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 sightappear, both as regards time and expense, still few things are morepracticable. The labour and expense of crossing the Isthmus ofAmerica, either by Panama or by Lake Nicaragua, by a land conveyance, is trifling. With eight steam-boats, ONLY FOUR ADDITIONAL to thenumber already in the West Indies, added to the present sailing-packetestablishment, the whole Plan for the Western World, extending itwestward to China and New South Wales, can, in the mean time, as thefollowing pages will show you, be put into execution to the fullestextent, with a very great saving in time, and with very greatregularity. A water communication moreover will, I feel convinced, andat no distant day, be carried through the American Isthmus--say byLake Nicaragua--when the sailing packets for the Pacific may rundirect between Jamaica and Sydney, New South Wales, and Canton-China. 

In the estimate for the cost of steam-boats to be employed in theservice proposed, I have been chiefly guided by, and adhere to, thestatement made by that able and practical engineer Mr. Napier, ofGlasgow, in his evidence to the Post-office Commissioners in 1836, that steam-boats of 240-horse power, and 620 tons burthen, could befurnished at from 24, 000_l. _ to 25, 000_l. _ At this rate the totalyearly cost of mail communications by the aid of steam, to everyquarter which has been adverted to in the subsequent pages, will (p.  vii)be as stated in the following brief summary. Reference No. 1, showsthe expenditure, keeping the Red Sea route confined to India only, andextending the communication to China and Sydney by the Pacific, fromPanama or Rialejo. No. 2, the expense, confining the communication bythe Cape of Good Hope to India only, and extending the communicationto Canton, &c. Across the Pacific as before. No. 3, shows theexpenditure for the Western World, the work performed by steam in theWest Indies, and steam from Falmouth to Fayal, with sailing-packetsfor the remainder of the work; and the whole expense, by extendingsailing-packets to China and Sydney westward across the Pacific, butlimiting the communication by the Red Sea to India only. Lastly, No. 4, shows the expenditure of the communications made in a way similarto No. 3, limiting the conveyance by the Cape of Good Hope to Indiaonly: (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 thatthe immediate and particular attention of yourself and the othermembers of Her Majesty's Government is particularly requested. Theother 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 natureand extent of the machinery required will admit, it would producegreat and lasting advantages to the British empire, and confer greathonour upon the British Government and the splendid Post-officeestablishment of this country. 

Permit me to observe, that the speedy conveyance of mails outwards, toany place, is but a _minor_ point gained, unless the returns are maderegular and equally rapid, and so combined, that while every placepossible can be embraced in the line, no place shall obtain any undueadvantage over another. These points can never be lost sight of inplanning or arranging any mail communication, but more especially acommunication like that at present proposed. 

No narrow or parsimonious views on the part of this great countryought to throw aside the plan particularly alluded to, or leave it tobe 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 largeand important portion of the commercial correspondence of thiscountry. The Public, moreover, can only repose implicit confidence ina mail conveyance under the direction and the responsibility ofGovernment. Further, it is scarcely necessary to point out, or to (p.  ix)advert to, the immense advantages which the Government of GreatBritain would possess, in the event of hostilities, by having thecommand and the direction of such a mighty and extensive steam powerand communication, which would enable them to forward, to any pointwithin its vast range, despatches, troops, and warlike stores. FromFalmouth, letters might be at Sydney, New South Wales, inseventy-five, and at Canton-China in seventy-eight days, by employingsailing packets only, to cross the Pacific from the Isthmus ofAmerica. Letters from Falmouth, by way of Barbadoes, Jamaica, andChagre, could be at Lima in thirty-five days. 

To give greater security to the mails, and comfort and accommodationto passengers, &c. A class of sailing-vessels rather larger than thegenerality of those at present employed in the West Indies, ought tobe engaged; and for this purpose, a larger sum annually must beallowed to defray the expense. Some of those at present employed, suchas the Charib, may do, but sloops are too small for the service. 

It is only within these few months that a mail communication, and thatvery uncertain and irregular, has been commenced with the BritishEmpire in Hindostan, containing 100, 000, 000 of people. With therapidly rising colonies in British America, containing 1, 700, 000enterprising inhabitants, there is still but one ill-regulated mailconveyance, 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 theirneighbours in the United States in all commercial intelligence, andthe interests of the former must consequently suffer greatly. 

