. 680 + Batavia to Jeddo N. 53° E. 3,100 + Cape of Good Hope to Hobart Town S. 85° 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° +and 10° 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. + + + + + +End of the Project Gutenberg EBook of A General Plan for a Mail +Communication by Steam, Between Great Britain and the Eastern and Western Parts of the World, by James MacQueen + +*** END OF THIS PROJECT GUTENBERG EBOOK MAIL COMMUNICATION BY STEAM *** + +***** This file should be named 20702-8.txt or 20702-8.zip ***** +This and all associated files of various formats will be found in: + http://www.gutenberg.org/2/0/7/0/20702/ + +Produced by Adrian Mastronardi, The Philatelic Digital +Library Project at http://www.tpdlp.net, Christine P. +Travers and the Online Distributed Proofreading Team at +http://www.pgdp.net (This book was produced from scanned +images of public domain material from the Google Print +project.) + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means that no +one owns a United States copyright in these works, so the Foundation +(and you!) can copy and distribute it in the United States without +permission and without paying copyright royalties. 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You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + +Title: A General Plan for a Mail Communication by Steam, Between Great Britain and the Eastern and Western Parts of the World + +Author: James MacQueen + +Release Date: February 27, 2007 [EBook #20702] + +Language: English + +Character set encoding: ISO-8859-1 + +*** START OF THIS PROJECT GUTENBERG EBOOK MAIL COMMUNICATION BY STEAM *** + + + + +Produced by Adrian Mastronardi, The Philatelic Digital +Library Project at http://www.tpdlp.net, Christine P. +Travers and the Online Distributed Proofreading Team at +http://www.pgdp.net (This book was produced from scanned +images of public domain material from the Google Print +project.) + + + + + + +</pre> + + + +<h1>A GENERAL PLAN<br> + +<span class="smcap">for</span><br> + +A MAIL<br> + +COMMUNICATION BY STEAM,<br> + +<span class="smcap">between</span><br> + +GREAT BRITAIN<br> + +<span class="smcap">and the</span><br> + +EASTERN AND WESTERN PARTS OF THE WORLD;</h1> + +<h2><span class="smcap">also, to</span><br> + +CANTON AND SYDNEY, WESTWARD BY THE PACIFIC;<br> + +<span class="smcap">to which are added,</span><br> + +GEOGRAPHICAL NOTICES<br> + +OF THE ISTHMUS OF PANAMA, NICARAGUA, &c.</h2> + +<h5>With Charts.</h5> + +<h3><span class="smcap">By</span> JAMES M'QUEEN, <span class="smcap">Esq</span>.</h3> + +<h4>LONDON;<br> +B. FELLOWES, LUDGATE STREET.<br> +1838.</h4> + +<p>Startling <span class="pagenum"><a id="pagevi" name="pagevi"></a>(p. vi)</span> as the subject of connecting China and New South +Wales with Great Britain, through the West Indies, may at first sight +appear, both as regards time and expense, still few things are more +practicable. The labour and expense of crossing the Isthmus of +America, either by Panama or by Lake Nicaragua, by a land conveyance, +is trifling. With eight steam-boats, <span class="smcap">ONLY FOUR ADDITIONAL</span> to the +number already in the West Indies, added to the present sailing-packet +establishment, the whole Plan for the Western World, extending it +westward to China and New South Wales, can, in the mean time, as the +following pages will show you, be put into execution to the fullest +extent, with a very great saving in time, and with very great +regularity. A water communication moreover will, I feel convinced, and +at no distant day, be carried through the American Isthmus—say by +Lake Nicaragua—when the sailing packets for the Pacific may run +direct between Jamaica and Sydney, New South Wales, and Canton-China.</p> + +<p>In the estimate for the cost of steam-boats to be employed in the +service proposed, I have been chiefly guided by, and adhere to, the +statement made by that able and practical engineer Mr. Napier, of +Glasgow, in his evidence to the Post-office Commissioners in 1836, +that steam-boats of 240-horse power, and 620 tons burthen, could be +furnished at from 24,000<i>l.</i> to 25,000<i>l.</i> At this rate the total +yearly cost of mail communications by the aid of steam, to every +quarter which has been <span class="pagenum"><a id="pagevii" name="pagevii"></a>(p. vii)</span> adverted to in the subsequent pages, +will be as stated in the following brief summary. Reference No. 1, +shows the expenditure, keeping the Red Sea route confined to India +only, and extending the communication to China and Sydney by the +Pacific, from Panama or Rialejo. No. 2, the expense, confining the +communication by the Cape of Good Hope to India only, and extending +the communication to Canton, &c. across the Pacific as before. No. 3, +shows the expenditure for the Western World, the work performed by +steam in the West Indies, and steam from Falmouth to Fayal, with +sailing-packets for the remainder of the work; and the whole expense, +by extending sailing-packets to China and Sydney westward across the +Pacific, but limiting the communication by the Red Sea to India only. +Lastly, No. 4, shows the expenditure of the communications made in a +way similar to No. 3, limiting the conveyance by the Cape of Good Hope +to India only: (see also <a href="#page128">Appendix</a> No. 2, p. 128.)</p> + +<table border="0" cellpadding="0" summary="Table 1"> +<colgroup> + <col width="20%"> + <col width="20%"> + <col width="20%"> + <col width="20%"> + <col width="20%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-right">No. 1.</td> +<td class="td-right">No. 2.</td> +<td class="td-right">No. 3.</td> +<td class="td-right">No. 4.</td> +</tr> +<tr> +<td>Western World</td> +<td class="td-right">£279,250</td> +<td class="td-right">£279,250</td> +<td class="td-right">£161,615</td> +<td class="td-right">£161,615</td> +</tr> +<tr> +<td>East Indies, &c.</td> +<td class="td-right">128,850</td> +<td class="td-right">187,978</td> +<td class="td-right">128,850</td> +<td class="td-right">187,978</td> +</tr> +<tr> +<td>Pacific</td> +<td class="td-right">63,000</td> +<td class="td-right">63,000</td> +<td class="td-right">63,000</td> +<td class="td-right">63,000</td> +</tr> +<tr> +<td> </td> +<td class="td-right">————</td> +<td class="td-right">————</td> +<td class="td-right">————</td> +<td class="td-right">————</td> +</tr> +<tr> +<td> </td> +<td class="td-right">£471,100</td> +<td class="td-right">£530,228</td> +<td class="td-right">£353,465</td> +<td class="td-right">£412,593</td> +</tr> +<tr> +<td> </td> +<td class="td-right">————</td> +<td class="td-right">————</td> +<td class="td-right">————</td> +<td class="td-right">————</td> +</tr> +</table> + +<p>It is, however, to that portion connected with the Western World that +the immediate and particular attention of yourself and the other +members of Her Majesty's Government is particularly requested. The +other parts, above alluded to, may hereafter not be deemed <span class="pagenum"><a id="pageviii" name="pageviii"></a>(p. viii)</span> +unworthy of your consideration, and the consideration of the Public. +Carried into effect in a decided manner, and as speedily as the nature +and extent of the machinery required will admit, it would produce +great and lasting advantages to the British empire, and confer great +honour upon the British Government and the splendid Post-office +establishment of this country.</p> + +<p>Permit me to observe, that the speedy conveyance of mails outwards, to +any place, is but a <i>minor</i> point gained, unless the returns are made +regular and equally rapid, and so combined, that while every place +possible can be embraced in the line, no place shall obtain any undue +advantage over another. These points can never be lost sight of in +planning or arranging any mail communication, but more especially a +communication like that at present proposed.</p> + +<p>No narrow or parsimonious views on the part of this great country +ought to throw aside the plan particularly alluded to, or leave it to +be taken up and split into divisions by parties, perhaps foreigners, +who will then not only command the channels of British intelligence, +but be enabled to demand what price they please for carrying a large +and important portion of the commercial correspondence of this +country. The Public, moreover, can only repose implicit confidence in +a mail conveyance under the direction and the responsibility of +Government. Further, it is scarcely necessary to <span class="pagenum"><a id="pageix" name="pageix"></a>(p. ix)</span> point out, or +to advert to, the immense advantages which the Government of Great +Britain would possess, in the event of hostilities, by having the +command and the direction of such a mighty and extensive steam power +and communication, which would enable them to forward, to any point +within its vast range, despatches, troops, and warlike stores. From +Falmouth, letters might be at Sydney, New South Wales, in +seventy-five, and at Canton-China in seventy-eight days, by employing +sailing packets only, to cross the Pacific from the Isthmus of +America. Letters from Falmouth, by way of Barbadoes, Jamaica, and +Chagre, could be at Lima in thirty-five days.</p> + +<p>To give greater security to the mails, and comfort and accommodation +to passengers, &c. a class of sailing-vessels rather larger than the +generality of those at present employed in the West Indies, ought to +be engaged; and for this purpose, a larger sum annually must be +allowed to defray the expense. Some of those at present employed, such +as the Charib, may do, but sloops are too small for the service.</p> + +<p>It is only within these few months that a mail communication, and that +very uncertain and irregular, has been commenced with the British +Empire in Hindostan, containing 100,000,000 of people. With the +rapidly rising colonies in British America, containing 1,700,000 +enterprising inhabitants, there is still but one ill-regulated mail +conveyance, by a sailing-packet, each month. Such <span class="pagenum"><a id="pagex" name="pagex"></a>(p. x)</span> a state of +things is neither creditable nor safe to a country like Great Britain. +The population of these colonies must be left far behind their +neighbours in the United States in all commercial intelligence, and +the interests of the former must consequently suffer greatly.</p> + +<p>The steam-boats to be employed in the service contemplated, although +of the high power mentioned, need not be of the same tonnage as +vessels of an equal power which are built for the sole purpose of +carrying goods. Consequently, a considerable expense in building the +former will be saved. Mails never can be carried either with +regularity or certainty in vessels, the chief object and dependence of +which is to carry merchandize. The time which such vessels would +require to procure, take in, and discharge cargoes, would render +punctuality and regularity, two things indispensably necessary in all +mail communications, quite impracticable. Any attempt to resort to +such a system, more especially in a quarter where steamers would have +so many places to call at as these will have in the West Indies, would +throw every thing into inextricable confusion. Steam-boats carrying +mails and passengers should be the mail-coaches of the ocean, limited +as mail-coaches on land are to cargoes, and as near as possible to the +tonnage pointed out in the following pages. The steamers to be +employed in the service contemplated should also be built broad in the +beam, of a light draught of water, and in speed, accommodation, and +<span class="pagenum"><a id="pagexi" name="pagexi"></a>(p. xi)</span> security, must be such that no others of equal powers can +surpass them.</p> + +<p>The liberality of <span class="smcap">Mr. John Arrowsmith</span>, so well known for his +geographical knowledge and geographical accuracy, has enabled me, +without the labour of constructing it, to present to you and to the +public the Chart of the World, between 70° N. lat. and 60° S. lat., on +Mercator's projection, which accompanies the present sheets. On it I +have laid down all the routes of both steamers and sailing-packets, to +every quarter of the world that has been adverted to; and further +added a Chart of the West Indies, and of the Isthmus of America, drawn +by myself, and corrected by the latest authorities.</p> + +<p>The timid and the interested will throw every doubt upon the success +of such an undertaking. What is going on in the world is the best +answer to doubts and fears on this subject. What takes place in other +quarters will take place in the quarters alluded to, namely, success +where failure was anticipated.</p> + +<p>In a vast undertaking like the plan proposed, the interests of the +Government and the general interests of the public must be specially +kept in view and particularly attended to. By attending closely to +these interests, the Government will find that it best and most +effectually consults the interests of individuals, places and +communities. No partial or local interest or <span class="pagenum"><a id="pagexii" name="pagexii"></a>(p. xii)</span> opposition +(such may in this, as in most other concerns, appear) ought to be +listened to. Any such opposition can only proceed from prejudice, or +ignorance, or self-interest; and a little experience will satisfy the +public, and convince even such opposition, that the fact is so; and, +moreover, that in the arrangements proposed, no interest in any +quarter has been neglected.</p> + + +<p class="figcenter">I have the honour to be,<br> + + <span class="smcap">Sir</span>,<br> + + Your most obedient humble servant,</p> + +<p class="col50 smcap">James M'Queen.</p> + +<p><span class="smcap">London</span>, 14th Feb. 1838.</p> + + + + + + +<h2>A GENERAL PLAN <span class="pagenum"><a id="page001" name="page001"></a>(p. 001)</span> + +FOR + +CONVEYANCE OF MAILS BY STEAM, + +&c. &c.</h2> + + + + +<h2>INTRODUCTION.</h2> + + +<p>The conveyance of mails and despatches from one place to another is of +the utmost possible importance to individuals, and to a country. The +rapidity and regularity with which such communications can be made, +gives to every nation an influence, a command, and advantages such as +scarcely any thing else can give, and frequently extends even beyond +the sphere of that influence and that command which the direct +application of mere physical power can obtain to any government or +people.</p> + +<p>Much as Great Britain has already done, in this respect, to connect +and to communicate with her very extensive, valuable, and important +foreign dependencies, still much more remains to be done, to give her +those advantages, and that influence, and that command which she might +have, which she ought to have, which all her great interests require +she should have; and which the power of steam, together with the late +great improvements in machinery, can and ought, in a special manner, +to secure unto her, her commerce, her power, and her people.</p> + +<p>In no quarters of the world could the application of the power and the +improvements alluded to prove so advantageous to <span class="pagenum"><a id="page002" name="page002"></a>(p. 002)</span> the +commercial and the political interests of Great Britain as in the East +Indies, in the West Indies, and in those places connected with these +quarters; and also in all those countries and places which afford the +safest and the speediest means of connecting the chain closely which +tends to enable her to communicate more frequently, more rapidly, and +more regularly with these places; and, at the same time, all these +quarters, and her own possessions, with the parent State.</p> + +<p>The object being a national one, it ought to be carried into effect by +the nation, without reference to the mere question of pounds shillings +and pence; that is, whether it is to become a directly remunerating +concern or not. While the important subject ought to be taken up in +this manner by the Government of Great Britain, it may be observed +that the plan requisite, carried into effect in the most extensive +manner, will certainly remunerate fully the Government or the +individuals who may undertake the work, either on the general or on +the more limited scale; but the higher, the more the scale is +extended.</p> + +<p>In fact, unless the plan is carried into effect on an extensive scale, +it will not prove a concern so remunerating as it would otherwise be, +because it is only by connecting different places in the line, or +within the sphere of communication, that a greater number, or rather a +sufficient number, of letters and passengers can be obtained; and +unless the communications are sufficiently frequent and regular, both +letters and travellers will continue to find private traders and ships +in general the quickest mode of proceeding on and getting to the end +of their journey, or the place of their destination.</p> + +<p>The position of the United States, in the western world, and the very +extensive trade which these States carry on with every part of that +quarter of the world, and indeed with every quarter of the world, +gives the merchants of these States, constituted as the packet +arrangements and communications of Great Britain with foreign parts +now are, an opportunity of receiving earlier intelligence regarding +the state of many important foreign markets than British merchants in +general enjoy, except such as are immediately connected with +establishments in the United States, and by which means both obtain +decided <span class="pagenum"><a id="page003" name="page003"></a>(p. 003)</span> advantages over the rest of the commercial +community. This ought not to be the case in a great commercial country +like Great Britain. It is a fact quite notorious, that from almost +every quarter of the western world the earliest intelligence is almost +uniformly received through the United States. The whole correspondence +of the important British Provinces, the Canadas, comes through these +States. It is also notorious, that, by means of our own commercial +marine, intelligence is generally received from many foreign countries +earlier than by Government Packets. Indeed, it is not uncommon among +merchants to return, unopened, to the Post-office many letters in +originals, they having previously received the duplicates by private +merchant ships. Besides, it is well known that vast numbers of letters +from Great Britain to Foreign States are sent through the United +States, because these go earlier to their place of destination. In +these various ways a great Post-office revenue is cut off, while the +mercantile world are put to a great inconvenience and uncertainty. It +is not befitting that the first commercial country in the world should +remain dependent upon the private ships of another commercial and +rival state for the transmission of commercial correspondence. If such +a deficient system is persevered in, the result will most infallibly +be, that that country which obtains, and which can obtain, the +earliest commercial information, will, in time, become the greatest +and most prosperous commercial country.</p> + +<p>It is, in fact, quite impossible that the commercial interests of any +country can ever compete with the commercial interests of another +country, unless the one have equally rapid, frequent, and regular +opportunities and means of correspondence and conveyance with the +other. If the merchants of other countries have quicker and more +frequent communications with any particular quarter of the world, than +the merchants of the United Kingdom have, it is obvious that the +former will obtain a decided advantage over the latter, in regulating +and directing all commercial transactions.</p> + +<p>The foreign trade of Great Britain, besides forming an immense moving +power for giving activity to every branch of internal industry, trade, +and commerce, becomes also, from the correspondence <span class="pagenum"><a id="page004" name="page004"></a>(p. 004)</span> to which +it gives rise, and by which it can alone be carried on, an immense and +direct source of Post-office revenue: but the direct postage derived +from the correspondence required in the foreign trade, great as it is, +is small when compared to the addition which the correspondence in the +foreign trade directly and immediately gives to the internal postages +of the kingdom. If it is examined narrowly, it will, it is not +doubted, be found that almost every letter of the moiety of those +which come from the British transmarine possessions, and from other +foreign parts, whether by packets or by merchant ships, (of the +latter, it may be said, a number equal to the whole which pay postage +do, because the very great number of letters directed to consignees +come free,) produces, perhaps, <i>ten letters</i>, on which the largest +single internal postages are charged and paid. This arises from orders +sent to different places to tradesmen, mechanical and manufacturing +establishments for goods; orders for insurance; invoices sent; +payments, in consequence, by bills or orders, and in bills transmitted +for acceptances, &c. &c.</p> + +<p>In all mail communications, such as those which are about to be +considered, the point to be kept steadily in view, and one which is +absolutely indispensable, is to connect and to bring the return mails +and the outward together, in such a manner as that every intermediate +place shall have the full benefit of both, without trenching upon the +general interests, or occasioning any unnecessary detention or delay. +This great and essential point is more particularly necessary to be +attended to in the conveyance of mails by sea to distant parts, +especially if conveyed by steam. In the quarters about to be noticed, +the point alluded to will be shown to be more than in any other +quarter necessary. Without this is effected, nothing beneficial is, in +fact, effected; and to secure the object, a commanding power is +obviously and indispensably necessary. For various reasons, which it +is considered unnecessary here to state, steamers of 250-horse power +each, will be found to be the best and most economical class of +vessels to employ in the service contemplated.</p> + +<p>The next and a still more important point to attend to, and <span class="pagenum"><a id="page005" name="page005"></a>(p. 005)</span> +to keep in mind, is to have always in readiness, and at well-selected +stations, a sufficient quantity of coals to supply each boat: without +such are at command, no movement can take place; and unless the supply +is ample, and always at hand, no regular communication can ever be +carried on. Wood, indeed, may be procured in some stations in the West +Indies, but not in all; while even where it can be obtained, it will +be found to be dearer than coal. The quantity also necessary for a +vessel of large power, and for a voyage of any considerable length, +would far exceed the room that could be afforded, in a vessel of +properly regulated tonnage. A supply of coals, moreover, could be had +at all the places to be brought into notice by care, and foresight, at +moderate rates, and at the rates taken in the subsequent calculations. +Merchant vessels, bound to all quarters, so soon as they perceived +that they were sure of a market, would take a proportion of coals as +ballast; and others would be glad to take a portion even beyond that, +to aid them in completing their cargoes, instead of remaining, as +vessels both at Liverpool, Glasgow, &c. frequently do, some time, till +they can obtain a sufficient quantity of goods to enable them to do +so: while such vessels could at all times furnish in this way a +sufficient supply of coals, at moderate rates, and still afford to +them a fair profit; such assistance in loading, by enabling vessels to +sail at short and regularly stated periods, would become of the most +essential service to the commercial interests of this country.</p> + +<p>The time hitherto occupied by steamers in taking in coals, in almost +every place, has constituted of itself a considerable drawback on +steam navigation: it may, to a great extent, be avoided. Let +carriages, such as are used on the railroads for carrying coals at +Newcastle, &c. be constructed with iron handles. These may be made to +hold one and a half, or two tons of coals (either of these weights, it +is supposed, might be hoisted into a vessel without difficulty), and +be all filled and placed on a raft or punt ready at each depôt, thirty +to sixty in number, according to its importance, awaiting the arrival +of the packet steamer. The moment she comes into port, the punt will +be alongside, and the whole will be hoisted in in a few hours, the +place for receiving <span class="pagenum"><a id="page006" name="page006"></a>(p. 006)</span> them being always, and during the +voyage, prepared for them. In this way 120 tons of coals may be taken +in within a very short space of time; the buckets first emptied, +refilled, and emptied again, to a considerable extent, in a period of +no great additional time. At smaller depôts and ports, the steamer +might hoist in thirty or forty tons of coals during her shorter time +of stoppage; and thus steamers, without any material delay, would +always have a sufficient and certain supply of fuel. The coals at all +the depôts should be well covered and protected from the sun.</p> + +<p>Further, on this head, most of the small coal (the best) which goes to +waste at the depôts, may be saved by the following simple +process:—Let it be mixed with a little clay, considerably diluted, +then made into small balls, and afterwards dried in the sun (a rapid +process within the tropics), and then taken on board with the others +when wanted. It burns with great force. It is so used on estates in +the West Indies for Stills. The saving is great, and the labour of +making it up exceedingly light. A child may almost perform it.</p> + +<p>It is necessary to observe, that steam-boats for the torrid zone must +be fitted up and out in a manner considerably different, more +especially in their hatches, from the best and most splendid boats in +this country. For the convenience and health of both the passengers +and crews, those for the torrid zone must, in every part, be more +roomy and airy, yet so constructed as to be closed in the speediest +and securest manner in the event of a hurricane; consequently they +will require less expense in building, and fitting up of cabins, &c. +than the crack boats in this country, in order to make them so.</p> + +<p>In all the distances stated, there are, be it observed, included in +the time allowed, three or four hours to land and take in mails and +passengers at every place where the steamers may have to touch; and at +the more important stations, at least six hours beyond the longer +periods allowed for stoppages for coals and mails, &c. It will be +necessary to give six or eight hours at Barbadoes before the departure +of the steamer, that Government despatches may be forwarded. In fact, +the steamer should always, and only leave that island at sun-rise on +<span class="pagenum"><a id="page007" name="page007"></a>(p. 007)</span> the day following that whereon the packet arrived from +England, because by doing so, it would reach St. Thomas at daybreak on +the second morning (the navigation at that island is rather dangerous +during the night), clear it, and reach St. John's, Porto Rico, with +daylight, and in consequence Cape Nichola in daylight also, on the +second day thereafter.</p> + +<p>The old <i>Galatea</i> frigate might be carried up from Jamaica and moored +at Cape Nichola Mole, on board of which those mails and specie may be +deposited, that require to be disembarked from such steamers, &c., as +cannot be detained till the packet arrives to receive them. This, +however, will seldom be the case, nor to any great extent; as the +homeward-bound packet, whether steamer or sailing-vessel, will almost +always be at Cape Nichola before the steamer gets up from the leeward. +She may also be used to hold coals for a supply for the steamer to a +certain extent.</p> + +<p>Let the fact be urged in the strongest manner, that a communication +once a month, to any given place, will never pay, nor answer any great +or good purpose. Mails, or rather letters and passengers, will not +wait for such a length of time, especially when these could, as for +example from the Havannah, almost be in England, by way of New York, +in the interval that would elapse between the departure of one packet +and another, when there was only one packet in the month; but give two +each month, and neither could ever be so.</p> + +<p>The arrangements, and the extent of the internal Post-office +establishments of Great Britain, are upon the most splendid and +efficient footing. There is nothing of a similar kind in any other +country, either in management, or combination, or regularity, that can +equal or even be compared to them. It is, however, much otherwise with +all her transmarine mail communications. They are all particularly +deficient in combination, limited in their operations, and inefficient +as regards the machinery employed to carry the mails. This, in a more +particular manner, is the case with the West Indies: the small sailing +vessels there employed are generally very unfit for such a service, +and the steamers sent out to work them, with the exception of the +<i>Flamer</i>, being only of 100-horse power, and besides <span class="pagenum"><a id="page008" name="page008"></a>(p. 008)</span> badly +constructed, are wholly unfit for the service in any way; and even the +vessel named, which is 140-horse power, though much superior to any of +the other three, the <i>Carron</i>, the <i>Echo</i>, and the <i>Albyn</i>, is still +too small to perform her work in proper and reasonable time, or to +stem the currents and trade winds, to say nothing of tempests, which, +as regards the two former, constantly prevail in the seas in that +quarter of the world.</p> + +<p>It may also be remarked, that to extend or to add to the number of +post communications, does not add proportionally to the machinery +necessary for the conveyance of these: in other words, if the +communications are doubled in number, the machinery used for +conveyance is not necessarily doubled, nor the expense consequently +doubled. Take, for example, the station between Barbadoes and Jamaica: +with two mails each month, this could not be effected with fewer than +three steam-boats; but the same number of steamers will, without +inconvenience, extend the communication to Havannah, and take in, at +the same time, several important places extra. A judicious and proper +combination and regularity in all movements can, with the same +machinery, and with but little additional expense, perform, in some +instances double, and in many instances nearly double work.</p> + +<p>The objects for making Fayal, in the Western Islands, a central point +of communication, are as follow:—First, it is directly in the course +for the West Indies; so nearly so for Rio de Janeiro in the outward +voyage (in the homeward it is the best course), that if not actually +the best course, as it is believed it really is, the deviation, as +will afterwards more clearly appear, is not worth taking into account. +It is also the proper course for New York, and even not much out of +the way from the direct line to Halifax; while, considering the winds +and currents, the Gulf stream, for example, which prevail in the +Atlantic, steamers or sailing packets will make the voyage from +Falmouth to Halifax by this route as speedily, on an average, as if +they were to take the direct course. It is well known, that vessels +bound to the northern ports of the United States, go much to the +southward of the Western Islands. <span class="pagenum"><a id="page009" name="page009"></a>(p. 009)</span> Secondly, it will save two +steam-boats on the North American line, and two more on the South +American line, for that distance (not fewer than two would do for each +line); which, with coals, yearly, would cost 41,600<i>l.</i> This, alone, +ought to determine the point.</p> + +<p>These steam-packets should be allowed to carry parcels, packages, and +light and fine goods, which could afford to pay a considerable +freight. This ought to be limited, however, not to exceed forty tons +in each vessel on each of the great lines (except Falmouth to Fayal, +which may be 120); and the small sailing vessels in proportion. These +things, without retarding the speed materially, would produce a +considerable return, but from which must come port charges, &c. If the +steamers are allowed to become mere vessels of freight, or for +carriage of goods, no regularity in their voyages could be expected. +To avoid delay, these articles could be landed and taken to the +Custom-house in every island and place, and delivered thence, under +the Revenue laws, to each owner.</p> + +<p>The greater extent to which combination can be carried on in the mail +circle, and the wider that that circle can be extended, so much +cheaper the labour of conveyance becomes, and the greater the returns +therefrom. Further, not merely the greatest possible speed, but the +greatest possible regularity, is the desiderata in the conveyance of +mails in any country: the latter, in particular, is more essentially +necessary than the former, and is, in fact, the life-spring of all +commercial communication.</p> + +<p>The work to be performed, in every quarter, must not only be well +done, but done within a limited time, in order to render it beneficial +and effective. Powerful boats, that can overcome the distance and the +natural obstacles that present themselves, can alone do this. +Small-power boats can never accomplish the work. Numbers will not +overcome the difficulties, nor come, as regards time, within the +limits required.</p> + +<p>Each packet steamer on each of the great lines, could and should +return unto Falmouth alternately, and the boats from Falmouth be +prepared to take the longer voyage in their stead. The time each will +have to stop at Falmouth will always <span class="pagenum"><a id="page010" name="page010"></a>(p. 010)</span> allow of time for any +material examination and the repairs that may be necessary.</p> + +<p>Without actual experience it is impossible to place before the public, +in a correct point of view, the whole appearance and state of steamers +employed in the West Indian mail service, as seen last year—when the +whole extent of their voyages was travelled over in more than one of +them:—imagine a small ill-contrived boat, an old 10-gun brig, as the +<i>Carron</i> is, for example, of 100-horse power, and thirty to forty tons +of coals on her deck; with a cabin about thirteen feet by ten, and an +after-cabin still smaller, both without any means of ventilation, +except what two ill-planned, narrow and miserable hatches, when open, +afford. Imagine a vessel like this starting from Jamaica, with ten or +fifteen passengers, and a crew of thirty-seven people, still more +miserably provided with room and quarters, to stem the currents, the +trade winds—(not to speak of storms,)—which blow, and the heavy seas +which roll, between that island and St. Thomas, especially in the +channel between the former and St. Domingo, and indeed in all the West +Indies: having the boiler immediately adjoining the cabin and sleeping +berths, and without any place to stow the luggage belonging to the +passengers,—and with the numerous mail bags crammed into the small +sleeping berths, or under the table,—and the public will have a faint +idea of a Government steam-boat; wherein, under a tropical sun and a +tropical rain, the passengers and crews are, with the hatches closed, +reduced to the choice, while choked with coal-dust, of being broiled +or suffocated. No human constitution can long stand this. Without +meaning any offence, truth must declare, that such a state of things +is a disgrace to England.</p> + +<p>The most urgent haste and necessity can alone bring individuals to +travel by such conveyances, and none will do so whose time will allow +them to look for other modes of conveyance and transport. Female +passengers, in particular, without female attendants, or room for +them, will never willingly undertake, certainly never repeat, a voyage +under such circumstances. It would seem that, in this respect, the +vessels belonging to the most powerful, enlightened, and civilized +Government <span class="pagenum"><a id="page011" name="page011"></a>(p. 011)</span> in the world, are to be placed far below the +level of vessels belonging to their own subjects, and those of other +nations; although such vessels are expressly appointed to convey +passengers.</p> + +<p>With these preliminary observations, it is proposed to consider the +details of a plan for the more extended conveyance of mails by +steam-boats, first to the <span class="smcap">Western World</span>, under the separate heads into +which such a plan, necessarily and properly divides itself. In doing +this, it will satisfactorily appear that the more the plan is +extended, the less in proportion will the expenses attending the same +be, and the greater the returns be therefrom.</p> + + + + +<h3>I. <span class="pagenum"><a id="page012" name="page012"></a>(p. 012)</span></h3> + +<h5><i>Falmouth and Madeira, or one of the Western Islands, Department.</i></h5> + + +<p>Either of the islands just named may be made central points of the +greatest importance for connecting the mail communications between +Great Britain and all the Western World. The Western Islands, however, +become a central point, more direct and convenient than Madeira, for +all the outward and homeward West Indian packets, and still more so +for all those which may be bound for New York and British North +America. In short, the packets for neither of the latter places could +go or come by Madeira without great inconvenience and loss of time; +whereas, neither would take place if Fayal is made the point of +arrival at and departure from. The latter island is directly in the +course of both the West Indian and homeward-bound South American +packets; and it may be said with equal accuracy, in the outward direct +course of these packets also. Although a little further removed into +the variable winds than Madeira, still it is well known that Fayal +once made, the greatest difficulties in the voyages of the +outward-bound packets are overcome. The distance, also, from Falmouth +to either of these islands is not materially different: from Falmouth +to Madeira direct, is 1170 geographical miles; and from Falmouth to +Fayal direct, 1230 miles. In the outward voyage Fayal is 300 miles +nearer Barbadoes than Madeira; and in the homeward, from Cape Nichola +Mole, 300 also. The distance between Madeira and Rio de Janeiro, and +between the latter and Fayal, is not greatly different, being (taking +in Bahia and Pernambuco) for the latter 3900 miles, and for the former +3800; but from the course which the homeward packet must take through +the trades, the distance to <span class="pagenum"><a id="page013" name="page013"></a>(p. 013)</span> Madeira, as compared with the +distance and course to Fayal, would be increased by 250 miles. On the +whole, considering the advantages and disadvantages to arise from +making either of these islands, viz., Madeira and Fayal, the central +points, it would appear that the balance would considerably incline to +be in favour of any one of the central Azores, say Falmouth and +Terceira or Fayal. Fayal being taken as the central point to which and +from which the packets for the western world are to converge and to +diverge, the arrangements will run as follow:—</p> + +<p>The steam-boats from Falmouth to Fayal would carry out all the mails +from Great Britain to the Western World; viz.: for British North +America, for New York, for the British West Indies and all the Gulf of +Mexico, and for the Brazils and Buenos Ayres, as also for Madeira and +Teneriffe. From Falmouth to Fayal is, course S. 55° W. distance 1230 +geographical miles. Two steam-boats of 240-horse power each would +perform this work out and home, giving two mails each month, each boat +returning with the mails for Great Britain from all the places +mentioned, to be brought to that island in a manner which will shortly +and more particularly be pointed out. In fine weather each boat would +make the voyage within six days, and in rough weather in seven +days,—but say seven days at an average. Each boat would be at sea 14 +days each voyage = 28 days monthly = 336 days yearly; 25 tons of coal +per day = 8400 tons yearly; which, at 20<i>s.</i> per ton, is 8400<i>l.</i> +annually. The yearly cost of the two boats for this station would +therefore be: (prime cost of two, 48,000<i>l.</i>)—</p> + +<table border="0" cellpadding="0" summary="Table 2"> +<colgroup> + <col width="80%"> + <col width="20%"> +</colgroup> + +<tr> +<td>Two boats' wages and provisions, &c., at £6200.</td> +<td class="td-right">12,400</td> +</tr> +<tr> +<td>Coals for do., yearly</td> +<td class="td-right">8,400</td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Total</td> +<td class="td-right">£20,800</td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +</tr> +</table> + + +<p>The stoppage at Fayal would depend upon the arrival of the packets +with the mails from the Brazils, the West Indies, &c. &c., but the +arrangements for all these will be such as will bring the stoppage not +to exceed one or two days, and which will prove no more than +sufficient to take in coals, water, &c. &c. Despatched from London on +the 1st and 15th day of each <span class="pagenum"><a id="page014" name="page014"></a>(p. 014)</span> month, the steamers from +Falmouth, with all the mails, would reach Fayal on the 10th and 25th +of each month, from whence they would immediately be despatched to +their ulterior destinations. By this arrangement Government would save +at least three West Indian or Barbadoes packets, one Halifax and one +Rio de Janeiro packet (exclusive of six Mexican packets saved, but +included in the West Indian department), after giving to the two +quarters of America last mentioned two mails instead of one each +month, and which saving would, at least, be 21,000<i>l.</i> yearly. The +voyages also from England to every quarter connected with this +arrangement would be greatly shortened, even were the communications +by steam to be carried no farther; as every nautical man knows well +that it is between the Western Islands and the English Channel, +whether outwards or inwards, that the greatest detention in every +voyage, whether it regards packets or any other vessels, takes place. +In a particular manner the arrival of the outward packets at Barbadoes +would be more regular, almost quite regular; and thus <i>extra</i> +steam-boats in that quarter, on account of the irregularities in the +arrivals as under the present system, would be rendered unnecessary; +and the same thing may be said of every other quarter to which the +plan and the chain of communication is intended to extend.</p> + + +<h4><i>Fayal.</i><a id="footnotetag1" name="footnotetag1"></a><a href="#footnote1">[1]</a></h4> + +<p>All the outward mails from Great Britain to the western world, having +reached Fayal, they would be despatched from thence and return back to +it, under the following arrangements and regulations. Take them in +order as follow:—</p> + + + + +<h3>II. <span class="pagenum"><a id="page015" name="page015"></a>(p. 015)</span></h3> + +<h5><i>Fayal and North America.</i></h5> + +<p>The rising importance of British America renders it highly desirable, +nay, absolutely necessary, that a more frequent and regular post +communication should be established with it. This might be done so as +to secure all the Post-office revenue derivable from the letters to +and from that quarter of the empire with Great Britain; and not only +so, but to draw from the United States unto England some of that +postage and some of those passengers which belong specifically to +those States. To carry this into effect, it must be done by +steam-boats, and Fayal made the point of communication from which the +mails are to diverge, and to which they are again to return. The point +of communication with Fayal should be either by Halifax to New York, +or to Halifax alone; from which place the steamer to run to the West +Indies could carry the European mails to and from New York. In each +way the details will be as follow:—</p> + + +<h4><i>Fayal to New York, by Halifax.</i></h4> + +<p>From Fayal to New York direct is 2020 miles; and from Fayal to New +York, by Halifax, is 2160 miles. If this course is adopted, there +would be no need for any stoppages at Halifax, except to land the +outward mails, &c., and pick up the inward, or homeward-bound European +mails, &c. The steamers, with the outward mails on board, would +proceed from Fayal on the 10th and 25th of each month, and reach New +York, by Halifax, on the 7th and 23d of each month, or in thirteen +days. Leaving New York on the evening of the 9th or 10th, and the 25th +or 26th of the month, with the return mails from the States, and +calling at Halifax for all those from British America, the steamer +would reach Fayal in thirteen days, or on the 8th and 23d of each +month, exactly in time, as will by-and-by be shown, for the +homeward-bound West Indian and Brazil mails coming up to the same +place; and two days previous to the <span class="pagenum"><a id="page016" name="page016"></a>(p. 016)</span> arrival of the outward +packet from Falmouth, after allowing two days to stop at New York, and +having one day to spare, in the event of severe weather on the voyage. +The course and time will be:—</p> + +<table border="0" cellpadding="0" summary="Table 3"> +<colgroup> + <col width="60%"> + <col width="20%"> + <col width="20%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-right">Geo. Miles.</td> +<td class="td-right">Days.</td> +</tr> +<tr> +<td>Fayal to Halifax</td> +<td class="td-right">1640</td> +<td class="td-right">10</td> +</tr> +<tr> +<td>Halifax to New York</td> +<td class="td-right">520</td> +<td class="td-right">3</td> +</tr> +<tr> +<td><span class="add2em">Stop at New York</span></td> +<td class="td-right">" </td> +<td class="td-right">2</td> +</tr> +<tr> +<td>New York to Fayal, by Halifax</td> +<td class="td-right">2160</td> +<td class="td-right">13</td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">4320</td> +<td class="td-right">28</td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">——</td> +</tr> +</table> + +<p>Two steam-boats would perform this work, giving two mails each month, +prime cost 48,000<i>l.</i>; wages, provisions, &c. &c. 6200<i>l.</i> each, +12,400<i>l.</i> Each boat would be at sea 26 and 26 = 52 days, monthly = +624 yearly; 25 tons of coals daily = 15,000 yearly, at 25<i>s.</i> per ton, +19,500<i>l.</i></p> + +<p>This would, however, be close work for two boats, in the event of +accidents; and therefore a spare boat would be required, at an +additional expense of 24,000<i>l.</i> capital, and 6200<i>l.</i> yearly charges. +But two may be rendered quite sufficient by making Halifax, instead of +New York, the point of communication between Fayal and British North +America; the communication with New York to be taken up, and carried +on, by the steamers proposed to run between North America and the West +Indies, as explained and stated under the next head. Fixing the +communications in this way, the details, or the course and time, would +be:—</p> + +<table border="0" cellpadding="0" summary="Table 4"> +<colgroup> + <col width="60%"> + <col width="20%"> + <col width="20%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-right">Geo. Miles.</td> +<td class="td-right">Days.</td> +</tr> +<tr> +<td>Fayal to Halifax</td> +<td class="td-right">1640</td> +<td class="td-right">10</td> +</tr> +<tr> +<td><span class="add2em">Rest there, say</span></td> +<td class="td-right">" </td> +<td class="td-right">8</td> +</tr> +<tr> +<td>Halifax to Fayal</td> +<td class="td-right">1640</td> +<td class="td-right">10</td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">3280</td> +<td class="td-right">28</td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">——</td> +</tr> +</table> + +<p>Two boats would be quite sufficient to perform this service, and the +advantage would be gained of having a British port as the port for +trans-shipment. Each boat would be at sea 10 and 10 = 20 days each +voyage = 40 monthly = 480 yearly; coals, 25 tons <span class="pagenum"><a id="page017" name="page017"></a>(p. 017)</span> daily = +12,000 tons yearly, at 25<i>s.</i> = 15,000<i>l.</i> The periods for the +arrivals and departures of these Halifax and Fayal steamers will be +found to agree well with the arrivals and departures of the steamers +to run between Halifax and the West Indies, by way of New York, as +minutely particularized under the next head.</p> + +<p>Halifax ought to be made the point from which, and to which, all the +British North American, foreign, that is, transmarine correspondence, +ought to converge and diverge. It can be made to do so readily, and +with advantage, as the following distances will show:—</p> + +<table border="0" cellpadding="0" summary="Table 5"> +<colgroup> + <col width="50%"> + <col width="10%"> + <col width="10%"> + <col width="10%"> + <col width="20%"> +</colgroup> + +<tr> +<td> </td> +<td colspan="3" class="td-center">Distance.</td> +<td class="td-center">Geo. Miles.</td> +</tr> +<tr> +<td>New York to Quebec</td> +<td class="td-right">N.</td> +<td class="td-right">19°</td> +<td class="td-right">East.</td> +<td class="td-center">390</td> +</tr> +<tr> +<td>New York to Montreal</td> +<td class="td-right">N.</td> +<td class="td-right">4°</td> +<td class="td-right">E.</td> +<td class="td-center">305</td> +</tr> +<tr> +<td>Halifax to St. John's, by Annapolis</td> +<td class="td-right">N.</td> +<td class="td-right">71°</td> +<td class="td-right">W.</td> +<td class="td-center">111</td> +</tr> +<tr> +<td>St. John's to Quebec</td> +<td class="td-right">N.</td> +<td class="td-right">66°</td> +<td class="td-right">W.</td> +<td class="td-center">230</td> +</tr> +<tr> +<td>Quebec to Montreal</td> +<td class="td-right">S.</td> +<td class="td-right">58°</td> +<td class="td-right">W.</td> +<td class="td-center">116</td> +</tr> +</table> + +<p>Thus it is obvious that Halifax is nearer England three and a half +days each way than New York; that much time would, by the above course +of post, between the mother country and all her North American +possessions, be saved, while all the advantages of carrying these +mails and passengers, &c. would be gained by British shipping and +British subjects.</p> + +<p>The communications could be carried on between Fayal and Halifax, &c. +by sailing packets instead of steam vessels; but then these sailing +packets, on account of the number of passengers which it is almost +certain would travel by them, would require to be packets of the +largest size, or first class. Their average voyages may be taken at +sixteen days each, with six or eight to stop at Halifax, which would +bring the full voyage to forty days. This would throw the return +letters always one mail, or fifteen days, later for Europe, than if +steamers were employed; but, at the same time, it would bring their +arrival at Fayal to be regular, and in sufficient time for the +succeeding homeward packet from Fayal; for, if they go beyond thirty +days, their return within forty-five days, <i>in this or in any other +station</i>, would meet the central point at Fayal equally well, as to +dates; <span class="pagenum"><a id="page018" name="page018"></a>(p. 018)</span> but such a detention would not only occasion so much +loss of time to the course of correspondence, but give letters a +chance of reaching Europe sooner from New York direct. Two sailing +packets would perform this work in the unavoidably extended time +mentioned, giving two mails each month; first cost 9,500<i>l.</i> = +19,000<i>l.</i>; yearly charges 4200<i>l.</i> each = 8400<i>l.</i></p> + + +<h3>III.</h3> + +<h5><i>North America and West Indies.</i></h5> + +<p>The intercourse between these quarters of the world, and also of each +of these with the United States, is already of great importance, and +will daily become more and more important, while there is, at present, +no mail communication between them. A regular, and frequent mail +communication in that quarter has become indispensably necessary. +While this fact must be admitted, it is of great importance to have as +many of the points of combination under the British flag as possible. +Keeping this desirable point in view, it is necessary to observe, that +this must be done, taking Havannah into the line; because, if it is +not included in the British line, it will be forthwith occupied by +parties from the United States, and letters, passengers, &c. both for +all North America and for Europe, from the West Indies, will go by +these States, New York for example. The arrivals and departures of the +steam packets on this line must also be calculated, and fixed so as to +agree with the arrivals and departures of the outward and +homeward-bound mails by Fayal, for North America, and also for all the +West Indies, southwards to Havannah and Mexico.</p> + +<p>The desirable object of bringing the most important central and +trans-shipping points under the British flag, can only be gained by +making in this case the run of the steamers to be from Halifax, by New +York, to the Havannah; or from New York, by Havannah, to Jamaica. +While the various ways by which this latter <span class="pagenum"><a id="page019" name="page019"></a>(p. 019)</span> could be +effected are here stated, still the former will be found to be the +most economical, certainly not the most inconvenient, and, on many +accounts, the preferable mode. At Havannah the North American steamer +would meet in the most regular manner, and to a day, the steamers from +Havannah to Vera Cruz; and from Havannah to Jamaica, Barbadoes, &c. +&c. The route and time of these boats would be as follows:—</p> + +<table border="0" cellpadding="0" summary="Table 6"> +<colgroup> + <col width="55%"> + <col width="20%"> + <col width="5%"> + <col width="20%"> +</colgroup> +<tr> +<td> </td> +<td class="td-right">Geo. Miles.</td> +<td> </td> +<td>Days.</td> +</tr> +<tr> +<td>Halifax to New York</td> +<td class="td-right">520</td> +<td> </td> +<td> 3½</td> +</tr> +<tr> +<td>New York to Havannah</td> +<td class="td-right">1140</td> +<td> </td> +<td> 6½</td> +</tr> +<tr> +<td><span class="add2em">Stop at Havannah, say</span></td> +<td class="td-right"> </td> +<td> </td> +<td> 2 </td> +</tr> +<tr> +<td>Havannah to Halifax, by New York.</td> +<td class="td-right">1660</td> +<td> </td> +<td>10 </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td> </td> +<td>——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">3320</td> +<td> </td> +<td>22 </td> +</tr> +</table> + +<p>Two powerful boats would be perfectly sufficient to perform this work, +giving two mails each month; first cost 48,000<i>l.</i>, yearly charges +12,400<i>l.</i> Each boat would be at sea 20 days each voyage = 40 monthly += 480 yearly; coals daily, 25 tons = 12,000 tons yearly, at 25<i>s.</i> = +15,000<i>l.</i></p> + +<p>The outward European mails would arrive at Halifax on the 20th and the +4th or 5th of every month, and at Havannah on the 31st or 1st, and +15th or 16th of each month. Leaving Halifax on the days above +mentioned, the steamers, by way of New York, would reach Havannah on +the 30th and 15th of each month, and, allowing two days at Havannah, +return to Halifax by way of New York, on the 14th and 29th, eight days +before the arrival there of the outward European packet, giving +abundance of time to rest. This steamer will bring back from New York +the answers to the letters received from Europe for the return packet +from Halifax to Fayal. These letters would reach New York on the 23d +and 8th of each month. The stoppage at New York by this steamer +returning northward could not be beyond one or two days. To meet the +West Indian and South American packets returning to the central point, +Fayal, the steamer, with all the North American correspondence, must +leave Halifax on the 29th or 30th, and the 13th or 14th of each month. +Considering attentively the calculations here made, it will <span class="pagenum"><a id="page020" name="page020"></a>(p. 020)</span> +be found that they correspond accurately, and that in practice these +will work admirably, and without confusion or delay—points, in an +affair of this kind, of the greatest importance.</p> + +<p>The other plan, by which the communication between North America and +the West Indies can be opened up and carried on, is between New York +and Jamaica, by the Havannah. After considering it, in all its +bearings and details, the former will appear to be the most economical +and eligible. Calculating the whole of the General Plan to be carried +into effect, and by steam, the outward mails from Europe, <i>via</i> Fayal +and Halifax, would arrive at New York on the 7th or 22d, or the 8th +and 23d, of each month; and those for the West Indies, <i>via</i> Fayal and +Barbadoes, at Cape Nichola Mole, Hayti, on the 11th and 27th, or 12th +and 27th, and at Jamaica on the 13th and 28th of each month. The mails +from the westward and southward of, and for Jamaica, would +consequently return to that island on the 7th and 22d of each month. +The distances and time taken in three ways between Jamaica and New +York, by Havannah, would be—</p> + +<h4>(No. 1.)</h4> +<table border="0" cellpadding="0" summary="Table 7"> +<colgroup> + <col width="60%"> + <col width="20%"> + <col width="5%"> + <col width="15%"> +</colgroup> +<tr> +<td> </td> +<td class="td-right">Geo. Miles.</td> +<td> </td> +<td>Days.