A General Plan for a Mail Communication by Steam, Between Great Britain and the Eastern and Western Parts of the World
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James MacQueen >> A General Plan for a Mail Communication by Steam, Between Great Britain and the Eastern and Western Parts of the World
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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.
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