The steam-boats to be employed in the service contemplated, althoughof the high power mentioned, need not be of the same tonnage asvessels of an equal power which are built for the sole purpose ofcarrying goods. Consequently, a considerable expense in building theformer will be saved. Mails never can be carried either withregularity or certainty in vessels, the chief object and dependence ofwhich is to carry merchandize. The time which such vessels wouldrequire to procure, take in, and discharge cargoes, would renderpunctuality and regularity, two things indispensably necessary in allmail communications, quite impracticable. Any attempt to resort tosuch a system, more especially in a quarter where steamers would haveso many places to call at as these will have in the West Indies, wouldthrow every thing into inextricable confusion. Steam-boats carryingmails and passengers should be the mail-coaches of the ocean, limitedas mail-coaches on land are to cargoes, and as near as possible to thetonnage pointed out in the following pages. The steamers to beemployed in the service contemplated should also be built broad in thebeam, 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 hisgeographical knowledge and geographical accuracy, has enabled me, without the labour of constructing it, to present to you and to thepublic the Chart of the World, between 70° N. Lat. And 60° S. Lat. , onMercator's projection, which accompanies the present sheets. On it Ihave laid down all the routes of both steamers and sailing-packets, toevery quarter of the world that has been adverted to; and furtheradded a Chart of the West Indies, and of the Isthmus of America, drawnby myself, and corrected by the latest authorities. 

The timid and the interested will throw every doubt upon the successof such an undertaking. What is going on in the world is the bestanswer to doubts and fears on this subject. What takes place in otherquarters will take place in the quarters alluded to, namely, successwhere failure was anticipated. 

In a vast undertaking like the plan proposed, the interests of theGovernment and the general interests of the public must be speciallykept in view and particularly attended to. By attending closely tothese interests, the Government will find that it best and mosteffectually consults the interests of individuals, places andcommunities. 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, orself-interest; and a little experience will satisfy the public, andconvince even such opposition, that the fact is so; and, moreover, that in the arrangements proposed, no interest in any quarter has beenneglected. 

 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 ofthe utmost possible importance to individuals, and to a country. Therapidity and regularity with which such communications can be made, gives to every nation an influence, a command, and advantages such asscarcely any thing else can give, and frequently extends even beyondthe sphere of that influence and that command which the directapplication of mere physical power can obtain to any government orpeople. 

Much as Great Britain has already done, in this respect, to connectand to communicate with her very extensive, valuable, and importantforeign dependencies, still much more remains to be done, to give herthose advantages, and that influence, and that command which she mighthave, which she ought to have, which all her great interests requireshe should have; and which the power of steam, together with the lategreat 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 theimprovements alluded to prove so advantageous to the commercial (p.  002)and the political interests of Great Britain as in the East Indies, inthe West Indies, and in those places connected with these quarters;and also in all those countries and places which afford the safest andthe speediest means of connecting the chain closely which tends toenable her to communicate more frequently, more rapidly, and moreregularly with these places; and, at the same time, all thesequarters, and her own possessions, with the parent State. 

The object being a national one, it ought to be carried into effect bythe nation, without reference to the mere question of pounds shillingsand pence; that is, whether it is to become a directly remuneratingconcern or not. While the important subject ought to be taken up inthis manner by the Government of Great Britain, it may be observedthat the plan requisite, carried into effect in the most extensivemanner, will certainly remunerate fully the Government or theindividuals who may undertake the work, either on the general or onthe more limited scale; but the higher, the more the scale isextended. 

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, orwithin the sphere of communication, that a greater number, or rather asufficient number, of letters and passengers can be obtained; andunless the communications are sufficiently frequent and regular, bothletters and travellers will continue to find private traders and shipsin general the quickest mode of proceeding on and getting to the endof their journey, or the place of their destination. 