</td> +</tr> +<tr> +<td>New York to Havannah</td> +<td class="td-right">1140</td> +<td> </td> +<td> 6½</td> +</tr> +<tr> +<td>Havannah by Matanzas, to St. Jago de Cuba</td> +<td class="td-right">630</td> +<td> </td> +<td> 4 </td> +</tr> +<tr> +<td>St. Jago de Cuba to Kingston, Jamaica</td> +<td class="td-right">170</td> +<td> </td> +<td> 1 </td> +</tr> +<tr> +<td>Jamaica</td> +<td class="td-right"> " </td> +<td> </td> +<td> 2 </td> +</tr> +<tr> +<td>Jamaica to Cape Nichola Mole, by St. Jago</td> +<td class="td-right">305</td> +<td> </td> +<td> 2 </td> +</tr> +<tr> +<td>Cape Nichola to Havannah, by Matanzas</td> +<td class="td-right">540</td> +<td> </td> +<td> 3 </td> +</tr> +<tr> +<td><span class="add2em">Havannah, Coals, &c.</span></td> +<td class="td-right"> " </td> +<td> </td> +<td> 1 </td> +</tr> +<tr> +<td>Havannah to New York</td> +<td class="td-right">1140</td> +<td> </td> +<td> 6½</td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td> </td> +<td>——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">3925</td> +<td> </td> +<td>26 </td> +</tr> +</table> + + +<h4>(No. 2.)</h4> +<table border="0" cellpadding="0" summary="Table 8"> +<colgroup> + <col width="60%"> + <col width="20%"> + <col width="5%"> + <col width="15%"> +</colgroup> +<tr> +<td> </td> +<td class="td-right">Geo. Miles.</td> +<td> </td> +<td>Days.</td> +</tr> +<tr> +<td>New York to Havannah, by Matanzas</td> +<td class="td-right">1140</td> +<td> </td> +<td> 6½</td> +</tr> +<tr> +<td><span class="add2em">Havannah, Coals</span></td> +<td class="td-right"> " </td> +<td> </td> +<td> 1 </td> +</tr> +<tr> +<td>Havannah to Jamaica, round Cape Antonio</td> +<td class="td-right">685</td> +<td> </td> +<td> 4 </td> +</tr> +<tr> +<td><span class="add2em">Jamaica, Coals, Mails, &c.</span></td> +<td class="td-right"> " </td> +<td> </td> +<td> 2 <span class="pagenum"><a id="page021" name="page021"></a>(p. 021)</span></td> +</tr> +<tr> +<td>New York to Havannah, by Matanzas</td> +<td class="td-right">685</td> +<td> </td> +<td> 3 </td> +</tr> +<tr> +<td><span class="add2em">Havannah, Coals</span></td> +<td class="td-right"> " </td> +<td> </td> +<td> 1 </td> +</tr> +<tr> +<td>Havannah to New York, by Matanzas</td> +<td class="td-right">1140</td> +<td> </td> +<td> 6½</td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td> </td> +<td>——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">3650</td> +<td> </td> +<td>24 </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td> </td> +<td>——</td> +</tr> +</table> + +<h4>(No. 3.)</h4> +<table border="0" cellpadding="0" summary="Table 9"> +<colgroup> + <col width="60%"> + <col width="20%"> + <col width="5%"> + <col width="15%"> +</colgroup> +<tr> +<td> </td> +<td class="td-right">Geo. Miles.</td> +<td> </td> +<td>Days.</td> +</tr> +<tr> +<td>New York to Havannah, by Matanzas</td> +<td class="td-right">1140</td> +<td> </td> +<td> 6½</td> +</tr> +<tr> +<td><span class="add2em">Havannah, Coals</span></td> +<td class="td-right"> " </td> +<td> </td> +<td> 1 </td> +</tr> +<tr> +<td>Havannah to Jamaica, round Cape Antonio</td> +<td class="td-right">685</td> +<td> </td> +<td> 4 </td> +</tr> +<tr> +<td><span class="add2em">Jamaica, Coals, Mails, &c.</span></td> +<td class="td-right"> " </td> +<td> </td> +<td> 2 </td> +</tr> +<tr> +<td>Jamaica to Cape Nichola Mole, by St. Jago</td> +<td class="td-right">305</td> +<td> </td> +<td> 2 </td> +</tr> +<tr> +<td>Cape Nichola Mole to Havannah, by Matanzas</td> +<td class="td-right">540</td> +<td> </td> +<td> 3 </td> +</tr> +<tr> +<td><span class="add2em">Havannah, Coals</span></td> +<td class="td-right"> " </td> +<td> </td> +<td> 1 </td> +</tr> +<tr> +<td>Havannah to New York</td> +<td class="td-right">1140</td> +<td> </td> +<td> 6½</td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td> </td> +<td>——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">3810</td> +<td> </td> +<td>26 </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td> </td> +<td>——</td> +</tr> +</table> + + +<p>The latter route (No. 3,) will, for various reasons, be the preferable +course. First, because while it embraces Havannah in the line, it +renders it unnecessary for the steamers to run twice over the same +ground that others do. Secondly, the steamer from Jamaica for the +eastward being able to leave that island, with all the return Colonial +mails from the westward and southward for North America, &c., at the +times, or in the space of time, mentioned, would reach Cape Nichola +Mole just in time to meet the downward steamer from Barbadoes, with +all the Colonial mails to the eastward of that place for North +America; and, consequently, could take in and proceed with these mails +without delay; and it might, at the same time, take in not only the +eastern Colonial mails for Matanzas and Havannah, but the outward +European mails for these places also, by which means these towns would +receive these two or three days earlier than they could by Jamaica. +The Mexican mails might also be forwarded in the same way; but to do +so would be of little use, inasmuch as the steamer for Vera Cruz could +not leave Havannah until the steamer from Jamaica arrived.</p> + +<p>Taking <span class="pagenum"><a id="page022" name="page022"></a>(p. 022)</span> route No. 3 as the lines of communication between +Jamaica and North America, then the arrivals at Jamaica would be on +the 5th and the 20th of each month; and, allowing two days to stop at +Havannah outwards instead of <i>one</i> day, and <i>three</i> days at Jamaica +instead of two, the return steamers would leave Jamaica on the 8th and +23d of each month, and reach Cape Nichola Mole on the 25th and 10th, +which place the steamer from Barbadoes reaches on the 11th and 27th, +and the Havannah and Chagres steamers return to Jamaica on the 7th and +22d of each month; thus combining every movement requisite in a very +clear and satisfactory manner.</p> + +<p>The steamers on this route or station would be each 22 and 22 = 44 +days each month = 528 days yearly at sea; coals, at 25 tons daily = +13,200 tons, at 25<i>s.</i> per ton = 16,500<i>l.</i>; which is 1500<i>l.</i> more +than the other. Moreover, the steamers (two) would be so closely +pressed for time as not to have the necessary rest for examination and +repairs, and consequently a third would be requisite, which would +increase the capital 24,000<i>l.</i>, and yearly charges 6200<i>l.</i> above the +other plan.</p> + +<p>The mails on this station may, moreover, be carried by sailing +packets. By this mode of conveyance, however, the mails would be +longer on their voyages; those to and from Halifax, &c., being always +thrown behind one return mail for the steamer to and from Fayal with +the mail for Great Britain, and consequently be obliged to wait at +Halifax or New York for a succeeding one—but for which, however, they +would always be in ample time. The course and time by sailing packets +would be—</p> + +<table border="0" cellpadding="0" summary="Table 10"> +<colgroup> + <col width="60%"> + <col width="20%"> + <col width="5%"> + <col width="15%"> +</colgroup> +<tr> +<td> </td> +<td class="td-right">Geo. Miles.</td> +<td> </td> +<td>Days.</td> +</tr> + +<tr> +<td>Halifax to New York</td> +<td class="td-right">520</td> +<td> </td> +<td> 5½</td> +</tr> +<tr> +<td>New York to Havannah</td> +<td class="td-right">1140</td> +<td> </td> +<td>10</td> +</tr> +<tr> +<td><span class="add2em">Stop at Havannah, say</span></td> +<td class="td-right"> </td> +<td> </td> +<td> 2</td> +</tr> +<tr> +<td>Havannah to Halifax, by New York</td> +<td class="td-right">1660</td> +<td> </td> +<td>15½</td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td> </td> +<td>——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">3320</td> +<td> </td> +<td>33</td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td> </td> +<td>——</td> +</tr> +</table> + +<p>which will allow abundance of time to stop at New York, going and +returning, and for meeting every possible contingency which may occur +in the voyage; as, if within forty-five days, it would be in <span class="pagenum"><a id="page023" name="page023"></a>(p. 023)</span> +time to meet the corresponding packets to and from Europe. Two sailing +packets would be sufficient to perform this work, giving two mails +each month; prime cost, 9500<i>l.</i> each = 19,000<i>l.</i> and yearly charges +4200<i>l.</i> each, or 8400<i>l.</i> It may here be observed, that if all the +mails were carried by sailing packets on the four great lines, that +the times of their arrivals and departures would still connect and +combine properly, but, as has already been remarked, be always fifteen +days later in the course of the mails between the places mentioned +than if these were carried wholly and everywhere by steam.</p> + + +<h3>IV.</h3> + +<h5><i>Fayal and Brazil Department.</i></h5> + +<p>From Fayal steamers would proceed direct to Rio de Janeiro, calling at +Pernambuco and Bahia, and landing at the former place the mail for +Maranham, to be carried forward to that place, and brought back to +Pernambuco, to meet the steamer on her return to the northward, by a +good sailing vessel. The distance is 670 miles, which could be +performed in four days and six days, backwards and forwards. At Rio de +Janeiro the steamer will land the mails for Buenos Ayres and +Montevideo, which will be carried forward by sailing vessels to the +former place (distance 1060 geographical miles), and return from +Buenos Ayres, by Montevideo, to Rio de Janeiro, the same distance, say +in seventeen days, and in time to catch the following homeward-bound +packet. One sailing vessel would be sufficient for the Pernambuco and +Maranham station, and two of a superior class as at present for the +Rio de Janeiro and Buenos Ayres department; for, at the outset, steam +would be too expensive on the latter station, while it would take the +homeward-bound packet too far out of her way to make her call at +Maranham.</p> + +<p>From Rio de Janeiro the steamer will proceed for Fayal, calling at +Bahia and Pernambuco (distant from Rio 1000 miles), taking <span class="pagenum"><a id="page024" name="page024"></a>(p. 024)</span> +in the Maranham mail at the latter place, stopping one day there for a +supply of coals, and then proceeding, reach Fayal in twenty +days—including stoppages, forty-five days forwards and backwards—and +which, accordingly, would bring the Brazil mails to Fayal to +correspond with the arrival there of the steamers from both the West +Indies and Halifax. The mails from the Brazils would, in this way, +reach Fayal on the 10th and 25th of the month. The route and time of +these steamers would be as follows:—</p> + +<table border="0" cellpadding="0" summary="Table 11"> +<colgroup> + <col width="60%"> + <col width="20%"> + <col width="5%"> + <col width="15%"> +</colgroup> +<tr> +<td> </td> +<td class="td-right">Miles.</td> +<td> </td> +<td class="td-right">Days.</td> +</tr> +<tr> +<td>Fayal to Rio Janeiro</td> +<td class="td-right">3900</td> +<td> </td> +<td class="td-right">19</td> +</tr> +<tr> +<td>Rio de Janeiro to Fayal</td> +<td class="td-right">3900</td> +<td> </td> +<td class="td-right">20</td> +</tr> +<tr> +<td><span class="add2em">Stop at Rio</span></td> +<td class="td-right"> " </td> +<td> </td> +<td class="td-right">2</td> +</tr> +<tr> +<td><span class="add2em">Do. at Pernambuco, &c., twice</span></td> +<td class="td-right"> " </td> +<td> </td> +<td class="td-right">4</td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td> </td> +<td class="td-right">——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">7800</td> +<td> </td> +<td class="td-right">45</td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td> </td> +<td class="td-right">——</td> +</tr> +</table> + +<p>Three steamers would perform this work in the time specified, giving +two mails each month. Each boat would be actively employed, or at sea, +39 days each voyage = 78 monthly = 936 yearly; coals, at 25 tons daily += 23,400 tons yearly—which, at <i>25s</i>. per ton, will amount to +29,250<i>l.</i> Other charges, 18,600<i>l.</i></p> + +<p>The mails on this station might also be carried by sailing packets, +and at much less expense, but the time occupied would be considerably +lengthened. Such sailing packets from Fayal to Rio de Janeiro would, +both in going and returning, pursue the same course that the present +packets do. The distance each way would be the same, and not +materially different from the course which the steamers would take. +The time occupied would be, twenty-seven days out, twenty-nine days +back, and four days to stop at Rio, &c.; in all sixty days. Four +packets would perform this service, giving two mails each month. The +cost of these packets would be 38,000<i>l.</i>, and their annual charges at +4200<i>l.</i> each = 16,800<i>l.</i> In the event of accidents, however, either +on this or on the West Indian station, one spare packet would be +necessary, and require to be stationed at Fayal: this would increase +the capital laid out to 47,500<i>l.</i>, and the yearly charge to +21,000<i>l.</i> Four packets on this <span class="pagenum"><a id="page025" name="page025"></a>(p. 025)</span> station would, in fact, +under this arrangement, give two mails each month; whereas, under the +existing arrangements, it requires five or six to give one mail each +month. In a few days, after leaving Fayal, it is well known that both +the Brazil and West Indian packets would be into the trade winds when +outward-bound; after which, the voyage is certain and secure. In like +manner in returning, after getting clear of the trade winds, the +Brazil, in about long. 38°, and the West Indian, from Cape Nichola +Mole, in about long. 70° W., each could steer to the eastward for +Fayal, with almost certainly southerly winds, and at all seasons of +the year, in weather comparatively mild to that which is met with in +more northern parallels.</p> + +<p>By steam-boats the course of communication between Great Britain and +Rio de Janeiro would be reduced to sixty days, and by sailing vessels, +from Fayal to that place, to seventy-five days, making fifteen days +more by the latter than by the former; but it may, however, here be +observed, that arriving so much later at Fayal, would still equally +correspond with the arrival of the West Indian and North American +sailing packets at that place.</p> + + +<h3>V.</h3> + +<h5><i>Fayal and Madeira, &c. Station.</i></h5> + +<p>Under the proposed general arrangement, the mails for Madeira and +Teneriffe could be sent twice each month from Fayal. Madeira and +Teneriffe, but more especially the former, have a good deal of +correspondence with the West Indies; all of which would be thrown into +a more tedious and circuitous route if the communications with Madeira +did not go and come by the Azores. The distance from Fayal to Madeira +is 630 miles, and from Madeira to Teneriffe 240 miles. One superior +sailing vessel would be sufficient to perform this work, giving two +mails each month. It is well known that from the winds which +generally <span class="pagenum"><a id="page026" name="page026"></a>(p. 026)</span> prevail in those parts of the Atlantic, that a +swift sailing vessel would almost always make quick and certain +passages. The cost of such might be 1500<i>l.</i>, and the yearly expense, +say 800<i>l.</i> The expense for sailing vessels on this and the South +American station may be taken as follows:—</p> + +<table border="0" cellpadding="0" summary="Table 12"> +<colgroup> + <col width="60%"> + <col width="20%"> + <col width="5%"> + <col width="15%"> +</colgroup> +<tr> +<td> </td> +<td class="td-right">Capital.</td> +<td> </td> +<td class="td-right">Yearly Charge.</td> +</tr> +<tr> +<td>Fayal and Madeira, one</td> +<td class="td-right">£1500</td> +<td> </td> +<td class="td-right">£800</td> +</tr> +<tr> +<td>Pernambuco and Maranham, one</td> +<td class="td-right">1500</td> +<td> </td> +<td class="td-right">800</td> +</tr> +<tr> +<td>Rio de Janeiro and Buenos Ayres, two</td> +<td class="td-right">4000</td> +<td> </td> +<td class="td-right">2000</td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +<td> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">£7000</td> +<td> </td> +<td class="td-right">£3600</td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +<td> </td> +<td class="td-right">———</td> +</tr> +</table> + +<p>From Fayal to Teneriffe, by Madeira, and back, a sailing vessel could +complete the passage in fourteen days, and thus be always in time for +the next return steamer from Fayal to Falmouth.</p> + + +<h3>VI.</h3> + +<h5><i>Fayal and Barbadoes Station.</i></h5> + +<p>On the arrival of the steamer from Falmouth at Fayal, another steamer +would start for Barbadoes, carrying with it all the mails for every +place in the western Tropical World, from Demerara to Vera Cruz +inclusive, and also for Panama, and other places on the coasts of the +Pacific Ocean. The route from Fayal to Barbadoes is, course S. 47½° +W.; distance, 2265 geographical miles. A steam-boat would perform +this, going chiefly through the trade winds, in twelve days. The +period of her return to Fayal must be regulated by the time which she +has to stop in the West Indies, and which will be more specifically +shown when that department is taken into consideration; but it cannot +be less, from Fayal to Fayal again, than forty-five days, of which +this boat will be at sea each voyage thirty-seven days. Four steamers +would do this work, having one, in fact, to spare, in the event of +accidents, either on this or on the Brazil station, and to relieve +alternately the steamers on either station; and <span class="pagenum"><a id="page027" name="page027"></a>(p. 027)</span> this spare +boat would probably be best stationed at Fayal, or perhaps Barbadoes. +Three boats would, therefore, be actively engaged in performing the +work alluded to on this station; each would be at sea 37 days each +voyage—74 monthly, 888 yearly, which, at 25 tons of coals daily, will +require 22,200 tons annually—at 25<i>s.</i> per ton, will amount to +27,750<i>l.</i></p> + +<p>The time and course of these boats will be more specifically stated +under the West Indian head.</p> + +<p>The cost would be thus:—</p> + +<table border="0" cellpadding="0" summary="Table 13"> +<colgroup> + <col width="60%"> + <col width="20%"> + <col width="20%"> +</colgroup> +<tr> +<td> </td> +<td class="td-center">Capital.</td> +<td class="td-right">Yearly Charge.</td> +</tr> +<tr> +<td>Four Steamers</td> +<td class="td-center">£96,000</td> +<td class="td-right">£24,800</td> +</tr> +<tr> +<td>Coals</td> +<td class="td-right"> </td> +<td class="td-right">27,750</td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Yearly charges</td> +<td class="td-right"> </td> +<td class="td-right">£52,550</td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">———</td> +</tr> +</table> + +<p>The mails, also, on this station, might be carried by sailing packets, +and which would require to be of the very first class. Their time from +Fayal to Fayal again, would be, say nineteen days to Barbadoes; +seventeen days to stop in the Colonies; and twenty-four days from Cape +Nichola Mole to Fayal (2600 miles), together sixty days; and which +brings the return of this sailing vessel to Fayal to correspond with +the arrival of the packets from Falmouth, and of the mails from South +America, and from North America, at that place. Four packets would be +sufficient for this station, giving two mails each month. Their cost +would be 38,000<i>l.</i>, and their yearly expenses at 4,200<i>l.</i> each, +16,800<i>l.</i>—considerably cheaper than steam, but lengthening, as has +been seen, the communication between Great Britain and that quarter of +the world, <i>fifteen</i> days. A spare packet might be necessary, but the +cost of that has been included, and stated under the South American +head.</p> + + +<h3>VII. <span class="pagenum"><a id="page028" name="page028"></a>(p. 028)</span></h3> + +<h5><i>The West Indian Station.</i></h5> + +<p>This station is one of the most important, and extensive, and +complicated of the whole, and one where steam-vessels can be employed +with the most beneficial effects. The prevailing winds and currents, +however, render it necessary that the vessels employed should be of +high power, in order to enable them to stem those winds and currents. +Into the Gulf of Mexico, through the Windward islands, sets; first, +the equatorial current; secondly, the prodigious current occasioned by +the influx of the waters of the great river Maranon, and of the +several rivers which flow through British, Dutch, and French Guiana; +thirdly, the current occasioned by the influx of the waters of the +great river Oronoque, through the Gulf of Paria, between the island of +Trinidad and the mainland of South America. These united waters, +directed by the trade winds, blowing always from the eastward, +occasion a current of such force, running westward from the Windward +Islands to the shores of Mexico, that it is frequently impossible for +the best sailing vessels to make their way through it. Steam-boats, +therefore, of at least 240-horse power, are indispensably necessary, +in order that they may not only be able to stem these winds and +currents, and carry a sufficient quantity of coals, but also to afford +spacious and well-ventilated accommodation, both for the crews +attached to them, and also the passengers which may travel by them. +Without such, neither the one nor the other could ever enjoy health, +nor could the despatches of Government, and the correspondence of +individuals, be conveyed with that celerity and regularity which these +could otherwise be, and which it is necessary that they should be.</p> + +<p>In carrying a more general plan into effect, no reasonable or +necessary expense ought to be spared by the country. In such a general +plan it will be seen by the subsequent details, that the <span class="pagenum"><a id="page029" name="page029"></a>(p. 029)</span> +steam-boats of the power mentioned, assisted by nine sailing schooners +(at present ten, are employed in less than half the work,) would be +sufficient to convey the mails from Barbadoes to every place of +importance in the western Tropical Archipelago, or connected with it. +This force would give two mails each month to every island and colony +from Demerara to Vera Cruz; taking in Laguayra, Carthagena, Chagres, +Honduras, the principal parts of Cuba and Porto Rico. From Demerara to +Havannah and Chagres, &c. inclusive, every colony and place would be +able to reply to the letters received from Europe, or the Colonies, by +the same packet which brought them; and still that packet remain in +the West Indies a shorter period than the packets now do.</p> + +<p>In this department there are two stations, however, of such vital +importance, that the considerable additional expense which will be +required to place steam-boats on them from the outset, ought not to be +taken into consideration. These are, first, the station between +Jamaica and Chagres; and, secondly, the station between Jamaica, Cuba, +and Vera Cruz. The first goes to connect the Great Pacific Ocean, and +the coasts thereof, with Europe and the eastern coasts of America, and +on which former coasts a steam mail communication has been already +concerted. Through the channel from Panama to Chagres will be +concentrated, as it were, into a funnel the whole movements, +travelling and mail communications and money transactions of the +western coasts of America, from California on the north, to Valparaiso +on the south, the whole of which again must converge to and diverge +from Jamaica.<a id="footnotetag2" name="footnotetag2"></a><a href="#footnote2">[2]</a> The second station, <span class="pagenum"><a id="page030" name="page030"></a>(p. 030)</span> or that from Cuba to +Vera Cruz, is little inferior in importance to the other, that town +and Tampico being the great outlets of the trade and the commerce, but +more especially the outlets of specie from the kingdom or empire of +Mexico. A steamer on this station becomes indispensable, in order to +secure the safe conveyance of specie, because small sailing vessels +would be liable to be attacked and plundered by pirates. With steamers +all would be safe.</p> + +<p>Two powerful steamers would be sufficient for both stations, in order +to carry two mails each month. That steamer to run between Cuba and +Vera Cruz, would always be in time with the return mails for the +following packet from Europe; while that boat which runs between +Jamaica and Chagres would, by returning immediately by the route +afterwards pointed out, always be in time for the same packet at +Jamaica. To stop at Chagres for the mails from the Pacific would not +be advisable or proper, because the arrival of these mails at Chagres +could not be calculated upon with any certainty. If at Chagres when +the outward mail arrives, good and well, they would be immediately +taken up and carried forward; but if not, then they would be brought +forward by it on the next voyage, and in time for the following +European packet.</p> + +<p>The mails for Honduras will be most conveniently forwarded from +Montego Bay, Jamaica. With the mails for the western parts of that +island they could be landed at Savannah la Mar, and thence carried by +land with the others, about twenty-five miles, to Montego Bay. From +thence a good schooner would proceed <span class="pagenum"><a id="page031" name="page031"></a>(p. 031)</span> with those for Honduras +and Trinidad de Cuba; and having readied Honduras, return to Montego +Bay by Trinidad de Cuba. By this arrangement, Honduras rather gains +more than by the plan first proposed, to go from Batavano; and the +letters from thence will still and always be in excellent time for the +following packet, making every allowance for casualties during the +voyage. The steamer could then proceed direct from Jamaica to +Havannah, which would save one day each voyage, besides avoiding the +difficult navigation about Batavano. The coals saved yearly would be +1100 tons, 1475<i>l.</i>, which would do more than pay the expenses for an +additional schooner for the Honduras communication; for, by this +arrangement, two schooners, instead of one, will be necessary. Their +route and time would be—Montego Bay to Trinidad de Cuba, 172 miles, +1½ day; Trinidad de Cuba to Honduras, 520 miles, 3½ days; back +to Montego Bay by Trinidad de Cuba, 692 miles, 10 days; stop at +Honduras 3 days; in all 18 days.</p> + +<p>Bermuda being a great naval depôt, a ready communication between it +and every part of the West Indies becomes an object of the greatest +importance. Under the general arrangement proposed, this communication +can be best effected from and with Cape Nichola Mole, Hayti; because +the downward steamer from Barbadoes, with the European and other +mails, will have passed St. Thomas before the steamer returning from +Jamaica, &c., comes up; by which means all the letters from Jamaica, +and every other place to the westward, would, were St. Thomas made the +starting point, be obliged to remain at that island till the arrival +of a following packet; whereas, starting from Cape Nichola Mole, the +mails, both from the eastward and the westward, and also those brought +from Europe, would go forward to a day. Moreover, owing to the winds +which prevail in those seas, vessels running between Cape Nichola Mole +and Bermuda would make passages equally quick, if not quicker, than +vessels running between St. Thomas and Bermuda could generally do. The +courses and distances stand thus:—</p> + +<span class="pagenum"><a id="page032" name="page032"></a>(p. 032)</span> + +<table border="0" cellpadding="0" summary="Table 14"> +<colgroup> + <col width="40%"> + <col width="20%"> + <col width="20%"> + <col width="20%"> +</colgroup> +<tr> +<td colspan="2"> </td> +<td class="td-center">Geo. Miles.</td> +<td class="td-center">Days.</td> +</tr> +<tr> +<td>St. Thomas to Bermuda.</td> +<td class="td-right">Nearly due N.</td> +<td class="td-center">840</td> +<td class="td-center"> 9 </td> +</tr> +<tr> +<td>Cape Nichola Mole to do.</td> +<td class="td-right">N. 32° E.</td> +<td class="td-center">890</td> +<td class="td-center">10 </td> +</tr> +<tr> +<td>Nassau to Bermuda</td> +<td class="td-right">N. 57° E.</td> +<td class="td-center">800</td> +<td class="td-center"> 7 </td> +</tr> +<tr> +<td>Crooked Island to Bermuda</td> +<td class="td-right"> </td> +<td class="td-center">740</td> +<td class="td-center"> 7 </td> +</tr> +<tr> +<td>Ditto to Cape Nichola Mole</td> +<td class="td-right">S. 19° W.</td> +<td class="td-center">146</td> +<td class="td-center"> 1 </td> +</tr> +<tr> +<td>Ditto to Nassau</td> +<td class="td-right"> </td> +<td class="td-center">270</td> +<td class="td-center"> 1½</td> +</tr> +<tr> +<td>Cape Nichola Mole to do.</td> +<td class="td-right">N. 56° W.</td> +<td class="td-center">380</td> +<td class="td-center"> 2½</td> +</tr> +</table> + +<p>The communication might still, however, be from St. Thomas, the boat +destined for Bermuda stopping at that island, when this was necessary, +one day, until the boat from Jamaica came up; taking particular care +always to be back at St. Thomas, from Bermuda, before the steamers +with the outward mails from Europe came down from Barbadoes, in order +that the letters from Bermuda for Jamaica, and all places to the +westward of St. Thomas, may go forward by the steamer in question. +This department, however, for Bermuda may, it is conceived, be best +amalgamated and interwoven with the Cape Nichola Mole, Nassau, and +Crooked Island (<i>the Bermuda mail vessels going and returning by +Crooked Island</i>) department; as the practical working of the whole +scheme may point out to be most advisable.</p> + +<p>In the event of packets arriving from England at Barbadoes within a +day or two of each other, as is sometimes the case under the existing +arrangements, then on the Barbadoes and Demerara stations, let a good +sailing vessel, on the arrival of such packet, take the place of the +steamer for the voyage. Unless, in case of calm weather, this sailing +vessel could do the work thus:—Barbadoes to Demerara, four days; stop +there two days, forwarding the mails for Berbice by land; thence with +the return mails proceed on by Tobago and St. Vincents in five days, +to the packet at Grenada, found, in such a case, either waiting one +day longer at Grenada, or else beating up to St. Vincents, there to +meet the Guiana and the Tobago mails, and which the packet has time to +do. This would occasion little irregularity or delay, because the +cause of the detention, should detention occur, would always be known. +Moreover, the season of the year when the outward packets arrive at +Barbadoes the most irregularly, is during the winter months, <span class="pagenum"><a id="page033" name="page033"></a>(p. 033)</span> +from November to March, and in which period the calms—the greatest +obstructions, in many cases, to sailing vessels amongst the Windward +Islands—are almost unknown.</p> + +<p>The same temporary substitute could be applied, under similar +circumstances, on the stations between Jamaica and Chagres, and +between Cuba and Vera Cruz. Even if these places were once or twice in +the year to miss a return mail to Europe, it would not be of such +great importance, because each place having then two mails every +month, the detained mail would go forward by the next opportunity, +while it would save to Government, or to a contracting company, a very +serious expense, which would otherwise be incurred if they were +obliged to have additional steamers for this <i>probable</i> part of the +service.</p> + +<p>Further, in the event of any accident happening to any steam-boat on +the great line from Barbadoes to Jamaica, &c., a sailing vessel could +always carry the outward mails westward, when breezes hold, with +almost the same rapidity as steamers; and in her course westward, such +a sailing vessel could scarcely fail to meet a return or a spare +steamer at some of the stations, to relieve it from proceeding +further.</p> + +<p>Moreover, it may be observed here, once for all, that by the +conveyance of the mails from Falmouth to Barbadoes by steam, or even +only so far as from Falmouth to Fayal by this power, the irregularity +of the arrival of the mails at Barbadoes, which at present takes +place, would be nearly done away, and consequently no such assistance +as that alluded to would be necessary. Hence, the advantages either +way over the present system are clear and obvious.</p> + +<p>Before entering upon the particular details of the West Indian +department, it is proper to observe here, that the point of +communication for the return mails from the West Indies for Europe, so +long as sailing packets are employed to the West Indies, cannot be +altered or removed from Cape Nichola Mole, because, by the general +plan, the outward mails from Great Britain, by steamers, would reach +Fayal on the 10th and 25th of each month, and the return mails to that +place would reach, from Rio de Janeiro, on the 9th and 24th; from New +York and Halifax on the 7th or 8th, or 22d or 23d; and from +Barbadoes, <span class="pagenum"><a id="page034" name="page034"></a>(p. 034)</span> &c., allowing only sixteen days in the Colonies, +on the 10th and 25th (App. No. 1.); if brought by sailing packets on +dates to correspond; so that there is not time to spare, the West +Indian mail being the last to reach the central point, and it would be +very detrimental to have any detention of the general mails at this +point. To make Jamaica the central point for the European mails, would +require several days additional; for once at Jamaica the packet would +take eight or ten days to get up and through the windward passage, +which to a sailing packet, notwithstanding this difficulty, is still +the best. In fact, if the mails from Havannah to Demerara are detained +in the West Indies more than sixteen, or at most seventeen days, +beyond the time that these could, by care and exertion, be easily +despatched from thence, the transmission of letters by private ships +to every quarter will most unquestionably be resorted to; and thus the +Post-office revenue suffer severely.</p> + +<p>The capital and expenditure in the West Indian department under the +combination and regulations just mentioned will be:—</p> + +<table border="0" cellpadding="0" summary="Table 15"> +<colgroup> + <col width="60%"> + <col width="20%"> + <col width="20%"> +</colgroup> +<tr> +<td> </td> +<td class="td-right">Capital.</td> +<td class="td-right">Yearly Charge.</td> +</tr> +<tr> +<td>Six Steamers, at 24,000<i>l.</i></td> +<td class="td-right">£144,000</td> +<td class="td-right">£37,200</td> +</tr> +<tr> +<td>Nine Sailing Schooners, at 1500<i>l.</i></td> +<td class="td-right"> 13,500</td> +<td class="td-right">7,200</td> +</tr> +<tr> +<td>Coals for Steamers, 30,000 tons, at 25<i>s.</i></td> +<td class="td-right"> </td> +<td class="td-right">37,500</td> +</tr> +<tr> +<td> </td> +<td class="td-right">————</td> +<td class="td-right">———</td> +</tr> +<tr> +<td> </td> +<td class="td-right">£157,500</td> +<td class="td-right"> 81,900</td> +</tr> +<tr> +<td> </td> +<td class="td-right">————</td> +<td class="td-right">———</td> +</tr> +</table> + +<p>It is necessary here to observe, that the calculation taken for the +consumption of coals is founded upon the basis that the coals are of +the very best quality, and also that the machinery is of the best and +most economical description and construction, and for a vessel of +240-horse power. The time that the steamers are considered to be +engaged in actual work is calculated to include the time passed in +getting up the steam in each voyage, and also to cover all temporary +stoppages. The time allowed on every route and station is, on the +average, more than will be required. Steamers of the force mentioned +will, in good weather and light breezes and seas, even when contrary, +run ten geographical miles per hour; and, within the tropics, with +trade-winds and currents in their favour, at a still greater speed: +but the average performance <span class="pagenum"><a id="page035" name="page035"></a>(p. 035)</span> may be fairly taken at 200 +geographical miles each twenty-four hours, although in all the +climates within the variable winds, and in the tropics when going +against the winds and currents, the speed made good will be, and is +taken at, much less. Moreover it is proper to observe, on the point of +outlay for coals, that the work is everywhere, as regards the quantity +to be used, calculated as if wholly done by steam, while it is obvious +that the assistance of sails may be had recourse to with advantage. +For this purpose, those steamers which have to go into the torrid zone +ought to be provided with large square fore-sails. The assistance to +be obtained by the use of sails would save a considerable quantity of +coals; or what is the same thing, using them would expedite the +steamer proportionally more on her voyage, and bring it so much sooner +to a close. Sails may fairly be calculated to impel a vessel at the +rate of 2½ miles per hour on a voyage, and which will save either +directly <i>one-fourth</i> the quantity of coals, or impel the steamer so +much sooner to the end of her journey than the time calculated, where +time is taken as if it were impelled by steam alone, and thereby a +proportional saving of fuel will be effected. The saving effected on +this ratio will, on the General Plan, be 27,000 tons, 33,250<i>l.</i>; on +the West Indian portion thereof 7500 tons, 9375<i>l.</i>; and on the West +Indian and the Falmouth and Fayal department, 9600 tons, 11,475<i>l.</i>; +subject to 10 per cent. deduction, being allowance for wastage.</p> + +<p>As regards the calculations made concerning the progress of steamers +in the voyages to be made, it is satisfactory to find, from +intelligence lately received, that the <i>Berenice</i> steamer, of +230-horse power, made the passage from Falmouth, by the Cape Verdes, +Fernando Po, the Cape of Good Hope, and the Mauritius, to Bombay, in +eighty-eight days; <i>sixty-three at sea</i>. The course taken, and +distance run, is about 12,200 geographical miles, or at the average +rate of 194 geographical miles per day. Her average consumption of +coals was fifteen tons per day. The <i>Atalanta</i> of 210-horse power, ran +the same distance in 106 days; sixty-eight of which at sea, under +steam. Consumption of coals, seventeen tons per day. The <i>Flamer</i> +steamer, <span class="pagenum"><a id="page036" name="page036"></a>(p. 036)</span> of 140-horse power, now in the West Indies, two +voyages in succession, last autumn, made the voyage from Barbadoes to +Jamaica, by Jacmel, Hayti, in five days; which is fully nine +geographical miles per hour; and in returning she ran in one voyage +from St. Lucia to Barbadoes in twelve hours, distance 100 geographical +miles, with winds and current unfavourable. Adverting to these facts, +it is obvious that sufficient time is allowed for the progress of the +steam-boats, in every station, under the General Plan now recommended +to be adopted, in order to communicate with the different places in +the Western World. The <i>Berenice's</i> greatest run was 256 miles in +twenty-four hours.<a id="footnotetag3" name="footnotetag3"></a><a href="#footnote3">[3]</a></p> + +<h4><i>West Indian Station.</i>—<i>Details.</i></h4> + +<p>This is a complicated and important department, and the working +details thereof must be planned as follows:—</p> + +<h4>1.—<i>First Packet for the Month</i>.</h4> + +<p>Immediately on the arrival of this packet at Barbadoes, a steamer of +240-horse power should start for St. Thomas direct (430 miles), with +the mails from England, &c. for that island, Santa Cruz and Tortola, +and for Porto Rico, St. Domingo, the Bahamas, All Cuba, Jamaica, +Carthagena, Chagres, Panama, Honduras, Vera Cruz, and Tampico. This +boat could reach and clear St. Thomas in two days.</p> + +<p>The steamer alluded to having landed the mails for St. Thomas, St. +Cruz, and Tortola, should then proceed to St. John's, Porto Rico, and +there land the British and Colonial mails; to Cape Nichola Mole +(Hayti), and there land the British, the Colonial, and the Bahama +mails; to St. Jago de Cuba, and there land the British and Colonial +mails; to Kingston, Jamaica, and there land the British, the Colonial, +the Chagres and Carthagena mails; to Savannah la Mar, Jamaica, and +there land the British and Colonial mails for all the western parts +<span class="pagenum"><a id="page037" name="page037"></a>(p. 037)</span> of Jamaica,<a id="footnotetag4" name="footnotetag4"></a><a href="#footnote4">[4]</a> for Trinidad de Cuba and Honduras; and thence +to Havannah, with the mails for that place, and Vera Cruz, &c.</p> + +<p>At the end of the second day this steamer may start on her return, +with the return mails from the Havannah, and the return mails from the +preceding packet from Vera Cruz and Tampico, forwarded and brought up +as after mentioned, and, proceeding, call at Savannah la Mar for the +same, from the western parts of Jamaica, Trinidad de Cuba, and +Honduras; at Kingston for the general Jamaica mails, and those from +Santa Martha, Carthagena, and Chagres from the same packet, and from +Panama, &c. from the preceding packet; at St. Jago de Cuba for the +return mails, and thence to Cape Nichola Mole, where it will deliver +the whole European mails to the packet arrived there, as will +presently be pointed out; from Cape Nichola Mole the steamer will +proceed to St. Thomas, calling at St. John's, Porto Rico, with and for +Colonial mails, and thence to Barbadoes (calling at all the Islands +going up, and carrying up the British mail for Tortola from St. +Thomas, left by the downward steamer) to wait to receive a following +mail from Great Britain.</p> + +<p>On the arrival of the downward steamer at Cape Nichola Mole, from St. +Thomas, a fast-sailing schooner to be despatched to Nassau with the +Bahama mails, calling, in going and returning, at Crooked Island. This +schooner, it is calculated, could be back at Cape Nichola Mole in time +to meet the packet at her departure for England with the return mails; +if it could not, then the packet could take Crooked Island in her way, +and there pick up the Bahama return mails for Great Britain.</p> + +<p>Two schooners would be sufficient for this station for the Bahama +service, should it be desirable that these islands should have mails +twice each month.</p> + +<p>On the arrival of the steamer at Kingston, Jamaica, with the outward +mails, another steamer to be despatched with the mails for Santa +Martha, Carthagena, Chagres, and Panama, calling at Chagres <span class="pagenum"><a id="page038" name="page038"></a>(p. 038)</span> +first, and with the return mails from Panama, the South Sea, and +Chagres, return to Kingston by Carthagena and Santa Martha. One +powerful steam-boat would be in time for the same packet; thus:—to +Chagres, 550 miles, two and a half days; to Carthagena, 290 miles, one +and a half day; stop there one day; to Santa Martha, ninety miles, one +day; to Jamaica, 420 miles, three days; in all, nine days.</p> + +<p>The mails for Honduras and Trinidad de Cuba by the outward packet +having been brought up to Montego Bay, Jamaica, as has been already +stated, a good schooner should proceed thence to Trinidad de Cuba, 172 +miles, one and a half days; thence to Honduras, 520 miles, three and a +half days; stop three or more days; back to Montego Bay, by Trinidad +de Cuba, 692 miles, ten days; in all, eighteen days. Two schooners +will perform this work, giving two mails each month.</p> + +<p>On the arrival of the steamer at Havannah another steamer should be +despatched with the outward mails for Tampico and Vera Cruz, and from +thence return to Havannah with the return British and Colonial mails. +The course of this boat would be,—to Vera Cruz, 800 miles, three and +a half days; to Tampico and back, 360 miles, stopping two days, four +days; Vera Cruz, back to Havannah, five and a half days; in all, +thirteen days.</p> + +The route of the mail conveyance from Barbadoes to Jamaica, &c., by +steamers, would therefore be:— + +<table border="0" cellpadding="0" summary="Table 16"> +<colgroup> + <col width="60%"> + <col width="20%"> + <col width="5%"> + <col width="15%"> +</colgroup> +<tr> +<td> </td> +<td class="td-center">Geo. Miles.</td> +<td> </td> +<td class="td-right">Days.</td> +</tr> + +<tr> +<td>Barbadoes to St. Thomas</td> +<td class="td-center">430</td> +<td> </td> +<td> 2 </td> +</tr> +<tr> +<td>St. Thomas to Jamaica, by Porto Rico, Cape Nichola, and St. Jago de Cuba</td> +<td class="td-center">780</td> +<td> </td> +<td> 3½</td> +</tr> +<tr> +<td>Jamaica to Havannah, by Cape Antonio</td> +<td class="td-center">685</td> +<td> </td> +<td> 3 </td> +</tr> +<tr> +<td><span class="add2em">Stop at Havannah</span></td> +<td class="td-center"> </td> +<td> </td> +<td> 2 </td> +</tr> +<tr> +<td>Havannah to Jamaica, by Cape Antonio</td> +<td class="td-center">685</td> +<td> </td> +<td> 4 </td> +</tr> +<tr> +<td><span class="add2em">Jamaica, Coals</span></td> +<td class="td-center"> </td> +<td> </td> +<td> 1 </td> +</tr> +<tr> +<td>Kingston to Cape Nichola Mole, by St. Jago</td> +<td class="td-center">305</td> +<td> </td> +<td> 2 </td> +</tr> +<tr> +<td>Cape Nichola Mole to St. Thomas, by P. Rico</td> +<td class="td-center">480</td> +<td> </td> +<td> 3 </td> +</tr> +<tr> +<td><span class="add2em">St. Thomas, Coals</span></td> +<td class="td-center"> </td> +<td> </td> +<td> 1 </td> +</tr> +<tr> +<td>St. Thomas to Barbadoes, calling at all Islands</td> +<td class="td-center">500</td> +<td> </td> +<td> 4 </td> +</tr> +<tr> +<td> </td> +<td class="td-center">——</td> +<td> </td> +<td>——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-center">3865</td> +<td> </td> +<td>25½</td> +</tr> +<tr> +<td> </td> +<td class="td-center">——</td> +<td> </td> +<td>——</td> +</tr> +</table> + +<p>Each <span class="pagenum"><a id="page039" name="page039"></a>(p. 039)</span> steam-boat being thus twenty-two days, each trip, at +sea.</p> + +<p>Two powerful boats (240 or 250-horse power each), actively employed, +carrying passengers, parcels, and packages, would do this work twice +each month, with the addition of one spare one stationed at Barbadoes, +or Jamaica; perhaps the former.</p> + + +<h4>2.—<i>Windward Station.</i></h4> + +<p>One powerful steam-boat (240-horse power) to leave Barbadoes +immediately on the arrival of the outward British packet, for Demerara +and Berbice, with the British and Colonial mails, and from the latter +return to Barbadoes, having first carried the return mails to the +packet at Grenada; thus:—Barbadoes to Berbice, 450 miles, landing +mail at Demerara, three days; (the mail for Berbice might be forwarded +from George Town, Demerara, by land;) stop at Berbice two days; to +Grenada, calling at Demerara, Tobago, and St. Vincent's, for return +mail, 490 miles, four days; back to Barbadoes, 150 miles, two days; in +all, eleven days: taking with her the return mails from the Colonies +at which she had called for Barbadoes, and having delivered the return +European mails, and others, to the packet at Grenada.</p> + +<p>On the arrival of the British packet at Barbadoes, a fast-sailing +schooner to be despatched with the outward mails for Laguayra +(dropping at St. Vincent's and Grenada the outward mails for these +islands, which would be little trouble to it), and from Laguayra to +proceed to St. Thomas, with the return mails for the packet, as at +present, and thence return to Barbadoes direct. The route of this boat +would be,—Barbadoes to Laguayra, calling first at St. Vincent's and +Grenada, 510 miles, four days; stop there three days; and to St. +Thomas, 490 miles, six days; to Barbadoes, eight days; in all, +twenty-one days. Two schooners would do this work, giving two mails +each month.</p> + +<p>On the arrival of the British packet at Barbadoes, a fast-sailing +schooner should be despatched, as at present, with the outward +<span class="pagenum"><a id="page040" name="page040"></a>(p. 040)</span> mails from Great Britain for St. Lucia, Martinique, Dominica, +Guadaloupe, Antigua, Montserrat, Nevis, and St. Kitts. The boat need +proceed no further westward than St. Kitts, because the steamer from +Barbadoes had carried forward the Tortola mails. From St. Kitts it +will return to Barbadoes, calling at all the islands just enumerated, +for the return Colonial mails. The route of this boat would +be,—Barbadoes to St. Kitts, calling at the places mentioned, 370 +miles, four days; and back to Barbadoes, six days; together, ten days.</p> + +<p>On the eighth day after the arrival of the packet at Barbadoes (the +despatch of this boat must always be so as to secure its arrival at +St. Kitts <i>before</i> the packet), a schooner to be despatched with the +return mails and passengers from that island, to pick up for the +homeward-bound packet mails and passengers at St. Lucia, Martinique, +Dominica, Guadaloupe, Antigua, Montserrat, and Nevis, and give to or +leave these for the packet at St. Kitts. From St. Kitts this boat +returns to Barbadoes, calling at all the islands enumerated for the +return Colonial mails. This boat will be the same time out as the one +which carried the outward mails, namely, ten days.<a id="footnotetag5" name="footnotetag5"></a><a href="#footnote5">[5]</a></p> + +<p>Two schooners will do the work on both the courses here pointed out as +necessary, with two spare ones at Barbadoes, in case of the arrival of +sailing packets on the heels of each other from Britain, to forward +the mails for all the places mentioned, and for Laguayra, making in +all eight schooners for this station. There are at present ten, or +more.</p> + +<p>Instead of remaining at Barbadoes nine days, as at present, doing +nothing, the packet herself (whether steamer or sailing vessel) +should, on the day after her arrival at that island, proceed with the +outward mails to Tobago and Trinidad, delivering those for the former +island, and proceeding thence direct to Trinidad, in two days, 230 +miles. At Trinidad remain six days, thence with the return mails from +it proceed to Grenada, where she will meet the return mails for +Europe, brought there by the steamer from British Guiana, Tobago, and +St Vincent's. With these <span class="pagenum"><a id="page041" name="page041"></a>(p. 041)</span> collected, proceed on the tenth day +from Grenada to St. Kitts, 330 miles, two and a half days. At that +island pick up the European mails from the islands formerly +enumerated, and thence with the whole proceed to St. Thomas, by +Tortola, 140 miles, one and a half day more; in all, fourteen days +from her arrival at Barbadoes to St. Thomas.</p> + +<p>At St. Thomas, having all the mails from the Windward and Leeward +Islands on board, and having there got the European mail from +Laguayra, &c., the packet will proceed, on the fourteenth day, to the +westward, calling at St John's, Porto Rico, for the return mail, and +thence go on to Cape Nichola Mole, Hayti, 480 miles, three days. At +this latter place receive all the European mails from the Bahamas, +from Jamaica, Cuba, &c. &c., and thence, with the whole, on the +seventeenth day, proceed direct, according as may be determined, to +Fayal or to Falmouth, calling at Crooked Island to pick up the return +mails from the Bahamas, if it shall be found that those cannot be got +up in time by the sailing schooners to Cape Nichola Mole.<a id="footnotetag6" name="footnotetag6"></a><a href="#footnote6">[6]</a></p> + +<p><span class="smcap">The Second Packet</span> of the month, and all the steamers and schooners, to +proceed exactly in a similar manner.</p> + +<p>According to the proposed arrangement, these steam-boats would be +actively employed thus:—</p> + +<table border="0" cellpadding="0" summary="Table 17"> +<colgroup> + <col width="20%"> + <col width="20%"> + <col width="60%"> +</colgroup> +<tr> +<td> </td> +<td class="td-right">1008</td> +<td> days, yearly—Jamaica station</td> +</tr> +<tr> +<td> </td> +<td class="td-right">192</td> +<td> " " —Demerara ditto.</td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td> </td> +</tr> +<tr> +<td class="td-right">In all</td> +<td class="td-right">1200</td> +<td> days, yearly. Coals, 30,000 tons.</td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td> </td> +</tr> +</table> + + +<h4><i>Advantages.</i> <span class="pagenum"><a id="page042" name="page042"></a>(p. 042)</span></h4> + +<p>I. There would, by these arrangements, be two mails each month to +Great Britain from all places in the western Tropical Archipelago, or +connected with it, which at present there are not.</p> + +<p>II. Jamaica, with the requisite alterations in her internal mail +communications, would have in all her western division seven and eight +days, and in all her eastern division eight and nine days, to return +answers by the packet with which she receives her European, &c. +correspondence, of which she at present is deprived; Kingston and +Spanish Town alone being able, under the present regulations, to do +so.</p> + +<p>III. Porto Rico, All Cuba, the more important parts of Hayti, and all +the western coasts of South America, would, by these arrangements, be +brought immediately and completely within the range of the British +Post-office, most of which places at present are not.</p> + +<p>IV. By this arrangement all British Guiana would be enabled to reply +to all its European and Colonial correspondence by the same packet, +but which at present they have it not in their power to do.</p> + +<p>V. The inhabitants of Trinidad would get sufficient time to receive +and to reply to their letters by the same packet. From the Naparima +and other distant quarters they cannot at present do so.</p> + +<p>VI. <span class="pagenum"><a id="page043" name="page043"></a>(p. 043)</span> The whole of the British Windward and Leeward Island +Colonies would have regularly, and nearly every week, post +communications with each other and with Barbadoes, instead of being, +as at present, weeks together without such communications.</p> + +<p>VII. This arrangement would be more agreeable, convenient, and +advantageous to passengers from Demerara, &c. for the packet for +England, and also amongst the Colonies, and consequently more +advantageous to all interested in the packets.</p> + +<p>VIII. The same may be said with regard to passengers in every part of +the Western Archipelago. The frequency and regularity of the +conveyances would greatly add to the number of travellers, and also +greatly increase the number of letters sent and received, and +consequently augment the Post-office revenue to an amount greatly +beyond what it now is.</p> + +<p>IX. By this arrangement the packet itself would always be out of any +danger, which, it is well known, she incurs by laying at Barbadoes, an +unsheltered place at all times, but peculiarly dangerous in the +hurricane months. In the route pointed out she would be nearly free +from the sphere of all such dangers and tempests.</p> + +<p>X. By this arrangement the communications, both to the Government and +to individuals, would be more safe, and regular, and frequent than +they now are with every quarter of the Western World; an object of +great importance to all, but more especially to the British +Government.</p> + +<p>XI. By this arrangement six Mexican packets, which cost Government, +say 4200<i>l.</i> each (25,200<i>l.</i> per annum), would be wholly saved.</p> + +<p>XII. Departing from Cape Nichola Mole, instead of St. Thomas, for +Falmouth, does not increase the distance in the voyage to England +above 310 miles,—about two days' sail; moreover, it may be remarked, +the packet at present scarcely ever leaves St. Thomas for England +earlier than on the nineteenth day, and sometimes even longer. +Thus,—Steam-boat to Jamaica, eight days, four days there, and seven +to St. Thomas even in favourable voyages.</p> + +<p>XIII. Great Britain, by thus possessing all the channels of +communication in the Western Archipelago, would thereby secure the +principal political influence therein; but which will otherwise, and +in a very short period hence, go into the hands of the United States, +now earnestly <span class="pagenum"><a id="page044" name="page044"></a>(p. 044)</span> looking about and proceeding to acquire and to +extend the same in that quarter of the world.</p> + +<p>XIV. The expenses as regards this plan, would, for the West Indies, +not be greater than for the present establishment in that quarter, the +Mexican packets included; while the communications with several places +would be doubled.</p> + +<p>XV. The whole correspondence of the United States, with every quarter +of America, to the south of these States, would be brought by the +General Plan within the range of the Post Office of Great Britain. +There would, moreover, be two mails each month between Great Britain +and the eastern coast of South America.</p> + +<p>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.</p> + + + + +<h2>RECAPITULATION.</h2> + + +<p>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:—</p> + +<table border="0" cellpadding="2" summary="Table"> +<colgroup> + <col width="10%"> + <col width="90%"> +</colgroup> +<tr> +<td class="td-right">No. 1.</td> +<td>Falmouth to Terceira or Fayal.</td> +</tr> +<tr> +<td class="td-right">2.</td> +<td>Fayal to Halifax.</td> +</tr> +<tr> +<td class="td-right">3.</td> +<td>Halifax by New York to Havannah.</td> +</tr> +<tr> +<td class="td-right">4.</td> +<td>Fayal to Rio de Janeiro by Pernambuco, &c.</td> +</tr> +<tr> +<td class="td-right">5.</td> +<td>Fayal to Madeira and Teneriffe.</td> +</tr> +<tr> +<td class="td-right">6.</td> +<td>Fayal to Barbadoes.</td> +</tr> +<tr> +<td class="td-right">7.</td> +<td>West India Department, from Demerara to Vera Cruz, including Chagres, &c.</td> +</tr> +<tr> +<td class="td-right">8.