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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_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.
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