The position of the United States, in the western world, and the veryextensive trade which these States carry on with every part of thatquarter of the world, and indeed with every quarter of the world, gives the merchants of these States, constituted as the packetarrangements and communications of Great Britain with foreign partsnow are, an opportunity of receiving earlier intelligence regardingthe state of many important foreign markets than British merchants ingeneral enjoy, except such as are immediately connected withestablishments in the United States, and by which means both obtaindecided advantages over the rest of the commercial community. (p.  003)This ought not to be the case in a great commercial country like GreatBritain. It is a fact quite notorious, that from almost every quarterof the western world the earliest intelligence is almost uniformlyreceived through the United States. The whole correspondence of theimportant 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 earlierthan by Government Packets. Indeed, it is not uncommon among merchantsto return, unopened, to the Post-office many letters in originals, they having previously received the duplicates by private merchantships. Besides, it is well known that vast numbers of letters fromGreat Britain to Foreign States are sent through the United States, because these go earlier to their place of destination. In thesevarious ways a great Post-office revenue is cut off, while themercantile world are put to a great inconvenience and uncertainty. Itis not befitting that the first commercial country in the world shouldremain dependent upon the private ships of another commercial andrival state for the transmission of commercial correspondence. If sucha deficient system is persevered in, the result will most infalliblybe, that that country which obtains, and which can obtain, theearliest commercial information, will, in time, become the greatestand most prosperous commercial country. 

It is, in fact, quite impossible that the commercial interests of anycountry can ever compete with the commercial interests of anothercountry, unless the one have equally rapid, frequent, and regularopportunities and means of correspondence and conveyance with theother. If the merchants of other countries have quicker and morefrequent communications with any particular quarter of the world, thanthe merchants of the United Kingdom have, it is obvious that theformer will obtain a decided advantage over the latter, in regulatingand directing all commercial transactions. 

The foreign trade of Great Britain, besides forming an immense movingpower 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 anddirect source of Post-office revenue: but the direct postage derivedfrom the correspondence required in the foreign trade, great as it is, is small when compared to the addition which the correspondence in theforeign trade directly and immediately gives to the internal postagesof the kingdom. If it is examined narrowly, it will, it is notdoubted, be found that almost every letter of the moiety of thosewhich come from the British transmarine possessions, and from otherforeign parts, whether by packets or by merchant ships, (of thelatter, it may be said, a number equal to the whole which pay postagedo, because the very great number of letters directed to consigneescome free, ) produces, perhaps, _ten letters_, on which the largestsingle internal postages are charged and paid. This arises from orderssent to different places to tradesmen, mechanical and manufacturingestablishments for goods; orders for insurance; invoices sent;payments, in consequence, by bills or orders, and in bills transmittedfor acceptances, &c. &c. 

In all mail communications, such as those which are about to beconsidered, the point to be kept steadily in view, and one which isabsolutely indispensable, is to connect and to bring the return mailsand the outward together, in such a manner as that every intermediateplace shall have the full benefit of both, without trenching upon thegeneral interests, or occasioning any unnecessary detention or delay. This great and essential point is more particularly necessary to beattended 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 otherquarter necessary. Without this is effected, nothing beneficial is, infact, effected; and to secure the object, a commanding power isobviously and indispensably necessary. For various reasons, which itis considered unnecessary here to state, steamers of 250-horse powereach, will be found to be the best and most economical class ofvessels 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-selectedstations, a sufficient quantity of coals to supply each boat: withoutsuch are at command, no movement can take place; and unless the supplyis ample, and always at hand, no regular communication can ever becarried on. Wood, indeed, may be procured in some stations in the WestIndies, but not in all; while even where it can be obtained, it willbe found to be dearer than coal. The quantity also necessary for avessel of large power, and for a voyage of any considerable length, would far exceed the room that could be afforded, in a vessel ofproperly regulated tonnage. A supply of coals, moreover, could be hadat all the places to be brought into notice by care, and foresight, atmoderate rates, and at the rates taken in the subsequent calculations. Merchant vessels, bound to all quarters, so soon as they perceivedthat they were sure of a market, would take a proportion of coals asballast; and others would be glad to take a portion even beyond that, to aid them in completing their cargoes, instead of remaining, asvessels both at Liverpool, Glasgow, &c. Frequently do, some time, tillthey can obtain a sufficient quantity of goods to enable them to doso: while such vessels could at all times furnish in this way asufficient supply of coals, at moderate rates, and still afford tothem a fair profit; such assistance in loading, by enabling vessels tosail at short and regularly stated periods, would become of the mostessential service to the commercial interests of this country. 