</td> +<td>Expenses, depôts for coals, and repair boats.</td> +</tr> +</table> + +<h4><i>Cost of Plan by Steam.</i></h4><span class="pagenum"><a id="page045" name="page045"></a>(p. 045)</span> + +<table border="0" cellpadding="1" summary="Cost of Plan by Steam."> + +<tr> +<td class="td-center">Number of Station.</td> +<td class="td-center">Fixed Capital required.</td> +<td class="td-center">Provisions, Wages, &c. Yearly.</td> +<td class="td-center">Tons of Coals Yearly.</td> +<td class="td-center">Price of Coals per ton.</td> +<td class="td-center">Cost of Coals Yearly.</td> +<td class="td-center">Total Expenditure Yearly.</td> +<td class="td-center">Number of Steamers.</td> +<td class="td-center">Number of Sailing Vessels.</td> +</tr> +<tr> +<td class="td-center"> </td> +<td class="td-center">£</td> +<td class="td-center">£</td> +<td class="td-center"> </td> +<td class="td-center"><i>s.</i></td> +<td class="td-center">£</td> +<td class="td-center">£</td> +<td class="td-center"> </td> +<td class="td-center"> </td> +</tr> +<tr> +<td class="td-center">1</td> +<td class="td-right">48,000</td> +<td class="td-right">12,400</td> +<td class="td-right">8,400</td> +<td class="td-center">20</td> +<td class="td-right">8,400</td> +<td class="td-right">20,800</td> +<td class="td-center">2</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center">2</td> +<td class="td-right">48,000</td> +<td class="td-right">12,400</td> +<td class="td-right">12,000</td> +<td class="td-center">22</td> +<td class="td-right">15,000</td> +<td class="td-right">27,400</td> +<td class="td-center">2</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center">3</td> +<td class="td-right">48,000</td> +<td class="td-right">12,400</td> +<td class="td-right">12,000</td> +<td class="td-center">25</td> +<td class="td-right">15,000</td> +<td class="td-right">27,400</td> +<td class="td-center">2</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center">4</td> +<td class="td-right">72,000</td> +<td class="td-right">18,600</td> +<td class="td-right">23,400</td> +<td class="td-center">"</td> +<td class="td-right">29,250</td> +<td class="td-right">47,850</td> +<td class="td-center">3</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center">5</td> +<td class="td-right">7,000</td> +<td class="td-right">3,600</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-right">3,600</td> +<td class="td-center">"</td> +<td class="td-center">4</td> +</tr> +<tr> +<td class="td-center">6</td> +<td class="td-right">96,000</td> +<td class="td-right">24,800</td> +<td class="td-right">22,200</td> +<td class="td-center">"</td> +<td class="td-right">27,750</td> +<td class="td-right">52,550</td> +<td class="td-center">4</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center">7</td> +<td class="td-right">157,500</td> +<td class="td-right">44,400</td> +<td class="td-right">30,000</td> +<td class="td-center">"</td> +<td class="td-right">37,500</td> +<td class="td-right">81,900</td> +<td class="td-center">6</td> +<td class="td-center">9</td> +</tr> +<tr> +<td class="td-center">8</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-right">11,350</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center"> </td> +<td class="td-right">———</td> +<td class="td-right">———</td> +<td class="td-right">———</td> +<td class="td-center"> </td> +<td class="td-right">———</td> +<td class="td-right">———</td> +<td class="td-center">———</td> +<td class="td-center">———</td> +</tr> +<tr> +<td class="td-center"><a id="footnotetag7" name="footnotetag7"></a><a href="#footnote7">[7]</a></td> +<td class="td-right">476,500</td> +<td class="td-right">128,600</td> +<td class="td-right">108,000</td> +<td class="td-center"> </td> +<td class="td-right">132,900</td> +<td class="td-right">272,850</td> +<td class="td-center">19</td> +<td class="td-center">13</td> +</tr> +<tr> +<td class="td-center">Sub.</td> +<td class="td-right">335,500</td> +<td class="td-right">115,600</td> +<td class="td-right">38,400</td> +<td class="td-center"> </td> +<td class="td-right">45,900</td> +<td class="td-right">168,500</td> +<td class="td-center">8</td> +<td class="td-center">26</td> +</tr> +<tr> +<td class="td-center"> </td> +<td class="td-right">———</td> +<td class="td-right">———</td> +<td class="td-right">———</td> +<td class="td-center"> </td> +<td class="td-right">———</td> +<td class="td-right">———</td> +<td class="td-center">———</td> +<td class="td-center">———</td> +</tr> +<tr> +<td class="td-center">Diff.</td> +<td class="td-right">141,000</td> +<td class="td-right">13,600</td> +<td class="td-right">69,600</td> +<td class="td-center"> </td> +<td class="td-right">87,000</td> +<td class="td-right">104,350</td> +<td class="td-center">11</td> +<td class="td-center">13</td> +</tr> +<tr> +<td class="td-center"> </td> +<td class="td-right">———</td> +<td class="td-right">———</td> +<td class="td-right">———</td> +<td class="td-center"> </td> +<td class="td-right">———</td> +<td class="td-right">———</td> +<td class="td-center">———</td> +<td class="td-center">———</td> +</tr> +</table> + +<p>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 33,250<i>l.</i>; and, allowing 10 per cent. wastage on the <i>whole +quantity</i>, the real reduction in the expenditure will be 20,000<i>l.</i></p> + +<span class="pagenum"><a id="page046" name="page046"></a>(p. 046)</span> +<h4><i>Cost, partly by Steamers and partly by Sailing Packets</i>.</h4> + +<table border="0" cellpadding="2" summary="Table"> + +<tr> +<td class="td-center">Number of Station.</td> +<td class="td-center">Fixed Capital required.</td> +<td class="td-center">Provisions, Wages, &c. Yearly.</td> +<td class="td-center">Tons of Coals Yearly.</td> +<td class="td-center">Price of Coals per ton.</td> +<td class="td-center">Cost of Coals Yearly.</td> +<td class="td-center">Total Expenditure Yearly.</td> +<td class="td-center">Number of Steamers.</td> +<td class="td-center">Number of Sailing Vessels.</td> +</tr> +<tr> +<td class="td-center"> </td> +<td class="td-center">£</td> +<td class="td-center">£</td> +<td class="td-center"> </td> +<td class="td-center"><i>s.</i></td> +<td class="td-center">£</td> +<td class="td-center">£</td> +<td class="td-center"> </td> +<td class="td-center"> </td> +</tr> +<tr> +<td class="td-center">1</td> +<td class="td-right">48,000</td> +<td class="td-right">12,400</td> +<td class="td-right">8,400</td> +<td class="td-center">20</td> +<td class="td-right">8,400</td> +<td class="td-right">20,800</td> +<td class="td-center">2</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center">2</td> +<td class="td-right">19,000</td> +<td class="td-right">8,400</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-right">8,400</td> +<td class="td-center">"</td> +<td class="td-center">2</td> +</tr> +<tr> +<td class="td-center">3</td> +<td class="td-right">19,000</td> +<td class="td-right">8,400</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-right">8,400</td> +<td class="td-center">"</td> +<td class="td-center">2</td> +</tr> +<tr> +<td class="td-center">4</td> +<td class="td-right">47,500</td> +<td class="td-right">21,000</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-right">21,000</td> +<td class="td-center">"</td> +<td class="td-center">5</td> +</tr> +<tr> +<td class="td-center">5</td> +<td class="td-right">7,000</td> +<td class="td-right">3,600</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-right">3,600</td> +<td class="td-center">"</td> +<td class="td-center">4</td> +</tr> +<tr> +<td class="td-center">6</td> +<td class="td-right">38,000</td> +<td class="td-right">16,800</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-right">16,800</td> +<td class="td-center">"</td> +<td class="td-center">4</td> +</tr> +<tr> +<td class="td-center">7</td> +<td class="td-right">157,000</td> +<td class="td-right">44,400</td> +<td class="td-right">30,000</td> +<td class="td-center">25</td> +<td class="td-right">37,500</td> +<td class="td-right">81,900</td> +<td class="td-center">6</td> +<td class="td-center">9</td> +</tr> +<tr> +<td class="td-center">8</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-right">7,600</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center"> </td> +<td class="td-right">———</td> +<td class="td-right">———</td> +<td class="td-right">———</td> +<td class="td-right"> </td> +<td class="td-right">———</td> +<td class="td-right">———</td> +<td class="td-center">———</td> +<td class="td-center">———</td> +</tr> +<tr> +<td class="td-center"> </td> +<td class="td-right">335,500</td> +<td class="td-right">115,000</td> +<td class="td-right">38,400</td> +<td class="td-right"> </td> +<td class="td-rightr">45,900</td> +<td class="td-right">168,500</td> +<td class="td-center">8</td> +<td class="td-center">26</td> +</tr> +<tr> +<td class="td-center"> </td> +<td class="td-right">———</td> +<td class="td-right">———</td> +<td class="td-right">———</td> +<td class="td-center"> </td> +<td class="td-rightr">———</td> +<td class="td-right">———</td> +<td class="td-center">———</td> +<td class="td-center">———</td> +</tr> +</table> + +<p>Subject on the total expenditure to reduction in coals to the amount +of 11,475<i>l.</i>; less, however, 10 percent, or 4,590<i>l.</i> for wastage; +giving the real reduction to be 6,885<i>l.</i></p> + + +<h2>GENERAL REMARKS.</h2> + +<p>The mails conveyed from Great Britain by steam to the quarters +mentioned would in their courses be due:—</p> + +<p class="left05"> + 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. +</p> + +<p>Large as the above-mentioned sums are, still the revenues of Great +Britain and Ireland, and their Colonial dependencies in <span class="pagenum"><a id="page047" name="page047"></a>(p. 047)</span> the +Western World (say 55,000,000<i>l.</i> 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 75,000,000<i>l.</i> per +annum. By employing steam-packets on even a portion of the present +work, instead of sailing-packets, <i>fifteen</i> 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 +167,793<i>l.</i>, 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 8000<i>l.</i> 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.</p> + +<p>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.</p> + + +<h4><i>Cost of the New System and the Present System.</i></h4> + +<p>In order to understand the subject fairly, it becomes necessary to +contrast the capital and the expenditure required under the <span class="pagenum"><a id="page048" name="page048"></a>(p. 048)</span> +<span class="smcap">New Plan</span> with the capital and the expenditure required for the +<i>Present System</i>; 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.</p> + + +<h4>I.</h4> + +<p>The portion relating to the West Indian Department, shall separately +and first be taken as a comparison.</p> + +<table border="0" cellpadding="1" summary="Table"> +<colgroup> + <col width="70%"> + <col width="15%"> + <col width="15%"> +</colgroup> +<tr> +<td>Yearly cost by the proposed plan</td> +<td> </td> +<td class="td-right">£81,900</td> +</tr> +<tr> +<td>Yearly cost by present system:—</td> +<td> </td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">Six Mexican packets at £4,200<a id="footnotetag8" name="footnotetag8"></a><a href="#footnote8">[8]</a></span></td> +<td class="td-right">£25,200</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">Four steamers and coals, say</span></td> +<td class="td-right">39,000</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">Hire ten mail-boats, West Indies</span></td> +<td class="td-right">6,000</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">Ditto mail-vessels, Nassau, Chagres, &c., say</span></td> +<td class="td-right">4,000</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">Assistance navy,<a id="footnotetag9" name="footnotetag9"></a><a href="#footnote9">[9]</a> equal to, say</span></td> +<td class="td-right">3,000</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +<td class="td-right">77,200</td> +</tr> +<tr> +<td> </td> +<td> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Apparent increase</td> +<td> </td> +<td class="td-right">£4,700</td> +</tr> +<tr> +<td>But against this there is to be placed, the proportion of saving in coals</td> +<td> </td> +<td class="td-right">5,635</td> +</tr> +<tr> +<td> </td> +<td> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Difference <i>gained</i></td> +<td> </td> +<td class="td-right">£935</td> +</tr> +</table> + +<h4><i>Capital.</i> <span class="pagenum"><a id="page049" name="page049"></a>(p. 049)</span></h4> + +<table border="0" cellpadding="1" summary="Table"> +<colgroup> + <col width="70%"> + <col width="15%"> + <col width="15%"> +</colgroup> +<tr> +<td>Capital required by new plan</td> +<td> </td> +<td class="td-right">£157,000</td> +</tr> +<tr> +<td>By present system:—</td> +<td> </td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">Six Mexican packets, at £9500</span></td> +<td class="td-right">£57,000</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">Four steamers, <i>above</i> £20,000, say</span></td> +<td class="td-right">86,000</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">Ten mail-vessels, Windward Islands, £1500</span></td> +<td class="td-right">15,000</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">Mail-vessels, Nassau, St. Martha, &c.</span></td> +<td class="td-right">5,000</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">Aid men-of-war,<a id="footnotetag10" name="footnotetag10"></a><a href="#footnote10">[10]</a> equal to</span></td> +<td class="td-right">7,500</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +<td class="td-right">170,500</td> +</tr> +<tr> +<td> </td> +<td> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Difference: decrease</td> +<td> </td> +<td class="td-right">£13,500</td> +</tr> +<tr> +<td> </td> +<td> </td> +<td class="td-right">———</td> +</tr> +</table> + +<p>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 <span class="smcap">one</span> 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.</p> + +<p>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.</p> + + + + +<h4>II. <span class="pagenum"><a id="page050" name="page050"></a>(p. 050)</span></h4> + +<p>The General Plan for the Western World:—</p> + +<table border="0" cellpadding="1" summary="Table"> +<colgroup> + <col width="70%"> + <col width="15%"> + <col width="15%"> +</colgroup> +<tr> +<td>Capital required by new plan</td> +<td> </td> +<td class="td-right">£476,500</td> +</tr> +<tr> +<td>By present system:—</td> +<td colspan="2"> </td> +</tr> +<tr> +<td><span class="add2em">28 sailing-packets,<a id="footnotetag11" name="footnotetag11"></a><a href="#footnote11">[11]</a> at £9500</span></td> +<td class="td-right">£266,000</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">2 do. vessels, S. America, £5,000</span></td> +<td class="td-right">10,000</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">4 steamers, <i>above</i> £20,000</span></td> +<td class="td-right">86,000</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">10 mail-vessels, Barbadoes, £1500</span></td> +<td class="td-right">15,000</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">Mail vessels, other stations, at least</span></td> +<td class="td-right">8,000</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">Aid navy, as already stated</span></td> +<td class="td-right">7,500</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +<td class="td-right">392,500</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Difference: increase</td> +<td> </td> +<td class="td-right">£84,000</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td colspan="3"> </td> +</tr> + +<tr> +<td>Cost yearly by new plan</td> +<td> </td> +<td class="td-right">£272,850</td> +</tr> +<tr> +<td>By present system:—</td> +<td colspan="2"> </td> +</tr> +<tr> +<td><span class="add2em">28 sailing-packets, at £4200</span></td> +<td class="td-right">£126,000</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">4 steamers, and coals</span></td> +<td class="td-right">39,000</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">2 vessels, Rio de Janeiro, &c.</span></td> +<td class="td-right">4,500</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">10 mail vessels, Barbadoes station</span></td> +<td class="td-right">6,000</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">Bermuda, Halifax, Nassau, &c. &c. say</span></td> +<td class="td-right">5,500</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">Aid navy, equal to</span></td> +<td class="td-right">3,000</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +<td class="td-right">184,000</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Apparent increase</td> +<td> </td> +<td class="td-right">£88,850</td> +</tr> +<tr> +<td colspan="3"> </td> +</tr> +<tr> +<td colspan="2"> + But against this is to be placed, first, the coals saved + by the use of sails, 20,000<i>l.</i>; secondly, the sum + of 11,350<i>l.</i> allowed in new plan (not taken into + account in the present) for the expense of coal + depôts, and places for repairs; together</td> +<td class="td-right">31,350</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Real increase</td> +<td> </td> +<td class="td-right">£57,550</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +</table> + + + +<h4><i>Remarks.</i> <span class="pagenum"><a id="page051" name="page051"></a>(p. 051)</span></h4> + +<p>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 <i>one</i> 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 <i>three</i> good new ones, to do +the same limited work.</p> + +<p>By the new plan there will be <i>two mail</i> 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.</p> + + + + + +<h4>III. <span class="pagenum"><a id="page052" name="page052"></a>(p. 052)</span></h4> + +<p>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:—</p> + +<table border="0" cellpadding="1" summary="Table"> +<colgroup> + <col width="80%"> + <col width="20%"> +</colgroup> + +<tr> +<td>Capital required by new plan this way</td> +<td class="td-right">£335,500</td> +</tr> +<tr> +<td>Ditto employed under the present system</td> +<td class="td-right">392,500</td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Difference <span class="smcap">less</span></td> +<td class="td-right">£57,000</td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td>Yearly cost by present system</td> +<td class="td-right">£184,000</td> +</tr> +<tr> +<td>Ditto<span class="add2em">by new plan</span></td> +<td class="td-right">168,500</td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Difference <span class="smcap">less</span></td> +<td class="td-right">£15,500</td> +</tr> +<tr> +<td colspan="2"> </td> +</tr> +<tr> +<td>But to this difference ought to be added the + sum of 6885<i>l.</i> saved in coals by using sails, + and the sum of 7600<i>l.</i> allowed in new plan + but not taken into account in the present, + for the expense of coal depôts, and places + for repairs, 7600<i>l.</i> together</td> +<td class="td-right">14,485</td> +</tr> +<tr> +<td><tr> +<td> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">True difference <span class="smcap">less</span></td> +<td class="td-right">£29,985</td> +</tr> +</table> + + +<h4>IV.—<i>Income.</i></h4> + +<table border="0" cellpadding="1" summary="Table"> +<colgroup> + <col width="60%"> + <col width="20%"> + <col width="20%"> +</colgroup> + +<tr> +<td colspan="2">Profit on passengers in all quarters (see <a href="#page109">Appendix</a>, No. 1.)</td> +<td class="td-right">£132,274</td> +</tr> +<tr> +<td colspan="2">Freights, parcels, packages, fine goods (see <a href="#page109">do</a>.)</td> +<td class="td-right">117,440</td> +</tr> +<tr> +<td colspan="2">Ditto specie, 24,000,000 dollars, at 1 per cent. dollar 4<i>s.</i> 2<i>d.</i></td> +<td class="td-right">51,125</td> +</tr> +<tr> +<td colspan="2"><a id="footnotetag12" name="footnotetag12"></a><a href="#footnote12">[12]</a>Transport troops, stores, &c. for Government, say</td> +<td class="td-right">30,705</td> +</tr> +<tr> +<td colspan="2">Saving coals, as before, by use of sails</td> +<td class="td-right">20,000</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Total</td> +<td> </td> +<td class="td-right">£351,544</td> +</tr> +<tr> +<td>Yearly charges of whole done by Steam <span class="pagenum"><a id="page053" name="page053"></a>(p. 053)</span></td> +<td class="td-right">£252,850</td> +<td> </td> +</tr> +<tr> +<td><a id="footnotetag13" name="footnotetag13"></a><a href="#footnote13">[13]</a>10 per cent. yearly to replace capital, or</td> +<td class="td-right">50,000</td> +<td> </td> +</tr> +<tr> +<td>Port charges, say foreign ports, &c.</td> +<td class="td-right">15,000</td> +<td> </td> +</tr> +<tr> +<td>Sundry small charges for Steamers, at 600<i>l.</i> yearly</td> +<td class="td-right">11,400</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +<td class="td-right">329,250</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td>Gain besides clear post-office revenue</td> +<td> </td> +<td class="td-right">£22,294</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> + +</table> + + +<p>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, 100,000<i>l.</i>—inwards as +much, <span class="pagenum"><a id="page054" name="page054"></a>(p. 054)</span> 200,000<i>l.</i>—there may be added, Additions +100,000<i>l.</i>; Increase 70,000<i>l.</i>; total 370,000<i>l.</i>; viz., outwards +185,000<i>l.</i>, and inwards as much; giving at the average postage of +2<i>s.</i> 5<i>d.</i> the number of letters each way to be 1,531,465.</p> + +<p>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.</p> + + +<h4>WEST INDIES.—INTERNAL POST OFFICES.</h4> + +<p>The internal communications in the West Indies by post are very +inefficient, even where they exist, but in most colonies these are +altogether wanting.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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 <span class="pagenum"><a id="page055" name="page055"></a>(p. 055)</span> the same, +to a distance of twenty or thirty miles, or more. Two or three days' +labour are lost, an expense of 4<i>s.</i> or 5<i>s.</i> incurred, while 1<i>s.</i> +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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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 +<span class="pagenum"><a id="page056" name="page056"></a>(p. 056)</span> the stated day for receiving and transmitting letters, no one +in the most distant parts could ever be at a loss; and every one, more +especially on estates, would benefit and save exceedingly thereby.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + + + + +<h2>PACIFIC DEPARTMENT. <span class="pagenum"><a id="page057" name="page057"></a>(p. 057)</span></h2> + + +<p>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, <span class="smcap">William Wheelwright, Esq</span>., 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.<a id="footnotetag14" name="footnotetag14"></a><a href="#footnote14">[14]</a> A road +is about <span class="pagenum"><a id="page058" name="page058"></a>(p. 058)</span> to be commenced between Panama and the Chagres, +which 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.</p> + +<p>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 223,000<i>l.</i>; 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, +<span class="pagenum"><a id="page059" name="page059"></a>(p. 059)</span> until their arrival at Panama or Rialejo; but that resources +from 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.</p> + +<p>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. <span class="pagenum"><a id="page060" name="page060"></a>(p. 060)</span> Christmas Isle, a little to the north of the +equator, 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:—</p> + +<p>Making Owhyhee the central point of communication, the routes, +distances, and periods, and expenses, would be—</p> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="10%"> + <col width="10%"> + <col width="20%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-center" colspan="2">Geo. Miles.</td> +<td class="td-right">Days</td> +</tr> + +<tr> +<td>Rialejo to Owhyhee</td> +<td class="td-right">4,</td> +<td>100</td> +<td class="td-right">22</td> +</tr> +<tr> +<td>Owhyhee to Canton</td> +<td class="td-right">5,</td> +<td>200</td> +<td class="td-right">28</td> +</tr> +<tr> +<td><span class="add2em">Stop at Canton</span></td> +<td class="td-right">"</td> +<td> </td> +<td class="td-right">2</td> +</tr> +<tr> +<td>Canton to Owhyhee (circuitous)</td> +<td class="td-right">5,</td> +<td>900</td> +<td class="td-right">39</td> +</tr> +<tr> +<td>Owhyhee to Rialejo <span class="add2em">do.</span></td> +<td class="td-right">4,</td> +<td>700</td> +<td class="td-right">29</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">19,</td> +<td>900</td> +<td class="td-right">120</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +</table> + + +<p>Eight boats would perform this work, giving two mails each month: +cost, 76,000<i>l.</i>; yearly charges, 33,600<i>l.</i></p> + +<h4><i>Owhyhee to Sydney.</i></h4><span class="pagenum"><a id="page061" name="page061"></a>(p. 061)</span> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="10%"> + <col width="10%"> + <col width="20%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-center" colspan="2">Geo. Miles.</td> +<td class="td-right">Days</td> +</tr> + +<tr> +<td>Owhyhee to Sydney, N. S. Wales</td> +<td class="td-right">4,</td> +<td>600</td> +<td class="td-right">24</td> +</tr> +<tr> +<td><span class="add2em">Stop at Sydney</span></td> +<td class="td-right">"</td> +<td> </td> +<td class="td-right">3</td> +</tr> +<tr> +<td>Sydney to Otaheite, say</td> +<td class="td-right">3,</td> +<td>900</td> +<td class="td-right">25</td> +</tr> +<tr> +<td>Otaheite to Owhyhee</td> +<td class="td-right">2,</td> +<td>250</td> +<td class="td-right">13</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">10,</td> +<td>750</td> +<td class="td-right">65</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +</table> + + +<p>Six packets (one to spare) would perform this work between Owhyhee and +Sydney, giving two mails each month: cost, 57,000<i>l.</i>; yearly charges, +25,200<i>l.</i> 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.</p> + +<p>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:—</p> + +<h4><i>Rialejo to Christmas Isle.</i></h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="10%"> + <col width="10%"> + <col width="20%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-center" colspan="2">Geo. Miles.</td> +<td class="td-right">Days</td> +</tr> + +<tr> +<td>Rialejo to Christmas Isle</td> +<td class="td-right">4,</td> +<td>000</td> +<td class="td-right">21</td> +</tr> +<tr> +<td>Christmas Isle to Sydney, N. S. Wales</td> +<td class="td-right">3,</td> +<td>650</td> +<td class="td-right">20</td> +</tr> +<tr> +<td><span class="add2em">Stop at Sydney</span></td> +<td class="td-right">"</td> +<td> </td> +<td class="td-right">3</td> +</tr> +<tr> +<td>Sydney to Christmas Isle, by Otaheite</td> +<td class="td-right">5,</td> +<td>100</td> +<td class="td-right">35</td> +</tr> +<tr> +<td>Christmas Isle to Rialejo, by Owhyhee</td> +<td class="td-right">5,</td> +<td>800</td> +<td class="td-right">35</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">15,</td> +<td>500</td> +<td class="td-right">114</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +</table> + +<p>Eight packets would perform this work, giving two mails each month: +cost, 76,000<i>l.</i>; yearly charges, 35,600<i>l.</i></p><span class="pagenum"><a id="page062" name="page062"></a>(p. 062)</span> + +<h4><i>Christmas Isle to Canton.</i></h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="10%"> + <col width="10%"> + <col width="20%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-center" colspan="2">Geo. Miles.</td> +<td class="td-right">Days</td> +</tr> + +<tr> +<td>Christmas Isle to Canton</td> +<td class="td-right">5,</td> +<td>250</td> +<td class="td-right">26</td> +</tr> +<tr> +<td><span class="add2em">Stop at Canton</span></td> +<td class="td-right">"</td> +<td> </td> +<td class="td-right">3</td> +</tr> +<tr> +<td>Canton to Christmas Isle, by Owhyhee route</td> +<td class="td-right">6,</td> +<td>900</td> +<td class="td-right">46</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">12,</td> +<td>150</td> +<td class="td-right">75</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +</table> + + +<p>Eight packets would perform this work, giving two mails each month: +cost 76,000<i>l.</i>; yearly charges, 33,600<i>l.</i>; which shows that it takes +one packet more by this arrangement than would be required by the +other.</p> + +<p>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:—</p> + +<h4><i>Rialejo to Canton.</i></h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="10%"> + <col width="10%"> + <col width="20%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-center" colspan="2">Geo. Miles.</td> +<td class="td-right">Days</td> +</tr> + +<tr> +<td>Rialejo to Owhyhee</td> +<td class="td-right">4,</td> +<td>100</td> +<td class="td-right">22</td> +</tr> +<tr> +<td>Owhyhee to Canton</td> +<td class="td-right">5,</td> +<td>200</td> +<td class="td-right">27</td> +</tr> +<tr> +<td><span class="add2em">Stop at Canton</span></td> +<td class="td-right">"</td> +<td> </td> +<td class="td-right">2</td> +</tr> +<tr> +<td>Canton to Rialejo (circuitous)</td> +<td class="td-right">10,</td> +<td>000</td> +<td class="td-right">59</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">19,</td> +<td>300</td> +<td class="td-right">110</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +</table> + +<p>Eight packets would perform this work, giving two mails each month; +first cost, 76,000<i>l.</i>; yearly charges, 33,600<i>l.</i></p> + +<h4><i>Rialejo to Sydney, New South Wales.</i></h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="10%"> + <col width="10%"> + <col width="20%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-center" colspan="2">Geo. Miles.</td> +<td class="td-right">Days</td> +</tr> + +<tr> +<td>Rialejo to Otaheite</td> +<td class="td-right">4,</td> +<td>100</td> +<td class="td-right">22</td> +</tr> +<tr> +<td>Otaheite to Sydney</td> +<td class="td-right">3,</td> +<td>400</td> +<td class="td-right">19</td> +</tr> +<tr> +<td><span class="add2em">Stop at Sydney</span></td> +<td class="td-right">"</td> +<td> </td> +<td class="td-right">3</td> +</tr> +<tr> +<td>Sydney to Rialejo, by N. Point, New Zealand</td> +<td class="td-right">8,</td> +<td>500</td> +<td class="td-right">51</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">16,</td> +<td>000</td> +<td class="td-right">95</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +</table> + +<p>Examining <span class="pagenum"><a id="page063" name="page063"></a>(p. 063)</span> attentively the three preceding routes of +communication, 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 <i>fifteen</i> 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.</p> + +<p>Seven packets would perform this work, giving two mails each month; +first cost, 66,500<i>l.</i>; yearly charges, 29,200<i>l.</i>; which is one +packet more than the Owhyhee plan requires; but that station would +require one spare packet, making <i>fifteen</i> for the whole, which thus +makes both stations equal, but without the combination which the +Owhyhee station gives.</p> + +<p>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, 199,500<i>l.</i>, and yearly charges about +130,000<i>l.</i>; 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:—</p> + +<table border="0" cellpadding="1" summary="Table"> +<colgroup> + <col width="50%"> + <col width="25%"> + <col width="25%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-center">Fixed Capital.</td> +<td class="td-center">Yearly Charges.</td> +</tr> +<tr> +<td>Pacific Departments</td> +<td class="td-center">£142,500</td> +<td class="td-center">£63,000</td> +</tr> +</table> + + + + +<h3>THE MEDITERRANEAN, EAST INDIES, <span class="pagenum"><a id="page064" name="page064"></a>(p. 064)</span> + +&c. &c.</h3> + + +<h5>I. <i>Falmouth and the Mediterranean.</i></h5> + + +<p>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.</p> + +<p>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 <span class="pagenum"><a id="page065" name="page065"></a>(p. 065)</span> +Malta from 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.</p> + +<p>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.</p> + +<p>Three powerful steamers would do this work, giving two mails each +month. The capital necessary to purchase these would be 72,000<i>l.</i> The +annual expenditure for these three boats, on this station, would +be—Wages, provisions, tear and wear, &c. 6,200<i>l.</i> each, or +18,600<i>l.</i>; and for coals, 20,400 tons, 25,600<i>l.</i>; together, +44,200<i>l.</i> 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 25<i>s.</i>, 25,600<i>l.</i></p> + +<p>The route, course, and time, from Alexandria, would be thus:—</p> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="10%"> + <col width="10%"> + <col width="20%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-center" colspan="2">Geo. Miles.</td> +<td class="td-right">Days</td> +</tr> + +<tr> +<td>Falmouth to Alexandria, by Lisbon, &c. &c.</td> +<td class="td-right">2</td> +<td>985</td> +<td class="td-right">19</td> +</tr> +<tr> +<td>Alexandria to Falmouth, by Malta, &c. &c.</td> +<td class="td-right">2</td> +<td>985</td> +<td class="td-right">19</td> +</tr> +<tr> +<td><span class="add2em">Stop at Alexandria</span></td> +<td colspan="2"> </td> +<td class="td-right">2</td> +</tr> +<tr> +<td>London and Falmouth, including day of departure</td> +<td class="td-right"> </td> +<td>552</td> +<td class="td-right">5</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +<tr> +<td> </td> +<td class="td-right">6</td> +<td>522</td> +<td class="td-right">45</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +</table> + +<p>N.B. Seventeen days, at 180 geographical miles per day, gives 3060 +miles—the real distance is 2985.</p> + + + + +<h4>2. <i>Malta and Constantinople.</i> <span class="pagenum"><a id="page066" name="page066"></a>(p. 066)</span></h4> + +<p>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, 6250<i>l.</i>, and 6200<i>l.</i> +more for wages, provisions, insurance, tear and wear; together +12,450<i>l.</i> per annum.</p> + + +<h3>EAST-INDIAN DEPARTMENT.</h3> + + +<h5>3. <i>Alexandria and Suez.</i></h5> + +<p>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 5000<i>l.</i> per annum.</p> + + + +<h4>4. <i>Suez to Bombay.</i> <span class="pagenum"><a id="page067" name="page067"></a>(p. 067)</span></h4> + +<p>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 40<i>s.</i> 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.</p> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="10%"> + <col width="10%"> + <col width="20%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-center" colspan="2">Geo. Miles.</td> +<td class="td-right">Days</td> +</tr> + +<tr> +<td>Alexandria to Suez, by Cairo</td> +<td> </td> +<td>170</td> +<td class="td-right">2</td> +</tr> +<tr> +<td>Suez to Babelmandel, by Mocha</td> +<td class="td-right">1</td> +<td>205</td> +<td class="td-right">6</td> +</tr> +<tr> +<td><span class="add2em">Stop at Mocha, coals</span></td> +<td colspan="2"> </td> +<td class="td-right">2</td> +</tr> +<tr> +<td>Babelmandel to Bombay, by Aden or Socotora</td> +<td class="td-right">1</td> +<td>630</td> +<td class="td-right">8</td> +</tr> +<tr> +<td><span class="add2em">Stop at Bombay</span></td> +<td colspan="2"> </td> +<td class="td-right">2</td> +</tr> +<tr> +<td>Babelmandel to Bombay, by Aden or Socotora</td> +<td class="td-right">3</td> +<td>005</td> +<td class="td-right">18</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">6</td> +<td>010</td> +<td class="td-right">38</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +</table> + +<p>Three <span class="pagenum"><a id="page068" name="page068"></a>(p. 068)</span> powerful steamers would perform this work, giving two +mails each month—at sea 42 days each voyage = 48 monthly = 1008 +yearly; coals at 25 tons daily, 25,200 tons, at 40<i>s.</i> 50,400<i>l.</i></p> + + +<h4>5. <i>Aden or Socotora to Mauritius.</i></h4> + +<p>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 4000<i>l.</i> each, and their expenditure, say, 2000<i>l.</i> +each, or 4000<i>l.</i> 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.</p> + + +<h4>6. <i>Bombay to Calcutta, by Ceylon.</i></h4> + +<p>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 <span class="pagenum"><a id="page069" name="page069"></a>(p. 069)</span> from Calcutta could be forwarded by +land, 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.</p> + +<p>The route, time, and distance from Bombay to Calcutta, would be +thus:—</p> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="10%"> + <col width="10%"> + <col width="20%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-center" colspan="2">Geo. Miles.</td> +<td class="td-right">Days</td> +</tr> + +<tr> +<td>Bombay to Trincomalee</td> +<td class="td-right">1</td> +<td>258</td> +<td class="td-right">7</td> +</tr> +<tr> +<td><span class="add2em">Stop at Trincomalee</span></td> +<td colspan="2"> </td> +<td class="td-right">2</td> +</tr> +<tr> +<td>Trincomalee to Calcutta, by Madras, &c.</td> +<td class="td-right">1</td> +<td>010</td> +<td class="td-right">5</td> +</tr> +<tr> +<td><span class="add2em">Stop at Calcutta</span></td> +<td colspan="2"> </td> +<td class="td-right">2</td> +</tr> +<tr> +<td>Calcutta to Bombay, same route</td> +<td class="td-right">2</td> +<td>268</td> +<td class="td-right">12</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">4</td> +<td>536</td> +<td class="td-right">28</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +</table> + +<p>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, 28,800<i>l.</i> Cost of +boats, 48,000<i>l.</i>; yearly expenses, 6820<i>l.</i> each, 13,640<i>l.</i>; +together with coals, 42,440<i>l.</i></p> + + +<h4>7 & 8. <i>Trincomalee to Canton, by Batavia</i>.</h4> + +<p>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:</p> + +<p>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 <span class="pagenum"><a id="page070" name="page070"></a>(p. 070)</span> Batavia appears to be the most eligible +point of communication for the steamers.</p> + +<p>From Trincomalee to Canton, the route and time will be thus:—</p> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="10%"> + <col width="10%"> + <col width="20%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-center" colspan="2">Geo. Miles.</td> +<td class="td-right">Days</td> +</tr> + +<tr> +<td>Trincomalee to Batavia, by Straits of Sunda</td> +<td class="td-right">1</td> +<td>750</td> +<td class="td-right">9</td> +</tr> +<tr> +<td><span class="add2em">Stop at Batavia, coals, &c.</span></td> +<td colspan="2"> </td> +<td class="td-right">2</td> +</tr> +<tr> +<td>Batavia to Canton</td> +<td class="td-right">1</td> +<td>830</td> +<td class="td-right">9</td> +</tr> +<tr> +<td><span class="add2em">Stop at Canton 2, Batavia 2</span></td> +<td colspan="2"> </td> +<td class="td-right">4</td> +</tr> +<tr> +<td>Canton to Trincomalee, by Batavia</td> +<td class="td-right">3</td> +<td>580</td> +<td class="td-right">18</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">7</td> +<td>160</td> +<td class="td-right">42</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +</table> + +<p>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—43,200<i>l.</i> At Trincomalee, a +spare boat would require to be stationed, in case of accidents, which +would make four for the station; prime cost, 96,000<i>l.</i>, and one +sailing-vessel, 2,000<i>l.</i> The yearly charges for provisions, wages, +&c. &c. will be 6820<i>l.</i> each, and 1000<i>l.</i> for the sailing-vessel is +28,280<i>l.</i>, which, together with the expense of coals, amount to +71,480<i>l.</i></p> + + +<h4>9. <i>Batavia to Sydney, New South Wales, by Swan River.</i></h4> + +<p>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:</p> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="10%"> + <col width="10%"> + <col width="20%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-center" colspan="2">Geo. Miles.</td> +<td class="td-right">Days</td> +</tr> + +<tr> +<td>Batavia to Swan River</td> +<td class="td-right">1</td> +<td>745</td> +<td class="td-right">9</td> +</tr> +<tr> +<td><span class="add2em">Stop at ditto, coals</span></td> +<td colspan="2"> </td> +<td class="td-right">2</td> +</tr> +<tr> +<td>Swan River to Hobart Town</td> +<td class="td-right">1</td> +<td>770</td> +<td class="td-right">9</td> +</tr> +<tr> +<td><span class="add2em">Stop at ditto</span></td> +<td colspan="2"> </td> +<td class="td-right">1</td> +</tr> +<tr> +<td>Hobart Town to Sydney</td> +<td> </td> +<td>570</td> +<td class="td-right">3</td> +</tr> +<tr> +<td><span class="add2em">Stop at Sydney, coals, &c.</span></td> +<td colspan="2"> </td> +<td class="td-right">3</td> +</tr> +<tr> +<td><span class="add2em">Ditto at Hobart Town and Swan River, returning</span></td> +<td colspan="2"> </td> +<td class="td-right">3</td> +</tr> +<tr> +<td>Sydney, by Hobart Town, &c. to Batavia</td> +<td class="td-right">4</td> +<td>085</td> +<td class="td-right">21</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">8</td> +<td>170</td> +<td class="td-right">51</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +</table> + +<p>Three <span class="pagenum"><a id="page071" name="page071"></a>(p. 071)</span> boats would perform this work, giving two mails each +month; 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 96,000<i>l.</i> 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 40<i>s.</i>, 50,400<i>l.</i> The yearly +expenditure of each boat besides would be 6820<i>l.</i>; for four, +27,280<i>l.</i>, together with coals, 77,680<i>l.</i></p> + +<p>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 depôts, could +not be less than 2000<i>l.</i> per annum at each, or 10,000<i>l.</i> 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.</p> + +<p>The yearly expenditure for the whole Plan, in all its parts, would +consequently be as follows, and under the respective heads as here +enumerated.</p> + + +<h4><i>Abstract.</i></h4> + +<table border="0" cellpadding="1" summary="Table"> +<colgroup> + <col width="10%"> + <col width="80%"> +</colgroup> + +<tr> +<td class="td-right">No. 1.</td> +<td>Falmouth to Alexandria, by Lisbon, &c.</td> +</tr> +<tr> +<td class="td-right">No. 2.</td> +<td>Malta to Constantinople, by Zante, &c.</td> +</tr> +<tr> +<td class="td-right">No. 3.</td> +<td>Alexandria to Suez, by Cairo.</td> +</tr> +<tr> +<td class="td-right">No. 4.</td> +<td>Suez to Bombay, by Mocha.</td> +</tr> +<tr> +<td class="td-right">No. 5.</td> +<td>Socotora to Mauritius.</td> +</tr> +<tr> +<td class="td-right">No. 6.</td> +<td>Bombay to Calcutta, by Ceylon.</td> +</tr> +<tr> +<td class="td-right">7 & 8.</td> +<td>Trincomalee to Canton, by Batavia, &c.</td> +</tr> +<tr> +<td class="td-right">No. 9.</td> +<td>Batavia to Sydney, New South Wales, by Swan River, &c.</td> +</tr> +<tr> +<td class="td-right">No. 10.</td> +<td>Coal depôts, and stations for repairs.</td> +</tr> +</table> + + +<h4><i>Expenditure by Steam Power, &c.</i> <span class="pagenum"><a id="page072" name="page072"></a>(p. 072)</span></h4> + +<table border="0" cellpadding="1" summary="Table"> + +<tr> +<td class="td-center">Number of Station.</td> +<td class="td-center">Fixed Capital required.</td> +<td class="td-center">Provisions, Wages, &c. Yearly.</td> +<td class="td-center">Tons of Coals Yearly.</td> +<td class="td-center">Price Coals per ton.</td> +<td class="td-center">Cost of Coals Yearly.</td> +<td class="td-center">Total Expenditure Yearly.</td> +<td class="td-center">Number of Steamers.</td> +<td class="td-center">Number of Sailing Vessels.</td> +</tr> +<tr> +<td> </td> +<td class="td-center">£</td> +<td class="td-center">£</td> +<td> </td> +<td class="td-center">s.</td> +<td class="td-center">£</td> +<td class="td-center">£</td> +<td> </td> +<td> </td> +</tr> +<tr> +<td class="td-center">1</td> +<td class="td-right">72,000</td> +<td class="td-right">18,600</td> +<td class="td-right">20,400</td> +<td class="td-center">25</td> +<td class="td-right">25,600</td> +<td class="td-right">44,200</td> +<td class="td-center">3</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center">2</td> +<td class="td-right">24,000</td> +<td class="td-right">6,200</td> +<td class="td-right">5,000</td> +<td class="td-center">"</td> +<td class="td-right">6,250</td> +<td class="td-right">12,450</td> +<td class="td-center">1</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center">3</td> +<td class="td-center">"</td> +<td class="td-right">5,000</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-right">5,000</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center">4</td> +<td class="td-right">72,000</td> +<td class="td-right">20,460</td> +<td class="td-right">25,200</td> +<td class="td-center">40</td> +<td class="td-right">50,400</td> +<td class="td-right">70,860</td> +<td class="td-center">3</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center">5</td> +<td class="td-right">8,000</td> +<td class="td-right">4,000</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-right">4,000</td> +<td class="td-center">"</td> +<td class="td-center">2</td> +</tr> +<tr> +<td class="td-center">6</td> +<td class="td-right">48,000</td> +<td class="td-right">13,640</td> +<td class="td-right">14,400</td> +<td class="td-center">"</td> +<td class="td-right">28,800</td> +<td class="td-right">42,240</td> +<td class="td-center">2</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center">7 & 8</td> +<td class="td-right">98,000</td> +<td class="td-right">28,280</td> +<td class="td-right">21,600</td> +<td class="td-center">"</td> +<td class="td-right">43,200</td> +<td class="td-right">71,480</td> +<td class="td-center">4</td> +<td class="td-center">1</td> +</tr> +<tr> +<td class="td-center">9</td> +<td class="td-right">96,000</td> +<td class="td-right">27,280</td> +<td class="td-right">25,200</td> +<td class="td-center">"</td> +<td class="td-right">50,400</td> +<td class="td-right">77,680</td> +<td class="td-center">4</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center">10</td> +<td class="td-center">"</td> +<td class="td-right">10,000</td> +<td> </td> +<td class="td-center">"</td> +<td class="td-center">"</td> +<td class="td-right">10,000</td> +<td class="td-center">"</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center"> </td> +<td class="td-center">———</td> +<td class="td-right">———</td> +<td class="td-right">———</td> +<td class="td-center"> </td> +<td class="td-center">———</td> +<td class="td-center">———</td> +<td class="td-center">———</td> +<td class="td-center">———</td> +</tr> +<tr> +<td> </td> +<td class="td-right">418,000</td> +<td class="td-right">133,460</td> +<td class="td-right">111,800</td> +<td> </td> +<td class="td-right">204,650</td> +<td class="td-right">337,910</td> +<td class="td-center">17</td> +<td class="td-center">3</td> +</tr> +<tr> +<td> </td> +<td> </td> +<td> </td> +<td> </td> +<td> </td> +<td class="td-right">68,000</td> +<td class="td-right">68,000</td> +<td> </td> +<td> </td> +</tr> +<tr> +<td class="td-center"> </td> +<td class="td-center">———</td> +<td class="td-right">———</td> +<td class="td-right">———</td> +<td class="td-center"> </td> +<td class="td-center">———</td> +<td class="td-center">———</td> +<td class="td-center">———</td> +<td class="td-center">———</td> +</tr> +<tr> +<td> </td> +<td class="td-right">418,000</td> +<td class="td-right">133,460</td> +<td class="td-right">111,800</td> +<td> </td> +<td class="td-right">136,650</td> +<td class="td-right">269,910</td> +<td class="td-center">17</td> +<td class="td-center">3</td> +</tr> +</table> + +<p>The return boat from Alexandria ought not to leave that place until +the Eastern mails come up from Suez.</p> + +<p>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.</p> + + + + +<h3>II.</h3> + +<h5>ANOTHER PLAN, BY WAY OF THE CAPE OF GOOD HOPE.</h5> + + +<p>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 <span class="pagenum"><a id="page073" name="page073"></a>(p. 073)</span> cut off +altogether 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.</p> + +<p>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.</p> + + +<h4>1. <i>Falmouth to Cape Verde.</i></h4> + +<p>The steam-boat with all the Indian mails would go from Falmouth by +Madeira to Cape Verde, thus:—</p> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="10%"> + <col width="10%"> + <col width="20%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-center" colspan="2">Geo. Miles.</td> +<td class="td-right">Days</td> +</tr> + +<tr> +<td>Falmouth to Madeira</td> +<td class="td-right">1</td> +<td>170</td> +<td class="td-right">6</td> +</tr> +<tr> +<td><span class="add2em">Stop at Madeira, coals</span></td> +<td colspan="2"> </td> +<td class="td-right">1</td> +</tr> +<tr> +<td>Madeira to Cape Verde</td> +<td class="td-right">1</td> +<td>130</td> +<td class="td-right">6</td> +</tr> +<tr> +<td><span class="add2em">Stop at Cape Verde, coals</span></td> +<td colspan="2"> </td> +<td class="td-right">2</td> +</tr> +<tr> +<td>Cape Verde to Falmouth</td> +<td class="td-right">2</td> +<td>300</td> +<td class="td-right">12</td> +</tr> +<tr> +<td><span class="add2em">Stop at Madeira, returning, coals</span></td> +<td colspan="2"> </td> +<td class="td-right">1</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">4</td> +<td>600</td> +<td class="td-right">28</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +</table> + +<p>Two <span class="pagenum"><a id="page074" name="page074"></a>(p. 074)</span> steam-boats, actively employed, would perform this work, +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 20<i>s.</i> 14,400<i>l.</i></p> + + +<h4>2. <i>Cape Verde to the Cape of Good Hope.</i></h4> + +<p>The route and time from Cape Verde to the Cape of Good Hope will be—</p> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="10%"> + <col width="10%"> + <col width="20%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-center" colspan="2">Geo. Miles.</td> +<td class="td-right">Days</td> +</tr> + +<tr> +<td>Cape Verde to Ascension</td> +<td class="td-right">1</td> +<td>530</td> +<td class="td-right">8</td> +</tr> +<tr> +<td>Ascension to St. Helena</td> +<td> </td> +<td>655</td> +<td class="td-right">3</td> +</tr> +<tr> +<td>St. Helena to Cape of Good Hope</td> +<td class="td-right">1</td> +<td>720</td> +<td class="td-right">9</td> +</tr> +<tr> +<td><span class="add2em">Stop at Ascension and St. Helena twice</span></td> +<td colspan="2"> </td> +<td class="td-right">4</td> +</tr> +<tr> +<td>Cape of Good Hope to Cape Verde</td> +<td class="td-right">3</td> +<td>905</td> +<td class="td-right">20</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">7</td> +<td>810</td> +<td class="td-right">44</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +</table> + +<p>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 +25<i>s.</i>, 30,000<i>l.</i></p> + + +<h4>3. <i>Cape of Good Hope to the Mauritius.</i></h4> + +<p>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 +<span class="pagenum"><a id="page075" name="page075"></a>(p. 075)</span> to Trincomalee. The route, time, and distance for this boat, +would be as under:—</p> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="10%"> + <col width="10%"> + <col width="20%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-center" colspan="2">Geo. Miles.</td> +<td class="td-right">Days</td> +</tr> + +<tr> +<td>Cape of Good Hope to Mauritius</td> +<td class="td-right">2</td> +<td>280</td> +<td class="td-right">12</td> +</tr> +<tr> +<td><span class="add2em">Stop at Mauritius</span></td> +<td colspan="2"> </td> +<td class="td-right">2</td> +</tr> +<tr> +<td>Mauritius to Cape of Good Hope</td> +<td class="td-right">2</td> +<td>280</td> +<td class="td-right">12</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">4</td> +<td>560</td> +<td class="td-right">26</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-right">——</td> +</tr> +</table> + +<p>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 40<i>s.</i> 28,600<i>l.</i>; other charges, +13,640<i>l.</i> yearly; cost boats, 48,000<i>l.</i></p> + + +4. <i>Mauritius, to Point de Galle and Trincomalee, Ceylon.</i> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="10%"> + <col width="10%"> + <col width="10%"> + <col width="10%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-center" colspan="2">Geo. Miles.</td> +<td class="td-center" colspan="2">Days</td> +</tr> + +<tr> +<td>Mauritius to Point de Galle</td> +<td class="td-right">2</td> +<td>080</td> +<td class="td-right">11</td> +<td> </td> +</tr> +<tr> +<td>Point de Galle to Trincomalee</td> +<td> </td> +<td>280</td> +<td class="td-right">1</td> +<td>½</td> +</tr> +<tr> +<td>Trincomalee to Mauritius, same route</td> +<td class="td-right">2</td> +<td>360</td> +<td class="td-right">12</td> +<td>½</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-center" colspan="2">——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">4</td> +<td>720</td> +<td class="td-right">25</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-center" colspan="2">——</td> +</tr> +</table> + +<p>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 40<i>s.</i>, +32,400<i>l.</i> Three boats yearly, other expenses, 20,640<i>l.</i> This station +will require three boats; and one for the Calcutta station—together +four.<a id="footnotetag15" name="footnotetag15"></a><a href="#footnote15">[15]</a></p> + +<h4>5. <i>Point de Galle to Bombay.</i> <span class="pagenum"><a id="page076" name="page076"></a>(p. 076)</span></h4> + +<p>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—</p> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="10%"> + <col width="10%"> + <col width="10%"> + <col width="10%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-center" colspan="2">Geo. Miles.</td> +<td class="td-center" colspan="2">Days</td> +</tr> + +<tr> +<td>Point de Galle to Bombay, by Mangalore</td> +<td> </td> +<td>880</td> +<td class="td-right">4</td> +<td>½</td> +</tr> +<tr> +<td><span class="add2em">Stop at Bombay, &c.</span></td> +<td> </td> +<td> </td> +<td class="td-right">3</td> +<td> </td> +</tr> +<tr> +<td>Bombay to Point de Galle</td> +<td> </td> +<td>880</td> +<td class="td-right">4</td> +<td>½</td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-center" colspan="2">——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">1</td> +<td>760</td> +<td class="td-right">12</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-center" colspan="2">——</td> +</tr> +</table> + +<p>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 40<i>s.</i>, 9,600<i>l.</i> Other charges, +6,820<i>l.</i>—together 16,400<i>l.</i></p> + + +<h4>6. <i>Trincomalee to Calcutta.</i></h4> + +<p>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:—</p> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="10%"> + <col width="10%"> + <col width="10%"> + <col width="10%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-center" colspan="2">Geo. Miles.</td> +<td class="td-center" colspan="2">Days</td> +</tr> + +<tr> +<td>Trincomalee to Madras</td> +<td> </td> +<td>300</td> +<td class="td-right">1</td> +<td>½</td> +</tr> +<tr> +<td>Madras to Calcutta</td> +<td> </td> +<td>735</td> +<td class="td-right">3</td> +<td>½</td> +</tr> +<tr> +<td><span class="add2em">Stop at Calcutta, Coals, &c.</span></td> +<td> </td> +<td> </td> +<td class="td-right">2</td> +<td> </td> +</tr> +<tr> +<td>Calcutta to Trincomalee, same route</td> +<td class="td-right">1</td> +<td>035</td> +<td class="td-right">5</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-center" colspan="2">——</td> +</tr> +<tr> +<td class="td-right">Totals</td> +<td class="td-right">2</td> +<td>070</td> +<td class="td-right">12</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-center" colspan="2">———</td> +<td class="td-center" colspan="2">——</td> +</tr> +</table> + +<p>One <span class="pagenum"><a id="page077" name="page077"></a>(p. 077)</span> steam-boat would perform this work, giving two mails each +month; at sea each voyage 12 days<a id="footnotetag16" name="footnotetag16"></a><a href="#footnote16">[16]</a> = 24 monthly = 288 yearly. +Coals, 25 tons daily = 7200 tons yearly, at 40<i>s.</i>, 14,400<i>l.</i> Other +charges, 6820<i>l.</i>—together 21,220<i>l.</i> per annum.</p> + +<p>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.</p> + +<p>In order, however, to bring the whole into a tabular form, it is +necessary to recapitulate and particularize the different heads, +thus:—</p> + +<table border="0" cellpadding="1" summary="Table"> +<colgroup> + <col width="10%"> + <col width="80%"> +</colgroup> + +<tr> +<td class="td-right">1.</td> +<td>Falmouth to Cape Verde.</td> +</tr> +<tr> +<td class="td-right">2.</td> +<td>Cape Verde (Mayo) to Cape of Good Hope.</td> +</tr> +<tr> +<td class="td-right">3.</td> +<td>Cape of Good Hope to Mauritius.</td> +</tr> +<tr> +<td class="td-right">4.</td> +<td>Mauritius to Ceylon, Point de Galle.</td> +</tr> +<tr> +<td class="td-right">5.</td> +<td>Ceylon, Point de Galle, to Bombay.</td> +</tr> +<tr> +<td class="td-right">6.</td> +<td>Ceylon to Calcutta, by Madras.</td> +</tr> +<tr> +<td class="td-right">7.</td> +<td>Trincomalee to Canton, by Batavia.</td> +</tr> +<tr> +<td class="td-right">8.</td> +<td>Batavia to Singapore.</td> +</tr> +<tr> +<td class="td-right">9.</td> +<td>Batavia to Sydney, New South Wales, by Swan River.</td> +</tr> +<tr> +<td class="td-right">10.</td> +<td>Coal Depôts, and places to repair boats.</td> +</tr> +</table> + +<h4><i>Expenditure by the Cape of Good Hope.</i> <span class="pagenum"><a id="page078" name="page078"></a>(p. 078)</span></h4> + +<table border="0" cellpadding="1" summary="Table"> + +<tr> +<td class="td-center">Number of Station.</td> +<td class="td-center">Fixed Capital required.</td> +<td class="td-center">Provisions, Wages, &c. Yearly.