Chapter II (2)

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.