The time hitherto occupied by steamers in taking in coals, in almostevery place, has constituted of itself a considerable drawback onsteam navigation: it may, to a great extent, be avoided. Letcarriages, such as are used on the railroads for carrying coals atNewcastle, &c. Be constructed with iron handles. These may be made tohold one and a half, or two tons of coals (either of these weights, itis supposed, might be hoisted into a vessel without difficulty), andbe all filled and placed on a raft or punt ready at each depôt, thirtyto sixty in number, according to its importance, awaiting the arrivalof the packet steamer. The moment she comes into port, the punt willbe alongside, and the whole will be hoisted in in a few hours, theplace for receiving them being always, and during the voyage, (p.  006)prepared for them. In this way 120 tons of coals may be taken inwithin a very short space of time; the buckets first emptied, refilled, and emptied again, to a considerable extent, in a period ofno great additional time. At smaller depôts and ports, the steamermight hoist in thirty or forty tons of coals during her shorter timeof stoppage; and thus steamers, without any material delay, wouldalways have a sufficient and certain supply of fuel. The coals at allthe depôts should be well covered and protected from the sun. 

Further, on this head, most of the small coal (the best) which goes towaste at the depôts, may be saved by the following simpleprocess:--Let it be mixed with a little clay, considerably diluted, then made into small balls, and afterwards dried in the sun (a rapidprocess within the tropics), and then taken on board with the otherswhen wanted. It burns with great force. It is so used on estates inthe West Indies for Stills. The saving is great, and the labour ofmaking it up exceedingly light. A child may almost perform it. 

It is necessary to observe, that steam-boats for the torrid zone mustbe fitted up and out in a manner considerably different, moreespecially in their hatches, from the best and most splendid boats inthis country. For the convenience and health of both the passengersand crews, those for the torrid zone must, in every part, be moreroomy and airy, yet so constructed as to be closed in the speediestand securest manner in the event of a hurricane; consequently theywill 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 inthe time allowed, three or four hours to land and take in mails andpassengers at every place where the steamers may have to touch; and atthe more important stations, at least six hours beyond the longerperiods allowed for stoppages for coals and mails, &c. It will benecessary to give six or eight hours at Barbadoes before the departureof the steamer, that Government despatches may be forwarded. In fact, the steamer should always, and only leave that island at sun-rise onthe day following that whereon the packet arrived from England, (p.  007)because by doing so, it would reach St. Thomas at daybreak on thesecond morning (the navigation at that island is rather dangerousduring the night), clear it, and reach St. John's, Porto Rico, withdaylight, and in consequence Cape Nichola in daylight also, on thesecond day thereafter. 

The old _Galatea_ frigate might be carried up from Jamaica and mooredat Cape Nichola Mole, on board of which those mails and specie may bedeposited, that require to be disembarked from such steamers, &c. , ascannot be detained till the packet arrives to receive them. This, however, will seldom be the case, nor to any great extent; as thehomeward-bound packet, whether steamer or sailing-vessel, will almostalways 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 acertain extent. 

Let the fact be urged in the strongest manner, that a communicationonce a month, to any given place, will never pay, nor answer any greator good purpose. Mails, or rather letters and passengers, will notwait for such a length of time, especially when these could, as forexample from the Havannah, almost be in England, by way of New York, in the interval that would elapse between the departure of one packetand another, when there was only one packet in the month; but give twoeach month, and neither could ever be so. 

The arrangements, and the extent of the internal Post-officeestablishments of Great Britain, are upon the most splendid andefficient footing. There is nothing of a similar kind in any othercountry, either in management, or combination, or regularity, that canequal or even be compared to them. It is, however, much otherwise withall her transmarine mail communications. They are all particularlydeficient in combination, limited in their operations, and inefficientas regards the machinery employed to carry the mails. This, in a moreparticular manner, is the case with the West Indies: the small sailingvessels 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 otherthree, the _Carron_, the _Echo_, and the _Albyn_, is still too smallto perform her work in proper and reasonable time, or to stem thecurrents and trade winds, to say nothing of tempests, which, asregards the two former, constantly prevail in the seas in that quarterof the world. 

It may also be remarked, that to extend or to add to the number ofpost communications, does not add proportionally to the machinerynecessary for the conveyance of these: in other words, if thecommunications are doubled in number, the machinery used forconveyance is not necessarily doubled, nor the expense consequentlydoubled. Take, for example, the station between Barbadoes and Jamaica:with two mails each month, this could not be effected with fewer thanthree steam-boats; but the same number of steamers will, withoutinconvenience, extend the communication to Havannah, and take in, atthe same time, several important places extra. A judicious and propercombination and regularity in all movements can, with the samemachinery, and with but little additional expense, perform, in someinstances double, and in many instances nearly double work. 