</td> +<td class="td-center">Tons of Coals Yearly.</td> +<td class="td-center">Price of Coals per ton.</td> +<td class="td-center">Cost of Coals Yearly.</td> +<td class="td-center">Total Expenditure Yearly.</td> +<td class="td-center">Number of Steamers.</td> +<td class="td-center">Number of Sailing Vessels.</td> +</tr> +<tr> +<td> </td> +<td class="td-center">£</td> +<td class="td-center">£</td> +<td> </td> +<td class="td-center">s.</td> +<td class="td-center">£</td> +<td class="td-center">£</td> +<td> </td> +<td> </td> +</tr> +<tr> +<td class="td-center">1</td> +<td class="td-right">48,000</td> +<td class="td-right">12,400</td> +<td class="td-right">14,400</td> +<td class="td-center">20</td> +<td class="td-right">14,400</td> +<td class="td-right">26,800</td> +<td class="td-center">2</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center">2</td> +<td class="td-right">96,000</td> +<td class="td-right">24,800</td> +<td class="td-right">24,000</td> +<td class="td-center">25</td> +<td class="td-right">30,000</td> +<td class="td-right">54,800</td> +<td class="td-center">4</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center">3</td> +<td class="td-right">48,000</td> +<td class="td-right">13,640</td> +<td class="td-right">14,300</td> +<td class="td-center">40</td> +<td class="td-right">28,600</td> +<td class="td-right">42,240</td> +<td class="td-center">2</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center">4</td> +<td class="td-right">72,000</td> +<td class="td-right">20,640</td> +<td class="td-right">16,200</td> +<td class="td-center">"</td> +<td class="td-right">32,400</td> +<td class="td-right">53,040</td> +<td class="td-center">3</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center">5</td> +<td class="td-right">24,000</td> +<td class="td-right">6,820</td> +<td class="td-right">4,800</td> +<td class="td-center">"</td> +<td class="td-right">9,600</td> +<td class="td-right">16,400</td> +<td class="td-center">1</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center">6</td> +<td class="td-right">48,000</td> +<td class="td-right">13,640</td> +<td class="td-right">7,200</td> +<td class="td-center">"</td> +<td class="td-right">14,400</td> +<td class="td-right">28,040</td> +<td class="td-center">2</td> +<td class="td-center">"</td> +</tr> +<tr> +<td class="td-center">7—10</td> +<td class="td-right">194,000</td> +<td class="td-right">65,560</td> +<td class="td-right">46,800</td> +<td class="td-center">"</td> +<td class="td-right">93,600</td> +<td class="td-right">159,160</td> +<td class="td-center">8</td> +<td class="td-center">1</td> +</tr> +<tr> +<td class="td-center"> </td> +<td class="td-center">———</td> +<td class="td-right">———</td> +<td class="td-right">———</td> +<td class="td-center"> </td> +<td class="td-center">———</td> +<td class="td-center">———</td> +<td class="td-center">———</td> +<td class="td-center">———</td> +</tr> +<tr> +<td class="td-right"><a id="footnotetag17" name="footnotetag17"></a><a href="#footnote17">[17]</a></td> +<td class="td-right">530,000</td> +<td class="td-right">157,500</td> +<td class="td-right">127,700</td> +<td class="td-center"> </td> +<td class="td-right">223,000</td> +<td class="td-right">380,480</td> +<td class="td-center">22</td> +<td class="td-center">1</td> +</tr> +<tr> +<td class="td-center"> </td> +<td class="td-right"> </td> +<td class="td-right"> </td> +<td class="td-right"> </td> +<td class="td-center"> </td> +<td class="td-right">71,442</td> +<td class="td-right">71,442</td> +<td class="td-center"> </td> +<td class="td-center"> </td> +</tr> +<tr> +<td class="td-center"> </td> +<td class="td-center">———</td> +<td class="td-right">———</td> +<td class="td-right">———</td> +<td class="td-center"> </td> +<td class="td-center">———</td> +<td class="td-center">———</td> +<td class="td-center">———</td> +<td class="td-center">———</td> +</tr> +<tr> +<td class="td-center"> </td> +<td class="td-right">530,000</td> +<td class="td-right">157,500</td> +<td class="td-right">127,700</td> +<td class="td-center"> </td> +<td class="td-right">151,558</td> +<td class="td-right">309,038</td> +<td class="td-center">22</td> +<td class="td-center">1</td> +</tr> +<tr> +<td class="td-right">Sub.</td> +<td class="td-right">418,000</td> +<td class="td-right">133,400</td> +<td class="td-right">111,800</td> +<td class="td-center"> </td> +<td class="td-right">136,650</td> +<td class="td-right">269,910</td> +<td class="td-center">17</td> +<td class="td-center">3</td> +</tr> +<tr> +<td class="td-center"> </td> +<td class="td-center">———</td> +<td class="td-right">———</td> +<td class="td-right">———</td> +<td class="td-center"> </td> +<td class="td-center">———</td> +<td class="td-center">———</td> +<td class="td-center">———</td> +<td class="td-center">———</td> +</tr> +<tr> +<td class="td-right">Diff.</td> +<td class="td-right">112,000</td> +<td class="td-right">24,100</td> +<td class="td-right">15,900</td> +<td class="td-center"> </td> +<td class="td-right">14,908</td> +<td class="td-right">39,128</td> +<td class="td-center">5</td> +<td class="td-center">2</td> +</tr> +</table> + +<p>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.</p> + +<p>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 2½ miles per +hour throughout a general voyage; consequently, <i>one-fourth</i> should be +deducted from the quantity of coals <span class="pagenum"><a id="page079" name="page079"></a>(p. 079)</span> used. This will amount +to 31,935 tons, value 44,587<i>l.</i>, less 10 per cent. allowed for +wastage on the whole, is 12,770 tons, 17,795<i>l.</i>, which leaves the net +saving of 26,792<i>l.</i> Next, the value of coals supplied to the eastward +of the Cape of Good Hope is calculated at 40<i>s.</i> per ton, as received +from Europe. But coals may be supplied in all places to the eastward +of the Cape of Good Hope at 30<i>s.</i> per ton, thus:—They can be +purchased excellent, and in abundance, at 9<i>s.</i> 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 30<i>s.</i> per ton, a profit of 21<i>s.</i>, +instead of making nothing, as at present. A further deduction, +therefore, of 10<i>s.</i> 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 +44,650<i>l.</i>, and which, together with the above balance of 26,792<i>l.</i>, +makes the sum of 71,442<i>l.</i> to be deducted from the total amount of +expenditure.</p> + +<p>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, <span class="pagenum"><a id="page080" name="page080"></a>(p. 080)</span> the strength of the +N. E. monsoon would be avoided by keeping in with the Arabian, and +afterwards with the eastern Asiatic coast.</p> + +<p>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, 112,000<i>l.</i>, and in yearly +expenditure, 39,128<i>l.</i> 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.</p> + +<p>The coal depôts 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.</p> + +<p>The course of post between London and the different places here +stated, taking the route by the Cape of Good Hope, would be—London +<span class="pagenum"><a id="page081" name="page081"></a>(p. 081)</span> and Sydney, New South Wales, 195 days; London and Swan River, +165 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.</p> + +<h4><i>Income by the Mediterranean.</i></h4> + +<table border="0" cellpadding="1" summary="Table"> +<colgroup> + <col width="60%"> + <col width="20%"> + <col width="20%"> +</colgroup> +<tr> +<td colspan="2">Passengers:—Falmouth to Alexandria, 48 voyages, at 50 each, 30<i>l.</i></td> +<td class="td-right">£72,000</td> +</tr> +<tr> +<td colspan="2"><span class="add2em">Malta to Constantinople, 48 ditto, at 15 each, 10<i>l.</i></span></td> +<td class="td-right">7,200</td> +</tr> +<tr> +<td colspan="2"><span class="add2em">Suez to Bombay, 48 ditto, at 20 each, 55<i>l.</i></span></td> +<td class="td-right">53,600</td> +</tr> +<tr> +<td colspan="2"><span class="add2em">Ditto to Calcutta and Madras, &c. 48 do. at 25 each, 65<i>l.</i></span></td> +<td class="td-right">78,000</td> +</tr> +<tr> +<td colspan="2"><span class="add2em">Ditto to Mauritius, 48 ditto, at 10 each, 55<i>l.</i></span></td> +<td class="td-right">24,400</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Total</td> +<td> </td> +<td class="td-right">£235,200</td> +</tr> +<tr> +<td class="td-right">Deduct finding ditto, one-third</td> +<td> </td> +<td class="td-right">78,400</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Remain clear</td> +<td> </td> +<td class="td-right">£156,800</td> +</tr> +<tr> +<td colspan="2">Freights—Parcels, Packages, and Goods, say </td> +<td class="td-right">57,600</td> +</tr> +<tr> +<td colspan="2">Freight—Specie, suppose</td> +<td class="td-right">20,000</td> +</tr> +<tr> +<td colspan="2">Government Troops, Stores, &c.</td> +<td class="td-right">35,000</td> +</tr> +<tr> +<td colspan="2">Ditto, carrying all Mails and Despatches</td> +<td class="td-right">80,000</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">£349,400</td> +</tr> +<tr> +<td class="td-right">Deduct expenditure</td> +<td class="td-right">£269,910</td> +<td> </td> +</tr> +<tr> +<td class="td-right">Sinking Fund. 10 per cent.</td> +<td class="td-right">41,400</td> +<td> </td> +</tr> +<tr> +<td class="td-right"> </td> +<td class="td-right">———</td> +<td class="td-right">311,310</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Balance gain</td> +<td> </td> +<td class="td-right">£38,090</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +</table> + +<h4><i>Income by Cape of Good Hope.</i> <span class="pagenum"><a id="page082" name="page082"></a>(p. 082)</span></h4> + +<table border="0" cellpadding="1" summary="Table"> +<colgroup> + <col width="60%"> + <col width="20%"> + <col width="20%"> +</colgroup> +<tr> +<td colspan="2">Passengers:—Falmouth to Bombay, 48 voyages, at 20 each = 960, at 80<i>l.</i></td> +<td class="td-right">£76,800</td> +</tr> +<tr> +<td colspan="2"><span class="add2em">Ditto to Calcutta and Madras, &c. 48 ditto, at 25 each = 1200, at 90<i>l.</i></span></td> +<td class="td-right">108,800</td> +</tr> +<tr> +<td colspan="2"><span class="add2em">Mauritius to Calcutta & Madras, &c. 48 ditto, at 10 each = 480, at 60<i>l.</i></span></td> +<td class="td-right">28,800</td> +</tr> +<tr> +<td colspan="2"><span class="add2em">East Indies to Batavia, China, &c. 48 voyages, at 15 each = 720, at 40<i>l.</i></span></td> +<td class="td-right">28,800</td> +</tr> +<tr> +<td colspan="2"><span class="add2em">New South Wales and Falmouth, 48 voyages, at 10 each = 480, at 120.</span></td> +<td class="td-right">57,600</td> +</tr> +<tr> +<td colspan="2"><span class="add2em">Madeira, St. Helena, Cape of Good Hope, and Coasting + voyages, India, 48 voyages, and 48 Ceylon and + Calcutta, together, say yearly</span></td> +<td class="td-right">28,800</td> +</tr> +<tr> +<td colspan="2"><span class="add2em">New South Wales coastways, 48 voyages, at 10 each, + average 12<i>l.</i></span></td> +<td class="td-right">5,760</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Total</td> +<td> </td> +<td class="td-right">£335,360</td> +</tr> +<tr> +<td class="td-right">Deduct for finding <i>one-third</i></td> +<td> </td> +<td class="td-right">111,786</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Balance gain</td> +<td> </td> +<td class="td-right">£223,574</td> +</tr> +<tr> +<td>Freights—Parcels, Packages, Fine Goods, 48 voyages, + 150 tons each, average at 15<i>l.</i> per ton of + tonnage</td> +<td class="td-right">£108,000</td> +<td> </td> +</tr> +<tr> +<td>Freight—Specie, say</td> +<td class="td-right">35,000</td> +<td> </td> +</tr> +<tr> +<td>Government Troops, Stores, &c.</td> +<td class="td-right">35,000</td> +<td> </td> +</tr> +<tr> +<td>Ditto Mails, Despatches</td> +<td class="td-right">90,000</td> +<td> </td> +</tr> +<tr> +<td class="td-right"> </td> +<td class="td-right">———</td> +<td class="td-right">268,000</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Total</td> +<td> </td> +<td class="td-right">491,574</td> +</tr> +<tr> +<td>Deduct expenditure</td> +<td class="td-right">£309,038</td> +<td> </td> +</tr> +<tr> +<td>Sinking Fund, to replace Capital, 10 per cent</td> +<td class="td-right">52,900</td> +<td> </td> +</tr> +<tr> +<td>Sundries, Port Charges, &c.</td> +<td class="td-right">20,000</td> +<td> </td> +</tr> +<tr> +<td class="td-right"> </td> +<td class="td-right">———</td> +<td class="td-right">381,938</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Balance gain</td> +<td> </td> +<td class="td-right">£109,636</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +</table> + + + +<h2>GEOGRAPHICAL OBSERVATIONS ON THE <span class="pagenum"><a id="page083" name="page083"></a>(p. 083)</span> ISTHMUS OF AMERICA,<br> + +<span class="smcap">and the practicability of</span><br> + +A COMMUNICATION WITH CHINA AND NEW SOUTH WALES WESTWARD THROUGH IT.</h2> + + +<p>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.</p> + +<p>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 <span class="pagenum"><a id="page084" name="page084"></a>(p. 084)</span> it will appear, when the +distances come 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.</p> + +<p>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° to 32° 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 <span class="pagenum"><a id="page085" name="page085"></a>(p. 085)</span> them to all the eastern ports of North America, +and to all the ports in Europe, or along the coasts of the +Mediterranean.</p> + +<p>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.</p> + +<p>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° N. lat., in the meridian of 77° W. +long., to the parallel of 18° or 19° N. lat. in the meridian of 100° +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 <span class="pagenum"><a id="page086" name="page086"></a>(p. 086)</span> +than is 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.</p> + +<p>The first two points within the limits above mentioned, where +communications are most practicable, are the following:—<i>First</i>, 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 16½° to +18½° 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. <i>Secondly</i>, 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.</p> + +<p>These <span class="pagenum"><a id="page087" name="page087"></a>(p. 087)</span> points adverted to are the only probable channels of +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.</p> + +<p>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°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.</p> + +<p>The next point, and more to the north beyond Cape St. Francisco de +Solano, in about 7°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°40' N. lat. and 75° 15' W. long., +and runs almost due north, a distance of 200 miles, into the Gulf of +Darien. At this point, the <span class="pagenum"><a id="page088" name="page088"></a>(p. 088)</span> western and secondary chain of +the 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.</p> + +<p>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 +<i>New Edinburgh</i>, 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°8' to 8°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° 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 <span class="pagenum"><a id="page089" name="page089"></a>(p. 089)</span> Spanish +authorities, is placed in 8° 55' N. lat. and 76° 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° 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° 55' W. longitude.</p> + +<p>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 <span class="pagenum"><a id="page090" name="page090"></a>(p. 090)</span> tributary streams, running +first 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.</p> + +<p>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.</p> + +<p>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. <span class="pagenum"><a id="page091" name="page091"></a>(p. 091)</span> He tells +us 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."</p> + +<p>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.<a id="footnotetag18" name="footnotetag18"></a><a href="#footnote18">[18]</a> 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 <span class="pagenum"><a id="page092" name="page092"></a>(p. 092)</span> +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.</p> + +<p>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, 22¾ miles. +The highest land passed over was the ridge Maria Henrique, 12¾ +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, 19½ 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, 5¼ miles, the fall is 16.13 feet; and thence to a small +gravel bank, named "<i>Playa los Ingenieros</i>" distant from Cruces 1302 +chains, 16¾ miles, the fall is 21.82 feet, precisely level with the +high-water mark at Panama. At 2682 chains, 33½ 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.</p> + +<p>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 <span class="pagenum"><a id="page093" name="page093"></a>(p. 093)</span> mean +level 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.</p> + +<p>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!</p> + +<p>These observations naturally call the attention to the consideration +of <span class="pagenum"><a id="page094" name="page094"></a>(p. 094)</span> a line of communication which may be had from the River +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 26½ +miles, and to the mouth of the Chorera 23 miles!</p> + +<p>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 <span class="pagenum"><a id="page095" name="page095"></a>(p. 095)</span> a +considerable 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 <i>plains</i> 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.</p> + + +<h4><i>Lake Nicaragua, &c.</i></h4> + +<p>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 <span class="pagenum"><a id="page096" name="page096"></a>(p. 096)</span> the latter is more generally +called, 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°53' N. lat. and in 83°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°20' N. lat. and +86°45' W. long.; and its port, Rialejo, on the Pacific, in 12°29'50" +N. lat., and 87°6' W. long. From the mouth of the River St. Juan to +Rialejo, in a bearing of N. 66° 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.</p> + +<p>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 <span class="pagenum"><a id="page097" name="page097"></a>(p. 097)</span> down, about 16 miles on the +banks 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.</p> + +<p>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 133½ Spanish feet (the Spanish foot is +0.9267 English) above the level of the sea, <span class="pagenum"><a id="page098" name="page098"></a>(p. 098)</span> and only 19 feet +above 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 133½ +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 "<i>called a new world into existence</i>," +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.</p> + +<p>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.</p> + +<p>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 <span class="pagenum"><a id="page099" name="page099"></a>(p. 099)</span> Atlantic and +the 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 300,000<i>l.</i> 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 675,000<i>l.</i>—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.</p> + +<p>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 <span class="pagenum"><a id="page100" name="page100"></a>(p. 100)</span> the governments and the +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.</p> + +<p>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, <span class="pagenum"><a id="page101" name="page101"></a>(p. 101)</span> be raised therefrom, in order to prove a +remuneration for the expense of the undertaking.</p> + +<p>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, "<i>the declared value</i>," 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.</p> + +<h4><i>Great Britain with</i></h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="40%"> + <col width="13%"> + <col width="2%"> + <col width="15%"> + <col width="15%"> + <col width="15%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-right">Exports.<br>1834</td> +<td> </td> +<td class="td-right">Imports.<br>1834</td> +<td class="td-right">Tonnage Inwards.</td> +<td class="td-right">Tonnage Outwards.</td> +</tr> +<tr> +<td>China</td> +<td class="td-right">842,852</td> +<td class="td-center"> </td> +<td class="td-right">3,528,635</td> +<td class="td-right">29,308</td> +<td class="td-right">8,887</td> +</tr> +<tr> +<td>New South Wales</td> +<td class="td-right">716,014</td> +<td class="td-center">⌉</td> +<td class="td-right"> </td> +<td class="td-right">12,400</td> +<td class="td-right">29,567</td> +</tr> +<tr> +<td>Java</td> +<td class="td-right">410,273</td> +<td class="td-center">|</td> +<td class="td-right"> </td> +<td class="td-right">2,435</td> +<td class="td-right">4,289</td> +</tr> +<tr> +<td>Philippine Islands</td> +<td class="td-right">76,618</td> +<td class="td-center">|</td> +<td class="td-right">3,163,049</td> +<td class="td-right">1,958</td> +<td class="td-right">728</td> +</tr> +<tr> +<td>Siam</td> +<td class="td-right">19,742</td> +<td class="td-center">|</td> +<td class="td-right"> </td> +<td class="td-right">" </td> +<td class="td-right">337</td> +</tr> +<tr> +<td>E. Indies & Ceylon, ½</td> +<td class="td-right">1,289,284</td> +<td class="td-center">|</td> +<td class="td-right"> </td> +<td class="td-right">37,731</td> +<td class="td-right">45,416</td> +</tr> +<tr> +<td>New Zealand</td> +<td class="td-right">936</td> +<td class="td-center">⌋</td> +<td class="td-right"> </td> +<td class="td-right">382</td> +<td class="td-right">3,650</td> +</tr> +<tr> +<td>Chili</td> +<td class="td-right">896,221</td> +<td class="td-center">⌉</td> +<td class="td-right"> </td> +<td class="td-right">7,415</td> +<td class="td-right">6,532</td> +</tr> +<tr> +<td>Peru</td> +<td class="td-right">229,235</td> +<td class="td-center">|</td> +<td class="td-right">1,240,358</td> +<td class="td-right">2,768</td> +<td class="td-right">2,176</td> +</tr> +<tr> +<td>Mexico, ¼</td> +<td class="td-right">114,902</td> +<td class="td-center">⌋</td> +<td class="td-right"> </td> +<td class="td-right">1,845</td> +<td class="td-right">1,498</td> +</tr> +<tr> +<td>Whale Fisheries, 1/3</td> +<td class="td-right"> </td> +<td class="td-center"> </td> +<td class="td-right">100,000</td> +<td class="td-right">11,353</td> +<td class="td-right">11,007</td> +</tr> +<tr> +<td>Guatemala, 1/3</td> +<td class="td-right">10,122</td> +<td class="td-center"> </td> +<td class="td-right">10,122</td> +<td class="td-right">136</td> +<td class="td-right"> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">————</td> +<td class="td-center"> </td> +<td class="td-right">————</td> +<td class="td-right">———</td> +<td class="td-right">———</td> +</tr> +<tr> +<td> </td> +<td class="td-right">£4,606,199</td> +<td class="td-center"> </td> +<td class="td-right">8,042,164</td> +<td class="td-right">107,731</td> +<td class="td-right">114,087</td> +</tr> +<tr> +<td>Freight & charges, &c.</td> +<td class="td-right">921,235</td> +<td class="td-center"> </td> +<td class="td-right"> </td> +<td class="td-right">———</td> +<td class="td-right">107,731</td> +</tr> +<tr> +<td>Foreign & Colonial ¼</td> +<td class="td-right">1,381,858</td> +<td class="td-center"> </td> +<td class="td-right"> </td> +<td class="td-right"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td> </td> +<td class="td-right">————</td> +<td class="td-center"> </td> +<td class="td-right">6,303,093</td> +<td class="td-right">Total tonnage</td> +<td class="td-right">221,818</td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-center"> </td> +<td class="td-right">————</td> +<td class="td-right"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td>Total British trade</td> +<td class="td-right"> </td> +<td class="td-center"> </td> +<td class="td-right">£14,345,257</td> +<td class="td-right"> </td> +<td class="td-right"> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-center"> </td> +<td class="td-right">————</td> +<td class="td-right"> </td> +<td class="td-right"> </td> +</tr> +</table> + +<p>Exclusive <span class="pagenum"><a id="page102" name="page102"></a>(p. 102)</span> of specie—the amount of which, from the western +coasts 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 17,500,000<i>l.</i> exports and imports, and exclusive of the profits +thereon.</p> + +<p>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:—</p> +<span class="pagenum"><a id="page103" name="page103"></a>(p. 103)</span> + +<h4><i>United States with</i></h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="40%"> + <col width="12%"> + <col width="15%"> + <col width="15%"> + <col width="15%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-right">Imports.</td> +<td class="td-right">Exports.</td> +<td class="td-right">Tonnage Inwards.</td> +<td class="td-right">Tonnage Outwards.</td> +</tr> +<tr> +<td>British East Indies, dolls.</td> +<td class="td-right">2,293,012</td> +<td class="td-right">406,543</td> +<td class="td-right">7,400</td> +<td class="td-right">5,655</td> +</tr> +<tr> +<td>Dutch ditto</td> +<td class="td-right">582,159</td> +<td class="td-right">581,149</td> +<td class="td-right">3,497</td> +<td class="td-right">8,669</td> +</tr> +<tr> +<td>Spanish ditto</td> +<td class="td-right">283,685</td> +<td class="td-right">15,919</td> +<td class="td-right">2,647</td> +<td class="td-right">222</td> +</tr> +<tr> +<td>Asia generally</td> +<td class="td-right">377,842</td> +<td class="td-right">434,037</td> +<td class="td-right">479</td> +<td class="td-right">2,593</td> +</tr> +<tr> +<td>China</td> +<td class="td-right">7,892,327</td> +<td class="td-right">1,010,483</td> +<td class="td-right">15,550</td> +<td class="td-right">8,123</td> +</tr> +<tr> +<td>Mexico, ½</td> +<td class="td-right">4,033,034</td> +<td class="td-right">5,265,053</td> +<td class="td-right">18,225</td> +<td class="td-right">15,768</td> +</tr> +<tr> +<td>Chili</td> +<td class="td-right">787,409</td> +<td class="td-right">1,476,355</td> +<td class="td-right">2,535</td> +<td class="td-right">9,191</td> +</tr> +<tr> +<td>Peru</td> +<td class="td-right">618,412</td> +<td class="td-right">58,863</td> +<td class="td-right">493</td> +<td class="td-right">685</td> +</tr> +<tr> +<td>South Seas</td> +<td class="td-right">27,348</td> +<td class="td-right">97,169</td> +<td class="td-right">39,506</td> +<td class="td-right">280</td> +</tr> +<tr> +<td>N. W. Coast America</td> +<td class="td-right">" </td> +<td class="td-right">118,813</td> +<td class="td-right">45,886</td> +<td class="td-right"> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">————</td> +<td class="td-right">————</td> +<td class="td-right">———</td> +<td class="td-right">———</td> +</tr> +<tr> +<td> </td> +<td class="td-right">16,595,228</td> +<td class="td-right">9,464,384</td> +<td class="td-right">136,218</td> +<td class="td-right">51,216</td> +</tr> +<tr> +<td>¼ freights, &c. &c.</td> +<td class="td-right">4,123,807</td> +<td class="td-right">2,388,093</td> +<td class="td-right">51,216</td> +<td class="td-right">———</td> +</tr> +<tr> +<td> </td> +<td class="td-right">————</td> +<td class="td-right">————</td> +<td class="td-right">———</td> +<td class="td-right"> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">20,719,035</td> +<td class="td-right">11,852,477</td> +<td class="td-right">187,434</td> +<td class="td-right"> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">11,852,477</td> +<td class="td-right">————</td> +<td class="td-right">————</td> +<td class="td-right"> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">————</td> +<td class="td-right"> </td> +<td class="td-right"> </td> +<td class="td-right"> </td> +</tr> +<tr> +<td>Total United States</td> +<td class="td-right">32,571,512</td> +<td class="td-right"> </td> +<td class="td-right"> </td> +<td class="td-right"> </td> +</tr> +<tr> +<td>Ditto specie</td> +<td class="td-right">5,000,000</td> +<td class="td-right"> </td> +<td class="td-right"> </td> +<td class="td-right"> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">————</td> +<td class="td-right"> </td> +<td class="td-right"> </td> +<td class="td-right"> </td> +</tr> +<tr> +<td>Grand total, dollars</td> +<td class="td-right">37,571,512</td> +<td colspan="3">—Sterling, £7,827,398 at 4<i>s.</i>2<i>d.</i></td> +</tr> +<tr> +<td> </td> +<td class="td-right">————</td> +<td class="td-right"> </td> +<td class="td-right"> </td> +<td class="td-right"> </td> +</tr> +</table> + +<h4><i>General Trade and Tonnage.</i></h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="50%"> + <col width="20%"> + <col width="20%"> + <col width="10%"> +</colgroup> +<tr> +<td> </td> +<td class="td-right">Value Trade.</td> +<td class="td-right" colspan="2">Extent Tonnage.</td> +</tr> +<tr> +<td>British</td> +<td class="td-right">£17,500,000</td> +<td class="td-right">221,818</td> +<td> </td> +</tr> +<tr> +<td>United States</td> +<td class="td-right">7,827,398</td> +<td class="td-right">187,434</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">—————</td> +<td class="td-right">———</td> +<td> </td> +</tr> +<tr> +<td class="td-right">Total</td> +<td class="td-right">£25,327,398</td> +<td class="td-right">409,252</td> +<td> tons.</td> +</tr> +<tr> +<td> </td> +<td class="td-right">—————</td> +<td class="td-right">———</td> +<td> </td> +</tr> +</table> + +<p>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 <span class="pagenum"><a id="page104" name="page104"></a>(p. 104)</span> the revenue to be obtained from +the 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.</p> + +<p>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 1,000,000<i>l.</i> 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.</p> + +<span class="pagenum"><a id="page105" name="page105"></a>(p. 105)</span> +<h4><i>Cost and Revenue.</i></h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="20%"> + <col width="20%"> +</colgroup> + +<tr> +<td>Revenue 410,000 tons yearly, at 10<i>s.</i></td> +<td class="td-right"> </td> +<td class="td-right">£205,000</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td>Capital 1,000,000<i>l.</i> interest 5 per cent</td> +<td class="td-right">£50,000</td> +<td class="td-right"> </td> +</tr> +<tr> +<td>Dividend in Stock 10 per cent</td> +<td class="td-right">100,000</td> +<td class="td-right"> </td> +</tr> +<tr> +<td>Expenses, management, and repairs</td> +<td class="td-right">20,000</td> +<td class="td-right"> </td> +</tr> +<tr> +<td>Surplus fund</td> +<td class="td-right">35,000</td> +<td class="td-right"> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +<td class="td-right">£205,000</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +</table> + +<p>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.</p> + + +<h4><i>Conveyance Mails and Passengers.</i></h4> + +<p>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.</p> + +<p>The comparative distances by the several lines of communication will +stand as follow:—</p> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="50%"> + <col width="20%"> + <col width="20%"> + <col width="10%"> +</colgroup> + +<tr> +<td colspan="2"> </td> +<td class="td-right">Geo. Miles.</td> +<td> </td> +</tr> + +<tr> +<td>Falmouth, direct to Rialejo</td> +<td class="td-right">4,650</td> +<td> </td> +<td> </td> +</tr> +<tr> +<td>Rialejo to Colombia River</td> +<td class="td-right">3,000</td> +<td> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">7,650</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> + +<tr> +<td>London to Icy Cape, over the North Pole<span class="pagenum"><a id="page106" name="page106"></a>(p. 106)</span></td> +<td class="td-right">3,870</td> +<td> </td> +<td> </td> +</tr> +<tr> +<td>Icy Cape to Colombia River, by Oonoolashka</td> +<td class="td-right">2,745</td> +<td> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">6,615</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> + +<tr> +<td>London to Icy Cape, over the Pole</td> +<td class="td-right">3,870</td> +<td> </td> +<td> </td> +</tr> +<tr> +<td>Icy Cape to Canton</td> +<td class="td-right">4,200</td> +<td> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">8,070</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> + +<tr> +<td>Falmouth direct to Gulf Papagayo</td> +<td class="td-right">4,650</td> +<td> </td> +<td> </td> +</tr> +<tr> +<td>Papagayo to Canton, by Owhyhee</td> +<td class="td-right">9,350</td> +<td> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">14,000</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> + +<tr> +<td>London to Icy Cape, over the Pole</td> +<td class="td-right">3,870</td> +<td> </td> +<td> </td> +</tr> +<tr> +<td>Icy Cape to Sydney, New South Wales</td> +<td class="td-right">6,600</td> +<td> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">10,470</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> + +<tr> +<td>Falmouth to Rialejo, by Jamaica</td> +<td class="td-right">5,530</td> +<td> </td> +<td> </td> +</tr> +<tr> +<td>Rialejo direct to Sydney, New South Wales</td> +<td class="td-right">7,400</td> +<td> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">12,930</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> + +<tr> +<td>Falmouth to Colombia River, by L. Nicaragua</td> +<td class="td-right">8,345</td> +<td> </td> +<td> </td> +</tr> +<tr> +<td>Ditto <span class="add2em">ditto</span> <span class="add2em">Cape Horn</span></td> +<td class="td-right">13,100</td> +<td> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">4,755</td> +<td> diff.</td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> + +<tr> +<td>Falmouth to Sydney direct, westward</td> +<td class="td-right"> </td> +<td class="td-right">12,400</td> +<td> </td> +</tr> +<tr> +<td>Ditto to ditto, by Cape of Good Hope</td> +<td class="td-right">6,205</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td>Cape to Sydney direct</td> +<td class="td-right">6,470</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">12,670</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> +<tr> +<td>Falmouth to Cape Good Hope</td> +<td class="td-right">6,205</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td>Cape Good Hope to Trincomalee</td> +<td class="td-right">4,720</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td>Trincomalee to Batavia</td> +<td class="td-right">1,750</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td>Batavia to Sydney, by Hobart Town</td> +<td class="td-right">4,085</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">16,760</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> +<tr> +<td>Falmouth to Rialejo, by Fayal, &c.</td> +<td class="td-right">5,530</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td>Rialejo to Canton, by Owhyhee</td> +<td class="td-right">9,300</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">14,830</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> +<tr> +<td>Rialejo to Sydney, New South Wales, by Otaheite</td> +<td class="td-right">7,500</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td>Panama to Sydney</td> +<td class="td-right">7,900</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">15,400</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> +<tr> +<td>Falmouth to Cape of Good Hope<span class="pagenum"><a id="page107" name="page107"></a>(p. 107)</span></td> +<td class="td-right">6,205</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td>Cape of Good Hope to Trincomalee</td> +<td class="td-right">4,640</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td>Trincomalee to Canton, by Batavia</td> +<td class="td-right">3,580</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">14,425</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> +<tr> +<td>Falmouth to Rialejo</td> +<td class="td-right">5,530</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td>Rialejo to Pekin</td> +<td class="td-right">8,000</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">14,130</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> +<tr> +<td>Falmouth to Cape of Good Hope</td> +<td class="td-right">6,205</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td>Cape of Good Hope to Pekin, by Canton, &c.</td> +<td class="td-right">9,660</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">15,865</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> +<tr> +<td>Falmouth to Port Culebra, by Barbadoes, &c.</td> +<td class="td-right">5,530</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td>Port Culebra to Jeddo, Japan</td> +<td class="td-right">7,250</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">12,780</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> +<tr> +<td>Falmouth to Cape of Good Hope, by Madeira</td> +<td class="td-right">6,205</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td>Cape of Good Hope by Batavia, &c. to Jeddo</td> +<td class="td-right">8,300</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">14,505</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> +<tr> +<td>Falmouth to Rialejo by Barbadoes, &c.</td> +<td class="td-right">5,530</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td>Rialejo to Manilla</td> +<td class="td-right">8,860</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">14,390</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> +<tr> +<td>Falmouth to Cape of Good Hope, by Madeira</td> +<td class="td-right">6,205</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td>Cape of Good Hope to Manilla, by Batavia</td> +<td class="td-right">6,720</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">12,925</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> +<tr> +<td>Falmouth to Rialejo, by Barbadoes, &c. </td> +<td class="td-right">5,530</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td>Rialejo to Kamschatka</td> +<td class="td-right">6,000</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">11,530</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> +<tr> +<td>Falmouth to Cape of Good Hope, by Madeira</td> +<td class="td-right">6,205</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td>Cape of Good Hope to Batavia</td> +<td class="td-right">5,200</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td>Batavia to Kamschatka by Canton</td> +<td class="td-right">4,530</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">15,935</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> +<tr> +<td>London to Icy Cape, over the Pole</td> +<td class="td-right">3,870</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td>Icy Cape to Kamschatka</td> +<td class="td-right">1,280</td> +<td class="td-right"> </td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">5,150</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right"> </td> +<td class="td-right">——</td> +<td> </td> +</tr> +</table> + +<p>Thus <span class="pagenum"><a id="page108" name="page108"></a>(p. 108)</span> it is evident, that were the passage over the North Pole +open 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.</p> + +<p>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.</p> + + + +<h2>APPENDIX—No I <span class="pagenum"><a id="page109" name="page109"></a>(p. 109)</span></h2> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="50%"> + <col width="5%"> + <col width="5%"> + <col width="5%"> + <col width="5%"> + <col width="10%"> + <col width="5%"> + <col width="5%"> + <col width="5%"> + <col width="5%"> +</colgroup> + +<tr> +<td>Places</td> +<td class="td-center" colspan="4">Lat.</td> +<td> </td> +<td class="td-center" colspan="4">Long.</td> +</tr> +<tr> +<td colspan="10"> </td> +</tr> +<tr> +<td>Falmouth</td> +<td class="td-right">50°</td> +<td class="td-right">8'</td> +<td class="td-right"> </td> +<td class="td-right">N.</td> +<td class="td-right"> </td> +<td class="td-right">5°</td> +<td class="td-right">1'</td> +<td class="td-right"> </td> +<td class="td-right">W.</td> +</tr> +<tr> +<td>Terceira, Azores</td> +<td class="td-right">38°</td> +<td class="td-right">38'</td> +<td class="td-right">23"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">27°</td> +<td class="td-right">12'</td> +<td class="td-right">48"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Halifax, Nova Scotia</td> +<td class="td-right">44°</td> +<td class="td-right">39'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">63°</td> +<td class="td-right">33'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>New York</td> +<td class="td-right">40°</td> +<td class="td-right">42'</td> +<td> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">74°</td> +<td class="td-right">2'</td> +<td> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Bermuda, Town</td> +<td class="td-right">32°</td> +<td class="td-right">22'</td> +<td> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">64°</td> +<td class="td-right">33'</td> +<td> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Madeira, Funchall</td> +<td class="td-right">32°</td> +<td class="td-right">47'</td> +<td class="td-right">42"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">9°</td> +<td class="td-right">13'</td> +<td> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Teneriffe, St Cruz</td> +<td class="td-right">28°</td> +<td class="td-right">28'</td> +<td class="td-right">00"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">16°</td> +<td class="td-right">15'</td> +<td> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Lisbon</td> +<td class="td-right">38°</td> +<td class="td-right">24'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">9°</td> +<td class="td-right">13'</td> +<td> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Cadiz</td> +<td class="td-right">36°</td> +<td class="td-right">31'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">6°</td> +<td class="td-right">18'</td> +<td> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Gibraltar</td> +<td class="td-right">36°</td> +<td class="td-right">6'</td> +<td class="td-right">20"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">5°</td> +<td class="td-right">20'</td> +<td class="td-right">53"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Nassau, New Providence</td> +<td class="td-right">25°</td> +<td class="td-right">5'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">77°</td> +<td class="td-right">18'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Turk's Islands</td> +<td class="td-right">21°</td> +<td class="td-right">6'</td> +<td class="td-right"> </td> +<td class="td-right"> </td> +<td> </td> +<td class="td-right">71°</td> +<td class="td-right">15'</td> +<td class="td-right"> </td> +<td class="td-right"> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">20°</td> +<td class="td-right">13'</td> +<td class="td-right"> </td> +<td class="td-right"> </td> +<td> </td> +<td class="td-right">69°</td> +<td class="td-right">28'</td> +<td class="td-right"> </td> +<td class="td-right"> </td> +</tr> +<tr> +<td>Crooked Island</td> +<td class="td-right">22°</td> +<td class="td-right">44'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">73°</td> +<td class="td-right">54'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Havannah</td> +<td class="td-right">23°</td> +<td class="td-right">9'</td> +<td class="td-right">26"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">82°</td> +<td class="td-right">20'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>St. Jago, Cuba</td> +<td class="td-right">19°</td> +<td class="td-right">57'</td> +<td class="td-right">39"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">76°</td> +<td class="td-right">2'</td> +<td class="td-right">45"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Cape Nichola Mole</td> +<td class="td-right">19°</td> +<td class="td-right">49'</td> +<td class="td-right">20"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">73°</td> +<td class="td-right">27'</td> +<td class="td-right">30"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>St. John's, Porto Rico</td> +<td class="td-right">18°</td> +<td class="td-right">29'</td> +<td class="td-right">10"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">65°</td> +<td class="td-right">39'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>St. Thomas</td> +<td class="td-right">18°</td> +<td class="td-right">21'</td> +<td class="td-right">5"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">64°</td> +<td class="td-right">57'</td> +<td class="td-right">50"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Kingston, Jamaica</td> +<td class="td-right">17°</td> +<td class="td-right">57'</td> +<td class="td-right">57"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">76°</td> +<td class="td-right">46'</td> +<td class="td-right">10"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Vera Cruz</td> +<td class="td-right">19°</td> +<td class="td-right">12'</td> +<td class="td-right">15"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">96°</td> +<td class="td-right">7'</td> +<td class="td-right">12"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Tampico</td> +<td class="td-right">22°</td> +<td class="td-right">15'</td> +<td class="td-right">56"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">97°</td> +<td class="td-right">52'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Honduras, Belize</td> +<td class="td-right">17°</td> +<td class="td-right">29'</td> +<td class="td-right">29"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">88°</td> +<td class="td-right">11'</td> +<td class="td-right">15"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Chagre</td> +<td class="td-right">9°</td> +<td class="td-right">18'</td> +<td class="td-right">40"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">79°</td> +<td class="td-right">55'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Panama</td> +<td class="td-right">8°</td> +<td class="td-right">57'</td> +<td class="td-right">30"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">79°</td> +<td class="td-right">29'</td> +<td class="td-right">20"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Carthagena</td> +<td class="td-right">10°</td> +<td class="td-right">26'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">75°</td> +<td class="td-right">37'</td> +<td class="td-right">5"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Laguayra</td> +<td class="td-right">10°</td> +<td class="td-right">37'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">67°</td> +<td class="td-right">1'</td> +<td class="td-right">35"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Demerara, George Town</td> +<td class="td-right">6°</td> +<td class="td-right">49'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">58°</td> +<td class="td-right">11'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Barbadoes, Bridgetown</td> +<td class="td-right">13°</td> +<td class="td-right">5'</td> +<td class="td-right">30"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">59°</td> +<td class="td-right">43'</td> +<td class="td-right">15"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Antigua, E. H.</td> +<td class="td-right">17°</td> +<td class="td-right">3'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">61°</td> +<td class="td-right">50'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Trinidad, Port of Spain</td> +<td class="td-right">10°</td> +<td class="td-right">38'</td> +<td class="td-right">42"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">61°</td> +<td class="td-right">59'</td> +<td class="td-right">30"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Cape St Roque</td> +<td class="td-right">5°</td> +<td class="td-right">28'</td> +<td class="td-right"> </td> +<td class="td-right">S.</td> +<td> </td> +<td class="td-right">35°</td> +<td class="td-right">17'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Maranham</td> +<td class="td-right">2°</td> +<td class="td-right">28'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">44°</td> +<td class="td-right">16'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Pernambuco</td> +<td class="td-right">8°</td> +<td class="td-right">41'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">34°</td> +<td class="td-right">51'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Bahia<span class="pagenum"><a id="page110" name="page110"></a>(p. 110)</span></td> +<td class="td-right">12°</td> +<td class="td-right">55'</td> +<td class="td-right"> </td> +<td class="td-right">S.</td> +<td> </td> +<td class="td-right">38°</td> +<td class="td-right">30'</td> +<td class="td-right"> </td> +<td class="td-right">W.</td> +</tr> +<tr> +<td>Rio de Janeiro</td> +<td class="td-right">22°</td> +<td class="td-right">54'</td> +<td class="td-right">15"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">43°</td> +<td class="td-right">15'</td> +<td class="td-right">50"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Monte Video</td> +<td class="td-right">34°</td> +<td class="td-right">53'</td> +<td class="td-right">30"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">56°</td> +<td class="td-right">16'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Buenos Ayres</td> +<td class="td-right">34°</td> +<td class="td-right">16'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">58°</td> +<td class="td-right">24'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Salt Key, middle, Turk's Island</td> +<td class="td-right">21°</td> +<td class="td-right">20'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">71°</td> +<td class="td-right">4'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Crooked Island, Castle Island</td> +<td class="td-right">22°</td> +<td class="td-right">7'</td> +<td class="td-right">30"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">74°</td> +<td class="td-right">18'</td> +<td class="td-right">45"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Trinidad de Cuba</td> +<td class="td-right">21°</td> +<td class="td-right">43'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">80°</td> +<td class="td-right"> </td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Cape Antonio</td> +<td class="td-right">21°</td> +<td class="td-right">54'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">84°</td> +<td class="td-right">57'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Montego Bay, Jamaica</td> +<td class="td-right">18°</td> +<td class="td-right">32'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">78°</td> +<td class="td-right">2'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>St. John's, Newfoundland</td> +<td class="td-right">47°</td> +<td class="td-right">34'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">52°</td> +<td class="td-right">38'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>St. John's, New Brunswick</td> +<td class="td-right">45°</td> +<td class="td-right">15'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">66°</td> +<td class="td-right">2'</td> +<td class="td-right">19"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Quebec</td> +<td class="td-right">46°</td> +<td class="td-right">47'</td> +<td class="td-right">30"</td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">71°</td> +<td class="td-right">10'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Montreal</td> +<td class="td-right">45°</td> +<td class="td-right">46'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td> </td> +<td class="td-right">70°</td> +<td class="td-right">35'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +</table> + +<h4><i>Distances and Bearings of Places</i>.</h4> + +<table border="0" cellpadding="1" summary="Table"> +<colgroup> + <col width="65%"> + <col width="5%"> + <col width="5%"> + <col width="5%"> + <col width="5%"> + <col width="15%"> +</colgroup> + +<tr> +<td class="td-center">Places</td> +<td colspan="4"> </td> +<td class="td-right">Geo. Miles.</td> +</tr> +<tr> +<td colspan="7"> </td> +</tr> +<tr> +<td>Falmouth to Lisbon</td> +<td class="td-right">S.</td> +<td class="td-right">14°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">730</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">Gibraltar</span></td> +<td class="td-right">S.</td> +<td class="td-right">4°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">820</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">Teneriffe</span></td> +<td class="td-right">S.</td> +<td class="td-right">22°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">1410</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">Madeira</span></td> +<td class="td-right">S.</td> +<td class="td-right">27°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">1170</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">Terceira</span></td> +<td class="td-right">S.</td> +<td class="td-right">54°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">1180</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">New York</span></td> +<td class="td-right">S.</td> +<td class="td-right">79½°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">3000</td> +</tr> +<tr> +<td>Madeira to Barbadoes</td> +<td class="td-right">S.</td> +<td class="td-right">63°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">2600</td> +</tr> +<tr> +<td>Terceira to Barbadoes</td> +<td class="td-right">S.</td> +<td class="td-right">49°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">2340</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">Antigua</span></td> +<td class="td-right">S.</td> +<td class="td-right">54°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">2200</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">St. Thomas</span></td> +<td class="td-right">S.</td> +<td class="td-right">59°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">2350</td> +</tr> +<tr> +<td>Madeira to St. Thomas</td> +<td class="td-right">S.</td> +<td class="td-right">72°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">2800</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">Cape Nichola Mole</span></td> +<td class="td-right">S.</td> +<td class="td-right">75°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">3000</td> +</tr> +<tr> +<td>Terceira to Cape Nichola Mole</td> +<td class="td-right">S.</td> +<td class="td-right">65°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">2700</td> +</tr> +<tr> +<td>Falmouth to Barbadoes</td> +<td class="td-right">S.</td> +<td class="td-right">50°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">3500</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">St. Thomas</span></td> +<td class="td-right">S.</td> +<td class="td-right">57°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">3500</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">Cape Nichola Mole</span></td> +<td class="td-right">S.</td> +<td class="td-right">61°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">3800</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">Fayal</span></td> +<td class="td-right">S.</td> +<td class="td-right">55°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">1230</td> +</tr> +<tr> +<td>Fayal to Barbadoes</td> +<td class="td-right">S.</td> +<td class="td-right">47½°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">2255</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">Cape Nichola Mole</span></td> +<td class="td-right">S.</td> +<td class="td-right">64½°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">2600</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">St. John's, Newfoundland</span></td> +<td class="td-right">N.</td> +<td class="td-right">63°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">1180</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">Port Praya, Cape Verde</span></td> +<td class="td-right">S.</td> +<td class="td-right">11°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">1545</td> +</tr> +<tr> +<td>Cape Verde to Pernambuco</td> +<td class="td-right">S.</td> +<td class="td-right">26°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">1530</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">Rio de Janeiro</span></td> +<td class="td-right">S.</td> +<td class="td-right">27°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">2550</td> +</tr> +<tr> +<td>Fayal to <span class="pagenum"><a id="page111" name="page111"></a>(p. 111)</span> New York</td> +<td class="td-right">N.</td> +<td class="td-right">86½°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">2020</td> +</tr> +<tr> +<td>Terceira to Rio de Janeiro, by Bahia, &c.</td> +<td class="td-right">S.</td> +<td class="td-right">13°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">3900</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">Halifax</span></td> +<td class="td-right">N.</td> +<td class="td-right">77°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">1730</td> +</tr> +<tr> +<td>Halifax to New York</td> +<td class="td-right">S.</td> +<td class="td-right">83°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">520</td> +</tr> +<tr> +<td>New York to Nassau, N. P.</td> +<td class="td-right">S.</td> +<td class="td-right">10°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">950</td> +</tr> +<tr> +<td>Nassau to Cape Nichola Mole</td> +<td class="td-right">S.</td> +<td class="td-right">56°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">380</td> +</tr> +<tr> +<td>Havannah to Vera Cruz</td> +<td class="td-right">S.</td> +<td class="td-right">73°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">800</td> +</tr> +<tr> +<td>New York to Havannah</td> +<td class="td-right">S.</td> +<td class="td-right">22°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">1140</td> +</tr> +<tr> +<td>Jamaica to Chagre, direct</td> +<td class="td-right">S.</td> +<td class="td-right">21°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">550</td> +</tr> +<tr> +<td>Chagre to Panama</td> +<td class="td-right">S.</td> +<td class="td-right">50°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">33</td> +</tr> +<tr> +<td>Kingston to River St. Juan</td> +<td class="td-right">S.