The objects for making Fayal, in the Western Islands, a central pointof communication, are as follow:--First, it is directly in the coursefor the West Indies; so nearly so for Rio de Janeiro in the outwardvoyage (in the homeward it is the best course), that if not actuallythe best course, as it is believed it really is, the deviation, aswill afterwards more clearly appear, is not worth taking into account. It is also the proper course for New York, and even not much out ofthe way from the direct line to Halifax; while, considering the windsand currents, the Gulf stream, for example, which prevail in theAtlantic, steamers or sailing packets will make the voyage fromFalmouth to Halifax by this route as speedily, on an average, as ifthey were to take the direct course. It is well known, that vesselsbound to the northern ports of the United States, go much to the southwardof 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, forthat distance (not fewer than two would do for each line); which, withcoals, yearly, would cost 41, 600_l. _ This, alone, ought to determinethe point. 

These steam-packets should be allowed to carry parcels, packages, andlight and fine goods, which could afford to pay a considerablefreight. This ought to be limited, however, not to exceed forty tonsin each vessel on each of the great lines (except Falmouth to Fayal, which may be 120); and the small sailing vessels in proportion. Thesethings, without retarding the speed materially, would produce aconsiderable return, but from which must come port charges, &c. If thesteamers are allowed to become mere vessels of freight, or forcarriage of goods, no regularity in their voyages could be expected. To avoid delay, these articles could be landed and taken to theCustom-house in every island and place, and delivered thence, underthe Revenue laws, to each owner. 

The greater extent to which combination can be carried on in the mailcircle, and the wider that that circle can be extended, so muchcheaper the labour of conveyance becomes, and the greater the returnstherefrom. Further, not merely the greatest possible speed, but thegreatest possible regularity, is the desiderata in the conveyance ofmails in any country: the latter, in particular, is more essentiallynecessary than the former, and is, in fact, the life-spring of allcommercial communication. 

The work to be performed, in every quarter, must not only be welldone, but done within a limited time, in order to render it beneficialand effective. Powerful boats, that can overcome the distance and thenatural obstacles that present themselves, can alone do this. Small-power boats can never accomplish the work. Numbers will notovercome the difficulties, nor come, as regards time, within thelimits required. 

Each packet steamer on each of the great lines, could and should returnunto Falmouth alternately, and the boats from Falmouth be preparedto take the longer voyage in their stead. The time each will haveto 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 steamersemployed in the West Indian mail service, as seen last year--when thewhole extent of their voyages was travelled over in more than one ofthem:--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 tonsof coals on her deck; with a cabin about thirteen feet by ten, and anafter-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 orfifteen passengers, and a crew of thirty-seven people, still moremiserably provided with room and quarters, to stem the currents, thetrade winds--(not to speak of storms, )--which blow, and the heavy seaswhich roll, between that island and St. Thomas, especially in thechannel between the former and St. Domingo, and indeed in all the WestIndies: having the boiler immediately adjoining the cabin and sleepingberths, and without any place to stow the luggage belonging to thepassengers, --and with the numerous mail bags crammed into the smallsleeping berths, or under the table, --and the public will have a faintidea of a Government steam-boat; wherein, under a tropical sun and atropical rain, the passengers and crews are, with the hatches closed, reduced to the choice, while choked with coal-dust, of being broiledor suffocated. No human constitution can long stand this. Withoutmeaning any offence, truth must declare, that such a state of thingsis a disgrace to England. 