</td> +<td class="td-right">46°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">585</td> +</tr> +<tr> +<td>River St. Juan to Rialejo</td> +<td class="td-right">N.</td> +<td class="td-right">66°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">235</td> +</tr> +<tr> +<td>Leon to Rialejo</td> +<td class="td-right">N.</td> +<td class="td-right">66°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">21</td> +</tr> +<tr> +<td>Madeira to Rio de Janeiro</td> +<td class="td-right">S.</td> +<td class="td-right">24°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">3700</td> +</tr> +<tr> +<td>Rio de Janeiro to Buenos Ayres</td> +<td class="td-right">S.</td> +<td class="td-right">47°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">1060</td> +</tr> +<tr> +<td>St. Thomas, to Cape Nichola Mole</td> +<td class="td-right">N.</td> +<td class="td-right">80°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">470</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">to Crooked Island Castle</span></td> +<td class="td-right">N.</td> +<td class="td-right">67°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">580</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">Turk's Island</span></td> +<td class="td-right">N.</td> +<td class="td-right">62°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">380</td> +</tr> +<tr> +<td>Turk's Island to Jamaica, direct</td> +<td class="td-right">S.</td> +<td class="td-right">58°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">380</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">Havannah</span></td> +<td class="td-right">N.</td> +<td class="td-right">80°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">630</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">Jamaica, by St. Jago de Cuba</span></td> +<td colspan="4"> </td> +<td class="td-right">820</td> +</tr> +<tr> +<td>Crooked Island to Cape Nichola</td> +<td class="td-right">S.</td> +<td class="td-right">19°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">146</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">Jamaica</span></td> +<td class="td-right">S.</td> +<td class="td-right">29°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">285</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">Havannah</span></td> +<td class="td-right">N.</td> +<td class="td-right">82°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">445</td> +</tr> +<tr> +<td>Barbadoes to 40 miles E. of Alto Vela</td> +<td class="td-right">N.</td> +<td class="td-right">68°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">700</td> +</tr> +<tr> +<td>Forty miles E. of Alto Vela to Jamaica, direct</td> +<td class="td-right">N.</td> +<td class="td-right">85°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">330</td> +</tr> +<tr> +<td><span class="add2em">Add by calling at Jacmel</span></td> +<td colspan="4"> </td> +<td class="td-right">50</td> +</tr> +<tr> +<td>Jamaica to Santa Martha</td> +<td class="td-right">S.</td> +<td class="td-right">20°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">425</td> +</tr> +<tr> +<td>Santa Martha to Carthagena</td> +<td colspan="4"> </td> +<td class="td-right">90</td> +</tr> +<tr> +<td>Carthagena to Chagre</td> +<td colspan="4"> </td> +<td class="td-right">290</td> +</tr> +<tr> +<td>Montego Bay, Jamaica, to Trinidad de Cuba</td> +<td class="td-right">N.</td> +<td class="td-right">40½°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">172</td> +</tr> +<tr> +<td>Trinidad de Cuba to Honduras</td> +<td class="td-right">S.</td> +<td class="td-right">61°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">520</td> +</tr> +<tr> +<td>Kingston, Jamaica, to Cape Antonio</td> +<td class="td-right">N.</td> +<td class="td-right">63°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">520</td> +</tr> +<tr> +<td>Cape Antonio to Havannah</td> +<td class="td-right">N.</td> +<td class="td-right">63°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">164</td> +</tr> +<tr> +<td>Falmouth to St. John's, Newfoundland</td> +<td class="td-right">S.</td> +<td class="td-right">86½°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">2040</td> +</tr> +<tr> +<td>St John's, Newfoundland, to Halifax</td> +<td class="td-right">S.</td> +<td class="td-right">73°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">605</td> +</tr> +<tr> +<td>Falmouth to Halifax</td> +<td class="td-right">S.</td> +<td class="td-right">82½°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">2550</td> +</tr> +<tr> +<td>Fayal to Halifax</td> +<td class="td-right">N.</td> +<td class="td-right">77°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">1640</td> +</tr> +<tr> +<td>Halifax to St. John's, New Brunswick</td> +<td class="td-right">N.</td> +<td class="td-right">71°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">111</td> +</tr> +<tr> +<td>St. John's, New Brunswick, to Quebec</td> +<td class="td-right">N.</td> +<td class="td-right">66°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">230</td> +</tr> +<tr> +<td>Quebec to Montreal</td> +<td class="td-right">S.</td> +<td class="td-right">58°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">116</td> +</tr> +<tr> +<td>New York to Quebec, direct</td> +<td class="td-right">N.</td> +<td class="td-right">19°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">390</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">Montreal, direct</span></td> +<td class="td-right">N.</td> +<td class="td-right">4°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">305</td> +</tr> +</table> + + +<h4><i>Comparative Distances of Places.</i><span class="pagenum"><a id="page112" name="page112"></a>(p. 112)</span></h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="20%"> + <col width="20%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-center" colspan="2">Geo. Miles.</td> +<td> </td> +</tr> + +<tr> +<td>Falmouth to Terceira</td> +<td class="td-right">1180</td> +<td> </td> +</tr> +<tr> +<td>Terceira to Barbadoes</td> +<td class="td-right">2340</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">3520</td> +</tr> + +<tr> +<td>Falmouth to Madeira</td> +<td class="td-right">1170</td> +<td> </td> +</tr> +<tr> +<td>Madeira to Barbadoes</td> +<td class="td-right">2600</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">3770</td> +</tr> + +<tr> +<td>Falmouth to Teneriffe, by Madeira</td> +<td class="td-right">1410</td> +<td> </td> +</tr> +<tr> +<td>Teneriffe to Barbadoes</td> +<td class="td-right">2570</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">3980</td> +</tr> + +<tr> +<td>Falmouth to Madeira, by Lisbon</td> +<td class="td-right">1260</td> +<td> </td> +</tr> +<tr> +<td>Madeira to Barbadoes</td> +<td class="td-right">2600</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">3860</td> +</tr> + +<tr> +<td>Falmouth to Fayal</td> +<td class="td-right">1230</td> +<td> </td> +</tr> +<tr> +<td>Fayal to Barbadoes</td> +<td class="td-right">2255</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">3485</td> +</tr> + +<tr> +<td>Falmouth to Fayal</td> +<td class="td-right">1230</td> +<td> </td> +</tr> +<tr> +<td>Fayal to Cape Nichola Mole</td> +<td class="td-right">2600</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">3830</td> +</tr> + +<tr> +<td>Falmouth to Terceira</td> +<td class="td-right">1180</td> +<td> </td> +</tr> +<tr> +<td>Terceira to St. Thomas</td> +<td class="td-right">2350</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">3530</td> +</tr> + +<tr> +<td>Falmouth to Terceira</td> +<td class="td-right">1180</td> +<td> </td> +</tr> +<tr> +<td>Terceira to Cape Nichola Mole</td> +<td class="td-right">2700</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">3880</td> +</tr> + +<tr> +<td>Falmouth to Madeira</td> +<td class="td-right">1170</td> +<td> </td> +</tr> +<tr> +<td>Madeira to St. Thomas</td> +<td class="td-right">2800</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">3970</td> +</tr> + +<tr> +<td>Falmouth to Madeira</td> +<td class="td-right">1170</td> +<td> </td> +</tr> +<tr> +<td>Madeira to Cape Nichola Mole</td> +<td class="td-right">3000</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">4170</td> +</tr> + +<tr> +<td>Madeira to Rio de Janeiro</td> +<td class="td-right">3700</td> +<td> </td> +</tr> +<tr> +<td>Ditto, by Pernambuco and Bahia</td> +<td class="td-right">109</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">3800</td> +</tr> + +<tr> +<td>Terceira to Rio de Janeiro, by Pernambuco and Bahia</td> +<td> </td> +<td class="td-right">3900</td> +</tr> +<tr> +<td>Falmouth to Gibraltar, by Lisbon, &c.</td> +<td class="td-right">1020</td> +<td> </td> +</tr> +<tr> +<td>Gibraltar to Alexandria, by Palermo and Malta</td> +<td class="td-right">1955</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">2975</td> +</tr> + +<tr> +<td>Falmouth to Gibraltar, by Lisbon and Cadiz</td> +<td class="td-right">1050</td> +<td> </td> +</tr> +<tr> +<td>Gibraltar to Madeira</td> +<td class="td-right">600</td> +<td> </td> +</tr> +<tr> +<td>Madeira to Barbadoes</td> +<td class="td-right">2600</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">4250</td> +</tr> +</table> + + +<h3>CALCULATION OF YEARLY COST OF SAILING PACKETS AND STEAM BOATS. +<span class="pagenum"><a id="page113" name="page113"></a>(p. 113)</span></h3> + +<h4>I.—<i>Sailing Packets.</i></h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="80%"> + <col width="20%"> +</colgroup> + +<tr> +<td>First cost, 9500<i>l.</i>—Interest, 5 per cent.</td> +<td class="td-right">£475</td> +</tr> +<tr> +<td>Repairs, ordinary tear and wear, at 7½ per cent.</td> +<td class="td-right">710</td> +</tr> +<tr> +<td>Wages, say</td> +<td class="td-right">1,270</td> +</tr> +<tr> +<td>Provisions, say</td> +<td class="td-right">730</td> +</tr> +<tr> +<td>Insurance, 10 per cent.</td> +<td class="td-right">950</td> +</tr> +<tr> +<td class="td-right">Total</td> +<td class="td-right">£4,135</td> +</tr> +</table> + +Exclusive of yearly depreciation of capital—say, last seventeen +years, is 558<i>l.</i> 16<i>s.</i> 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 <i>new</i> vessel of +230 tons, cost 4000<i>l.</i>, 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:— + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="50%"> + <col width="10%"> + <col width="10%"> + <col width="10%"> +</colgroup> + +<tr> +<td>1st Voyage</td> +<td class="td-right">£96</td> +<td class="td-right">11</td> +<td class="td-right">5</td> +</tr> +<tr> +<td>2d ditto</td> +<td class="td-right">219</td> +<td class="td-right">17</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>3d ditto</td> +<td class="td-right">301</td> +<td class="td-right">1</td> +<td class="td-right">4</td> +</tr> +<tr> +<td>4th ditto</td> +<td class="td-right">646</td> +<td class="td-right">3</td> +<td class="td-right">11</td> +</tr> +<tr> +<td>5th ditto</td> +<td class="td-right">348</td> +<td class="td-right">12</td> +<td class="td-right">8</td> +</tr> +<tr> +<td>6th ditto</td> +<td class="td-right">266</td> +<td class="td-right">8</td> +<td class="td-right">2</td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +<td class="td-right">——</td> +<td class="td-right">——</td> +</tr> +<tr> +<td>Together</td> +<td class="td-right">£1878</td> +<td class="td-right">14</td> +<td class="td-right">6</td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +<td class="td-right">——</td> +<td class="td-right">——</td> +</tr> +<tr> +<td>Average</td> +<td class="td-right">£313</td> +<td class="td-right">2</td> +<td class="td-right">6</td> +</tr> +</table> + +Nearly EIGHT per cent, for each voyage, or <i>twenty-four</i> per cent. per +annum. The amount would also increase yearly with the age of the ship. + + +<h4>II.—<i>Steam Boats.</i> <span class="pagenum"><a id="page114" name="page114"></a>(p. 114)</span></h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="20%"> + <col width="20%"> +</colgroup> + +<tr> +<td>Value 24,000<i>l.</i>, Interest at 5 per cent.</td> +<td> </td> +<td class="td-right">£1,200</td> +</tr> +<tr> +<td>Tear and wear, do. do.</td> +<td> </td> +<td class="td-right">1,200</td> +</tr> +<tr> +<td>Insurance, do. do.</td> +<td> </td> +<td class="td-right">1,200</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">£3,600</td> +</tr> +<tr> +<td>Crews, in all 40. Captain per annum</td> +<td class="td-right">£400</td> +<td> </td> +</tr> +<tr> +<td>1st Mate</td> +<td class="td-right">112</td> +<td> </td> +</tr> +<tr> +<td>2d do.</td> +<td class="td-right">68</td> +<td> </td> +</tr> +<tr> +<td>Master</td> +<td class="td-right">112</td> +<td> </td> +</tr> +<tr> +<td>1st Engineer</td> +<td class="td-right">173</td> +<td> </td> +</tr> +<tr> +<td>2d do.</td> +<td class="td-right">122</td> +<td> </td> +</tr> +<tr> +<td>3d do.</td> +<td class="td-right">88</td> +<td> </td> +</tr> +<tr> +<td>Engineer Extra</td> +<td class="td-right">173</td> +<td> </td> +</tr> +<tr> +<td>3 Engineer Boys, average</td> +<td class="td-right">39</td> +<td> </td> +</tr> +<tr> +<td>4 Apprentices, at 10s. per month</td> +<td class="td-right">24</td> +<td> </td> +</tr> +<tr> +<td>4 Stewards and Boys, aver. 25s. do.</td> +<td class="td-right">60</td> +<td> </td> +</tr> +<tr> +<td>21 Seamen, &c. &c. at 40s. per do.</td> +<td class="td-right">504</td> +<td> </td> +</tr> +<tr> +<td>Provisions, at 30s. each, per do.</td> +<td class="td-right">720</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +<td class="td-right">2,595</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Total</td> +<td class="td-right"> </td> +<td class="td-right">£6,195</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +</table> + +<p>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:—</p> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="50%"> + <col width="5%"> + <col width="5%"> + <col width="5%"> +</colgroup> + +<tr> +<td>1st Engineer, per month</td> +<td class="td-right">£9</td> +<td class="td-right">12</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>2d<span class="add2em">do.</span><span class="add2em">do.</span></td> +<td class="td-right">6</td> +<td class="td-right">6</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>3d<span class="add2em">do.</span><span class="add2em">do.</span></td> +<td class="td-right">4</td> +<td class="td-right">4</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>Engineer Boys: 1st class, per do.</td> +<td class="td-right">1</td> +<td class="td-right">14</td> +<td class="td-right">0</td> +</tr> +<tr> +<td><span class="add2em">"</span><span class="add2em"> 2d</span><span class="add2em">do.</span><span class="add2em">do.</span></td> +<td class="td-right">1</td> +<td class="td-right">6</td> +<td class="td-right">0</td> +</tr> +<tr> +<td><span class="add2em">"</span><span class="add2em"> 3d</span><span class="add2em">do.</span><span class="add2em">do.</span></td> +<td class="td-right">1</td> +<td class="td-right">3</td> +<td class="td-right">0</td> +</tr> +<tr> +<td><span class="add2em">"</span><span class="add2em"> 4th</span><span class="add2em">do.</span><span class="add2em">do.</span></td> +<td class="td-right">0</td> +<td class="td-right">14</td> +<td class="td-right">6</td> +</tr> +</table> + +<p>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:—</p> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="50%"> + <col width="5%"> + <col width="5%"> + <col width="5%"> +</colgroup> + +<tr> +<td>1st Mate, per annum</td> +<td class="td-right">£78</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>2d do.<span class="add2em">"</span></td> +<td class="td-right">45</td> +<td class="td-right">10</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>Master<span class="add2em">"</span></td> +<td class="td-right">78</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>Captains<span class="add2em">"</span></td> +<td colspan="3">from 400<i>l.</i> to 500<i>l.</i></td> +</tr> +</table> + + +<h4>III.—<i>Small Sailing Vessels.</i> <span class="pagenum"><a id="page115" name="page115"></a>(p. 115)</span></h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="70%"> + <col width="15%"> + <col width="15%"> +</colgroup> +<tr> +<td colspan="2">Cost, say averages 2,000<i>l.</i>—Interest at 5 per cent.</td> +<td class="td-right">£100</td> +</tr> +<tr> +<td colspan="2">Insurance, 12 per cent.</td> +<td class="td-right">240</td> +</tr> +<tr> +<td colspan="2">Tear and wear, at 5 per cent.</td> +<td class="td-right">100</td> +</tr> +<tr> +<td>Crews, 10. Captain, per annum</td> +<td class="td-right">£100</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">Mate</span></td> +<td class="td-right">70</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">8 Men and Boys, average 30s. per month</span></td> +<td class="td-right">144</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">Provisions, at 30s. per do. </span></td> +<td class="td-right">180</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">494</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">——</td> +</tr> +<tr> +<td class="td-right">Total</td> +<td> </td> +<td class="td-right">£934</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">——</td> +</tr> +</table> + + +<h2>POSTAGES, PROBABLE AMOUNT, INCREASE, &c.</h2> + +<p>In the General Post-office Accounts for 1836 (see Finance Accounts, +1837, p. 55), there is charged the sum of 9,406<i>l.</i> 7<i>s.</i> 5¼<i>d.</i>, +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 16,665<i>l.</i></p> + +<p>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 9<i>d.</i> each letter, the additional packet postage beyond the +ship-letter rate, would be 10,875<i>l.</i> gained to the British Post +Office.</p> + +<p>In the Accounts above referred to, p. 54, there is entered 75,484<i>l.</i> +10<i>s.</i> 8¼<i>d.</i>, charged on the postmasters in the British West +Indies, <span class="pagenum"><a id="page116" name="page116"></a>(p. 116)</span> and in British America. This sum is doubtless for +the 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.</p> + +<p>In the same accounts there is entered, p. 54, 83,610<i>l.</i> 10<i>s.</i> 5<i>d.</i> +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 30,000<i>l.</i> yearly outwards, and an equal sum from the same +places inwards; together, 60,000<i>l.</i></p> + +<p>Next, there would be the gain on the <span class="smcap">New Line</span> between Halifax, New +York, and the West Indies; or, more correctly speaking, between <i>all</i> +North America and <i>all</i> 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 80,000,000<i>l.</i> 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 30,000,000<i>l.</i> +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 110,000<i>l.</i> yearly; but +admitting that a sum equal to <i>one-half</i> only of <i>this sum</i> came from +the letters sent through the British Post Office, the sum gained on +this station yearly would be 55,000<i>l.</i></p> + +<p>To all these sums must be added a considerable sum in postages, which +would be annually drawn from the correspondence between all parts +<span class="pagenum"><a id="page117" name="page117"></a>(p. 117)</span> 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 10,000<i>l.</i>, or more probably +12,000<i>l.</i> per annum.</p> + +<p>The postages derived at present from the packet intercourse with the +whole Western World is taken at 200,000<i>l.</i> 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 <i>one-third</i>, or 66,666<i>l.</i>; together, 266,666<i>l.</i> +yearly. To this there is to be added the additions, as are previously +noted; together 92,540<i>l.</i>; making the sum total at least 359,206<i>l.</i> +per annum. The estimated expenditure for conveying the whole of the +mails by steam, which are calculated to produce this yearly revenue, +is 252,850<i>l.</i>, or a gain of 106,356<i>l.</i> 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 (6000<i>l.</i> yearly) there; some sailing vessels at Halifax, and +very frequently, a considerable assistance from ships of war besides!</p> + +<hr> + +<h4><i>Postages and Salaries in West Indies, &c.—1834-5.</i></h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="50%"> + <col width="10%"> + <col width="5%"> + <col width="5%"> + <col width="10%"> + <col width="10%"> + <col width="5%"> + <col width="5%"> +</colgroup> + +<tr> +<td> </td> +<td colspan="3" class="td-center">Postages received.</td> +<td> </td> +<td colspan="3" class="td-center">Salaries and Allowances.</td> +</tr> +<tr> +<td>Jamaica</td> +<td class="td-right">£17,203</td> +<td class="td-right">18</td> +<td class="td-right">5</td> +<td> </td> +<td class="td-right">£562</td> +<td class="td-right">10</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>Bahama</td> +<td class="td-right">146</td> +<td class="td-right">0</td> +<td class="td-right">6</td> +<td> </td> +<td class="td-right"><a id="footnotetag19" name="footnotetag19"></a><a href="#footnote19">[19]</a> 22</td> +<td class="td-right">19</td> +<td class="td-right">6</td> +</tr> +<tr> +<td>Barbadoes</td> +<td class="td-right">4798</td> +<td class="td-right">13</td> +<td class="td-right">7</td> +<td> </td> +<td class="td-right">100</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>Berbice and Demerara</td> +<td class="td-right">1953</td> +<td class="td-right">10</td> +<td class="td-right">8</td> +<td> </td> +<td class="td-right">150</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>Bermuda</td> +<td colspan="4"> </td> +<td class="td-right">50</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>Dominica</td> +<td class="td-right">255</td> +<td class="td-right">8</td> +<td class="td-right">1</td> +<td> </td> +<td class="td-right">100</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>Grenada</td> +<td class="td-right">605</td> +<td class="td-right">14</td> +<td class="td-right">4</td> +<td> </td> +<td class="td-right">80</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>St. Vincents</td> +<td class="td-right">632</td> +<td class="td-right">19</td> +<td class="td-right">3</td> +<td> </td> +<td class="td-right">80</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>Tobago</td> +<td class="td-right">395</td> +<td class="td-right">14</td> +<td class="td-right">5</td> +<td> </td> +<td class="td-right"><a href="#footnote19">[19]</a> 75</td> +<td class="td-right">11</td> +<td class="td-right">3</td> +</tr> +<tr> +<td>Trinidad</td> +<td class="td-right">931</td> +<td class="td-right">10</td> +<td class="td-right">1</td> +<td> </td> +<td class="td-right">150</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>St. Lucia</td> +<td class="td-right">320</td> +<td class="td-right">12</td> +<td class="td-right">2</td> +<td> </td> +<td class="td-right">50</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>Antigua</td> +<td class="td-right">781</td> +<td class="td-right">2</td> +<td class="td-right">1</td> +<td> </td> +<td class="td-right">80</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>Montserrat</td> +<td class="td-right">80</td> +<td class="td-right">3</td> +<td class="td-right">6</td> +<td> </td> +<td class="td-right"><a href="#footnote19">[19]</a> 15</td> +<td class="td-right">3</td> +<td class="td-right">11</td> +</tr> +<tr> +<td>St. Christophers <span class="pagenum"><a id="page118" name="page118"></a>(p. 118)</span></td> +<td class="td-right">547</td> +<td class="td-right">0</td> +<td class="td-right">3</td> +<td> </td> +<td class="td-right">120</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>Nevis</td> +<td class="td-right">146</td> +<td class="td-right">16</td> +<td class="td-right">8</td> +<td> </td> +<td class="td-right">60</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>Tortola</td> +<td class="td-right">109</td> +<td class="td-right">8</td> +<td class="td-right">10</td> +<td> </td> +<td class="td-right">50</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>British North America</td> +<td class="td-right">42,094</td> +<td class="td-right">17</td> +<td class="td-right">10</td> +<td> </td> +<td class="td-right">958</td> +<td class="td-right">10</td> +<td class="td-right">4</td> +</tr> +</table> + +<p><i>Parl. Pap. 598 of 1836, and 6th Report of Post-office Commissioners</i>, +1836, p. 32, &c.</p> + +<hr> + +<p>It has been stated (see <a href="#page003">p. 3</a>) 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 "<span class="smcap">Returned</span>, refused, mis-sent, and redirected letters, +over-charges, and returns," the following sums:—</p> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="50%"> + <col width="10%"> + <col width="5%"> + <col width="5%"> +</colgroup> +<tr> +<td>England</td> +<td class="td-right">£59,288</td> +<td class="td-right">4</td> +<td class="td-right">1</td> +</tr> +<tr> +<td>Scotland</td> +<td class="td-right">11,129</td> +<td class="td-right">19</td> +<td class="td-right">10</td> +</tr> +<tr> +<td>West Indies and British N. America</td> +<td class="td-right">15,337</td> +<td class="td-right">15</td> +<td class="td-right">9</td> +</tr> +<tr> +<td>Window men, Foreign Office</td> +<td class="td-right">734</td> +<td class="td-right">15</td> +<td class="td-right">10½</td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +<td class="td-right">——</td> +<td class="td-right">——</td> +</tr> +<tr> +<td> </td> +<td class="td-right">£86,490</td> +<td class="td-right">15</td> +<td class="td-right">6½</td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +<td class="td-right">——</td> +<td class="td-right">——</td> +</tr> +</table> + +<hr> + +<h4><i>Postages.—Mediterranean, &c.</i></h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="50%"> + <col width="10%"> + <col width="5%"> + <col width="5%"> +</colgroup> +<tr> +<td>Letters for India, year ending October 1836</td> +<td class="td-right">£990</td> +<td class="td-right">7</td> +<td class="td-right">4</td> +</tr> +<tr> +<td>Ditto Alexandria, ditto, ditto</td> +<td class="td-right">1285</td> +<td class="td-right">1</td> +<td class="td-right">1</td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +<td class="td-right">——</td> +<td class="td-right">——</td> +</tr> +<tr> +<td> </td> +<td class="td-right">£2,275</td> +<td class="td-right">8</td> +<td class="td-right">5</td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +<td class="td-right">——</td> +<td class="td-right">——</td> +</tr> +</table> + +<p>Postages of letters passing through Falmouth by the Mediterranean +packet, years ending October<a id="footnotetag20" name="footnotetag20"></a><a href="#footnote20">[20]</a>—</p> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="20%"> + <col width="10%"> + <col width="7%"> + <col width="7%"> + <col width="3%"> + <col width="10%"> + <col width="7%"> + <col width="7%"> + <col width="3%"> + <col width="10%"> + <col width="7%"> + <col width="7%"> +</colgroup> +<tr> +<td> </td> +<td colspan="3" class="td-center">1834.</td> +<td> </td> +<td colspan="3" class="td-center">1835.</td> +<td> </td> +<td colspan="3" class="td-center">1836.</td> +</tr> +<tr> +<td>To Cadiz</td> +<td class="td-right">£820</td> +<td class="td-right">11</td> +<td class="td-right">5</td> +<td> </td> +<td class="td-right">£811</td> +<td class="td-right">19</td> +<td class="td-right">6½</td> +<td> </td> +<td class="td-right">£703</td> +<td class="td-right">8</td> +<td class="td-right">3</td> +</tr> +<tr> +<td><span class="add2em">Gibraltar</span></td> +<td class="td-right">1,114</td> +<td class="td-right">17</td> +<td class="td-right">11</td> +<td> </td> +<td class="td-right">1,603</td> +<td class="td-right">18</td> +<td class="td-right">0</td> +<td> </td> +<td class="td-right">1,527</td> +<td class="td-right">14</td> +<td class="td-right">8½</td> +</tr> +<tr> +<td><span class="add2em">Malta</span></td> +<td class="td-right">549</td> +<td class="td-right">19</td> +<td class="td-right">2</td> +<td> </td> +<td class="td-right">670</td> +<td class="td-right">4</td> +<td class="td-right">11½</td> +<td> </td> +<td class="td-right">694</td> +<td class="td-right">2</td> +<td class="td-right">6½</td> +</tr> +<tr> +<td><span class="add2em">Corfu</span></td> +<td class="td-right">300</td> +<td class="td-right">9</td> +<td class="td-right">8</td> +<td> </td> +<td class="td-right">421</td> +<td class="td-right">19</td> +<td class="td-right">10</td> +<td> </td> +<td class="td-right">486</td> +<td class="td-right">8</td> +<td class="td-right">10</td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">——</td> +<td class="td-right">——</td> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">——</td> +<td class="td-right">——</td> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">——</td> +<td class="td-right">——</td> +</tr> +<tr> +<td> </td> +<td class="td-right">£2,785</td> +<td class="td-right">18</td> +<td class="td-right">2</td> +<td> </td> +<td class="td-right">£3,507</td> +<td class="td-right">17</td> +<td class="td-right">4</td> +<td> </td> +<td class="td-right">£3,411</td> +<td class="td-right">14</td> +<td class="td-right">4</td> +</tr> +<tr> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">——</td> +<td class="td-right">——</td> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">——</td> +<td class="td-right">——</td> +<td> </td> +<td class="td-right">——</td> +<td class="td-right">——</td> +<td class="td-right">——</td> +</tr> +</table> + + + + +<h2>ARRIVALS AND DEPARTURES OF PACKETS CALCULATED. <span class="pagenum"><a id="page119" name="page119"></a>(p. 119)</span></h2> + + +<p>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:—</p> + +<h4>1.—<i>West Indies.</i></h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="20%"> + <col width="5%"> + <col width="10%"> + <col width="20%"> + <col width="5%"> + <col width="10%"> + <col width="20%"> + <col width="5%"> +</colgroup> +<tr> +<td class="td-center" colspan="2">Mail of</td> +<td> </td> +<td class="td-center" colspan="2">Arrival at Fayal</td> +<td> </td> +<td class="td-center" colspan="2">Return to do.</td> +</tr> +<tr> +<td>January</td> +<td class="td-right">1</td> +<td> </td> +<td>January</td> +<td class="td-right">10</td> +<td> </td> +<td>February</td> +<td class="td-right">25</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>March</td> +<td class="td-right">13</td> +</tr> +<tr> +<td>February</td> +<td class="td-right">1</td> +<td> </td> +<td>February</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">28</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>April</td> +<td class="td-right">12</td> +</tr> +<tr> +<td>March</td> +<td class="td-right">1</td> +<td> </td> +<td>February</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>May</td> +<td class="td-right">10</td> +</tr> +<tr> +<td>April</td> +<td class="td-right">1</td> +<td> </td> +<td>April</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">26</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>June</td> +<td class="td-right">10</td> +</tr> +<tr> +<td>May</td> +<td class="td-right">1</td> +<td> </td> +<td>May</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>July</td> +<td class="td-right">10</td> +</tr> +<tr> +<td>June</td> +<td class="td-right">1</td> +<td> </td> +<td>June</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">26</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>August</td> +<td class="td-right">10</td> +</tr> +<tr> +<td>July</td> +<td class="td-right">1</td> +<td> </td> +<td>July</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>September</td> +<td class="td-right">9</td> +</tr> +<tr> +<td>August</td> +<td class="td-right">1</td> +<td> </td> +<td>August</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>October</td> +<td class="td-right">10</td> +</tr> +<tr> +<td>September</td> +<td class="td-right">1</td> +<td> </td> +<td>September</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">26</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>November</td> +<td class="td-right">10</td> +</tr> +<tr> +<td>October</td> +<td class="td-right">1</td> +<td> </td> +<td>October</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>December</td> +<td class="td-right">10</td> +</tr> +<tr> +<td>November</td> +<td class="td-right">1</td> +<td> </td> +<td>November</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">26</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>January</td> +<td class="td-right">10</td> +</tr> +<tr> +<td>December</td> +<td class="td-right">1</td> +<td> </td> +<td>December</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>February</td> +<td class="td-right">9</td> +</tr> +</table> + +<p>Thus <span class="pagenum"><a id="page120" name="page120"></a>(p. 120)</span> showing that, by the time the steamer was ready to +return to 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:—</p> + +<h4>2.—<i>Brazils.</i></h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="20%"> + <col width="5%"> + <col width="10%"> + <col width="20%"> + <col width="5%"> + <col width="10%"> + <col width="20%"> + <col width="5%"> +</colgroup> +<tr> +<td class="td-center" colspan="2">Mail of</td> +<td> </td> +<td class="td-center" colspan="2">Arrival at Fayal</td> +<td> </td> +<td class="td-center" colspan="2">Return to do.</td> +</tr> +<tr> +<td>March</td> +<td class="td-right">1</td> +<td> </td> +<td>March</td> +<td class="td-right">10</td> +<td> </td> +<td>April</td> +<td class="td-right">24</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>May</td> +<td class="td-right">9</td> +</tr> +<tr> +<td>April</td> +<td class="td-right">1</td> +<td> </td> +<td>April</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>June</td> +<td class="td-right">8</td> +</tr> +<tr> +<td>May</td> +<td class="td-right">1</td> +<td> </td> +<td>May</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">24</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>July</td> +<td class="td-right">8</td> +</tr> +<tr> +<td>June</td> +<td class="td-right">1</td> +<td> </td> +<td>June</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>August</td> +<td class="td-right">8</td> +</tr> +<tr> +<td>July</td> +<td class="td-right">1</td> +<td> </td> +<td>July</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">24</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>September</td> +<td class="td-right">9</td> +</tr> +<tr> +<td>August</td> +<td class="td-right">1</td> +<td> </td> +<td>August</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">24</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>October</td> +<td class="td-right">9</td> +</tr> +<tr> +<td>September</td> +<td class="td-right">1</td> +<td> </td> +<td>September</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>November</td> +<td class="td-right">8</td> +</tr> +<tr> +<td>October</td> +<td class="td-right">1</td> +<td> </td> +<td>October</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">24</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>December</td> +<td class="td-right">9</td> +</tr> +<tr> +<td>November</td> +<td class="td-right">1</td> +<td> </td> +<td>November</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>January</td> +<td class="td-right">9</td> +</tr> +<tr> +<td>December</td> +<td class="td-right">1</td> +<td> </td> +<td>December</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">24</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>February</td> +<td class="td-right">8</td> +</tr> +<tr> +<td>January</td> +<td class="td-right">1</td> +<td> </td> +<td>January</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">24</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>March</td> +<td class="td-right">9</td> +</tr> +<tr> +<td>February</td> +<td class="td-right">1</td> +<td> </td> +<td>February</td> +<td class="td-right">10</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td>April</td> +<td class="td-right">9</td> +</tr> +</table> + +<h4>3.—<i>Fayal and Halifax Department.</i></h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="20%"> + <col width="5%"> + <col width="10%"> + <col width="20%"> + <col width="5%"> + <col width="10%"> + <col width="20%"> + <col width="5%"> +</colgroup> +<tr> +<td class="td-center" colspan="2">Mail of</td> +<td> </td> +<td class="td-center" colspan="2">Arrival at Fayal</td> +<td> </td> +<td class="td-center" colspan="2">Return to do.</td> +</tr> +<tr> +<td>March</td> +<td class="td-right">1</td> +<td> </td> +<td>March</td> +<td class="td-right">10</td> +<td> </td> +<td>April</td> +<td class="td-right">7</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td> </td> +<td class="td-right">22</td> +</tr> +<tr> +<td>April</td> +<td class="td-right">1</td> +<td> </td> +<td>April</td> +<td class="td-right">10</td> +<td> </td> +<td>May</td> +<td class="td-right">8</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td> </td> +<td class="td-right">23</td> +</tr> +<tr> +<td>May</td> +<td class="td-right">1</td> +<td> </td> +<td>May</td> +<td class="td-right">10</td> +<td> </td> +<td>June</td> +<td class="td-right">7</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td> </td> +<td class="td-right">22</td> +</tr> +<tr> +<td>June</td> +<td class="td-right">1</td> +<td> </td> +<td>June</td> +<td class="td-right">10</td> +<td> </td> +<td>July</td> +<td class="td-right">8</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td> </td> +<td class="td-right">23</td> +</tr> +<tr> +<td>July <span class="pagenum"><a id="page121" name="page121"></a>(p. 121)</span></td> +<td class="td-right">1</td> +<td> </td> +<td>July</td> +<td class="td-right">10</td> +<td> </td> +<td>August</td> +<td class="td-right">7</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td> </td> +<td class="td-right">23</td> +</tr> +<tr> +<td>August</td> +<td class="td-right">1</td> +<td> </td> +<td>August</td> +<td class="td-right">10</td> +<td> </td> +<td>September</td> +<td class="td-right">7</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td> </td> +<td class="td-right">22</td> +</tr> +<tr> +<td>September</td> +<td class="td-right">1</td> +<td> </td> +<td>September</td> +<td class="td-right">10</td> +<td> </td> +<td>October</td> +<td class="td-right">8</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td> </td> +<td class="td-right">23</td> +</tr> +<tr> +<td>October</td> +<td class="td-right">1</td> +<td> </td> +<td>October</td> +<td class="td-right">10</td> +<td> </td> +<td>November</td> +<td class="td-right">7</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td> </td> +<td class="td-right">22</td> +</tr> +<tr> +<td>November</td> +<td class="td-right">1</td> +<td> </td> +<td>November</td> +<td class="td-right">10</td> +<td> </td> +<td>December</td> +<td class="td-right">8</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td> </td> +<td class="td-right">23</td> +</tr> +<tr> +<td>December</td> +<td class="td-right">1</td> +<td> </td> +<td>December</td> +<td class="td-right">10</td> +<td> </td> +<td>January</td> +<td class="td-right">7</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td> </td> +<td class="td-right">23</td> +</tr> +<tr> +<td>January</td> +<td class="td-right">1</td> +<td> </td> +<td>January</td> +<td class="td-right">10</td> +<td> </td> +<td>February</td> +<td class="td-right">7</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td> </td> +<td class="td-right">22</td> +</tr> +<tr> +<td>February</td> +<td class="td-right">1</td> +<td> </td> +<td>February</td> +<td class="td-right">10</td> +<td> </td> +<td>March</td> +<td class="td-right">10</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +<td> </td> +<td> </td> +<td class="td-right">22</td> +</tr> +</table> + +<h4>4.—<i>North American and West Indian Department</i>.</h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="15%"> + <col width="5%"> + <col width="5%"> + <col width="15%"> + <col width="5%"> + <col width="5%"> + <col width="15%"> + <col width="5%"> + <col width="5%"> + <col width="15%"> + <col width="5%"> +</colgroup> +<tr> +<td colspan="2" class="td-center">Mail of</td> +<td> </td> +<td colspan="2" class="td-center">At Barbadoes</td> +<td> </td> +<td colspan="2" class="td-center">At Cape Nichola</td> +<td> </td> +<td colspan="2" class="td-center">Return to do.</td> +</tr> +<tr> +<td>March</td> +<td class="td-right">1</td> +<td> </td> +<td>March</td> +<td class="td-right">22</td> +<td> </td> +<td>March</td> +<td class="td-right">27</td> +<td> </td> +<td>April</td> +<td class="td-right">24</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td>April</td> +<td class="td-right">6</td> +<td> </td> +<td>April</td> +<td class="td-right">11</td> +<td> </td> +<td>May</td> +<td class="td-right">9</td> +</tr> +<tr> +<td>April</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">22</td> +<td> </td> +<td> </td> +<td class="td-right">27</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td>May</td> +<td class="td-right">7</td> +<td> </td> +<td>May</td> +<td class="td-right">12</td> +<td> </td> +<td>June</td> +<td class="td-right">9</td> +</tr> +<tr> +<td>May</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">22</td> +<td> </td> +<td> </td> +<td class="td-right">27</td> +<td> </td> +<td> </td> +<td class="td-right">24</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td>June</td> +<td class="td-right">6</td> +<td> </td> +<td>June</td> +<td class="td-right">11</td> +<td> </td> +<td>July</td> +<td class="td-right">9</td> +</tr> +<tr> +<td>June</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">22</td> +<td> </td> +<td> </td> +<td class="td-right">27</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td>July</td> +<td class="td-right">7</td> +<td> </td> +<td>July</td> +<td class="td-right">12</td> +<td> </td> +<td>August</td> +<td class="td-right">9</td> +</tr> +<tr> +<td>July</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">22</td> +<td> </td> +<td> </td> +<td class="td-right">27</td> +<td> </td> +<td> </td> +<td class="td-right">24</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td>August</td> +<td class="td-right">6</td> +<td> </td> +<td>August</td> +<td class="td-right">11</td> +<td> </td> +<td>September</td> +<td class="td-right">9</td> +</tr> +<tr> +<td>August</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">22</td> +<td> </td> +<td> </td> +<td class="td-right">27</td> +<td> </td> +<td> </td> +<td class="td-right">24</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td>September</td> +<td class="td-right">7</td> +<td> </td> +<td>September</td> +<td class="td-right">12</td> +<td> </td> +<td>October</td> +<td class="td-right">10</td> +</tr> +<tr> +<td>September</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">22</td> +<td> </td> +<td> </td> +<td class="td-right">27</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td>October</td> +<td class="td-right">7</td> +<td> </td> +<td>October</td> +<td class="td-right">12</td> +<td> </td> +<td>November</td> +<td class="td-right">9</td> +</tr> +<tr> +<td>October</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">22</td> +<td> </td> +<td> </td> +<td class="td-right">27</td> +<td> </td> +<td> </td> +<td class="td-right">24</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td>November</td> +<td class="td-right">6</td> +<td> </td> +<td>November</td> +<td class="td-right">11</td> +<td> </td> +<td>December</td> +<td class="td-right">9</td> +</tr> +<tr> +<td>November</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">22</td> +<td> </td> +<td> </td> +<td class="td-right">27</td> +<td> </td> +<td> </td> +<td class="td-right">25</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td>December</td> +<td class="td-right">7</td> +<td> </td> +<td>December</td> +<td class="td-right">12</td> +<td> </td> +<td>January</td> +<td class="td-right">9</td> +</tr> +<tr> +<td>December</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">22</td> +<td> </td> +<td> </td> +<td class="td-right">27</td> +<td> </td> +<td> </td> +<td class="td-right">24</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td>January</td> +<td class="td-right">6</td> +<td> </td> +<td>January</td> +<td class="td-right">11</td> +<td> </td> +<td>February</td> +<td class="td-right">8</td> +</tr> +<tr> +<td>January</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">22</td> +<td> </td> +<td> </td> +<td class="td-right">27</td> +<td> </td> +<td> </td> +<td class="td-right">24</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td>February</td> +<td class="td-right">6</td> +<td> </td> +<td>February</td> +<td class="td-right">11</td> +<td> </td> +<td>March</td> +<td class="td-right">11</td> +</tr> +<tr> +<td>February</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">22</td> +<td> </td> +<td> </td> +<td class="td-right">27</td> +<td> </td> +<td> </td> +<td class="td-right">27</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td>March</td> +<td class="td-right">9</td> +<td> </td> +<td>March</td> +<td class="td-right">14</td> +<td> </td> +<td>April</td> +<td class="td-right">11</td> +</tr> +</table> + +<p>The <span class="pagenum"><a id="page122" name="page122"></a>(p. 122)</span> following will be the periods of the steamers between +Halifax 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.</p> + +<hr> + + +<h4><i>Arrivals and Departures of the London Mails of the following dates</i>.</h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="12%"> + <col width="4%"> + <col width="4%"> + <col width="12%"> + <col width="4%"> + <col width="4%"> + <col width="12%"> + <col width="4%"> + <col width="4%"> + <col width="12%"> + <col width="4%"> + <col width="4%"> + <col width="12%"> + <col width="4%"> +</colgroup> +<tr> +<td colspan="2" class="td-center">Mail of</td> +<td> </td> +<td colspan="2" class="td-center">Arrive at Havannah</td> +<td> </td> +<td colspan="2" class="td-center">Leave Halifax</td> +<td> </td> +<td colspan="2" class="td-center">Arrive at Havannah</td> +<td> </td> +<td colspan="2" class="td-center">Return to Halifax</td> +</tr> +<tr> +<td>January</td> +<td class="td-right">1</td> +<td> </td> +<td>January</td> +<td class="td-right">31</td> +<td> </td> +<td>January</td> +<td class="td-right">20</td> +<td> </td> +<td>January</td> +<td class="td-right">30</td> +<td> </td> +<td>February</td> +<td class="td-right">13</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td>February</td> +<td class="td-right">15</td> +<td> </td> +<td>February</td> +<td class="td-right">4</td> +<td> </td> +<td>February</td> +<td class="td-right">14</td> +<td> </td> +<td> </td> +<td class="td-right">28</td> +</tr> +<tr> +<td>February</td> +<td class="td-right">1</td> +<td> </td> +<td>March</td> +<td class="td-right">3</td> +<td> </td> +<td> </td> +<td class="td-right">20</td> +<td> </td> +<td>March</td> +<td class="td-right">2</td> +<td> </td> +<td>March</td> +<td class="td-right">16</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">18</td> +<td> </td> +<td>March</td> +<td class="td-right">7</td> +<td> </td> +<td> </td> +<td class="td-right">17</td> +<td> </td> +<td>April</td> +<td class="td-right">1</td> +</tr> +<tr> +<td>March</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">31</td> +<td> </td> +<td> </td> +<td class="td-right">20</td> +<td> </td> +<td> </td> +<td class="td-right">30</td> +<td> </td> +<td> </td> +<td class="td-right">13</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td>April</td> +<td class="td-right">15</td> +<td> </td> +<td>April</td> +<td class="td-right">4</td> +<td> </td> +<td>April</td> +<td class="td-right">14</td> +<td> </td> +<td> </td> +<td class="td-right">28</td> +</tr> +<tr> +<td>April</td> +<td class="td-right">1</td> +<td> </td> +<td>May</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">20</td> +<td> </td> +<td> </td> +<td class="td-right">30</td> +<td> </td> +<td>May</td> +<td class="td-right">13</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">16</td> +<td> </td> +<td>May</td> +<td class="td-right">5</td> +<td> </td> +<td>May</td> +<td class="td-right">16</td> +<td> </td> +<td> </td> +<td class="td-right">29</td> +</tr> +<tr> +<td>May</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">31</td> +<td> </td> +<td> </td> +<td class="td-right">20</td> +<td> </td> +<td> </td> +<td class="td-right">30</td> +<td> </td> +<td>June</td> +<td class="td-right">13</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td>June</td> +<td class="td-right">15</td> +<td> </td> +<td>June</td> +<td class="td-right">4</td> +<td> </td> +<td>June</td> +<td class="td-right">14</td> +<td> </td> +<td> </td> +<td class="td-right">28</td> +</tr> +<tr> +<td>June</td> +<td class="td-right">1</td> +<td> </td> +<td>July</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">20</td> +<td> </td> +<td> </td> +<td class="td-right">30</td> +<td> </td> +<td>July</td> +<td class="td-right">14</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">16</td> +<td> </td> +<td>July</td> +<td class="td-right">5</td> +<td> </td> +<td>July</td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">29</td> +</tr> +<tr> +<td>July</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">31</td> +<td> </td> +<td> </td> +<td class="td-right">20</td> +<td> </td> +<td> </td> +<td class="td-right">30</td> +<td> </td> +<td>August</td> +<td class="td-right">13</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td>August</td> +<td class="td-right">15</td> +<td> </td> +<td>August</td> +<td class="td-right">4</td> +<td> </td> +<td>August</td> +<td class="td-right">14</td> +<td> </td> +<td> </td> +<td class="td-right">28</td> +</tr> +<tr> +<td>August</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">31</td> +<td> </td> +<td> </td> +<td class="td-right">20</td> +<td> </td> +<td> </td> +<td class="td-right">30</td> +<td> </td> +<td>September</td> +<td class="td-right">13</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td>September</td> +<td class="td-right">15</td> +<td> </td> +<td>September</td> +<td class="td-right">4</td> +<td> </td> +<td>September</td> +<td class="td-right">14</td> +<td> </td> +<td> </td> +<td class="td-right">28</td> +</tr> +<tr> +<td>September</td> +<td class="td-right">1</td> +<td> </td> +<td>October</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">20</td> +<td> </td> +<td> </td> +<td class="td-right">30</td> +<td> </td> +<td>October</td> +<td class="td-right">14</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">16</td> +<td> </td> +<td>October</td> +<td class="td-right">5</td> +<td> </td> +<td>October</td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">29</td> +</tr> +<tr> +<td>October</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">31</td> +<td> </td> +<td> </td> +<td class="td-right">20</td> +<td> </td> +<td> </td> +<td class="td-right">30</td> +<td> </td> +<td>November</td> +<td class="td-right">13</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td>November</td> +<td class="td-right">15</td> +<td> </td> +<td>November</td> +<td class="td-right">4</td> +<td> </td> +<td>November</td> +<td class="td-right">14</td> +<td> </td> +<td> </td> +<td class="td-right">28</td> +</tr> +<tr> +<td>November</td> +<td class="td-right">1</td> +<td> </td> +<td>December</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">20</td> +<td> </td> +<td> </td> +<td class="td-right">30</td> +<td> </td> +<td>December</td> +<td class="td-right">14</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">16</td> +<td> </td> +<td>December</td> +<td class="td-right">5</td> +<td> </td> +<td>December</td> +<td class="td-right">15</td> +<td> </td> +<td> </td> +<td class="td-right">29</td> +</tr> +<tr> +<td>December</td> +<td class="td-right">1</td> +<td> </td> +<td> </td> +<td class="td-right">31</td> +<td> </td> +<td> </td> +<td class="td-right">20</td> +<td> </td> +<td> </td> +<td class="td-right">30</td> +<td> </td> +<td>January</td> +<td class="td-right">13</td> +</tr> +<tr> +<td> </td> +<td class="td-right">15</td> +<td> </td> +<td>January</td> +<td class="td-right">15</td> +<td> </td> +<td>January</td> +<td class="td-right">4</td> +<td> </td> +<td>January</td> +<td class="td-right">14</td> +<td> </td> +<td> </td> +<td class="td-right">28</td> +</tr> +</table> + +<p>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.</p> + +<p>The steamer outwards from Barbadoes could land, and the homeward +<span class="pagenum"><a id="page123" name="page123"></a>(p. 123)</span> bound packet take up the Haytian mails at Cape Henry, when +the return packet goes by the north side; and the <i>return</i> Haytian +mails could be picked up at Jacmel, if the packet, <i>when a steamer</i>, +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.</p> + +<p>The distance and time of communicating between Barbadoes and Halifax +with steamers, by Jamaica and Havannah, would be,—</p> + +<table border="0" cellpadding="0" summary="Table 6"> +<colgroup> + <col width="55%"> + <col width="20%"> + <col width="5%"> + <col width="20%"> +</colgroup> +<tr> +<td> </td> +<td class="td-right">Geo. Miles.</td> +<td> </td> +<td class="td-right">Days.</td> +</tr> +<tr> +<td>Halifax to Havannah</td> +<td class="td-right">1110</td> +<td> </td> +<td class="td-right">6½</td> +</tr> +<tr> +<td>Havannah to Barbadoes by Jamaica, &c.</td> +<td class="td-right">1965</td> +<td> </td> +<td class="td-right">13</td> +</tr> +<tr> +<td><span class="add2em">Stoppages</span></td> +<td class="td-right"> </td> +<td> </td> +<td class="td-right">2</td> +</tr> +<tr> +<td>Barbadoes to Halifax by Jamaica, &c.</td> +<td class="td-right">3075</td> +<td> </td> +<td class="td-right">15½</td> +</tr> +<tr> +<td><span class="add2em">Stoppages, suppose</span></td> +<td class="td-right"> </td> +<td> </td> +<td class="td-right">3</td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +<td> </td> +<td class="td-right">——</td> +</tr> +<tr> +<td class="td-right">Total</td> +<td class="td-right">6150</td> +<td> </td> +<td class="td-right">40</td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +<td> </td> +<td class="td-right">——</td> +</tr> +</table> + +<hr> + +<h4><i>Speed, &c. of Steam Boats</i>.</h4> + +<p>In the Sixth Report of the Post-office Commissioners, p. 281, it is +stated that the Malta steamers average 7½ miles per hour, and have +done so for a period of two years. The Dublin and Liverpool Steam +Post-office packets average also 7½ miles per hour, or 180 miles +daily.</p> + +<p>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 11½ 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 18<i>l.</i> for repairs +to the machinery. A steam-boat of 240-horse power would at that time +(1836) cost 24,000<i>l.</i> to 25,000<i>l.</i>, burden 620 tons. A contractor, +to keep them in repair, would require 1,000<i>l.</i> per annum.</p> + +<p>According to accounts lately received from the East, the <i>Berenice</i>, +with only one engine, the other having been broken, ran from Socotora +to Suez, a distance of 1800 miles, in 9½ days. The Leith and London +Steamers, such as the <i>Monarch</i>, 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.</p> + + +<h4><i>Estimates for Passengers on each Station.</i> <span class="pagenum"><a id="page124" name="page124"></a>(p. 124)</span></h4> + +<table border="0" cellpadding="0" summary="Table 6"> +<colgroup> + <col width="60%"> + <col width="20%"> + <col width="20%"> +</colgroup> +<tr> +<td colspan="2">Demerara steamers, 48 voyages, 20 each, 960 per annum, at 30 dollars</td> +<td class="td-right">28,800</td> +</tr> +<tr> +<td colspan="2">1st Leeward station—Barbadoes to Havannah, through all the islands, + 48 voyages monthly, 50 each, is 2400, at 70 dollars average</td> +<td class="td-right">168,000</td> +</tr> +<tr> +<td colspan="2">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</td> +<td class="td-right">76,800</td> +</tr> +<tr> +<td colspan="2">Packets and sailing-vessels in all the points, 120 voyages, + average 10 each, is 1200, at 25 dollars</td> +<td class="td-right">30,000</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Total dollars</td> +<td> </td> +<td class="td-right">303,600</td> +</tr> +<tr> +<td colspan="2"> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right" colspan="2">At 4<i>s.</i> 2<i>d.</i> per dollar, is sterling</td> +<td class="td-right">£63,250</td> +</tr> +<tr> +<td>Falmouth to Barbadoes, 43 voyages, 20 each, at 40<i>l.</i></td> +<td class="td-right">£38,000</td> +<td> </td> +</tr> +<tr> +<td>Falmouth to Rio de Janeiro, 48 voyages, 10 each, at 55<i>l.</i></td> +<td class="td-right">26,200</td> +<td> </td> +</tr> +<tr> +<td>Falmouth to Halifax, 48 voyages, 20 each, 960 yearly, + average 35<i>l.</i></td> +<td class="td-right">33,600</td> +<td> </td> +</tr> +<tr> +<td>Halifax to West Indies, by New York, 48 voyages, 20 each, + is 960, at 26<i>l.</i></td> +<td class="td-right">24,960</td> +<td> </td> +</tr> +<tr> +<td>Falmouth to Madeira and Teneriffe, 200 yearly, at 20<i>l.</i></td> +<td class="td-right">4,000</td> +<td> </td> +</tr> +<tr> +<td>Rio do Janeiro to Buenos Ayres, 240 yearly, at 15<i>l.</i></td> +<td class="td-right">3,600</td> +<td> </td> +</tr> +<tr> +<td>Pernambuco to Maranham, 120 yearly, at 12<i>l.</i></td> +<td class="td-right">1,440</td> +<td> </td> +</tr> +<tr> +<td>West India Islands to Bermuda, Nassau, &c. &c. 280 yearly, + at 12<i>l.</i></td> +<td class="td-right">3,360</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +<td class="td-right">135,160</td> +</tr> +<tr> +<td> </td> +<td> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Total</td> +<td> </td> +<td class="td-right">£198,410</td> +</tr> +<tr> +<td class="td-right">Deduct expense, finding one-third</td> +<td> </td> +<td class="td-right">66,136</td> +</tr> +<tr> +<td> </td> +<td> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td class="td-right">Amount gained</td> +<td> </td> +<td class="td-right">£132,274</td> +</tr> +<tr> +<td> </td> +<td> </td> +<td class="td-right">———</td> +</tr> +</table> + +<p>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 10<i>s.</i> sterling per day. +The charge made in steamers in the West Indies for cabin passage +money, by orders of the Admiralty, is 17<i>l.</i> sterling, Barbadoes to +Jamaica; 10<i>l.</i> sterling, Jamaica to St. Thomas; and 10<i>l.</i> sterling, +St. Thomas to Barbadoes.</p> + + +<h4><i>Income:—Parcels, <span class="pagenum"><a id="page125" name="page125"></a>(p. 125)</span> Packages, and Fine Goods. Steamers to be +restricted to 40 tons Weight in all.</i></h4> + +<table border="0" cellpadding="0" summary="Table 6"> +<colgroup> + <col width="80%"> + <col width="20%"> +</colgroup> + +<tr> +<td>240 voyages on the four great lines yearly, 20 tons each, at + the rate of 10<i>l.</i> per ton over all</td> +<td class="td-right">£48,000</td> +</tr> +<tr> +<td>Second Class Lines, Barbadoes to Havannah, Havannah + to Vera Cruz; Jamaica to Chagre, &c; Barbadoes + to Demerara, 192 voyages yearly, 20 tons each, + average 10<i>l.</i></td> +<td class="td-right">38,400</td> +</tr> +<tr> +<td>Suppose Third Class Lines by Sailing-vessels everywhere—388 + voyages, average 8 tons</td> +<td class="td-right">31,040</td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td><span class="add2em">Total</span></td> +<td class="td-right">£117,440</td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +</tr> +<tr> +<td>But Port Dues remain to be deducted—uncertain, say,</td> +<td class="td-right">15,000<i>l.</i></td> +</tr> +</table> + + + + +<h2>APPENDIX, No. II.—EASTERN WORLD.</h2> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="50%"> + <col width="5%"> + <col width="5%"> + <col width="5%"> + <col width="5%"> + <col width="10%"> + <col width="5%"> + <col width="5%"> + <col width="5%"> + <col width="5%"> +</colgroup> + +<tr> +<td>Places</td> +<td class="td-center" colspan="4">Latitudes.</td> +<td> </td> +<td class="td-center" colspan="4">Longitudes.</td> +</tr> +<tr> +<td colspan="10"> </td> +</tr> +<tr> +<td>Falmouth</td> +<td class="td-right">50°</td> +<td class="td-right">8'</td> +<td class="td-right"> </td> +<td class="td-right">N.</td> +<td class="td-right"> </td> +<td class="td-right">5°</td> +<td class="td-right">1'</td> +<td class="td-right"> </td> +<td class="td-right">W.</td> +</tr> +<tr> +<td>Lisbon</td> +<td class="td-right">38°</td> +<td class="td-right">24'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">9°</td> +<td class="td-right">12'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Cadiz</td> +<td class="td-right">36°</td> +<td class="td-right">31'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">6°</td> +<td class="td-right">18'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Gibraltar</td> +<td class="td-right">36°</td> +<td class="td-right">6'</td> +<td class="td-right">20"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">5°</td> +<td class="td-right">20'</td> +<td class="td-right">53"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Malta</td> +<td class="td-right">35°</td> +<td class="td-right">53'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">14°</td> +<td class="td-right">30'</td> +<td class="td-right"> </td> +<td class="td-right">E.</td> +</tr> +<tr> +<td>Zante</td> +<td class="td-right">37°</td> +<td class="td-right">47'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">20°</td> +<td class="td-right">54'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Athens</td> +<td class="td-right">37°</td> +<td class="td-right">57'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">23°</td> +<td class="td-right">43'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Smyrna</td> +<td class="td-right">38°</td> +<td class="td-right">25'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">27°</td> +<td class="td-right">6'</td> +<td class="td-right">45"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Constantinople</td> +<td class="td-right">41°</td> +<td class="td-right">12'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">28°</td> +<td class="td-right">59'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Alexandria (light) Egypt</td> +<td class="td-right">31°</td> +<td class="td-right">12'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">29°</td> +<td class="td-right">52'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Cairo</td> +<td class="td-right">30°</td> +<td class="td-right">3'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">31°</td> +<td class="td-right">18'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Suez</td> +<td class="td-right">30°</td> +<td class="td-right">0'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">32°</td> +<td class="td-right">28'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Mocha</td> +<td class="td-right">13°</td> +<td class="td-right">20'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">43°</td> +<td class="td-right">20'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Babelmandel, Isle</td> +<td class="td-right">12°</td> +<td class="td-right">38'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">43°</td> +<td class="td-right">20'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Cape Guardafui</td> +<td class="td-right">11°</td> +<td class="td-right">41'</td> +<td class="td-right">4"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">51°</td> +<td class="td-right">12'</td> +<td class="td-right">24"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Socotora, Galanscea road</td> +<td class="td-right">12°</td> +<td class="td-right">43'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">53°</td> +<td class="td-right">18'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Cape Aden</td> +<td class="td-right">12°</td> +<td class="td-right">46'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">45°</td> +<td class="td-right">10'</td> +<td class="td-right">30"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Bombay</td> +<td class="td-right">18°</td> +<td class="td-right">55'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">72°</td> +<td class="td-right">54'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Colombo, Ceylon</td> +<td class="td-right">6°</td> +<td class="td-right">57'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">79°</td> +<td class="td-right">57'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Point de Galle, Ceylon <span class="pagenum"><a id="page126" name="page126"></a>(p. 126)</span></td> +<td class="td-right">6°</td> +<td class="td-right">1'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">80°</td> +<td class="td-right">18'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Trincomalee, ditto</td> +<td class="td-right">8°</td> +<td class="td-right">33'</td> +<td class="td-right">30"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">81°</td> +<td class="td-right">20'</td> +<td class="td-right">15"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Madras</td> +<td class="td-right">13°</td> +<td class="td-right">4'</td> +<td class="td-right">10"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">80°</td> +<td class="td-right">21'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Calcutta</td> +<td class="td-right">22°</td> +<td class="td-right">34'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">88°</td> +<td class="td-right">26'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Cape Comorin</td> +<td class="td-right">8°</td> +<td class="td-right">4'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">77°</td> +<td class="td-right">41'</td> +<td class="td-right">30"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Mauritius, Port Louis</td> +<td class="td-right">20°</td> +<td class="td-right">9'</td> +<td class="td-right"> </td> +<td class="td-right">S.</td> +<td class="td-right"> </td> +<td class="td-right">57°</td> +<td class="td-right">28'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Bourbon, St. Dennis</td> +<td class="td-right">20°</td> +<td class="td-right">52'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">55°</td> +<td class="td-right">26'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Madagascar, Cape St. Mary</td> +<td class="td-right">25°</td> +<td class="td-right">38'</td> +<td class="td-right">54"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">45°</td> +<td class="td-right">1'</td> +<td class="td-right">42"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">Tamatave, E. C.</span></td> +<td class="td-right">18°</td> +<td class="td-right">10'</td> +<td class="td-right">6"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">19°</td> +<td class="td-right">23'</td> +<td class="td-right">18"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Amsterdam Isle</td> +<td class="td-right">37°</td> +<td class="td-right">52'</td> +<td class="td-right">0"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">77°</td> +<td class="td-right">52'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>St. Paul's, ditto</td> +<td class="td-right">34°</td> +<td class="td-right">42'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">77°</td> +<td class="td-right">52'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Great Nicobar Isle</td> +<td class="td-right">6°</td> +<td class="td-right">45'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">94°</td> +<td class="td-right">0'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Singapore</td> +<td class="td-right">1°</td> +<td class="td-right">12'</td> +<td class="td-right"> </td> +<td class="td-right">N.</td> +<td class="td-right"> </td> +<td class="td-right">103°</td> +<td class="td-right">30'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Batavia</td> +<td class="td-right">6°</td> +<td class="td-right">0'</td> +<td class="td-right"> </td> +<td class="td-right">S.</td> +<td class="td-right"> </td> +<td class="td-right">106°</td> +<td class="td-right">51'</td> +<td class="td-right">45"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Canton</td> +<td class="td-right">23°</td> +<td class="td-right">7'</td> +<td class="td-right">10"</td> +<td class="td-right">N.</td> +<td class="td-right"> </td> +<td class="td-right">113°</td> +<td class="td-right">14'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Swan River</td> +<td class="td-right">32°</td> +<td class="td-right">4'</td> +<td class="td-right">31"</td> +<td class="td-right">S.</td> +<td class="td-right"> </td> +<td class="td-right">115°</td> +<td class="td-right">6'</td> +<td class="td-right">43"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Hobart Town</td> +<td class="td-right">42°</td> +<td class="td-right">53'</td> +<td class="td-right">35"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">147°</td> +<td class="td-right">28'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Sydney</td> +<td class="td-right">33°</td> +<td class="td-right">50'</td> +<td class="td-right">40"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">151°</td> +<td class="td-right">14'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Madeira, Funchall</td> +<td class="td-right">32°</td> +<td class="td-right">47'</td> +<td class="td-right">42"</td> +<td class="td-right">N.</td> +<td class="td-right"> </td> +<td class="td-right">16°</td> +<td class="td-right">55'</td> +<td class="td-right">30"</td> +<td class="td-right">W.</td> +</tr> +<tr> +<td>Cape de Verde, Port Praya</td> +<td class="td-right">14°</td> +<td class="td-right">53'</td> +<td class="td-right">40"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">23°</td> +<td class="td-right">34'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Ascension Isle</td> +<td class="td-right">7°</td> +<td class="td-right">55'</td> +<td class="td-right">56"</td> +<td class="td-right">S.</td> +<td class="td-right"> </td> +<td class="td-right">14°</td> +<td class="td-right">23'</td> +<td class="td-right">50"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>St. Helena Isle</td> +<td class="td-right">15°</td> +<td class="td-right">54'</td> +<td class="td-right">48"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">5°</td> +<td class="td-right">45'</td> +<td class="td-right">20"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Cape of Good Hope</td> +<td class="td-right">34°</td> +<td class="td-right">22'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">18°</td> +<td class="td-right">24'</td> +<td class="td-right">24"</td> +<td class="td-right">E.</td> +</tr> +<tr> +<td>Rio de Janeiro</td> +<td class="td-right">22°</td> +<td class="td-right">54'</td> +<td class="td-right">15"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">43°</td> +<td class="td-right">15'</td> +<td class="td-right">50"</td> +<td class="td-right">W.</td> +</tr> +<tr> +<td>Pernambuco</td> +<td class="td-right">8°</td> +<td class="td-right">4'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">34°</td> +<td class="td-right">51'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +</table> + + +<h4><i>Distances and Bearings of Places.</i></h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="50%"> + <col width="5%"> + <col width="5%"> + <col width="5%"> + <col width="5%"> + <col width="15%"> + <col width="15%"> +</colgroup> + +<tr> +<td colspan="5"> </td> +<td class="td-right">Geo. Miles.</td> +<td> </td> +</tr> +<tr> +<td>Falmouth to Gibraltar</td> +<td class="td-right">S.</td> +<td class="td-right">4°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">820</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">Ditto to Madeira</span></td> +<td class="td-right">S.</td> +<td class="td-right">27°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">1170</td> +<td> </td> +</tr> +<tr> +<td>Madeira to Cape Verde</td> +<td class="td-right">S.</td> +<td class="td-right">19°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">1130</td> +<td> </td> +</tr> +<tr> +<td>Gibraltar to Malta, direct</td> +<td class="td-right">S.</td> +<td class="td-right">1°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">770</td> +<td> </td> +</tr> +<tr> +<td>Malta to Zante</td> +<td class="td-right">N.</td> +<td class="td-right">69°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">320</td> +<td> </td> +</tr> +<tr> +<td>Zante to Athens, round Cape</td> +<td colspan="4"> </td> +<td class="td-right">260</td> +<td> </td> +</tr> +<tr> +<td>Athens to Constantinople</td> +<td class="td-right">N.</td> +<td class="td-right">51°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">310</td> +<td> </td> +</tr> +<tr> +<td>Malta to Alexandria</td> +<td class="td-right">S.</td> +<td class="td-right">70°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">825</td> +<td> </td> +</tr> +<tr> +<td>Suez to Babelmandel</td> +<td colspan="4"> </td> +<td class="td-right">1205</td> +<td> </td> +</tr> +<tr> +<td>Babelmandel to Bombay</td> +<td colspan="4"> </td> +<td class="td-right">1630</td> +<td> </td> +</tr> +<tr> +<td>Cape Verde to Ascension</td> +<td class="td-right">S.</td> +<td class="td-right">22°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">1530</td> +<td> </td> +</tr> +<tr> +<td>Ascension to St. Helena</td> +<td class="td-right">S.</td> +<td class="td-right">47°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">655</td> +<td> </td> +</tr> +<tr> +<td>St. Helena to Cape of Good Hope</td> +<td class="td-right">S.</td> +<td class="td-right">50°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">1720</td> +<td> </td> +</tr> +<tr> +<td>Rio de Janeiro to ditto ditto</td> +<td class="td-right">S.</td> +<td class="td-right">78°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">3250</td> +<td> </td> +</tr> +<tr> +<td>Cape of Good Hope to Mauritius</td> +<td class="td-right">N.</td> +<td class="td-right">38°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">2280</td> +<td> </td> +</tr> +<tr> +<td>Mauritius to Swan River</td> +<td class="td-right">S.</td> +<td class="td-right">77°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">3150</td> +<td> </td> +</tr> +<tr> +<td>Mauritius to Colombo, Ceylon <span class="pagenum"><a id="page127" name="page127"></a>(p. 127)</span></td> +<td class="td-right">N.</td> +<td class="td-right">38°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">2100</td> +<td> </td> +</tr> +<tr> +<td><span class="add2em">Ditto</span><span class="add2em">to Point de Galle</span></td> +<td class="td-right">N.</td> +<td class="td-right">49°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">2080</td> +<td> </td> +</tr> +<tr> +<td>Point de Galle to Bombay</td> +<td class="td-right">N.</td> +<td class="td-right">29°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">880</td> +<td> </td> +</tr> +<tr> +<td>Madras to Calcutta</td> +<td class="td-right">N.</td> +<td class="td-right">39°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">735</td> +<td> </td> +</tr> +<tr> +<td>Trincomalee to Car Nicobar</td> +<td class="td-right">S.</td> +<td class="td-right">82°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">775</td> +<td> </td> +</tr> +<tr> +<td>Nicobar to Singapore</td> +<td class="td-right">S.</td> +<td class="td-right">60°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">665</td> +<td> </td> +</tr> +<tr> +<td>Singapore to Batavia</td> +<td class="td-right">S.</td> +<td class="td-right">25°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">475</td> +<td> </td> +</tr> +<tr> +<td>Singapore to Canton</td> +<td class="td-right">N.</td> +<td class="td-right">24°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">1440</td> +<td> </td> +</tr> +<tr> +<td>Batavia to Canton</td> +<td class="td-right">N.</td> +<td class="td-right">18°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">1830</td> +<td> </td> +</tr> +<tr> +<td>Trincomalee to Batavia</td> +<td class="td-right">S.</td> +<td class="td-right">60°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">1750</td> +<td> </td> +</tr> +<tr> +<td>Batavia to Swan River</td> +<td class="td-right">S.</td> +<td class="td-right">18°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">1745</td> +<td class="td-right">1645/100</td> +</tr> +<tr> +<td>Swan River to Hobart Town</td> +<td class="td-right">S.</td> +<td class="td-right">66½°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">1770</td> +<td class="td-right">1620/150</td> +</tr> +<tr> +<td>Hobart Town to Sydney</td> +<td class="td-right">N.</td> +<td class="td-right">18°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">570</td> +<td> </td> +</tr> +<tr> +<td>Cape of Good Hope to Hobart Town</td> +<td class="td-right">S.</td> +<td class="td-right">85°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">6000</td> +<td> </td> +</tr> +<tr> +<td>Pernambuco to Cape of Good Hope</td> +<td class="td-right">S.</td> +<td class="td-right">62°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">3300</td> +<td> </td> +</tr> +<tr> +<td>Fayal to Pernambuco</td> +<td class="td-right">S.</td> +<td class="td-right">7°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">2800</td> +<td> </td> +</tr> +<tr> +<td>Sydney to Canton</td> +<td class="td-right">N.</td> +<td class="td-right">33°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">4100</td> +<td> </td> +</tr> +<tr> +<td>Canton to Swan River, by E. Coast Borneo</td> +<td colspan="4"> </td> +<td class="td-right">3300</td> +<td> </td> +</tr> +<tr> +<td>Fayal to Cape Verde, Port Praya</td> +<td class="td-right">S.</td> +<td class="td-right">11°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">1545</td> +<td> </td> +</tr> +</table> + +<p>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 3411<i>l.</i>, 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 47,000<i>l.</i> 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.</p> + +<p>In <span class="pagenum"><a id="page128" name="page128"></a>(p. 128)</span> the Finance Accounts of 1837, p. 55, there is charged the +sum of 14,216<i>l.</i> 19<i>s.</i> 11<i>d.</i> 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.</p> + +<p>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.</p> + + +<h4><i>Mauritius and Socotora.</i></h4> + +<p>An error has been committed in stating the expense on this station +(see <a href="#page068">page 68</a>.) Three sailing-vessels, instead of two, will be +required; thus adding 4000<i>l.</i> to the capital, and 2000<i>l.</i> to the +yearly expenditure.</p> + +<hr> + +<p>Including the Mediterranean, the yearly cost of the present Foreign +Packet conveyances, limited, uncertain, and irregular as the whole is, +cannot be less than 350,000<i>l.</i>, exclusive of any sum set apart to +replace the capital engaged in it.</p> + +<p>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 106,000<i>l.</i> and in direct yearly charges 45,000<i>l.</i>; +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 <span class="pagenum"><a id="page129" name="page129"></a>(p. 129)</span> miles. This could be run in +75 days: thus—36 days outwards, and 34 days inwards: 215 geographical +miles per day in the latter, and 203 geographical miles in the former.</p> + + + + +<h2>APPENDIX, No. III.—PACIFIC OCEAN.</h2> + +<h4><i>Longitudes and Latitudes, Places, &c.</i></h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="50%"> + <col width="5%"> + <col width="5%"> + <col width="5%"> + <col width="5%"> + <col width="10%"> + <col width="5%"> + <col width="5%"> + <col width="5%"> + <col width="5%"> +</colgroup> + +<tr> +<td class="td-center">Places</td> +<td class="td-center" colspan="4">Lat.</td> +<td> </td> +<td class="td-center" colspan="4">Long.</td> +</tr> +<tr> +<td colspan="10"> </td> +</tr> +<tr> +<td>River St. Juan, mouth of</td> +<td class="td-right">10°</td> +<td class="td-right">53'</td> +<td class="td-right"> </td> +<td class="td-right">N.</td> +<td class="td-right"> </td> +<td class="td-right">83°</td> +<td class="td-right">40'</td> +<td class="td-right"> </td> +<td class="td-right">W.</td> +</tr> +<tr> +<td>Kingston, Jamaica</td> +<td class="td-right">17°</td> +<td class="td-right">57'</td> +<td class="td-right">57"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">76°</td> +<td class="td-right">46'</td> +<td class="td-right">10"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Port Culebra</td> +<td class="td-right">10°</td> +<td class="td-right">42'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">85°</td> +<td class="td-right">37'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Leon</td> +<td class="td-right">12°</td> +<td class="td-right">20'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">86°</td> +<td class="td-right">45'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Rialejo</td> +<td class="td-right">12°</td> +<td class="td-right">29'</td> +<td class="td-right">50"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">87°</td> +<td class="td-right">6'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Colombia River</td> +<td class="td-right">46°</td> +<td class="td-right">19'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">123°</td> +<td class="td-right">50'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Port Illuluk Oonoolashka</td> +<td class="td-right">53°</td> +<td class="td-right">52'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">166°</td> +<td class="td-right">32'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Nootka Sound</td> +<td class="td-right">49°</td> +<td class="td-right">34'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">126°</td> +<td class="td-right">28'</td> +<td class="td-right">30"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Icy Cape</td> +<td class="td-right">70°</td> +<td class="td-right">17'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">161°</td> +<td class="td-right">40'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Christmas Isle, Pacific</td> +<td class="td-right">1°</td> +<td class="td-right">58'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">157°</td> +<td class="td-right">32'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Owhyhee</td> +<td class="td-right">19°</td> +<td class="td-right">43'</td> +<td class="td-right">51"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">155°</td> +<td class="td-right">7'</td> +<td class="td-right">10"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Otaheite</td> +<td class="td-right">17°</td> +<td class="td-right">29'</td> +<td class="td-right">12"</td> +<td class="td-right">S.</td> +<td class="td-right"> </td> +<td class="td-right">149°</td> +<td class="td-right">28'</td> +<td class="td-right">46"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Melville Island, Port Dundas</td> +<td class="td-right">12°</td> +<td class="td-right">13'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">136°</td> +<td class="td-right">46'</td> +<td class="td-right"> </td> +<td class="td-right">E.</td> +</tr> +<tr> +<td>Sydney, New South Wales</td> +<td class="td-right">33°</td> +<td class="td-right">50'</td> +<td class="td-right">40"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">151°</td> +<td class="td-right">14'</td> +<td class="td-right">10"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Canton, China</td> +<td class="td-right">23°</td> +<td class="td-right">7'</td> +<td class="td-right">10"</td> +<td class="td-right">N.</td> +<td class="td-right"> </td> +<td class="td-right">113°</td> +<td class="td-right">14'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Pekin</td> +<td class="td-right">39°</td> +<td class="td-right">54'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">116°</td> +<td class="td-right">26'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Jeddo, Japan</td> +<td class="td-right">35°</td> +<td class="td-right">40'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">139°</td> +<td class="td-right">50'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Kamschatka</td> +<td class="td-right">56°</td> +<td class="td-right">15'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">162°</td> +<td class="td-right"> </td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Manilla</td> +<td class="td-right">14°</td> +<td class="td-right">36'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">121°</td> +<td class="td-right">2'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Chagre</td> +<td class="td-right">9°</td> +<td class="td-right">21'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">80°</td> +<td class="td-right">4'</td> +<td class="td-right">5"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Panama</td> +<td class="td-right">8°</td> +<td class="td-right">57'</td> +<td class="td-right">30"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">79°</td> +<td class="td-right">29'</td> +<td class="td-right">20"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Point Mala</td> +<td class="td-right">7°</td> +<td class="td-right">25'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">79°</td> +<td class="td-right">54'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Port Damas, Quibo</td> +<td class="td-right">7°</td> +<td class="td-right">26'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">81°</td> +<td class="td-right">31'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Acapulco</td> +<td class="td-right">16°</td> +<td class="td-right">50'</td> +<td class="td-right">29"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">99°</td> +<td class="td-right">53'</td> +<td class="td-right">47"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>St. Blas</td> +<td class="td-right">21°</td> +<td class="td-right">32'</td> +<td class="td-right">24"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">105°</td> +<td class="td-right">18'</td> +<td class="td-right">27"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Cape St. Lucas, California</td> +<td class="td-right">22°</td> +<td class="td-right">52'</td> +<td class="td-right">28"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">109°</td> +<td class="td-right">50'</td> +<td class="td-right">23"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Guayaquil</td> +<td class="td-right">2°</td> +<td class="td-right">12'</td> +<td class="td-right">12"</td> +<td class="td-right">S.</td> +<td class="td-right"> </td> +<td class="td-right">79°</td> +<td class="td-right">39'</td> +<td class="td-right">46"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Lima</td> +<td class="td-right">12°</td> +<td class="td-right">2'</td> +<td class="td-right">34"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">77°</td> +<td class="td-right">8'</td> +<td class="td-right">30"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Callao</td> +<td class="td-right">12°</td> +<td class="td-right">3'</td> +<td class="td-right">45"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">77°</td> +<td class="td-right">14'</td> +<td class="td-right">10"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Arica</td> +<td class="td-right">18°</td> +<td class="td-right">28'</td> +<td class="td-right">35"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">70°</td> +<td class="td-right">16'</td> +<td class="td-right"> </td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Coquimbo</td> +<td class="td-right">29°</td> +<td class="td-right">53'</td> +<td class="td-right">43"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">71°</td> +<td class="td-right">18'</td> +<td class="td-right">40"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Valparaiso</td> +<td class="td-right">33°</td> +<td class="td-right">1'</td> +<td class="td-right">55"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">71°</td> +<td class="td-right">40'</td> +<td class="td-right">25"</td> +<td class="td-right">—</td> +</tr> +<tr> +<td>Fort St. Carlos, Chiloe</td> +<td class="td-right">41°</td> +<td class="td-right">51'</td> +<td class="td-right">50"</td> +<td class="td-right">—</td> +<td class="td-right"> </td> +<td class="td-right">73°</td> +<td class="td-right">53'</td> +<td class="td-right">50"</td> +<td class="td-right">—</td> +</tr> +</table> + +<h4><i>Bearings and Distances of Places.</i> <span class="pagenum"><a id="page130" name="page130"></a>(p. 130)</span></h4> + + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="60%"> + <col width="7%"> + <col width="7%"> + <col width="7%"> + <col width="4%"> + <col width="15%"> +</colgroup> + +<tr> +<td class="td-center">Places.</td> +<td colspan="4"> </td> +<td class="td-right">Miles.</td> +</tr> +<tr> +<td>Falmouth to Sydney, direct westward</td> +<td class="td-right">S.</td> +<td class="td-right">66°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">12,400</td> +</tr> +<tr> +<td>London to Icy Cape 3,775, add circle 100</td> +<td class="td-center" colspan="3">N. & S.</td> +<td> </td> +<td class="td-right">3,875</td> +</tr> +<tr> +<td>Icy Cape to Canton</td> +<td class="td-right">S.</td> +<td class="td-right">48°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">4,200</td> +</tr> +<tr> +<td><span class="add2em">Ditto to Sydney, New South Wales</span></td> +<td class="td-right">S.</td> +<td class="td-right">19°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">6,600</td> +</tr> +<tr> +<td><span class="add2em">Ditto to Port Illuluk, Oonoolashka</span></td> +<td class="td-right">S.</td> +<td class="td-right">8°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">995</td> +</tr> +<tr> +<td>Port Illuluk to Colombia River</td> +<td class="td-right">S.</td> +<td class="td-right">75°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">1,750</td> +</tr> +<tr> +<td>Christmas Isle to Sydney, New South Wales</td> +<td class="td-right">S.</td> +<td class="td-right">54°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">3,650</td> +</tr> +<tr> +<td><span class="add2em">Ditto to Canton</span></td> +<td class="td-right">N.</td> +<td class="td-right">76°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">5,250</td> +</tr> +<tr> +<td>Owhyhee to Otaheite</td> +<td class="td-right">S.</td> +<td class="td-right">8½°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">2,250</td> +</tr> +<tr> +<td>Falmouth to Panama direct</td> +<td class="td-right">S.</td> +<td class="td-right">56°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">4,450</td> +</tr> +<tr> +<td><span class="add2em">Ditto ditto by Barbadoes and Jamaica</span></td> +<td colspan="4"> </td> +<td class="td-right">5,285</td> +</tr> +<tr> +<td>Port Culebra to Manilla</td> +<td class="td-right">N.</td> +<td class="td-right">89½°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">9,022</td> +</tr> +<tr> +<td>Cape of Good Hope to Batavia</td> +<td class="td-right">N.</td> +<td class="td-right">71°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">5,200</td> +</tr> +<tr> +<td>Batavia to Canton</td> +<td class="td-right">N.</td> +<td class="td-right">18°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">1,830</td> +</tr> +<tr> +<td>Canton to Pekin</td> +<td colspan="4"> </td> +<td class="td-right">1,440</td> +</tr> +<tr> +<td>Batavia to Manilla</td> +<td class="td-right">N.</td> +<td class="td-right">35°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">1,510</td> +</tr> +<tr> +<td>Canton to Kamschatka</td> +<td class="td-right">N.</td> +<td class="td-right">47°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">2,900</td> +</tr> +<tr> +<td><span class="add2em">Ditto to Jeddo</span></td> +<td class="td-right">N.</td> +<td class="td-right">62°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">1,610</td> +</tr> +<tr> +<td>Kingston, Jamaica, to Port Culebra</td> +<td class="td-right">S.</td> +<td class="td-right">50°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">680</td> +</tr> +<tr> +<td><span class="add2em">Ditto to River St. Juan</span></td> +<td class="td-right">S.</td> +<td class="td-right">44°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">585</td> +</tr> +<tr> +<td>River St. Juan to Rialejo</td> +<td class="td-right">N.</td> +<td class="td-right">66°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">235</td> +</tr> +<tr> +<td>Falmouth to Port Culebra, direct</td> +<td class="td-right">S.</td> +<td class="td-right">60°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">4,650</td> +</tr> +<tr> +<td><span class="add2em">Ditto to ditto by Barbadoes, Jamaica, &c.</span></td> +<td colspan="4"> </td> +<td class="td-right">5,345</td> +</tr> +<tr> +<td>Jamaica to Chagre</td> +<td class="td-right">S.</td> +<td class="td-right">21°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">550</td> +</tr> +<tr> +<td>Chagre to Panama</td> +<td class="td-right">S.</td> +<td class="td-right">52°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">33</td> +</tr> +<tr> +<td>Panama to Point Mala</td> +<td class="td-right">S.</td> +<td class="td-right">15°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">95</td> +</tr> +<tr> +<td>Point Mala to Port Damas, Quibo</td> +<td class="td-right">S.</td> +<td class="td-right">89°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">97</td> +</tr> +<tr> +<td>Port Damas to Rialejo</td> +<td class="td-right">N.</td> +<td class="td-right">48°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">450</td> +</tr> +<tr> +<td>Rialejo to Acapulco</td> +<td class="td-right">N.</td> +<td class="td-right">62°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">1,180</td> +</tr> +<tr> +<td>Acapulco to St. Blas</td> +<td class="td-right">N.</td> +<td class="td-right">48°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">420</td> +</tr> +<tr> +<td>St. Blas to Cape St. Lucas</td> +<td class="td-right">N.</td> +<td class="td-right">73°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">274</td> +</tr> +<tr> +<td>Panama to Guayaquil</td> +<td class="td-right">S.</td> +<td class="td-right">30°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">670</td> +</tr> +<tr> +<td>Guayaquil to Lima</td> +<td class="td-right">S.</td> +<td class="td-right">15°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">610</td> +</tr> +<tr> +<td>Lima to Arica</td> +<td class="td-right">S.</td> +<td class="td-right">45°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">570</td> +</tr> +<tr> +<td>Arica to Coquimbo</td> +<td class="td-right">S.</td> +<td class="td-right">5°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">690</td> +</tr> +<tr> +<td>Coquimbo to Valparaiso</td> +<td class="td-right">S.</td> +<td class="td-right">5°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">190</td> +</tr> +<tr> +<td>Valparaiso to Fort Carlos, Chiloe</td> +<td class="td-right">S.</td> +<td class="td-right">16°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">555</td> +</tr> +<tr> +<td>Rialejo, direct, to Sydney, New South Wales</td> +<td class="td-right">S.</td> +<td class="td-right">68°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">7,400</td> +</tr> +<tr> +<td>Panama to Sydney</td> +<td class="td-right">S.</td> +<td class="td-right">71°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">7,850</td> +</tr> +<tr> +<td><span class="add2em">Ditto to Canton</span></td> +<td class="td-right">N.</td> +<td class="td-right">85°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">9,700</td> +</tr> +<tr> +<td><span class="add2em">Ditto to Owhyhee</span></td> +<td class="td-right">N.</td> +<td class="td-right">82°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">4,650</td> +</tr> +<tr> +<td><span class="add2em">Ditto to Otaheite</span></td> +<td class="td-right">S.</td> +<td class="td-right">69°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">4,450</td> +</tr> +<tr> +<td>Rialejo to Canton <span class="pagenum"><a id="page131" name="page131"></a>(p. 131)</span></td> +<td class="td-right">N.</td> +<td class="td-right">86°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">9,170</td> +</tr> +<tr> +<td><span class="add2em">Ditto to Owhyhee</span></td> +<td class="td-right">N.</td> +<td class="td-right">84°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">4,100</td> +</tr> +<tr> +<td><span class="add2em">Ditto to Otaheite</span></td> +<td class="td-right">S.</td> +<td class="td-right">64½°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">4,150</td> +</tr> +<tr> +<td><span class="add2em">Ditto to Christmas Isle</span></td> +<td class="td-right">S.</td> +<td class="td-right">81°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">4,000</td> +</tr> +<tr> +<td>Christmas Isle to Otaheite</td> +<td class="td-right">S.</td> +<td class="td-right">22°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">1,190</td> +</tr> +<tr> +<td>Owhyhee to Canton</td> +<td class="td-right">N.</td> +<td class="td-right">88°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">5,200</td> +</tr> +<tr> +<td><span class="add2em">Ditto to Sydney</span></td> +<td class="td-right">S.</td> +<td class="td-right">46°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">4,500</td> +</tr> +<tr> +<td>Otaheite to Sydney </td> +<td class="td-right">S.</td> +<td class="td-right">79°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">3,400</td> +</tr> +<tr> +<td>Rialejo to Manilla</td> +<td class="td-right">N.</td> +<td class="td-right">89°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">8,860</td> +</tr> +<tr> +<td><span class="add2em">Ditto to St. Peter and St. Paul, Kamschatka</span></td> +<td class="td-right">N.</td> +<td class="td-right">66°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">6,000</td> +</tr> +<tr> +<td><span class="add2em">Ditto to Pekin</span></td> +<td class="td-right">N.</td> +<td class="td-right">79°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">8,600</td> +</tr> +<tr> +<td><span class="add2em">Ditto to Jeddo, Japan</span></td> +<td class="td-right">N.</td> +<td class="td-right">79°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">7,300</td> +</tr> +<tr> +<td>Colombia River to Canton</td> +<td class="td-right">S.</td> +<td class="td-right">77°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">6,200</td> +</tr> +<tr> +<td>Icy Cape to Kamschatka</td> +<td class="td-right">S.</td> +<td class="td-right">49°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">1,280</td> +</tr> +<tr> +<td>Rialejo to Port Illuluk, Oonoolashka</td> +<td class="td-right">S.</td> +<td class="td-right">57°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">4,550</td> +</tr> +<tr> +<td>Rialejo to Colombia River</td> +<td class="td-right">S.</td> +<td class="td-right">47°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">3,000</td> +</tr> +<tr> +<td>Jeddo to Canton</td> +<td class="td-right">S.</td> +<td class="td-right">62°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">1,610</td> +</tr> +<tr> +<td>Manilla to Canton</td> +<td class="td-right">N.</td> +<td class="td-right">41°</td> +<td class="td-right">W.</td> +<td> </td> +<td class="td-right">680</td> +</tr> +<tr> +<td>Batavia to Jeddo</td> +<td class="td-right">N.</td> +<td class="td-right">53°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">3,100</td> +</tr> +<tr> +<td>Cape of Good Hope to Hobart Town</td> +<td class="td-right">S.</td> +<td class="td-right">85°</td> +<td class="td-right">E.</td> +<td> </td> +<td class="td-right">6,000</td> +</tr> + +</table> + +<p>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.</p> + +<hr> + +<h4><i>Isthmus of America.</i></h4> + +<p>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° +and 10° 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.</p> + +<h4><i>Chagre and Panama.</i> <span class="pagenum"><a id="page132" name="page132"></a>(p. 132)</span></h4> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="70%"> + <col width="10%"> + <col width="10%"> + <col width="10%"> +</colgroup> + +<tr> +<td> </td> +<td class="td-center" colspan="3">Long.</td> +</tr> + +<tr> +<td>Chagre, according to Capt. Forster, from Greenwich, in time,</td> +<td class="td-right">5h</td> +<td class="td-right">19'</td> +<td class="td-right">49.27"</td> +</tr> +<tr> +<td>Observatory of Panama, East of Fort Lorenzo, Chagre, + according to Capt. Belcher, in time</td> +<td class="td-right"> </td> +<td class="td-right">1'</td> +<td class="td-right">52.8"</td> +</tr> +<tr> +<td>Gorgona, East of Chagre</td> +<td class="td-right"> </td> +<td class="td-right">1'</td> +<td class="td-right">8.7"</td> +</tr> +<tr> +<td>Panama, East of Gorgona</td> +<td class="td-right"> </td> +<td class="td-right"> </td> +<td class="td-right">43.7"</td> +</tr> +<tr> +<td>Porto Bello, according to Capt. Forster, from Greenwich, + West, in time</td> +<td class="td-right">5h</td> +<td class="td-right">18'</td> +<td class="td-right"> </td> +</tr> +</table> + + +<h3>THE END.</h3> + + +<p><a id="footnote1" name="footnote1"></a> +<b>Footnote 1:</b> The Island of Fayal is chosen as the point of +communication in preference to Terceira, &c. because during the few +months when one side is exposed to storms, the other side is well +sheltered, and the distance is very short from the one side to the +anchorage on the other. As each of the steamers from the westward and +southward will proceed to Falmouth in her turn, so if all the mails +are up at Fayal before the outward steamer arrives from Falmouth, the +steamer whose turn it is to proceed on to Falmouth, will go forward +with the mails without any delay, except to take in coals.<a href="#footnotetag1">(Back)</a></p> + +<p><a id="footnote2" name="footnote2"></a> +<b>Footnote 2:</b> Should the Colombian Government obstinately and +ignorantly oppose the transmission of mails across the isthmus from +Chagres to Panama, or propose to shackle this point of communication +with unreasonable and inadmissible restrictions, then in that case +there remains a point, it is believed, more practicable, safer, and +more eligible, where the communication could be effected, namely, in +the State of Guatemala, or Central America, by the River St. Juan's +and Lake Nicaragua, both of which are navigable for vessels of any +size. The south-west shores of the lake in question approach to within +fourteen or fifteen miles of the Pacific, and this distance, in one +place, through a valley nearly level throughout, and at but little +elevation above the level of the sea. From Lake Managua, or Leon, the +distance to the sea is still shorter, being, in one place, according +to good maps, not more than eight to ten miles. From this lake also, +and the capital, Leon, the distance north-west to Rialejo, a fine port +on the Pacific, is twenty-three miles, and through an accessible, if +not very easy country. The Government of the Republic of Guatemala, or +Central America, would doubtless be ready to afford every facility to +open such a communication, which would prove the greatest and most +certain means of improving their country. Moreover, if a ready +communication is once afforded, from any point on the east coast of +America, in the places alluded to, it would speedily become the object +and the interest of the Chilian, the Peruvian, and the Mexican +Governments to watch and to see that the communication with the world +to the eastward should not only be rendered secure, but be maintained. +Also, with a communication opened in this quarter, such as it is +believed can be opened, the commerce and communications between North +America and Europe, and New South Wales, China, and all Eastern Asia, +would most certainly, as it could most advantageously and +expeditiously, be carried on by it.<a href="#footnotetag2">(Back)</a></p> + +<p><a id="footnote3" name="footnote3"></a> +<b>Footnote 3:</b> See also <a href="#page109">Appendix</a>, No. 1.<a href="#footnotetag3">(Back)</a></p> + +<p><a id="footnote4" name="footnote4"></a> +<b>Footnote 4:</b> To touch at Savannah la Mar would scarcely take up one +hour, while doing so would be a very great accommodation to the +western part of Jamaica.<a href="#footnotetag4">(Back)</a></p> + +<p><a id="footnote5" name="footnote5"></a> +<b>Footnote 5:</b> If the packet is a steamer, these boats will be saved, +because the steamer would save so much time as to enable it to call at +all the islands northwards, to pick up the return mails.<a href="#footnotetag5">(Back)</a></p> + +<p><a id="footnote6" name="footnote6"></a> +<b>Footnote 6:</b> Whenever steamers are appointed to carry the mails from +Falmouth to Barbadoes, the arrival of the packet at that island will +be so regular, that Jamaica <i>might</i> be made (should this be considered +advantageous) the headquarters, as it were, for the steamers in that +quarter of the world. Four would then be sufficient for the work +between Barbadoes and Vera Cruz; two to run between Jamaica and Vera +Cruz, by the Havannah, and two between Jamaica and Barbadoes, by St. +Thomas. The latter two would be each fifteen days at sea monthly, and +the former two seventeen days, exclusive of partial stoppages; so that +there would be abundance of time for rest and repairs. Further, under +such circumstances, the packet with the European return mails would +have time to run through the islands and pick up all the mails; +meeting, on the second day after her departure from Trinidad, and on +the ninth after reaching Barbadoes, at St. Lucia, the steamer from +Guiana, with the Guiana, Tobago, and Barbadoes return mails; and +proceeding onward through all the islands, to the northward and +westward, St. Thomas and Porto Rico included, pass from that island +through the Mona Passage, and call at Jacmel for a mail, reaching +Jamaica in fourteen days. From thence starting without delay, and +going by St. Jago de Cuba and Cape Nichola, leave the latter place on +the seventeenth day for Fayal, exactly in the same time that it is +calculated it could do under the other arrangement. But such an +arrangement would render it difficult, perhaps impracticable, to get +up the Laguayra mail to St. Thomas in time, it having only ten days +for that purpose; and at the same time an additional expense for +coals, at least for three days each packet or voyage (1800 tons, +2250<i>l.</i> yearly) would be required, being the time taken between +Jamaica and Cape Nichola Mole.<a href="#footnotetag6">(Back)</a></p> + +<p><a id="footnote7" name="footnote7"></a> +<b>Footnote 7:</b> 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 28,000<i>l.</i> to 29,000<i>l.</i> In the +latter case, 750<i>l.</i> 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 <i>one-fourth</i> cheaper than +those built of wood; moreover, engines now made on the <span class="smcap">EXPANSIVE</span> +system, require fully one-third fewer coals, by which so much expense +will be saved.<a href="#footnotetag7">(Back)</a></p> + +<p><a id="footnote8" name="footnote8"></a> +<b>Footnote 8:</b> See <a href="#page109">Appendix</a> No. 1., Calculation of Expenses of Steamers +and Sailing Packets.<a href="#footnotetag8">(Back)</a></p> + +<p><a id="footnote9" name="footnote9"></a> +<b>Footnote 9:</b> Men-of-war frequently carry the mails from Barbadoes to +Jamaica; also in other places.<a href="#footnotetag9">(Back)</a></p> + +<p><a id="footnote10" name="footnote10"></a> +<b>Footnote 10:</b> This assistance is worth more in capital than this sum.<a href="#footnotetag10">(Back)</a></p> + +<div><a id="footnote11" name="footnote11"></a> +<p><b>Footnote 11:</b> According to Parl. Pap. No. 251, of 1835, the following +are the names and the number of the packets:—</p> + +<table border="0" cellpadding="1" summary="Table"> +<colgroup> + <col width="25%"> + <col width="25%"> + <col width="25%"> + <col width="25%"> +</colgroup> + +<tr> +<td>Eclipse</td> +<td>Lyra</td> +<td>Tyrian</td> +<td>Stanmer</td> +</tr> +<tr> +<td>Plover</td> +<td>Renard</td> +<td>Seagull</td> +<td>Nautilus</td> +</tr> +<tr> +<td>Swallow</td> +<td>Briseis</td> +<td>Cockatrice</td> +<td>Scorpion</td> +</tr> +<tr> +<td>Goldfinch</td> +<td>Reindeer</td> +<td>Hornet</td> +<td>Espoir</td> +</tr> +<tr> +<td>Mutine</td> +<td>Nightingale</td> +<td>Camden</td> +<td>Pike</td> +</tr> +<tr> +<td>Lapwing</td> +<td>Skylark</td> +<td>Duke of York</td> +<td>Sheldrake</td> +</tr> +<tr> +<td>Pigeon</td> +<td>Spey</td> +<td>Lady Mary Pelham</td> +</tr> +<tr> +<td>Opossum</td> +<td>Pandora</td> +<td>Lord Melville</td> +</tr> +</table> + +<p>Astrea, stationary ship at Falmouth, 956 tons. The Express, the Star, +the Alert, <span class="smcap">new</span>, have since replaced some of the +above.<a href="#footnotetag11">(Back)</a></p></div> + + +<div><a id="footnote12" name="footnote12"></a> +<p><b>Footnote 12:</b> Cost transport troops to Government yearly—</p> + +<table border="0" cellpadding="1" summary="Table"> +<colgroup> + <col width="50%"> + <col width="10%"> + <col width="5%"> + <col width="5%"> + <col width="30%"> +</colgroup> + +<tr> +<td>Jamaica command</td> +<td class="td-right">£4,314</td> +<td class="td-right">4</td> +<td class="td-right">5</td> +<td> </td> +</tr> +<tr> +<td>Windward and Leeward Islands</td> +<td class="td-right">14,149</td> +<td class="td-right">17</td> +<td class="td-right">9</td> +<td> </td> +</tr> +<tr> +<td>Bermuda command</td> +<td class="td-right">3,982</td> +<td class="td-right">18</td> +<td class="td-right">10</td> +<td> </td> +</tr> +<tr> +<td>British North America</td> +<td class="td-right">6,259</td> +<td class="td-right">13</td> +<td class="td-right">8</td> +<td> </td> +</tr> +<tr> +<td>Army vessels West Indies</td> +<td class="td-right">1,998</td> +<td class="td-right">13</td> +<td class="td-right">10</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">———</td> +<td class="td-right">——</td> +<td class="td-right">——</td> +<td> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">30,705</td> +<td class="td-right">8</td> +<td class="td-right">1</td> +<td> </td> +</tr> +</table> + +<p><i>Parliamentary Papers</i>, No. 598 of 1836.<a href="#footnotetag12">(Back)</a></p></div> + + +<div><a id="footnote13" name="footnote13"></a> +<p><b>Footnote 13:</b> In order to replace the original capital, 10 per cent. +or 50,000<i>l.</i> yearly laid aside as a sinking fund, is quite +sufficient, thus:—</p> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="40%"> + <col width="20%"> + <col width="5%"> + <col width="5%"> + <col width="20%"> + <col width="5%"> + <col width="5%"> +</colgroup> +<tr> +<td> </td> +<td class="td-center" colspan="3">Principal.</td> +<td class="td-center" colspan="3">Interest.</td> +</tr> +<tr> +<td>1st year</td> +<td class="td-right">£50,000</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +<td colspan="3"> </td> +</tr> +<tr> +<td>2d year</td> +<td class="td-right">50,000</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +<td class="td-right">£2,500</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>3d year</td> +<td class="td-right">50,000</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +<td class="td-right">5,125</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>4th year</td> +<td class="td-right">50,000</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +<td class="td-right">7,881</td> +<td class="td-right">5</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>5th year</td> +<td class="td-right">50,000</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +<td class="td-right">10,775</td> +<td class="td-right">6</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>6th year</td> +<td class="td-right">50,000</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +<td class="td-right">13,814</td> +<td class="td-right">0</td> +<td class="td-right">6</td> +</tr> +<tr> +<td>7th year</td> +<td class="td-right">50,000</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +<td class="td-right">17,004</td> +<td class="td-right">19</td> +<td class="td-right">0</td> +</tr> +<tr> +<td>8th year</td> +<td class="td-right">50,000</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +<td class="td-right">20,335</td> +<td class="td-right">0</td> +<td class="td-right">6</td> +</tr> +<tr> +<td>9th year</td> +<td class="td-right">50,000</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +<td class="td-right">23,872</td> +<td class="td-right">15</td> +<td class="td-right">6</td> +</tr> +<tr> +<td>10th year</td> +<td class="td-right">50,000</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +<td class="td-right">27,566</td> +<td class="td-right">8</td> +<td class="td-right">7</td> +</tr> +<tr> +<td> </td> +<td class="td-right">————</td> +<td class="td-right">—</td> +<td class="td-right">—</td> +<td class="td-right">————</td> +<td class="td-right">—</td> +<td class="td-right">—</td> +</tr> +<tr> +<td class="td-right">Capital</td> +<td class="td-right">500,000</td> +<td class="td-right">0</td> +<td class="td-right">0</td> +<td class="td-right">128,888</td> +<td class="td-right">14</td> +<td class="td-right">9</td> +</tr> +<tr> +<td class="td-right">Interest</td> +<td class="td-right">128,888</td> +<td class="td-right">14</td> +<td class="td-right">9</td> +<td class="td-right">————</td> +<td class="td-right">—</td> +<td class="td-right">—</td> +</tr> +<tr> +<td> </td> +<td class="td-right">————</td> +<td class="td-right">—</td> +<td class="td-right">—</td> +<td class="td-right" colspan="3"> </td> +</tr> +<tr> +<td class="td-right">Total</td> +<td class="td-right">£628,888</td> +<td class="td-right">14</td> +<td class="td-right">9</td> +<td class="td-right" colspan="3"> </td> +</tr> +<tr> +<td> </td> +<td class="td-right">————</td> +<td class="td-right">—</td> +<td class="td-right">—</td> +<td class="td-right" colspan="3"> </td> +</tr> +</table> + +<p>A similar sum (see <a href="#page109">Appendix</a>, No. 1.) of at least 600<i>l.</i> per annum, +each, ought to be charged as the capital necessary to replace the +sailing-packets.<a href="#footnotetag13">(Back)</a></p></div> + +<div><a id="footnote14" name="footnote14"></a> +<p><b>Footnote 14:</b> The following are the distances from Panama to the +different places alluded to:—</p> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="40%"> + <col width="6%"> + <col width="6%"> + <col width="6%"> + <col width="6%"> + <col width="10%"> + <col width="10%"> + <col width="16%"> +</colgroup> +<tr> +<td> </td> +<td colspan="7">SOUTH.</td> +</tr> +<tr> +<td>Panama to Guayaquil</td> +<td class="td-right">S.</td> +<td class="td-right">0°.</td> +<td class="td-right">31'</td> +<td class="td-right">W.</td> +<td class="td-center">Dist.</td> +<td class="td-right">670</td> +<td class="td-center">Geo. Miles.</td> +</tr> +<tr> +<td>Guayaquil to Lima</td> +<td class="td-right">S.</td> +<td class="td-right">15°.</td> +<td class="td-right">E.</td> +<td class="td-right"> </td> +<td class="td-center">"</td> +<td class="td-right">610</td> +<td class="td-center"> </td> +</tr> +<tr> +<td>Lima to Arica</td> +<td class="td-right">S.</td> +<td class="td-right">45°.</td> +<td class="td-right">E.</td> +<td class="td-right"> </td> +<td class="td-center">"</td> +<td class="td-right">570</td> +<td class="td-center"> </td> +</tr> +<tr> +<td>Arica to Coquimbo</td> +<td class="td-right">S.</td> +<td class="td-right">5°.</td> +<td class="td-right">W.</td> +<td class="td-right"> </td> +<td class="td-center">"</td> +<td class="td-right">690</td> +<td class="td-center"> </td> +</tr> +<tr> +<td>Coquimbo to Valparaiso</td> +<td class="td-right">S.</td> +<td class="td-right">5°.</td> +<td class="td-right">W.</td> +<td class="td-right"> </td> +<td class="td-center">"</td> +<td class="td-right">190</td> +<td class="td-center"> </td> +</tr> +<tr> +<td>Valparaiso to Fort Carlos, Chiloe</td> +<td class="td-right">S.</td> +<td class="td-right">16°.</td> +<td class="td-right">W.</td> +<td class="td-right"> </td> +<td class="td-center">"</td> +<td class="td-right">555</td> +<td class="td-center"> </td> +</tr> +</table> + +<p>From Panama to Valparaiso and back could be thirty days, including +three days for stoppages.</p> + +<table border="0" cellpadding="0" summary="Table"> +<colgroup> + <col width="40%"> + <col width="6%"> + <col width="6%"> + <col width="6%"> + <col width="6%"> + <col width="10%"> + <col width="10%"> + <col width="16%"> +</colgroup> +<tr> +<td> </td> +<td colspan="7">NORTH.</td> +</tr> +<tr> +<td>Panama to Point Mala</td> +<td class="td-right">S.</td> +<td class="td-right">15°.</td> +<td class="td-right">W.</td> +<td class="td-right"> </td> +<td class="td-center">Dist.</td> +<td class="td-right">95</td> +<td class="td-center">Geo. Miles.</td> +</tr> +<tr> +<td>Point Mala to Port Damas, Quibo</td> +<td class="td-right">S.</td> +<td class="td-right">89°.</td> +<td class="td-right">W.</td> +<td class="td-right"> </td> +<td class="td-center">"</td> +<td class="td-right">97</td> +<td class="td-center">"</td> +</tr> +<tr> +<td>Port Damas to Rialejo</td> +<td class="td-right">N.</td> +<td class="td-right">48°.</td> +<td class="td-right">W.</td> +<td class="td-right"> </td> +<td class="td-center">"</td> +<td class="td-right">450</td> +<td class="td-center">"</td> +</tr> +<tr> +<td>Rialejo to Acapulco</td> +<td class="td-right">N.</td> +<td class="td-right">62½°.</td> +<td class="td-right">W.</td> +<td class="td-right"> </td> +<td class="td-center">"</td> +<td class="td-right">1180</td> +<td class="td-center">"</td> +</tr> +<tr> +<td>Acapulco to St. Blas</td> +<td class="td-right">N.</td> +<td class="td-right">48°.</td> +<td class="td-right">W.</td> +<td class="td-right"> </td> +<td class="td-center">"</td> +<td class="td-right">420</td> +<td class="td-center">"</td> +</tr> +<tr> +<td>St Blas to Cape Lucas, California</td> +<td class="td-right">N.</td> +<td class="td-right">73°.</td> +<td class="td-right">W.</td> +<td class="td-right"> </td> +<td class="td-center">"</td> +<td class="td-right">274</td> +<td class="td-center">"</td> +</tr> +</table> + +<p>From Panama to St. Blas and back could be twenty-seven days, including +four days for stoppages.<a href="#footnotetag14">(Back)</a></p></div> + +<p><a id="footnote15" name="footnote15"></a> +<b>Footnote 15:</b> 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.<a href="#footnotetag15">(Back)</a></p> + + + +<div><a id="footnote16" name="footnote16"></a> +<p><b>Footnote 16:</b> 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.</p> + +<p>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.<a href="#footnotetag16">(Back)</a></p></div> + +<p><a id="footnote17" name="footnote17"></a> +<b>Footnote 17:</b> The same remark regarding the cost of steamers, will +apply here, that has been made in the Plan proposed for the Western +World.<a href="#footnotetag17">(Back)</a></p> + +<div><a id="footnote18" name="footnote18"></a> +<p><b>Footnote 18:</b> From the mouth of the Chorera to the Bay Lemon, the +distance is 27½ 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° 18' 40" N. lat., and Panama in 8° 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!!</p> + +<p>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° 30' West +long.; Chagre, 79° 55'; and Panama in 79° 29' 20". This gives the +distance from Chagre to Panama 33 geographical miles. Porto Bello is +in lat. 9° 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.<a href="#footnotetag18">(Back)</a></p></div> + +<p><a id="footnote19" name="footnote19"></a> +<b>Footnote 19:</b> And 20 per cent. on neat proceeds.<a href="#footnotetag19">(Back)</a></p> + + +<p><a id="footnote20" name="footnote20"></a> +<b>Footnote 20:</b> Appendix, 196, Report Steam Communication with India.<a href="#footnotetag20">(Back)</a></p> + + + + + + + +<pre> + + + + + +End of the Project Gutenberg EBook of A General Plan for a Mail +Communication by Steam, Between Great Britain and the Eastern and Western Parts of the World, by James MacQueen + +*** END OF THIS PROJECT GUTENBERG EBOOK MAIL COMMUNICATION BY STEAM *** + +***** This file should be named 20702-h.htm or 20702-h.zip ***** +This and all associated files of various formats will be found in: + http://www.gutenberg.org/2/0/7/0/20702/ + +Produced by Adrian Mastronardi, The Philatelic Digital +Library Project at http://www.tpdlp.net, Christine P. +Travers and the Online Distributed Proofreading Team at +http://www.pgdp.net (This book was produced from scanned +images of public domain material from the Google Print +project.) + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means that no +one owns a United States copyright in these works, so the Foundation +(and you!) can copy and distribute it in the United States without +permission and without paying copyright royalties. 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Thus, we do not necessarily +keep eBooks in compliance with any particular paper edition. + + +Most people start at our Web site which has the main PG search facility: + + http://www.gutenberg.org + +This Web site includes information about Project Gutenberg-tm, +including how to make donations to the Project Gutenberg Literary +Archive Foundation, how to help produce our new eBooks, and how to +subscribe to our email newsletter to hear about new eBooks. + + +</pre> + +</body> +</html> diff --git a/20702-page-images.zip b/20702-page-images.zip Binary files differnew file mode 100644 index 0000000..4d8022c --- /dev/null +++ b/20702-page-images.zip diff --git a/20702.txt b/20702.txt new file mode 100644 index 0000000..43361da --- /dev/null +++ b/20702.txt @@ -0,0 +1,5893 @@ +The Project Gutenberg EBook of A General Plan for a Mail Communication by +Steam, Between Great Britain and the Eastern and Western Parts of the World, by James MacQueen + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + +Title: A General Plan for a Mail Communication by Steam, Between Great Britain and the Eastern and Western Parts of the World + +Author: James MacQueen + +Release Date: February 27, 2007 [EBook #20702] + +Language: English + +Character set encoding: ASCII + +*** START OF THIS PROJECT GUTENBERG EBOOK MAIL COMMUNICATION BY STEAM *** + + + + +Produced by Adrian Mastronardi, The Philatelic Digital +Library Project at http://www.tpdlp.net, Christine P. +Travers and the Online Distributed Proofreading Team at +http://www.pgdp.net (This book was produced from scanned +images of public domain material from the Google Print +project.) + + + + + + + + + + A GENERAL PLAN + + FOR + + A MAIL + + COMMUNICATION BY STEAM, + + BETWEEN + + GREAT BRITAIN + + AND THE + + EASTERN AND WESTERN PARTS OF THE WORLD; + + ALSO, TO + + CANTON AND SYDNEY, WESTWARD BY THE PACIFIC; + + TO WHICH ARE ADDED, + + GEOGRAPHICAL NOTICES + + OF THE ISTHMUS OF PANAMA, NICARAGUA, &c. + + With Charts. + + + + + By JAMES M'QUEEN, Esq. + + + LONDON; + B. FELLOWES, LUDGATE STREET. + 1838. + + + + +Startling as the subject of connecting China and New South Wales (p. vi) +with Great Britain, through the West Indies, may at first sight +appear, both as regards time and expense, still few things are more +practicable. The labour and expense of crossing the Isthmus of +America, either by Panama or by Lake Nicaragua, by a land conveyance, +is trifling. With eight steam-boats, ONLY FOUR ADDITIONAL to the +number already in the West Indies, added to the present sailing-packet +establishment, the whole Plan for the Western World, extending it +westward to China and New South Wales, can, in the mean time, as the +following pages will show you, be put into execution to the fullest +extent, with a very great saving in time, and with very great +regularity. A water communication moreover will, I feel convinced, and +at no distant day, be carried through the American Isthmus--say by +Lake Nicaragua--when the sailing packets for the Pacific may run +direct between Jamaica and Sydney, New South Wales, and Canton-China. + +In the estimate for the cost of steam-boats to be employed in the +service proposed, I have been chiefly guided by, and adhere to, the +statement made by that able and practical engineer Mr. Napier, of +Glasgow, in his evidence to the Post-office Commissioners in 1836, +that steam-boats of 240-horse power, and 620 tons burthen, could be +furnished at from 24,000_l._ to 25,000_l._ At this rate the total +yearly cost of mail communications by the aid of steam, to every +quarter which has been adverted to in the subsequent pages, will (p. vii) +be as stated in the following brief summary. Reference No. 1, shows +the expenditure, keeping the Red Sea route confined to India only, and +extending the communication to China and Sydney by the Pacific, from +Panama or Rialejo. No. 2, the expense, confining the communication by +the Cape of Good Hope to India only, and extending the communication +to Canton, &c. across the Pacific as before. No. 3, shows the +expenditure for the Western World, the work performed by steam in the +West Indies, and steam from Falmouth to Fayal, with sailing-packets +for the remainder of the work; and the whole expense, by extending +sailing-packets to China and Sydney westward across the Pacific, but +limiting the communication by the Red Sea to India only. Lastly, No. +4, shows the expenditure of the communications made in a way similar +to No. 3, limiting the conveyance by the Cape of Good Hope to India +only: (see also Appendix No. 2, p. 128.) + + No. 1. No. 2. No. 3. No. 4. + Western World L279,250 L279,250 L161,615 L161,615 + East Indies, &c. 128,850 187,978 128,850 187,978 + Pacific 63,000 63,000 63,000 63,000 + -------- -------- -------- -------- + L471,100 L530,228 L353,465 L412,593 + -------- -------- -------- -------- + +It is, however, to that portion connected with the Western World that +the immediate and particular attention of yourself and the other +members of Her Majesty's Government is particularly requested. The +other parts, above alluded to, may hereafter not be deemed (p. viii) +unworthy of your consideration, and the consideration of the Public. +Carried into effect in a decided manner, and as speedily as the nature +and extent of the machinery required will admit, it would produce +great and lasting advantages to the British empire, and confer great +honour upon the British Government and the splendid Post-office +establishment of this country. + +Permit me to observe, that the speedy conveyance of mails outwards, to +any place, is but a _minor_ point gained, unless the returns are made +regular and equally rapid, and so combined, that while every place +possible can be embraced in the line, no place shall obtain any undue +advantage over another. These points can never be lost sight of in +planning or arranging any mail communication, but more especially a +communication like that at present proposed. + +No narrow or parsimonious views on the part of this great country +ought to throw aside the plan particularly alluded to, or leave it to +be taken up and split into divisions by parties, perhaps foreigners, +who will then not only command the channels of British intelligence, +but be enabled to demand what price they please for carrying a large +and important portion of the commercial correspondence of this +country. The Public, moreover, can only repose implicit confidence in +a mail conveyance under the direction and the responsibility of +Government. Further, it is scarcely necessary to point out, or to (p. ix) +advert to, the immense advantages which the Government of Great +Britain would possess, in the event of hostilities, by having the +command and the direction of such a mighty and extensive steam power +and communication, which would enable them to forward, to any point +within its vast range, despatches, troops, and warlike stores. From +Falmouth, letters might be at Sydney, New South Wales, in +seventy-five, and at Canton-China in seventy-eight days, by employing +sailing packets only, to cross the Pacific from the Isthmus of +America. Letters from Falmouth, by way of Barbadoes, Jamaica, and +Chagre, could be at Lima in thirty-five days. + +To give greater security to the mails, and comfort and accommodation +to passengers, &c. a class of sailing-vessels rather larger than the +generality of those at present employed in the West Indies, ought to +be engaged; and for this purpose, a larger sum annually must be +allowed to defray the expense. Some of those at present employed, such +as the Charib, may do, but sloops are too small for the service. + +It is only within these few months that a mail communication, and that +very uncertain and irregular, has been commenced with the British +Empire in Hindostan, containing 100,000,000 of people. With the +rapidly rising colonies in British America, containing 1,700,000 +enterprising inhabitants, there is still but one ill-regulated mail +conveyance, by a sailing-packet, each month. Such a state of things (p. x) +is neither creditable nor safe to a country like Great Britain. +The population of these colonies must be left far behind their +neighbours in the United States in all commercial intelligence, and +the interests of the former must consequently suffer greatly. + +The steam-boats to be employed in the service contemplated, although +of the high power mentioned, need not be of the same tonnage as +vessels of an equal power which are built for the sole purpose of +carrying goods. Consequently, a considerable expense in building the +former will be saved. Mails never can be carried either with +regularity or certainty in vessels, the chief object and dependence of +which is to carry merchandize. The time which such vessels would +require to procure, take in, and discharge cargoes, would render +punctuality and regularity, two things indispensably necessary in all +mail communications, quite impracticable. Any attempt to resort to +such a system, more especially in a quarter where steamers would have +so many places to call at as these will have in the West Indies, would +throw every thing into inextricable confusion. Steam-boats carrying +mails and passengers should be the mail-coaches of the ocean, limited +as mail-coaches on land are to cargoes, and as near as possible to the +tonnage pointed out in the following pages. The steamers to be +employed in the service contemplated should also be built broad in the +beam, of a light draught of water, and in speed, accommodation, and (p. xi) +security, must be such that no others of equal powers can surpass them. + +The liberality of MR. JOHN ARROWSMITH, so well known for his +geographical knowledge and geographical accuracy, has enabled me, +without the labour of constructing it, to present to you and to the +public the Chart of the World, between 70 deg. N. lat. and 60 deg. S. lat., on +Mercator's projection, which accompanies the present sheets. On it I +have laid down all the routes of both steamers and sailing-packets, to +every quarter of the world that has been adverted to; and further +added a Chart of the West Indies, and of the Isthmus of America, drawn +by myself, and corrected by the latest authorities. + +The timid and the interested will throw every doubt upon the success +of such an undertaking. What is going on in the world is the best +answer to doubts and fears on this subject. What takes place in other +quarters will take place in the quarters alluded to, namely, success +where failure was anticipated. + +In a vast undertaking like the plan proposed, the interests of the +Government and the general interests of the public must be specially +kept in view and particularly attended to. By attending closely to +these interests, the Government will find that it best and most +effectually consults the interests of individuals, places and +communities. No partial or local interest or opposition (such may (p. xii) +in this, as in most other concerns, appear) ought to be listened to. +Any such opposition can only proceed from prejudice, or ignorance, or +self-interest; and a little experience will satisfy the public, and +convince even such opposition, that the fact is so; and, moreover, +that in the arrangements proposed, no interest in any quarter has been +neglected. + + I have the honour to be, + Sir, + Your most obedient humble servant, + + JAMES M'QUEEN. + + London, 14th Feb. 1838. + + + + +A GENERAL PLAN FOR CONVEYANCE OF MAILS BY STEAM, &c. &c. (p. 001) + + + + +INTRODUCTION. + + +The conveyance of mails and despatches from one place to another is of +the utmost possible importance to individuals, and to a country. The +rapidity and regularity with which such communications can be made, +gives to every nation an influence, a command, and advantages such as +scarcely any thing else can give, and frequently extends even beyond +the sphere of that influence and that command which the direct +application of mere physical power can obtain to any government or +people. + +Much as Great Britain has already done, in this respect, to connect +and to communicate with her very extensive, valuable, and important +foreign dependencies, still much more remains to be done, to give her +those advantages, and that influence, and that command which she might +have, which she ought to have, which all her great interests require +she should have; and which the power of steam, together with the late +great improvements in machinery, can and ought, in a special manner, +to secure unto her, her commerce, her power, and her people. + +In no quarters of the world could the application of the power and the +improvements alluded to prove so advantageous to the commercial (p. 002) +and the political interests of Great Britain as in the East Indies, in +the West Indies, and in those places connected with these quarters; +and also in all those countries and places which afford the safest and +the speediest means of connecting the chain closely which tends to +enable her to communicate more frequently, more rapidly, and more +regularly with these places; and, at the same time, all these +quarters, and her own possessions, with the parent State. + +The object being a national one, it ought to be carried into effect by +the nation, without reference to the mere question of pounds shillings +and pence; that is, whether it is to become a directly remunerating +concern or not. While the important subject ought to be taken up in +this manner by the Government of Great Britain, it may be observed +that the plan requisite, carried into effect in the most extensive +manner, will certainly remunerate fully the Government or the +individuals who may undertake the work, either on the general or on +the more limited scale; but the higher, the more the scale is +extended. + +In fact, unless the plan is carried into effect on an extensive scale, +it will not prove a concern so remunerating as it would otherwise be, +because it is only by connecting different places in the line, or +within the sphere of communication, that a greater number, or rather a +sufficient number, of letters and passengers can be obtained; and +unless the communications are sufficiently frequent and regular, both +letters and travellers will continue to find private traders and ships +in general the quickest mode of proceeding on and getting to the end +of their journey, or the place of their destination. + +The position of the United States, in the western world, and the very +extensive trade which these States carry on with every part of that +quarter of the world, and indeed with every quarter of the world, +gives the merchants of these States, constituted as the packet +arrangements and communications of Great Britain with foreign parts +now are, an opportunity of receiving earlier intelligence regarding +the state of many important foreign markets than British merchants in +general enjoy, except such as are immediately connected with +establishments in the United States, and by which means both obtain +decided advantages over the rest of the commercial community. (p. 003) +This ought not to be the case in a great commercial country like Great +Britain. It is a fact quite notorious, that from almost every quarter +of the western world the earliest intelligence is almost uniformly +received through the United States. The whole correspondence of the +important British Provinces, the Canadas, comes through these States. +It is also notorious, that, by means of our own commercial marine, +intelligence is generally received from many foreign countries earlier +than by Government Packets. Indeed, it is not uncommon among merchants +to return, unopened, to the Post-office many letters in originals, +they having previously received the duplicates by private merchant +ships. Besides, it is well known that vast numbers of letters from +Great Britain to Foreign States are sent through the United States, +because these go earlier to their place of destination. In these +various ways a great Post-office revenue is cut off, while the +mercantile world are put to a great inconvenience and uncertainty. It +is not befitting that the first commercial country in the world should +remain dependent upon the private ships of another commercial and +rival state for the transmission of commercial correspondence. If such +a deficient system is persevered in, the result will most infallibly +be, that that country which obtains, and which can obtain, the +earliest commercial information, will, in time, become the greatest +and most prosperous commercial country. + +It is, in fact, quite impossible that the commercial interests of any +country can ever compete with the commercial interests of another +country, unless the one have equally rapid, frequent, and regular +opportunities and means of correspondence and conveyance with the +other. If the merchants of other countries have quicker and more +frequent communications with any particular quarter of the world, than +the merchants of the United Kingdom have, it is obvious that the +former will obtain a decided advantage over the latter, in regulating +and directing all commercial transactions. + +The foreign trade of Great Britain, besides forming an immense moving +power for giving activity to every branch of internal industry, trade, +and commerce, becomes also, from the correspondence to which it (p. 004) +gives rise, and by which it can alone be carried on, an immense and +direct source of Post-office revenue: but the direct postage derived +from the correspondence required in the foreign trade, great as it is, +is small when compared to the addition which the correspondence in the +foreign trade directly and immediately gives to the internal postages +of the kingdom. If it is examined narrowly, it will, it is not +doubted, be found that almost every letter of the moiety of those +which come from the British transmarine possessions, and from other +foreign parts, whether by packets or by merchant ships, (of the +latter, it may be said, a number equal to the whole which pay postage +do, because the very great number of letters directed to consignees +come free,) produces, perhaps, _ten letters_, on which the largest +single internal postages are charged and paid. This arises from orders +sent to different places to tradesmen, mechanical and manufacturing +establishments for goods; orders for insurance; invoices sent; +payments, in consequence, by bills or orders, and in bills transmitted +for acceptances, &c. &c. + +In all mail communications, such as those which are about to be +considered, the point to be kept steadily in view, and one which is +absolutely indispensable, is to connect and to bring the return mails +and the outward together, in such a manner as that every intermediate +place shall have the full benefit of both, without trenching upon the +general interests, or occasioning any unnecessary detention or delay. +This great and essential point is more particularly necessary to be +attended to in the conveyance of mails by sea to distant parts, +especially if conveyed by steam. In the quarters about to be noticed, +the point alluded to will be shown to be more than in any other +quarter necessary. Without this is effected, nothing beneficial is, in +fact, effected; and to secure the object, a commanding power is +obviously and indispensably necessary. For various reasons, which it +is considered unnecessary here to state, steamers of 250-horse power +each, will be found to be the best and most economical class of +vessels to employ in the service contemplated. + +The next and a still more important point to attend to, and to (p. 005) +keep in mind, is to have always in readiness, and at well-selected +stations, a sufficient quantity of coals to supply each boat: without +such are at command, no movement can take place; and unless the supply +is ample, and always at hand, no regular communication can ever be +carried on. Wood, indeed, may be procured in some stations in the West +Indies, but not in all; while even where it can be obtained, it will +be found to be dearer than coal. The quantity also necessary for a +vessel of large power, and for a voyage of any considerable length, +would far exceed the room that could be afforded, in a vessel of +properly regulated tonnage. A supply of coals, moreover, could be had +at all the places to be brought into notice by care, and foresight, at +moderate rates, and at the rates taken in the subsequent calculations. +Merchant vessels, bound to all quarters, so soon as they perceived +that they were sure of a market, would take a proportion of coals as +ballast; and others would be glad to take a portion even beyond that, +to aid them in completing their cargoes, instead of remaining, as +vessels both at Liverpool, Glasgow, &c. frequently do, some time, till +they can obtain a sufficient quantity of goods to enable them to do +so: while such vessels could at all times furnish in this way a +sufficient supply of coals, at moderate rates, and still afford to +them a fair profit; such assistance in loading, by enabling vessels to +sail at short and regularly stated periods, would become of the most +essential service to the commercial interests of this country. + +The time hitherto occupied by steamers in taking in coals, in almost +every place, has constituted of itself a considerable drawback on +steam navigation: it may, to a great extent, be avoided. Let +carriages, such as are used on the railroads for carrying coals at +Newcastle, &c. be constructed with iron handles. These may be made to +hold one and a half, or two tons of coals (either of these weights, it +is supposed, might be hoisted into a vessel without difficulty), and +be all filled and placed on a raft or punt ready at each depot, thirty +to sixty in number, according to its importance, awaiting the arrival +of the packet steamer. The moment she comes into port, the punt will +be alongside, and the whole will be hoisted in in a few hours, the +place for receiving them being always, and during the voyage, (p. 006) +prepared for them. In this way 120 tons of coals may be taken in +within a very short space of time; the buckets first emptied, +refilled, and emptied again, to a considerable extent, in a period of +no great additional time. At smaller depots and ports, the steamer +might hoist in thirty or forty tons of coals during her shorter time +of stoppage; and thus steamers, without any material delay, would +always have a sufficient and certain supply of fuel. The coals at all +the depots should be well covered and protected from the sun. + +Further, on this head, most of the small coal (the best) which goes to +waste at the depots, may be saved by the following simple +process:--Let it be mixed with a little clay, considerably diluted, +then made into small balls, and afterwards dried in the sun (a rapid +process within the tropics), and then taken on board with the others +when wanted. It burns with great force. It is so used on estates in +the West Indies for Stills. The saving is great, and the labour of +making it up exceedingly light. A child may almost perform it. + +It is necessary to observe, that steam-boats for the torrid zone must +be fitted up and out in a manner considerably different, more +especially in their hatches, from the best and most splendid boats in +this country. For the convenience and health of both the passengers +and crews, those for the torrid zone must, in every part, be more +roomy and airy, yet so constructed as to be closed in the speediest +and securest manner in the event of a hurricane; consequently they +will require less expense in building, and fitting up of cabins, &c. +than the crack boats in this country, in order to make them so. + +In all the distances stated, there are, be it observed, included in +the time allowed, three or four hours to land and take in mails and +passengers at every place where the steamers may have to touch; and at +the more important stations, at least six hours beyond the longer +periods allowed for stoppages for coals and mails, &c. It will be +necessary to give six or eight hours at Barbadoes before the departure +of the steamer, that Government despatches may be forwarded. In fact, +the steamer should always, and only leave that island at sun-rise on +the day following that whereon the packet arrived from England, (p. 007) +because by doing so, it would reach St. Thomas at daybreak on the +second morning (the navigation at that island is rather dangerous +during the night), clear it, and reach St. John's, Porto Rico, with +daylight, and in consequence Cape Nichola in daylight also, on the +second day thereafter. + +The old _Galatea_ frigate might be carried up from Jamaica and moored +at Cape Nichola Mole, on board of which those mails and specie may be +deposited, that require to be disembarked from such steamers, &c., as +cannot be detained till the packet arrives to receive them. This, +however, will seldom be the case, nor to any great extent; as the +homeward-bound packet, whether steamer or sailing-vessel, will almost +always be at Cape Nichola before the steamer gets up from the leeward. +She may also be used to hold coals for a supply for the steamer to a +certain extent. + +Let the fact be urged in the strongest manner, that a communication +once a month, to any given place, will never pay, nor answer any great +or good purpose. Mails, or rather letters and passengers, will not +wait for such a length of time, especially when these could, as for +example from the Havannah, almost be in England, by way of New York, +in the interval that would elapse between the departure of one packet +and another, when there was only one packet in the month; but give two +each month, and neither could ever be so. + +The arrangements, and the extent of the internal Post-office +establishments of Great Britain, are upon the most splendid and +efficient footing. There is nothing of a similar kind in any other +country, either in management, or combination, or regularity, that can +equal or even be compared to them. It is, however, much otherwise with +all her transmarine mail communications. They are all particularly +deficient in combination, limited in their operations, and inefficient +as regards the machinery employed to carry the mails. This, in a more +particular manner, is the case with the West Indies: the small sailing +vessels there employed are generally very unfit for such a service, +and the steamers sent out to work them, with the exception of the _Flamer_, +being only of 100-horse power, and besides badly constructed, are (p. 008) +wholly unfit for the service in any way; and even the vessel named, +which is 140-horse power, though much superior to any of the other +three, the _Carron_, the _Echo_, and the _Albyn_, is still too small +to perform her work in proper and reasonable time, or to stem the +currents and trade winds, to say nothing of tempests, which, as +regards the two former, constantly prevail in the seas in that quarter +of the world. + +It may also be remarked, that to extend or to add to the number of +post communications, does not add proportionally to the machinery +necessary for the conveyance of these: in other words, if the +communications are doubled in number, the machinery used for +conveyance is not necessarily doubled, nor the expense consequently +doubled. Take, for example, the station between Barbadoes and Jamaica: +with two mails each month, this could not be effected with fewer than +three steam-boats; but the same number of steamers will, without +inconvenience, extend the communication to Havannah, and take in, at +the same time, several important places extra. A judicious and proper +combination and regularity in all movements can, with the same +machinery, and with but little additional expense, perform, in some +instances double, and in many instances nearly double work. + +The objects for making Fayal, in the Western Islands, a central point +of communication, are as follow:--First, it is directly in the course +for the West Indies; so nearly so for Rio de Janeiro in the outward +voyage (in the homeward it is the best course), that if not actually +the best course, as it is believed it really is, the deviation, as +will afterwards more clearly appear, is not worth taking into account. +It is also the proper course for New York, and even not much out of +the way from the direct line to Halifax; while, considering the winds +and currents, the Gulf stream, for example, which prevail in the +Atlantic, steamers or sailing packets will make the voyage from +Falmouth to Halifax by this route as speedily, on an average, as if +they were to take the direct course. It is well known, that vessels +bound to the northern ports of the United States, go much to the southward +of the Western Islands. Secondly, it will save two steam-boats on (p. 009) +the North American line, and two more on the South American line, for +that distance (not fewer than two would do for each line); which, with +coals, yearly, would cost 41,600_l._ This, alone, ought to determine +the point. + +These steam-packets should be allowed to carry parcels, packages, and +light and fine goods, which could afford to pay a considerable +freight. This ought to be limited, however, not to exceed forty tons +in each vessel on each of the great lines (except Falmouth to Fayal, +which may be 120); and the small sailing vessels in proportion. These +things, without retarding the speed materially, would produce a +considerable return, but from which must come port charges, &c. If the +steamers are allowed to become mere vessels of freight, or for +carriage of goods, no regularity in their voyages could be expected. +To avoid delay, these articles could be landed and taken to the +Custom-house in every island and place, and delivered thence, under +the Revenue laws, to each owner. + +The greater extent to which combination can be carried on in the mail +circle, and the wider that that circle can be extended, so much +cheaper the labour of conveyance becomes, and the greater the returns +therefrom. Further, not merely the greatest possible speed, but the +greatest possible regularity, is the desiderata in the conveyance of +mails in any country: the latter, in particular, is more essentially +necessary than the former, and is, in fact, the life-spring of all +commercial communication. + +The work to be performed, in every quarter, must not only be well +done, but done within a limited time, in order to render it beneficial +and effective. Powerful boats, that can overcome the distance and the +natural obstacles that present themselves, can alone do this. +Small-power boats can never accomplish the work. Numbers will not +overcome the difficulties, nor come, as regards time, within the +limits required. + +Each packet steamer on each of the great lines, could and should return +unto Falmouth alternately, and the boats from Falmouth be prepared +to take the longer voyage in their stead. The time each will have +to stop at Falmouth will always allow of time for any material (p. 010) +examination and the repairs that may be necessary. + +Without actual experience it is impossible to place before the public, +in a correct point of view, the whole appearance and state of steamers +employed in the West Indian mail service, as seen last year--when the +whole extent of their voyages was travelled over in more than one of +them:--imagine a small ill-contrived boat, an old 10-gun brig, as the +_Carron_ is, for example, of 100-horse power, and thirty to forty tons +of coals on her deck; with a cabin about thirteen feet by ten, and an +after-cabin still smaller, both without any means of ventilation, +except what two ill-planned, narrow and miserable hatches, when open, +afford. Imagine a vessel like this starting from Jamaica, with ten or +fifteen passengers, and a crew of thirty-seven people, still more +miserably provided with room and quarters, to stem the currents, the +trade winds--(not to speak of storms,)--which blow, and the heavy seas +which roll, between that island and St. Thomas, especially in the +channel between the former and St. Domingo, and indeed in all the West +Indies: having the boiler immediately adjoining the cabin and sleeping +berths, and without any place to stow the luggage belonging to the +passengers,--and with the numerous mail bags crammed into the small +sleeping berths, or under the table,--and the public will have a faint +idea of a Government steam-boat; wherein, under a tropical sun and a +tropical rain, the passengers and crews are, with the hatches closed, +reduced to the choice, while choked with coal-dust, of being broiled +or suffocated. No human constitution can long stand this. Without +meaning any offence, truth must declare, that such a state of things +is a disgrace to England. + +The most urgent haste and necessity can alone bring individuals to +travel by such conveyances, and none will do so whose time will allow +them to look for other modes of conveyance and transport. Female +passengers, in particular, without female attendants, or room for +them, will never willingly undertake, certainly never repeat, a voyage +under such circumstances. It would seem that, in this respect, the +vessels belonging to the most powerful, enlightened, and civilized +Government in the world, are to be placed far below the level of (p. 011) +vessels belonging to their own subjects, and those of other nations; +although such vessels are expressly appointed to convey passengers. + +With these preliminary observations, it is proposed to consider the +details of a plan for the more extended conveyance of mails by +steam-boats, first to the WESTERN WORLD, under the separate heads into +which such a plan, necessarily and properly divides itself. In doing +this, it will satisfactorily appear that the more the plan is +extended, the less in proportion will the expenses attending the same +be, and the greater the returns be therefrom. + + +I. (p. 012) + +_Falmouth and Madeira, or one of the Western Islands, Department._ + +Either of the islands just named may be made central points of the +greatest importance for connecting the mail communications between +Great Britain and all the Western World. The Western Islands, however, +become a central point, more direct and convenient than Madeira, for +all the outward and homeward West Indian packets, and still more so +for all those which may be bound for New York and British North +America. In short, the packets for neither of the latter places could +go or come by Madeira without great inconvenience and loss of time; +whereas, neither would take place if Fayal is made the point of +arrival at and departure from. The latter island is directly in the +course of both the West Indian and homeward-bound South American +packets; and it may be said with equal accuracy, in the outward direct +course of these packets also. Although a little further removed into +the variable winds than Madeira, still it is well known that Fayal +once made, the greatest difficulties in the voyages of the +outward-bound packets are overcome. The distance, also, from Falmouth +to either of these islands is not materially different: from Falmouth +to Madeira direct, is 1170 geographical miles; and from Falmouth to +Fayal direct, 1230 miles. In the outward voyage Fayal is 300 miles +nearer Barbadoes than Madeira; and in the homeward, from Cape Nichola +Mole, 300 also. The distance between Madeira and Rio de Janeiro, and +between the latter and Fayal, is not greatly different, being (taking +in Bahia and Pernambuco) for the latter 3900 miles, and for the former +3800; but from the course which the homeward packet must take through +the trades, the distance to Madeira, as compared with the distance (p. 013) +and course to Fayal, would be increased by 250 miles. On the whole, +considering the advantages and disadvantages to arise from making +either of these islands, viz., Madeira and Fayal, the central points, +it would appear that the balance would considerably incline to be in +favour of any one of the central Azores, say Falmouth and Terceira or +Fayal. Fayal being taken as the central point to which and from which +the packets for the western world are to converge and to diverge, the +arrangements will run as follow:-- + +The steam-boats from Falmouth to Fayal would carry out all the mails +from Great Britain to the Western World; viz.: for British North +America, for New York, for the British West Indies and all the Gulf of +Mexico, and for the Brazils and Buenos Ayres, as also for Madeira and +Teneriffe. From Falmouth to Fayal is, course S. 55 deg. W. distance 1230 +geographical miles. Two steam-boats of 240-horse power each would +perform this work out and home, giving two mails each month, each boat +returning with the mails for Great Britain from all the places +mentioned, to be brought to that island in a manner which will shortly +and more particularly be pointed out. In fine weather each boat would +make the voyage within six days, and in rough weather in seven +days,--but say seven days at an average. Each boat would be at sea 14 +days each voyage = 28 days monthly = 336 days yearly; 25 tons of coal +per day = 8400 tons yearly; which, at 20_s._ per ton, is 8400_l._ +annually. The yearly cost of the two boats for this station would +therefore be: (prime cost of two, 48,000_l._)-- + + Two boats' wages and provisions, &c., at L6200. 12,400 + Coals for do., yearly 8,400 + ------- + Total L20,800 + ------- + +The stoppage at Fayal would depend upon the arrival of the packets +with the mails from the Brazils, the West Indies, &c. &c., but the +arrangements for all these will be such as will bring the stoppage not +to exceed one or two days, and which will prove no more than sufficient +to take in coals, water, &c. &c. Despatched from London on the 1st and +15th day of each month, the steamers from Falmouth, with all the (p. 014) +mails, would reach Fayal on the 10th and 25th of each month, from +whence they would immediately be despatched to their ulterior +destinations. By this arrangement Government would save at least three +West Indian or Barbadoes packets, one Halifax and one Rio de Janeiro +packet (exclusive of six Mexican packets saved, but included in the +West Indian department), after giving to the two quarters of America +last mentioned two mails instead of one each month, and which saving +would, at least, be 21,000_l._ yearly. The voyages also from England +to every quarter connected with this arrangement would be greatly +shortened, even were the communications by steam to be carried no +farther; as every nautical man knows well that it is between the +Western Islands and the English Channel, whether outwards or inwards, +that the greatest detention in every voyage, whether it regards +packets or any other vessels, takes place. In a particular manner the +arrival of the outward packets at Barbadoes would be more regular, +almost quite regular; and thus _extra_ steam-boats in that quarter, on +account of the irregularities in the arrivals as under the present +system, would be rendered unnecessary; and the same thing may be said +of every other quarter to which the plan and the chain of +communication is intended to extend. + + +_Fayal._[1] + + [Footnote 1: The Island of Fayal is chosen as the + point of communication in preference to Terceira, + &c. because during the few months when one side is + exposed to storms, the other side is well + sheltered, and the distance is very short from the + one side to the anchorage on the other. As each of + the steamers from the westward and southward will + proceed to Falmouth in her turn, so if all the + mails are up at Fayal before the outward steamer + arrives from Falmouth, the steamer whose turn it is + to proceed on to Falmouth, will go forward with the + mails without any delay, except to take in coals.] + +All the outward mails from Great Britain to the western world, having +reached Fayal, they would be despatched from thence and return back to +it, under the following arrangements and regulations. Take them in +order as follow:-- + + +II. (p. 015) + +_Fayal and North America._ + +The rising importance of British America renders it highly desirable, +nay, absolutely necessary, that a more frequent and regular post +communication should be established with it. This might be done so as +to secure all the Post-office revenue derivable from the letters to +and from that quarter of the empire with Great Britain; and not only +so, but to draw from the United States unto England some of that +postage and some of those passengers which belong specifically to +those States. To carry this into effect, it must be done by +steam-boats, and Fayal made the point of communication from which the +mails are to diverge, and to which they are again to return. The point +of communication with Fayal should be either by Halifax to New York, +or to Halifax alone; from which place the steamer to run to the West +Indies could carry the European mails to and from New York. In each +way the details will be as follow:-- + + +_Fayal to New York, by Halifax._ + +From Fayal to New York direct is 2020 miles; and from Fayal to New +York, by Halifax, is 2160 miles. If this course is adopted, there +would be no need for any stoppages at Halifax, except to land the +outward mails, &c., and pick up the inward, or homeward-bound European +mails, &c. The steamers, with the outward mails on board, would +proceed from Fayal on the 10th and 25th of each month, and reach New +York, by Halifax, on the 7th and 23d of each month, or in thirteen +days. Leaving New York on the evening of the 9th or 10th, and the 25th +or 26th of the month, with the return mails from the States, and +calling at Halifax for all those from British America, the steamer +would reach Fayal in thirteen days, or on the 8th and 23d of each +month, exactly in time, as will by-and-by be shown, for the +homeward-bound West Indian and Brazil mails coming up to the same +place; and two days previous to the arrival of the outward packet (p. 016) +from Falmouth, after allowing two days to stop at New York, and having +one day to spare, in the event of severe weather on the voyage. The +course and time will be:-- + + Geo. Miles. Days. + + Fayal to Halifax 1640 10 + Halifax to New York 520 3 + Stop at New York " 2 + New York to Fayal, by Halifax 2160 13 + ---------- + Totals 4320 28 + ---------- + +Two steam-boats would perform this work, giving two mails each month, +prime cost 48,000_l._; wages, provisions, &c. &c. 6200_l._ each, +12,400_l._ Each boat would be at sea 26 and 26 = 52 days, monthly = +624 yearly; 25 tons of coals daily = 15,000 yearly, at 25_s._ per ton, +19,500_l._ + +This would, however, be close work for two boats, in the event of +accidents; and therefore a spare boat would be required, at an +additional expense of 24,000_l._ capital, and 6200_l._ yearly charges. +But two may be rendered quite sufficient by making Halifax, instead of +New York, the point of communication between Fayal and British North +America; the communication with New York to be taken up, and carried +on, by the steamers proposed to run between North America and the West +Indies, as explained and stated under the next head. Fixing the +communications in this way, the details, or the course and time, would +be:-- + + Geo. Miles. Days. + + Fayal to Halifax 1640 10 + Rest there, say " 8 + Halifax to Fayal 1640 10 + ----------- + Totals 3280 28 + ----------- + +Two boats would be quite sufficient to perform this service, and the +advantage would be gained of having a British port as the port for +trans-shipment. Each boat would be at sea 10 and 10 = 20 days each +voyage = 40 monthly = 480 yearly; coals, 25 tons daily = 12,000 (p. 017) +tons yearly, at 25_s._ = 15,000_l._ The periods for the arrivals and +departures of these Halifax and Fayal steamers will be found to agree +well with the arrivals and departures of the steamers to run between +Halifax and the West Indies, by way of New York, as minutely +particularized under the next head. + +Halifax ought to be made the point from which, and to which, all the +British North American, foreign, that is, transmarine correspondence, +ought to converge and diverge. It can be made to do so readily, and +with advantage, as the following distances will show:-- + + Distance. Geo. Miles. + + New York to Quebec N. 19 deg. East. 390 + New York to Montreal N. 4 deg. E. 305 + Halifax to St. John's, by Annapolis N. 71 deg. W. 111 + St. John's to Quebec N. 66 deg. W. 230 + Quebec to Montreal S. 58 deg. W. 116 + +Thus it is obvious that Halifax is nearer England three and a half +days each way than New York; that much time would, by the above course +of post, between the mother country and all her North American +possessions, be saved, while all the advantages of carrying these +mails and passengers, &c. would be gained by British shipping and +British subjects. + +The communications could be carried on between Fayal and Halifax, &c. +by sailing packets instead of steam vessels; but then these sailing +packets, on account of the number of passengers which it is almost +certain would travel by them, would require to be packets of the +largest size, or first class. Their average voyages may be taken at +sixteen days each, with six or eight to stop at Halifax, which would +bring the full voyage to forty days. This would throw the return +letters always one mail, or fifteen days, later for Europe, than if +steamers were employed; but, at the same time, it would bring their +arrival at Fayal to be regular, and in sufficient time for the +succeeding homeward packet from Fayal; for, if they go beyond thirty +days, their return within forty-five days, _in this or in any other +station_, would meet the central point at Fayal equally well, as to +dates; but such a detention would not only occasion so much loss (p. 018) +of time to the course of correspondence, but give letters a chance of +reaching Europe sooner from New York direct. Two sailing packets would +perform this work in the unavoidably extended time mentioned, giving +two mails each month; first cost 9,500_l._ = 19,000_l._; yearly +charges 4200_l._ each = 8400_l._ + + +III. + +_North America and West Indies._ + +The intercourse between these quarters of the world, and also of each +of these with the United States, is already of great importance, and +will daily become more and more important, while there is, at present, +no mail communication between them. A regular, and frequent mail +communication in that quarter has become indispensably necessary. +While this fact must be admitted, it is of great importance to have as +many of the points of combination under the British flag as possible. +Keeping this desirable point in view, it is necessary to observe, that +this must be done, taking Havannah into the line; because, if it is +not included in the British line, it will be forthwith occupied by +parties from the United States, and letters, passengers, &c. both for +all North America and for Europe, from the West Indies, will go by +these States, New York for example. The arrivals and departures of the +steam packets on this line must also be calculated, and fixed so as to +agree with the arrivals and departures of the outward and +homeward-bound mails by Fayal, for North America, and also for all the +West Indies, southwards to Havannah and Mexico. + +The desirable object of bringing the most important central and +trans-shipping points under the British flag, can only be gained by +making in this case the run of the steamers to be from Halifax, by New +York, to the Havannah; or from New York, by Havannah, to Jamaica. +While the various ways by which this latter could be effected are (p. 019) +here stated, still the former will be found to be the most economical, +certainly not the most inconvenient, and, on many accounts, the +preferable mode. At Havannah the North American steamer would meet in +the most regular manner, and to a day, the steamers from Havannah to +Vera Cruz; and from Havannah to Jamaica, Barbadoes, &c. &c. The route +and time of these boats would be as follows:-- + + Geo. Miles. Days. + + Halifax to New York 520 3-1/2 + New York to Havannah 1140 6-1/2 + Stop at Havannah, say 2 + Havannah to Halifax, by New York. 1660 10 + ---- ------ + Totals 3320 22 + +Two powerful boats would be perfectly sufficient to perform this work, +giving two mails each month; first cost 48,000_l._, yearly charges +12,400_l._ Each boat would be at sea 20 days each voyage = 40 monthly += 480 yearly; coals daily, 25 tons = 12,000 tons yearly, at 25_s._ = +15,000_l._ + +The outward European mails would arrive at Halifax on the 20th and the +4th or 5th of every month, and at Havannah on the 31st or 1st, and +15th or 16th of each month. Leaving Halifax on the days above +mentioned, the steamers, by way of New York, would reach Havannah on +the 30th and 15th of each month, and, allowing two days at Havannah, +return to Halifax by way of New York, on the 14th and 29th, eight days +before the arrival there of the outward European packet, giving +abundance of time to rest. This steamer will bring back from New York +the answers to the letters received from Europe for the return packet +from Halifax to Fayal. These letters would reach New York on the 23d +and 8th of each month. The stoppage at New York by this steamer +returning northward could not be beyond one or two days. To meet the +West Indian and South American packets returning to the central point, +Fayal, the steamer, with all the North American correspondence, must +leave Halifax on the 29th or 30th, and the 13th or 14th of each month. +Considering attentively the calculations here made, it will be (p. 020) +found that they correspond accurately, and that in practice these +will work admirably, and without confusion or delay--points, in an +affair of this kind, of the greatest importance. + +The other plan, by which the communication between North America and +the West Indies can be opened up and carried on, is between New York +and Jamaica, by the Havannah. After considering it, in all its +bearings and details, the former will appear to be the most economical +and eligible. Calculating the whole of the General Plan to be carried +into effect, and by steam, the outward mails from Europe, _via_ Fayal +and Halifax, would arrive at New York on the 7th or 22d, or the 8th +and 23d, of each month; and those for the West Indies, _via_ Fayal and +Barbadoes, at Cape Nichola Mole, Hayti, on the 11th and 27th, or 12th +and 27th, and at Jamaica on the 13th and 28th of each month. The mails +from the westward and southward of, and for Jamaica, would +consequently return to that island on the 7th and 22d of each month. +The distances and time taken in three ways between Jamaica and New +York, by Havannah, would be-- + + (No. 1.) + + Geo. Miles. Days. + + New York to Havannah 1140 6-1/2 + Havannah by Matanzas, to St. Jago de Cuba 630 4 + St. Jago de Cuba to Kingston, Jamaica 170 1 + Jamaica " 2 + Jamaica to Cape Nichola Mole, by St. Jago 305 2 + Cape Nichola to Havannah, by Matanzas 540 3 + Havannah, Coals, &c. " 1 + Havannah to New York 1140 6-1/2 + ----- ------ + Totals 3925 26 + + (No. 2.) + + Geo. Miles. Days. + + New York to Havannah, by Matanzas 1140 6-1/2 + Havannah, Coals " 1 + Havannah to Jamaica, round Cape Antonio 685 4 + Jamaica, Coals, Mails, &c. " 2 + Jamaica to Havannah, by Cape Antonio 685 3 (p. 021) + Havannah, Coals " 1 + Havannah to New York, by Matanzas 1140 6-1/2 + ---- ------- + Totals 3650 24 + ---- ------- + (No. 3.) + + Geo. Miles. Days. + + New York to Havannah, by Matanzas 1140 6-1/2 + Havannah, Coals " 1 + Havannah to Jamaica, round Cape Antonio 685 4 + Jamaica, Coals, Mails, &c. " 2 + Jamaica to Cape Nichola Mole, by St. Jago 305 2 + Cape Nichola Mole to Havannah, by Matanzas 540 3 + Havannah, Coals " 1 + Havannah to New York 1140 6-1/2 + ---- ------ + Totals 3810 26 + ---- ------ + +The latter route (No. 3,) will, for various reasons, be the preferable +course. First, because while it embraces Havannah in the line, it +renders it unnecessary for the steamers to run twice over the same +ground that others do. Secondly, the steamer from Jamaica for the +eastward being able to leave that island, with all the return Colonial +mails from the westward and southward for North America, &c., at the +times, or in the space of time, mentioned, would reach Cape Nichola +Mole just in time to meet the downward steamer from Barbadoes, with +all the Colonial mails to the eastward of that place for North +America; and, consequently, could take in and proceed with these mails +without delay; and it might, at the same time, take in not only the +eastern Colonial mails for Matanzas and Havannah, but the outward +European mails for these places also, by which means these towns would +receive these two or three days earlier than they could by Jamaica. +The Mexican mails might also be forwarded in the same way; but to do +so would be of little use, inasmuch as the steamer for Vera Cruz could +not leave Havannah until the steamer from Jamaica arrived. + +Taking route No. 3 as the lines of communication between Jamaica (p. 022) +and North America, then the arrivals at Jamaica would be on the 5th +and the 20th of each month; and, allowing two days to stop at Havannah +outwards instead of _one_ day, and _three_ days at Jamaica instead of +two, the return steamers would leave Jamaica on the 8th and 23d of +each month, and reach Cape Nichola Mole on the 25th and 10th, which +place the steamer from Barbadoes reaches on the 11th and 27th, and the +Havannah and Chagres steamers return to Jamaica on the 7th and 22d of +each month; thus combining every movement requisite in a very clear +and satisfactory manner. + +The steamers on this route or station would be each 22 and 22 = 44 +days each month = 528 days yearly at sea; coals, at 25 tons daily = +13,200 tons, at 25_s._ per ton = 16,500_l._; which is 1500_l._ more +than the other. Moreover, the steamers (two) would be so closely +pressed for time as not to have the necessary rest for examination and +repairs, and consequently a third would be requisite, which would +increase the capital 24,000_l._, and yearly charges 6200_l._ above the +other plan. + +The mails on this station may, moreover, be carried by sailing +packets. By this mode of conveyance, however, the mails would be +longer on their voyages; those to and from Halifax, &c., being always +thrown behind one return mail for the steamer to and from Fayal with +the mail for Great Britain, and consequently be obliged to wait at +Halifax or New York for a succeeding one--but for which, however, they +would always be in ample time. The course and time by sailing packets +would be-- + + Geo. Miles. Days. + + Halifax to New York 520 5-1/2 + New York to Havannah 1140 10 + Stop at Havannah, say 2 + Havannah to Halifax, by New York 1660 15-1/2 + ---- ------ + Totals 3320 33 + ---- ------ + +which will allow abundance of time to stop at New York, going and +returning, and for meeting every possible contingency which may occur +in the voyage; as, if within forty-five days, it would be in time (p. 023) +to meet the corresponding packets to and from Europe. Two sailing +packets would be sufficient to perform this work, giving two mails +each month; prime cost, 9500_l._ each = 19,000_l._ and yearly charges +4200_l._ each, or 8400_l._ It may here be observed, that if all the +mails were carried by sailing packets on the four great lines, that +the times of their arrivals and departures would still connect and +combine properly, but, as has already been remarked, be always fifteen +days later in the course of the mails between the places mentioned +than if these were carried wholly and everywhere by steam. + + +IV. + +_Fayal and Brazil Department._ + +From Fayal steamers would proceed direct to Rio de Janeiro, calling at +Pernambuco and Bahia, and landing at the former place the mail for +Maranham, to be carried forward to that place, and brought back to +Pernambuco, to meet the steamer on her return to the northward, by a +good sailing vessel. The distance is 670 miles, which could be +performed in four days and six days, backwards and forwards. At Rio de +Janeiro the steamer will land the mails for Buenos Ayres and +Montevideo, which will be carried forward by sailing vessels to the +former place (distance 1060 geographical miles), and return from +Buenos Ayres, by Montevideo, to Rio de Janeiro, the same distance, say +in seventeen days, and in time to catch the following homeward-bound +packet. One sailing vessel would be sufficient for the Pernambuco and +Maranham station, and two of a superior class as at present for the +Rio de Janeiro and Buenos Ayres department; for, at the outset, steam +would be too expensive on the latter station, while it would take the +homeward-bound packet too far out of her way to make her call at +Maranham. + +From Rio de Janeiro the steamer will proceed for Fayal, calling at +Bahia and Pernambuco (distant from Rio 1000 miles), taking in the (p. 024) +Maranham mail at the latter place, stopping one day there for a supply +of coals, and then proceeding, reach Fayal in twenty days--including +stoppages, forty-five days forwards and backwards--and which, +accordingly, would bring the Brazil mails to Fayal to correspond with +the arrival there of the steamers from both the West Indies and +Halifax. The mails from the Brazils would, in this way, reach Fayal on +the 10th and 25th of the month. The route and time of these steamers +would be as follows:-- + + Miles. Days. + + Fayal to Rio Janeiro 3900 19 + Rio de Janeiro to Fayal 3900 20 + Stop at Rio " 2 + Do. at Pernambuco, &c., twice " 4 + ---- -- + Totals 7800 45 + ---- -- + +Three steamers would perform this work in the time specified, giving +two mails each month. Each boat would be actively employed, or at sea, +39 days each voyage = 78 monthly = 936 yearly; coals, at 25 tons daily += 23,400 tons yearly--which, at _25s_. per ton, will amount to +29,250_l._ Other charges, 18,600_l._ + +The mails on this station might also be carried by sailing packets, +and at much less expense, but the time occupied would be considerably +lengthened. Such sailing packets from Fayal to Rio de Janeiro would, +both in going and returning, pursue the same course that the present +packets do. The distance each way would be the same, and not +materially different from the course which the steamers would take. +The time occupied would be, twenty-seven days out, twenty-nine days +back, and four days to stop at Rio, &c.; in all sixty days. Four +packets would perform this service, giving two mails each month. The +cost of these packets would be 38,000_l._, and their annual charges at +4200_l._ each = 16,800_l._ In the event of accidents, however, either +on this or on the West Indian station, one spare packet would be +necessary, and require to be stationed at Fayal: this would increase +the capital laid out to 47,500_l._, and the yearly charge to 21,000_l._ +Four packets on this station would, in fact, under this (p. 025) +arrangement, give two mails each month; whereas, under the existing +arrangements, it requires five or six to give one mail each month. In +a few days, after leaving Fayal, it is well known that both the Brazil +and West Indian packets would be into the trade winds when +outward-bound; after which, the voyage is certain and secure. In like +manner in returning, after getting clear of the trade winds, the +Brazil, in about long. 38 deg., and the West Indian, from Cape Nichola +Mole, in about long. 70 deg. W., each could steer to the eastward for +Fayal, with almost certainly southerly winds, and at all seasons of +the year, in weather comparatively mild to that which is met with in +more northern parallels. + +By steam-boats the course of communication between Great Britain and +Rio de Janeiro would be reduced to sixty days, and by sailing vessels, +from Fayal to that place, to seventy-five days, making fifteen days +more by the latter than by the former; but it may, however, here be +observed, that arriving so much later at Fayal, would still equally +correspond with the arrival of the West Indian and North American +sailing packets at that place. + + +V. + +_Fayal and Madeira, &c. Station._ + +Under the proposed general arrangement, the mails for Madeira and +Teneriffe could be sent twice each month from Fayal. Madeira and +Teneriffe, but more especially the former, have a good deal of +correspondence with the West Indies; all of which would be thrown into +a more tedious and circuitous route if the communications with Madeira +did not go and come by the Azores. The distance from Fayal to Madeira +is 630 miles, and from Madeira to Teneriffe 240 miles. One superior +sailing vessel would be sufficient to perform this work, giving two +mails each month. It is well known that from the winds which +generally prevail in those parts of the Atlantic, that a swift (p. 026) +sailing vessel would almost always make quick and certain passages. +The cost of such might be 1500_l._, and the yearly expense, say +800_l._ The expense for sailing vessels on this and the South American +station may be taken as follows:-- + + Capital. Yearly Charge. + + Fayal and Madeira, one L1500 L800 + Pernambuco and Maranham, one 1500 800 + Rio de Janeiro and Buenos Ayres, two 4000 2000 + ----- ----- + Totals L7000 L3600 + ----- ----- + +From Fayal to Teneriffe, by Madeira, and back, a sailing vessel could +complete the passage in fourteen days, and thus be always in time for +the next return steamer from Fayal to Falmouth. + + +VI. + +_Fayal and Barbadoes Station._ + +On the arrival of the steamer from Falmouth at Fayal, another steamer +would start for Barbadoes, carrying with it all the mails for every +place in the western Tropical World, from Demerara to Vera Cruz +inclusive, and also for Panama, and other places on the coasts of the +Pacific Ocean. The route from Fayal to Barbadoes is, course S. 47-1/2 deg. +W.; distance, 2265 geographical miles. A steam-boat would perform +this, going chiefly through the trade winds, in twelve days. The +period of her return to Fayal must be regulated by the time which she +has to stop in the West Indies, and which will be more specifically +shown when that department is taken into consideration; but it cannot +be less, from Fayal to Fayal again, than forty-five days, of which +this boat will be at sea each voyage thirty-seven days. Four steamers +would do this work, having one, in fact, to spare, in the event of +accidents, either on this or on the Brazil station, and to relieve +alternately the steamers on either station; and this spare boat (p. 027) +would probably be best stationed at Fayal, or perhaps Barbadoes. Three +boats would, therefore, be actively engaged in performing the work +alluded to on this station; each would be at sea 37 days each +voyage--74 monthly, 888 yearly, which, at 25 tons of coals daily, will +require 22,200 tons annually--at 25_s._ per ton, will amount to +27,750_l._ + +The time and course of these boats will be more specifically stated +under the West Indian head. + +The cost would be thus:-- + + Capital. Yearly Charge. + + Four Steamers L96,000 L24,800 + Coals 27,750 + ------- + Yearly charges L52,550 + ------- + +The mails, also, on this station, might be carried by sailing packets, +and which would require to be of the very first class. Their time from +Fayal to Fayal again, would be, say nineteen days to Barbadoes; +seventeen days to stop in the Colonies; and twenty-four days from Cape +Nichola Mole to Fayal (2600 miles), together sixty days; and which +brings the return of this sailing vessel to Fayal to correspond with +the arrival of the packets from Falmouth, and of the mails from South +America, and from North America, at that place. Four packets would be +sufficient for this station, giving two mails each month. Their cost +would be 38,000_l._, and their yearly expenses at 4,200_l._ each, +16,800_l._--considerably cheaper than steam, but lengthening, as has +been seen, the communication between Great Britain and that quarter of +the world, _fifteen_ days. A spare packet might be necessary, but the +cost of that has been included, and stated under the South American +head. + + +VII. (p. 028) + +_The West Indian Station._ + +This station is one of the most important, and extensive, and +complicated of the whole, and one where steam-vessels can be employed +with the most beneficial effects. The prevailing winds and currents, +however, render it necessary that the vessels employed should be of +high power, in order to enable them to stem those winds and currents. +Into the Gulf of Mexico, through the Windward islands, sets; first, +the equatorial current; secondly, the prodigious current occasioned by +the influx of the waters of the great river Maranon, and of the +several rivers which flow through British, Dutch, and French Guiana; +thirdly, the current occasioned by the influx of the waters of the +great river Oronoque, through the Gulf of Paria, between the island of +Trinidad and the mainland of South America. These united waters, +directed by the trade winds, blowing always from the eastward, +occasion a current of such force, running westward from the Windward +Islands to the shores of Mexico, that it is frequently impossible for +the best sailing vessels to make their way through it. Steam-boats, +therefore, of at least 240-horse power, are indispensably necessary, +in order that they may not only be able to stem these winds and +currents, and carry a sufficient quantity of coals, but also to afford +spacious and well-ventilated accommodation, both for the crews +attached to them, and also the passengers which may travel by them. +Without such, neither the one nor the other could ever enjoy health, +nor could the despatches of Government, and the correspondence of +individuals, be conveyed with that celerity and regularity which these +could otherwise be, and which it is necessary that they should be. + +In carrying a more general plan into effect, no reasonable or +necessary expense ought to be spared by the country. In such a general +plan it will be seen by the subsequent details, that the (p. 029) +steam-boats of the power mentioned, assisted by nine sailing schooners +(at present ten, are employed in less than half the work,) would be +sufficient to convey the mails from Barbadoes to every place of +importance in the western Tropical Archipelago, or connected with it. +This force would give two mails each month to every island and colony +from Demerara to Vera Cruz; taking in Laguayra, Carthagena, Chagres, +Honduras, the principal parts of Cuba and Porto Rico. From Demerara to +Havannah and Chagres, &c. inclusive, every colony and place would be +able to reply to the letters received from Europe, or the Colonies, by +the same packet which brought them; and still that packet remain in +the West Indies a shorter period than the packets now do. + +In this department there are two stations, however, of such vital +importance, that the considerable additional expense which will be +required to place steam-boats on them from the outset, ought not to be +taken into consideration. These are, first, the station between +Jamaica and Chagres; and, secondly, the station between Jamaica, Cuba, +and Vera Cruz. The first goes to connect the Great Pacific Ocean, and +the coasts thereof, with Europe and the eastern coasts of America, and +on which former coasts a steam mail communication has been already +concerted. Through the channel from Panama to Chagres will be +concentrated, as it were, into a funnel the whole movements, +travelling and mail communications and money transactions of the +western coasts of America, from California on the north, to Valparaiso +on the south, the whole of which again must converge to and diverge +from Jamaica.[2] The second station, or that from Cuba to Vera (p. 030) +Cruz, is little inferior in importance to the other, that town and +Tampico being the great outlets of the trade and the commerce, but +more especially the outlets of specie from the kingdom or empire of +Mexico. A steamer on this station becomes indispensable, in order to +secure the safe conveyance of specie, because small sailing vessels +would be liable to be attacked and plundered by pirates. With steamers +all would be safe. + + [Footnote 2: Should the Colombian Government + obstinately and ignorantly oppose the transmission + of mails across the isthmus from Chagres to Panama, + or propose to shackle this point of communication + with unreasonable and inadmissible restrictions, + then in that case there remains a point, it is + believed, more practicable, safer, and more + eligible, where the communication could be + effected, namely, in the State of Guatemala, or + Central America, by the River St. Juan's and Lake + Nicaragua, both of which are navigable for vessels + of any size. The south-west shores of the lake in + question approach to within fourteen or fifteen + miles of the Pacific, and this distance, in one + place, through a valley nearly level throughout, + and at but little elevation above the level of the + sea. From Lake Managua, or Leon, the distance to + the sea is still shorter, being, in one place, + according to good maps, not more than eight to ten + miles. From this lake also, and the capital, Leon, + the distance north-west to Rialejo, a fine port on + the Pacific, is twenty-three miles, and through an + accessible, if not very easy country. The + Government of the Republic of Guatemala, or Central + America, would doubtless be ready to afford every + facility to open such a communication, which would + prove the greatest and most certain means of + improving their country. Moreover, if a ready + communication is once afforded, from any point on + the east coast of America, in the places alluded + to, it would speedily become the object and the + interest of the Chilian, the Peruvian, and the + Mexican Governments to watch and to see that the + communication with the world to the eastward should + not only be rendered secure, but be maintained. + Also, with a communication opened in this quarter, + such as it is believed can be opened, the commerce + and communications between North America and + Europe, and New South Wales, China, and all Eastern + Asia, would most certainly, as it could most + advantageously and expeditiously, be carried on by + it.] + +Two powerful steamers would be sufficient for both stations, in order +to carry two mails each month. That steamer to run between Cuba and +Vera Cruz, would always be in time with the return mails for the +following packet from Europe; while that boat which runs between +Jamaica and Chagres would, by returning immediately by the route +afterwards pointed out, always be in time for the same packet at +Jamaica. To stop at Chagres for the mails from the Pacific would not +be advisable or proper, because the arrival of these mails at Chagres +could not be calculated upon with any certainty. If at Chagres when +the outward mail arrives, good and well, they would be immediately +taken up and carried forward; but if not, then they would be brought +forward by it on the next voyage, and in time for the following +European packet. + +The mails for Honduras will be most conveniently forwarded from +Montego Bay, Jamaica. With the mails for the western parts of that +island they could be landed at Savannah la Mar, and thence carried by +land with the others, about twenty-five miles, to Montego Bay. From +thence a good schooner would proceed with those for Honduras and (p. 031) +Trinidad de Cuba; and having readied Honduras, return to Montego Bay +by Trinidad de Cuba. By this arrangement, Honduras rather gains more +than by the plan first proposed, to go from Batavano; and the letters +from thence will still and always be in excellent time for the +following packet, making every allowance for casualties during the +voyage. The steamer could then proceed direct from Jamaica to +Havannah, which would save one day each voyage, besides avoiding the +difficult navigation about Batavano. The coals saved yearly would be +1100 tons, 1475_l._, which would do more than pay the expenses for an +additional schooner for the Honduras communication; for, by this +arrangement, two schooners, instead of one, will be necessary. Their +route and time would be--Montego Bay to Trinidad de Cuba, 172 miles, +1-1/2 day; Trinidad de Cuba to Honduras, 520 miles, 3-1/2 days; back +to Montego Bay by Trinidad de Cuba, 692 miles, 10 days; stop at +Honduras 3 days; in all 18 days. + +Bermuda being a great naval depot, a ready communication between it +and every part of the West Indies becomes an object of the greatest +importance. Under the general arrangement proposed, this communication +can be best effected from and with Cape Nichola Mole, Hayti; because +the downward steamer from Barbadoes, with the European and other +mails, will have passed St. Thomas before the steamer returning from +Jamaica, &c., comes up; by which means all the letters from Jamaica, +and every other place to the westward, would, were St. Thomas made the +starting point, be obliged to remain at that island till the arrival +of a following packet; whereas, starting from Cape Nichola Mole, the +mails, both from the eastward and the westward, and also those brought +from Europe, would go forward to a day. Moreover, owing to the winds +which prevail in those seas, vessels running between Cape Nichola Mole +and Bermuda would make passages equally quick, if not quicker, than +vessels running between St. Thomas and Bermuda could generally do. The +courses and distances stand thus:-- + (p. 032) + Geo. Miles. Days. + St. Thomas to Bermuda. Nearly due N. 840 9 + Cape Nichola Mole to do. N. 32 deg. E. 890 10 + Nassau to Bermuda N. 57 deg. E. 800 7 + Crooked Island to Bermuda 740 7 + Ditto to Cape Nichola Mole S. 19 deg. W. 146 1 + Ditto to Nassau 270 1-1/2 + Cape Nichola Mole to do. N. 56 deg. W. 380 2-1/2 + +The communication might still, however, be from St. Thomas, the boat +destined for Bermuda stopping at that island, when this was necessary, +one day, until the boat from Jamaica came up; taking particular care +always to be back at St. Thomas, from Bermuda, before the steamers +with the outward mails from Europe came down from Barbadoes, in order +that the letters from Bermuda for Jamaica, and all places to the +westward of St. Thomas, may go forward by the steamer in question. +This department, however, for Bermuda may, it is conceived, be best +amalgamated and interwoven with the Cape Nichola Mole, Nassau, and +Crooked Island (_the Bermuda mail vessels going and returning by +Crooked Island_) department; as the practical working of the whole +scheme may point out to be most advisable. + +In the event of packets arriving from England at Barbadoes within a +day or two of each other, as is sometimes the case under the existing +arrangements, then on the Barbadoes and Demerara stations, let a good +sailing vessel, on the arrival of such packet, take the place of the +steamer for the voyage. Unless, in case of calm weather, this sailing +vessel could do the work thus:--Barbadoes to Demerara, four days; stop +there two days, forwarding the mails for Berbice by land; thence with +the return mails proceed on by Tobago and St. Vincents in five days, +to the packet at Grenada, found, in such a case, either waiting one +day longer at Grenada, or else beating up to St. Vincents, there to +meet the Guiana and the Tobago mails, and which the packet has time to +do. This would occasion little irregularity or delay, because the +cause of the detention, should detention occur, would always be known. +Moreover, the season of the year when the outward packets arrive at +Barbadoes the most irregularly, is during the winter months, from (p. 033) +November to March, and in which period the calms--the greatest +obstructions, in many cases, to sailing vessels amongst the Windward +Islands--are almost unknown. + +The same temporary substitute could be applied, under similar +circumstances, on the stations between Jamaica and Chagres, and +between Cuba and Vera Cruz. Even if these places were once or twice in +the year to miss a return mail to Europe, it would not be of such +great importance, because each place having then two mails every +month, the detained mail would go forward by the next opportunity, +while it would save to Government, or to a contracting company, a very +serious expense, which would otherwise be incurred if they were +obliged to have additional steamers for this _probable_ part of the +service. + +Further, in the event of any accident happening to any steam-boat on +the great line from Barbadoes to Jamaica, &c., a sailing vessel could +always carry the outward mails westward, when breezes hold, with +almost the same rapidity as steamers; and in her course westward, such +a sailing vessel could scarcely fail to meet a return or a spare +steamer at some of the stations, to relieve it from proceeding +further. + +Moreover, it may be observed here, once for all, that by the +conveyance of the mails from Falmouth to Barbadoes by steam, or even +only so far as from Falmouth to Fayal by this power, the irregularity +of the arrival of the mails at Barbadoes, which at present takes +place, would be nearly done away, and consequently no such assistance +as that alluded to would be necessary. Hence, the advantages either +way over the present system are clear and obvious. + +Before entering upon the particular details of the West Indian +department, it is proper to observe here, that the point of +communication for the return mails from the West Indies for Europe, so +long as sailing packets are employed to the West Indies, cannot be +altered or removed from Cape Nichola Mole, because, by the general +plan, the outward mails from Great Britain, by steamers, would reach +Fayal on the 10th and 25th of each month, and the return mails to that +place would reach, from Rio de Janeiro, on the 9th and 24th; from New +York and Halifax on the 7th or 8th, or 22d or 23d; and from Barbadoes, +&c., allowing only sixteen days in the Colonies, on the 10th and (p. 034) +25th (App. No. 1.); if brought by sailing packets on dates to +correspond; so that there is not time to spare, the West Indian mail +being the last to reach the central point, and it would be very +detrimental to have any detention of the general mails at this point. +To make Jamaica the central point for the European mails, would +require several days additional; for once at Jamaica the packet would +take eight or ten days to get up and through the windward passage, +which to a sailing packet, notwithstanding this difficulty, is still +the best. In fact, if the mails from Havannah to Demerara are detained +in the West Indies more than sixteen, or at most seventeen days, +beyond the time that these could, by care and exertion, be easily +despatched from thence, the transmission of letters by private ships +to every quarter will most unquestionably be resorted to; and thus the +Post-office revenue suffer severely. + +The capital and expenditure in the West Indian department under the +combination and regulations just mentioned will be:-- + + Capital. Yearly Charges. + + Six Steamers, at 24,000_l._ L144,000 L37,200 + Nine Sailing Schooners, at 1500_l._ 13,500 7,200 + Coals for Steamers, 30,000 tons, at 25_s._ 37,500 + ------- ------ + L157,500 81,900 + ------- ------ + +It is necessary here to observe, that the calculation taken for the +consumption of coals is founded upon the basis that the coals are of +the very best quality, and also that the machinery is of the best and +most economical description and construction, and for a vessel of +240-horse power. The time that the steamers are considered to be +engaged in actual work is calculated to include the time passed in +getting up the steam in each voyage, and also to cover all temporary +stoppages. The time allowed on every route and station is, on the +average, more than will be required. Steamers of the force mentioned +will, in good weather and light breezes and seas, even when contrary, +run ten geographical miles per hour; and, within the tropics, with +trade-winds and currents in their favour, at a still greater +speed: but the average performance may be fairly taken at 200 (p. 035) +geographical miles each twenty-four hours, although in all the +climates within the variable winds, and in the tropics when going +against the winds and currents, the speed made good will be, and is +taken at, much less. Moreover it is proper to observe, on the point of +outlay for coals, that the work is everywhere, as regards the quantity +to be used, calculated as if wholly done by steam, while it is obvious +that the assistance of sails may be had recourse to with advantage. +For this purpose, those steamers which have to go into the torrid zone +ought to be provided with large square fore-sails. The assistance to +be obtained by the use of sails would save a considerable quantity of +coals; or what is the same thing, using them would expedite the +steamer proportionally more on her voyage, and bring it so much sooner +to a close. Sails may fairly be calculated to impel a vessel at the +rate of 2-1/2 miles per hour on a voyage, and which will save either +directly _one-fourth_ the quantity of coals, or impel the steamer so +much sooner to the end of her journey than the time calculated, where +time is taken as if it were impelled by steam alone, and thereby a +proportional saving of fuel will be effected. The saving effected on +this ratio will, on the General Plan, be 27,000 tons, 33,250_l._; on +the West Indian portion thereof 7500 tons, 9375_l._; and on the West +Indian and the Falmouth and Fayal department, 9600 tons, 11,475_l._; +subject to 10 per cent. deduction, being allowance for wastage. + +As regards the calculations made concerning the progress of steamers +in the voyages to be made, it is satisfactory to find, from +intelligence lately received, that the _Berenice_ steamer, of +230-horse power, made the passage from Falmouth, by the Cape Verdes, +Fernando Po, the Cape of Good Hope, and the Mauritius, to Bombay, in +eighty-eight days; _sixty-three at sea_. The course taken, and +distance run, is about 12,200 geographical miles, or at the average +rate of 194 geographical miles per day. Her average consumption of +coals was fifteen tons per day. The _Atalanta_ of 210-horse power, ran +the same distance in 106 days; sixty-eight of which at sea, under +steam. Consumption of coals, seventeen tons per day. The _Flamer_ +steamer, of 140-horse power, now in the West Indies, two voyages (p. 036) +in succession, last autumn, made the voyage from Barbadoes to Jamaica, +by Jacmel, Hayti, in five days; which is fully nine geographical miles +per hour; and in returning she ran in one voyage from St. Lucia to +Barbadoes in twelve hours, distance 100 geographical miles, with winds +and current unfavourable. Adverting to these facts, it is obvious that +sufficient time is allowed for the progress of the steam-boats, in +every station, under the General Plan now recommended to be adopted, +in order to communicate with the different places in the Western +World. The _Berenice's_ greatest run was 256 miles in twenty-four +hours.[3] + + [Footnote 3: See also Appendix, No. 1.] + + +_West Indian Station._--_Details._ + +This is a complicated and important department, and the working +details thereof must be planned as follows:-- + + +1.--_First Packet for the Month_. + +Immediately on the arrival of this packet at Barbadoes, a steamer of +240-horse power should start for St. Thomas direct (430 miles), with +the mails from England, &c. for that island, Santa Cruz and Tortola, +and for Porto Rico, St. Domingo, the Bahamas, All Cuba, Jamaica, +Carthagena, Chagres, Panama, Honduras, Vera Cruz, and Tampico. This +boat could reach and clear St. Thomas in two days. + +The steamer alluded to having landed the mails for St. Thomas, St. +Cruz, and Tortola, should then proceed to St. John's, Porto Rico, and +there land the British and Colonial mails; to Cape Nichola Mole +(Hayti), and there land the British, the Colonial, and the Bahama +mails; to St. Jago de Cuba, and there land the British and Colonial +mails; to Kingston, Jamaica, and there land the British, the Colonial, +the Chagres and Carthagena mails; to Savannah la Mar, Jamaica, and +there land the British and Colonial mails for all the western parts +of Jamaica,[4] for Trinidad de Cuba and Honduras; and thence to (p. 037) +Havannah, with the mails for that place, and Vera Cruz, &c. + + [Footnote 4: To touch at Savannah la Mar would + scarcely take up one hour, while doing so would be + a very great accommodation to the western part of + Jamaica.] + +At the end of the second day this steamer may start on her return, +with the return mails from the Havannah, and the return mails from the +preceding packet from Vera Cruz and Tampico, forwarded and brought up +as after mentioned, and, proceeding, call at Savannah la Mar for the +same, from the western parts of Jamaica, Trinidad de Cuba, and +Honduras; at Kingston for the general Jamaica mails, and those from +Santa Martha, Carthagena, and Chagres from the same packet, and from +Panama, &c. from the preceding packet; at St. Jago de Cuba for the +return mails, and thence to Cape Nichola Mole, where it will deliver +the whole European mails to the packet arrived there, as will +presently be pointed out; from Cape Nichola Mole the steamer will +proceed to St. Thomas, calling at St. John's, Porto Rico, with and for +Colonial mails, and thence to Barbadoes (calling at all the Islands +going up, and carrying up the British mail for Tortola from St. +Thomas, left by the downward steamer) to wait to receive a following +mail from Great Britain. + +On the arrival of the downward steamer at Cape Nichola Mole, from St. +Thomas, a fast-sailing schooner to be despatched to Nassau with the +Bahama mails, calling, in going and returning, at Crooked Island. This +schooner, it is calculated, could be back at Cape Nichola Mole in time +to meet the packet at her departure for England with the return mails; +if it could not, then the packet could take Crooked Island in her way, +and there pick up the Bahama return mails for Great Britain. + +Two schooners would be sufficient for this station for the Bahama +service, should it be desirable that these islands should have mails +twice each month. + +On the arrival of the steamer at Kingston, Jamaica, with the outward +mails, another steamer to be despatched with the mails for Santa +Martha, Carthagena, Chagres, and Panama, calling at Chagres first, (p. 038) +and with the return mails from Panama, the South Sea, and Chagres, +return to Kingston by Carthagena and Santa Martha. One powerful +steam-boat would be in time for the same packet; thus:--to Chagres, +550 miles, two and a half days; to Carthagena, 290 miles, one and a +half day; stop there one day; to Santa Martha, ninety miles, one day; +to Jamaica, 420 miles, three days; in all, nine days. + +The mails for Honduras and Trinidad de Cuba by the outward packet +having been brought up to Montego Bay, Jamaica, as has been already +stated, a good schooner should proceed thence to Trinidad de Cuba, 172 +miles, one and a half days; thence to Honduras, 520 miles, three and a +half days; stop three or more days; back to Montego Bay, by Trinidad +de Cuba, 692 miles, ten days; in all, eighteen days. Two schooners +will perform this work, giving two mails each month. + +On the arrival of the steamer at Havannah another steamer should be +despatched with the outward mails for Tampico and Vera Cruz, and from +thence return to Havannah with the return British and Colonial mails. +The course of this boat would be,--to Vera Cruz, 800 miles, three and +a half days; to Tampico and back, 360 miles, stopping two days, four +days; Vera Cruz, back to Havannah, five and a half days; in all, +thirteen days. + +The route of the mail conveyance from Barbadoes to Jamaica, &c., by +steamers, would therefore be:-- + + Geo. Miles. Days. + Barbadoes to St. Thomas 430 2 + St. Thomas to Jamaica, by Porto Rico, Cape Nichola, + and St. Jago de Cuba 780 3-1/2 + Jamaica to Havannah, by Cape Antonio 685 3 + Stop at Havannah 2 + Havannah to Jamaica, by Cape Antonio 685 4 + Jamaica, Coals 1 + Kingston to Cape Nichola Mole, by St. Jago 305 2 + Cape Nichola Mole to St. Thomas, by P. Rico 480 3 + St. Thomas, Coals 1 + St. Thomas to Barbadoes, calling at all Islands 500 4 + ---- ------ + Totals 3865 25-1/2 + ---- ------ + +Each steam-boat being thus twenty-two days, each trip, at sea. (p. 039) + +Two powerful boats (240 or 250-horse power each), actively employed, +carrying passengers, parcels, and packages, would do this work twice +each month, with the addition of one spare one stationed at Barbadoes, +or Jamaica; perhaps the former. + + +2.--_Windward Station._ + +One powerful steam-boat (240-horse power) to leave Barbadoes +immediately on the arrival of the outward British packet, for Demerara +and Berbice, with the British and Colonial mails, and from the latter +return to Barbadoes, having first carried the return mails to the +packet at Grenada; thus:--Barbadoes to Berbice, 450 miles, landing +mail at Demerara, three days; (the mail for Berbice might be forwarded +from George Town, Demerara, by land;) stop at Berbice two days; to +Grenada, calling at Demerara, Tobago, and St. Vincent's, for return +mail, 490 miles, four days; back to Barbadoes, 150 miles, two days; in +all, eleven days: taking with her the return mails from the Colonies +at which she had called for Barbadoes, and having delivered the return +European mails, and others, to the packet at Grenada. + +On the arrival of the British packet at Barbadoes, a fast-sailing +schooner to be despatched with the outward mails for Laguayra +(dropping at St. Vincent's and Grenada the outward mails for these +islands, which would be little trouble to it), and from Laguayra to +proceed to St. Thomas, with the return mails for the packet, as at +present, and thence return to Barbadoes direct. The route of this boat +would be,--Barbadoes to Laguayra, calling first at St. Vincent's and +Grenada, 510 miles, four days; stop there three days; and to St. +Thomas, 490 miles, six days; to Barbadoes, eight days; in all, +twenty-one days. Two schooners would do this work, giving two mails +each month. + +On the arrival of the British packet at Barbadoes, a fast-sailing +schooner should be despatched, as at present, with the outward (p. 040) +mails from Great Britain for St. Lucia, Martinique, Dominica, +Guadaloupe, Antigua, Montserrat, Nevis, and St. Kitts. The boat need +proceed no further westward than St. Kitts, because the steamer from +Barbadoes had carried forward the Tortola mails. From St. Kitts it +will return to Barbadoes, calling at all the islands just enumerated, +for the return Colonial mails. The route of this boat would +be,--Barbadoes to St. Kitts, calling at the places mentioned, 370 +miles, four days; and back to Barbadoes, six days; together, ten days. + +On the eighth day after the arrival of the packet at Barbadoes (the +despatch of this boat must always be so as to secure its arrival at +St. Kitts _before_ the packet), a schooner to be despatched with the +return mails and passengers from that island, to pick up for the +homeward-bound packet mails and passengers at St. Lucia, Martinique, +Dominica, Guadaloupe, Antigua, Montserrat, and Nevis, and give to or +leave these for the packet at St. Kitts. From St. Kitts this boat +returns to Barbadoes, calling at all the islands enumerated for the +return Colonial mails. This boat will be the same time out as the one +which carried the outward mails, namely, ten days.[5] + + [Footnote 5: If the packet is a steamer, these + boats will be saved, because the steamer would save + so much time as to enable it to call at all the + islands northwards, to pick up the return mails.] + +Two schooners will do the work on both the courses here pointed out as +necessary, with two spare ones at Barbadoes, in case of the arrival of +sailing packets on the heels of each other from Britain, to forward +the mails for all the places mentioned, and for Laguayra, making in +all eight schooners for this station. There are at present ten, or +more. + +Instead of remaining at Barbadoes nine days, as at present, doing +nothing, the packet herself (whether steamer or sailing vessel) +should, on the day after her arrival at that island, proceed with the +outward mails to Tobago and Trinidad, delivering those for the former +island, and proceeding thence direct to Trinidad, in two days, 230 +miles. At Trinidad remain six days, thence with the return mails from +it proceed to Grenada, where she will meet the return mails for +Europe, brought there by the steamer from British Guiana, Tobago, and +St Vincent's. With these collected, proceed on the tenth day from (p. 041) +Grenada to St. Kitts, 330 miles, two and a half days. At that island +pick up the European mails from the islands formerly enumerated, and +thence with the whole proceed to St. Thomas, by Tortola, 140 miles, +one and a half day more; in all, fourteen days from her arrival at +Barbadoes to St. Thomas. + +At St. Thomas, having all the mails from the Windward and Leeward +Islands on board, and having there got the European mail from +Laguayra, &c., the packet will proceed, on the fourteenth day, to the +westward, calling at St John's, Porto Rico, for the return mail, and +thence go on to Cape Nichola Mole, Hayti, 480 miles, three days. At +this latter place receive all the European mails from the Bahamas, +from Jamaica, Cuba, &c. &c., and thence, with the whole, on the +seventeenth day, proceed direct, according as may be determined, to +Fayal or to Falmouth, calling at Crooked Island to pick up the return +mails from the Bahamas, if it shall be found that those cannot be got +up in time by the sailing schooners to Cape Nichola Mole.[6] + + [Footnote 6: Whenever steamers are appointed to + carry the mails from Falmouth to Barbadoes, the + arrival of the packet at that island will be so + regular, that Jamaica _might_ be made (should this + be considered advantageous) the headquarters, as it + were, for the steamers in that quarter of the + world. Four would then be sufficient for the work + between Barbadoes and Vera Cruz; two to run between + Jamaica and Vera Cruz, by the Havannah, and two + between Jamaica and Barbadoes, by St. Thomas. The + latter two would be each fifteen days at sea + monthly, and the former two seventeen days, + exclusive of partial stoppages; so that there would + be abundance of time for rest and repairs. Further, + under such circumstances, the packet with the + European return mails would have time to run + through the islands and pick up all the mails; + meeting, on the second day after her departure from + Trinidad, and on the ninth after reaching + Barbadoes, at St. Lucia, the steamer from Guiana, + with the Guiana, Tobago, and Barbadoes return + mails; and proceeding onward through all the + islands, to the northward and westward, St. Thomas + and Porto Rico included, pass from that island + through the Mona Passage, and call at Jacmel for a + mail, reaching Jamaica in fourteen days. From + thence starting without delay, and going by St. + Jago de Cuba and Cape Nichola, leave the latter + place on the seventeenth day for Fayal, exactly in + the same time that it is calculated it could do + under the other arrangement. But such an + arrangement would render it difficult, perhaps + impracticable, to get up the Laguayra mail to St. + Thomas in time, it having only ten days for that + purpose; and at the same time an additional expense + for coals, at least for three days each packet or + voyage (1800 tons, 2250_l._ yearly) would be + required, being the time taken between Jamaica and + Cape Nichola Mole.] + +THE SECOND PACKET of the month, and all the steamers and schooners, to +proceed exactly in a similar manner. + +According to the proposed arrangement, these steam-boats would be +actively employed thus:-- + + 1008 days, yearly--Jamaica station + 192 " " Demerara ditto. + ---- + In all 1200 days, yearly. Coals, 30,000 tons. + + +_Advantages._ (p. 042) + +I. There would, by these arrangements, be two mails each month to +Great Britain from all places in the western Tropical Archipelago, or +connected with it, which at present there are not. + +II. Jamaica, with the requisite alterations in her internal mail +communications, would have in all her western division seven and eight +days, and in all her eastern division eight and nine days, to return +answers by the packet with which she receives her European, &c. +correspondence, of which she at present is deprived; Kingston and +Spanish Town alone being able, under the present regulations, to do +so. + +III. Porto Rico, All Cuba, the more important parts of Hayti, and all +the western coasts of South America, would, by these arrangements, be +brought immediately and completely within the range of the British +Post-office, most of which places at present are not. + +IV. By this arrangement all British Guiana would be enabled to reply +to all its European and Colonial correspondence by the same packet, +but which at present they have it not in their power to do. + +V. The inhabitants of Trinidad would get sufficient time to receive +and to reply to their letters by the same packet. From the Naparima +and other distant quarters they cannot at present do so. + +VI. The whole of the British Windward and Leeward Island Colonies (p. 043) +would have regularly, and nearly every week, post communications with +each other and with Barbadoes, instead of being, as at present, weeks +together without such communications. + +VII. This arrangement would be more agreeable, convenient, and +advantageous to passengers from Demerara, &c. for the packet for +England, and also amongst the Colonies, and consequently more +advantageous to all interested in the packets. + +VIII. The same may be said with regard to passengers in every part of +the Western Archipelago. The frequency and regularity of the +conveyances would greatly add to the number of travellers, and also +greatly increase the number of letters sent and received, and +consequently augment the Post-office revenue to an amount greatly +beyond what it now is. + +IX. By this arrangement the packet itself would always be out of any +danger, which, it is well known, she incurs by laying at Barbadoes, an +unsheltered place at all times, but peculiarly dangerous in the +hurricane months. In the route pointed out she would be nearly free +from the sphere of all such dangers and tempests. + +X. By this arrangement the communications, both to the Government and +to individuals, would be more safe, and regular, and frequent than +they now are with every quarter of the Western World; an object of +great importance to all, but more especially to the British +Government. + +XI. By this arrangement six Mexican packets, which cost Government, +say 4200_l._ each (25,200_l._ per annum), would be wholly saved. + +XII. Departing from Cape Nichola Mole, instead of St. Thomas, for +Falmouth, does not increase the distance in the voyage to England +above 310 miles,--about two days' sail; moreover, it may be remarked, +the packet at present scarcely ever leaves St. Thomas for England +earlier than on the nineteenth day, and sometimes even longer. +Thus,--Steam-boat to Jamaica, eight days, four days there, and seven +to St. Thomas even in favourable voyages. + +XIII. Great Britain, by thus possessing all the channels of +communication in the Western Archipelago, would thereby secure the +principal political influence therein; but which will otherwise, and +in a very short period hence, go into the hands of the United States, +now earnestly looking about and proceeding to acquire and to (p. 044) +extend the same in that quarter of the world. + +XIV. The expenses as regards this plan, would, for the West Indies, +not be greater than for the present establishment in that quarter, the +Mexican packets included; while the communications with several places +would be doubled. + +XV. The whole correspondence of the United States, with every quarter +of America, to the south of these States, would be brought by the +General Plan within the range of the Post Office of Great Britain. +There would, moreover, be two mails each month between Great Britain +and the eastern coast of South America. + +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 33,250_l._; and, allowing 10 per cent. wastage on the _whole +quantity_, the real reduction in the expenditure will be 20,000_l._ + + [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 28,000_l._ to 29,000_l._ In the + latter case, 750_l._ 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 11,475_l._; less, however, 10 percent, or 4,590_l._ for wastage; +giving the real reduction to be 6,885_l._ + + + + +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 55,000,000_l._ 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 75,000,000_l._ 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 167,793_l._, +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 8000_l._ +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, 20,000_l._; secondly, the sum + of 11,350_l._ 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 6885_l._ saved in coals by using sails, + and the sum of 7600_l._ allowed in new plan + but not taken into account in the present, + for the expense of coal depots, and places + for repairs, 7600_l._ 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 4_s._ 2_d._ 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 + 600_l._ 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 50,000_l._ 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 + 600_l._ 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, 100,000_l._--inwards as +much, 200,000_l._--there may be added, Additions 100,000_l._; (p. 054) +Increase 70,000_l._; total 370,000_l._; viz., outwards 185,000_l._, +and inwards as much; giving at the average postage of 2_s._ 5_d._ 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 4_s._ or 5_s._ incurred, while 1_s._ +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 223,000_l._; 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, 76,000_l._; yearly charges, 33,600_l._ + + _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, 57,000_l._; yearly charges, +25,200_l._ 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, 76,000_l._; yearly charges, 35,600_l._ + + _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 76,000_l._; yearly charges, 33,600_l._; 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, 76,000_l._; yearly charges, 33,600_l._ + + _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, 66,500_l._; yearly charges, 29,200_l._; 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, 199,500_l._, and yearly charges about +130,000_l._; 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 72,000_l._ The +annual expenditure for these three boats, on this station, would +be--Wages, provisions, tear and wear, &c. 6,200_l._ each, or +18,600_l._; and for coals, 20,400 tons, 25,600_l._; together, +44,200_l._ 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 25_s._, 25,600_l._ + +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, 6250_l._, and 6200_l._ +more for wages, provisions, insurance, tear and wear; together +12,450_l._ 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 5000_l._ 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 40_s._ 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 40_s._ 50,400_l._ + + +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 4000_l._ each, and their expenditure, say, 2000_l._ +each, or 4000_l._ 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, 28,800_l._ Cost of +boats, 48,000_l._; yearly expenses, 6820_l._ each, 13,640_l._; +together with coals, 42,440_l._ + + +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--43,200_l._ At Trincomalee, a +spare boat would require to be stationed, in case of accidents, which +would make four for the station; prime cost, 96,000_l._, and one +sailing-vessel, 2,000_l._ The yearly charges for provisions, wages, +&c. &c. will be 6820_l._ each, and 1000_l._ for the sailing-vessel is +28,280_l._, which, together with the expense of coals, amount to +71,480_l._ + + +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 96,000_l._ 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 40_s._, 50,400_l._ The yearly expenditure of +each boat besides would be 6820_l._; for four, 27,280_l._, together +with coals, 77,680_l._ + +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 2000_l._ per annum at each, or 10,000_l._ 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 20_s._ 14,400_l._ + + +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 +25_s._, 30,000_l._ + + +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 40_s._ 28,600_l._; other charges, +13,640_l._ yearly; cost boats, 48,000_l._ + + +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 40_s._, +32,400_l._ Three boats yearly, other expenses, 20,640_l._ 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 40_s._, 9,600_l._ Other charges, +6,820_l._--together 16,400_l._ + + +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 40_s._, 14,400_l._ Other +charges, 6820_l._--together 21,220_l._ 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 44,587_l._, less 10 per cent. allowed for wastage +on the whole, is 12,770 tons, 17,795_l._, which leaves the net saving +of 26,792_l._ Next, the value of coals supplied to the eastward of the +Cape of Good Hope is calculated at 40_s._ per ton, as received from +Europe. But coals may be supplied in all places to the eastward of the +Cape of Good Hope at 30_s._ per ton, thus:--They can be purchased +excellent, and in abundance, at 9_s._ 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 30_s._ per ton, a profit of 21_s._, instead +of making nothing, as at present. A further deduction, therefore, of +10_s._ 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 44,650_l._, +and which, together with the above balance of 26,792_l._, makes the +sum of 71,442_l._ 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, 112,000_l._, and in yearly +expenditure, 39,128_l._ 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, 30_l._ L72,000 + Malta to Constantinople, 48 ditto, at 15 each, 10_l._ 7,200 + Suez to Bombay, 48 ditto, at 20 each, 55_l._ 53,600 + Ditto to Calcutta and Madras, &c. 48 do. at 25 each, 65_l._ 78,000 + Ditto to Mauritius, 48 ditto, at 10 each, 55_l._ 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 80_l._ L76,800 + Ditto to Calcutta and Madras, &c. 48 ditto, at 25 each + = 1200, at 90_l._ 108,800 + Mauritius to Calcutta & Madras, &c. 48 ditto, at 10 + each = 480, at 60_l._ 28,800 + East Indies to Batavia, China, &c. 48 voyages, at 15 + each = 720, at 40_l._ 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 12_l._ 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 15_l._ 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!! + + 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 300,000_l._ 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 675,000_l._--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 +17,500,000_l._ 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 4_s._2_d._ + ----------- + + _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 1,000,000_l._ 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 10_s._ L205,000 + -------- + Capital 1,000,000_l._ 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, 9500_l._--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 558_l._ 16_s._ 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 4000_l._, 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 400_l._ to 500_l._ + + +III.--_Small Sailing Vessels._ (p. 115) + + Cost, say averages 2,000_l._--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 9,406_l._ 7_s._ 5-1/4_d._, +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 16,665_l._ + +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 9_d._ each letter, the additional packet postage beyond the +ship-letter rate, would be 10,875_l._ gained to the British Post +Office. + +In the Accounts above referred to, p. 54, there is entered 75,484_l._ +10_s._ 8-1/4_d._, 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, 83,610_l._ 10_s._ 5_d._ +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 30,000_l._ yearly outwards, and an equal sum from the same +places inwards; together, 60,000_l._ + +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 80,000,000_l._ 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 30,000,000_l._ +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 110,000_l._ 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 55,000_l._ + +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 10,000_l._, or more probably 12,000_l._ per annum. + +The postages derived at present from the packet intercourse with the +whole Western World is taken at 200,000_l._ 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 66,666_l._; together, 266,666_l._ +yearly. To this there is to be added the additions, as are previously +noted; together 92,540_l._; making the sum total at least 359,206_l._ +per annum. The estimated expenditure for conveying the whole of the +mails by steam, which are calculated to produce this yearly revenue, +is 252,850_l._, or a gain of 106,356_l._ 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 (6000_l._ 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 18_l._ for repairs +to the machinery. A steam-boat of 240-horse power would at that time +(1836) cost 24,000_l._ to 25,000_l._, burden 620 tons. A contractor, +to keep them in repair, would require 1,000_l._ 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 4_s._ 2_d._ per dollar, is sterling L63,250 + + Falmouth to Barbadoes, 43 voyages, 20 each, + at 40_l._ L38,000 + Falmouth to Rio de Janeiro, 48 voyages, 10 + each, at 55_l._ 26,200 + Falmouth to Halifax, 48 voyages, 20 each, + 960 yearly, average 35_l._ 33,600 + Halifax to West Indies, by New York, 48 voyages, + 20 each, is 960, at 26_l._ 24,960 + Falmouth to Madeira and Teneriffe, 200 yearly, + at 20_l._ 4,000 + Rio do Janeiro to Buenos Ayres, 240 yearly, + at 15_l._ 3,600 + Pernambuco to Maranham, 120 yearly, at 12_l._ 1,440 + West India Islands to Bermuda, Nassau, &c. &c. + 280 yearly, at 12_l._ 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 10_s._ sterling per day. +The charge made in steamers in the West Indies for cabin passage +money, by orders of the Admiralty, is 17_l._ sterling, Barbadoes to +Jamaica; 10_l._ sterling, Jamaica to St. Thomas; and 10_l._ 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 10_l._ 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 10_l._ 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, 15,000_l._ + + + + +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 3411_l._, 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 47,000_l._ 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 14,216_l._ 19_s._ 11_d._ 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 4000_l._ to the capital, and 2000_l._ 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 350,000_l._, 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 106,000_l._ and in direct yearly charges 45,000_l._; +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. + + + + + +End of the Project Gutenberg EBook of A General Plan for a Mail +Communication by Steam, Between Great Britain and the Eastern and Western Parts of the World, by James MacQueen + +*** END OF THIS PROJECT GUTENBERG EBOOK MAIL COMMUNICATION BY STEAM *** + +***** This file should be named 20702.txt or 20702.zip ***** +This and all associated files of various formats will be found in: + http://www.gutenberg.org/2/0/7/0/20702/ + +Produced by Adrian Mastronardi, The Philatelic Digital +Library Project at http://www.tpdlp.net, Christine P. +Travers and the Online Distributed Proofreading Team at +http://www.pgdp.net (This book was produced from scanned +images of public domain material from the Google Print +project.) + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means that no +one owns a United States copyright in these works, so the Foundation +(and you!) can copy and distribute it in the United States without +permission and without paying copyright royalties. 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