The most urgent haste and necessity can alone bring individuals totravel by such conveyances, and none will do so whose time will allowthem to look for other modes of conveyance and transport. Femalepassengers, in particular, without female attendants, or room forthem, will never willingly undertake, certainly never repeat, a voyageunder such circumstances. It would seem that, in this respect, thevessels belonging to the most powerful, enlightened, and civilizedGovernment 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 thedetails of a plan for the more extended conveyance of mails bysteam-boats, first to the WESTERN WORLD, under the separate heads intowhich such a plan, necessarily and properly divides itself. In doingthis, it will satisfactorily appear that the more the plan isextended, the less in proportion will the expenses attending the samebe, 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 thegreatest importance for connecting the mail communications betweenGreat Britain and all the Western World. The Western Islands, however, become a central point, more direct and convenient than Madeira, forall the outward and homeward West Indian packets, and still more sofor all those which may be bound for New York and British NorthAmerica. In short, the packets for neither of the latter places couldgo or come by Madeira without great inconvenience and loss of time;whereas, neither would take place if Fayal is made the point ofarrival at and departure from. The latter island is directly in thecourse of both the West Indian and homeward-bound South Americanpackets; and it may be said with equal accuracy, in the outward directcourse of these packets also. Although a little further removed intothe variable winds than Madeira, still it is well known that Fayalonce made, the greatest difficulties in the voyages of theoutward-bound packets are overcome. The distance, also, from Falmouthto either of these islands is not materially different: from Falmouthto Madeira direct, is 1170 geographical miles; and from Falmouth toFayal direct, 1230 miles. In the outward voyage Fayal is 300 milesnearer Barbadoes than Madeira; and in the homeward, from Cape NicholaMole, 300 also. The distance between Madeira and Rio de Janeiro, andbetween the latter and Fayal, is not greatly different, being (takingin Bahia and Pernambuco) for the latter 3900 miles, and for the former3800; but from the course which the homeward packet must take throughthe 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 makingeither of these islands, viz. , Madeira and Fayal, the central points, it would appear that the balance would considerably incline to be infavour of any one of the central Azores, say Falmouth and Terceira orFayal. Fayal being taken as the central point to which and from whichthe packets for the western world are to converge and to diverge, thearrangements will run as follow:--

The steam-boats from Falmouth to Fayal would carry out all the mailsfrom Great Britain to the Western World; viz. : for British NorthAmerica, for New York, for the British West Indies and all the Gulf ofMexico, and for the Brazils and Buenos Ayres, as also for Madeira andTeneriffe. From Falmouth to Fayal is, course S. 55° W. Distance 1230geographical miles. Two steam-boats of 240-horse power each wouldperform this work out and home, giving two mails each month, each boatreturning with the mails for Great Britain from all the placesmentioned, to be brought to that island in a manner which will shortlyand more particularly be pointed out. In fine weather each boat wouldmake the voyage within six days, and in rough weather in sevendays, --but say seven days at an average. Each boat would be at sea 14days each voyage = 28 days monthly = 336 days yearly; 25 tons of coalper day = 8400 tons yearly; which, at 20_s. _ per ton, is 8400_l. _annually. The yearly cost of the two boats for this station wouldtherefore 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 packetswith the mails from the Brazils, the West Indies, &c. &c. , but thearrangements for all these will be such as will bring the stoppage notto exceed one or two days, and which will prove no more than sufficientto take in coals, water, &c. &c. Despatched from London on the 1st and15th 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, fromwhence they would immediately be despatched to their ulteriordestinations. By this arrangement Government would save at least threeWest Indian or Barbadoes packets, one Halifax and one Rio de Janeiropacket (exclusive of six Mexican packets saved, but included in theWest Indian department), after giving to the two quarters of Americalast mentioned two mails instead of one each month, and which savingwould, at least, be 21, 000_l. _ yearly. The voyages also from Englandto every quarter connected with this arrangement would be greatlyshortened, even were the communications by steam to be carried nofarther; as every nautical man knows well that it is between theWestern Islands and the English Channel, whether outwards or inwards, that the greatest detention in every voyage, whether it regardspackets or any other vessels, takes place. In a particular manner thearrival of the outward packets at Barbadoes would be more regular, almost quite regular; and thus _extra_ steam-boats in that quarter, onaccount of the irregularities in the arrivals as under the presentsystem, would be rendered unnecessary; and the same thing may be saidof every other quarter to which the plan and the chain ofcommunication 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, havingreached Fayal, they would be despatched from thence and return back toit, under the following arrangements and regulations. Take them inorder 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 postcommunication should be established with it. This might be done so asto secure all the Post-office revenue derivable from the letters toand from that quarter of the empire with Great Britain; and not onlyso, but to draw from the United States unto England some of thatpostage and some of those passengers which belong specifically tothose States. To carry this into effect, it must be done bysteam-boats, and Fayal made the point of communication from which themails are to diverge, and to which they are again to return. The pointof communication with Fayal should be either by Halifax to New York, or to Halifax alone; from which place the steamer to run to the WestIndies could carry the European mails to and from New York. In eachway 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 NewYork, by Halifax, is 2160 miles. If this course is adopted, therewould be no need for any stoppages at Halifax, except to land theoutward mails, &c. , and pick up the inward, or homeward-bound Europeanmails, &c. The steamers, with the outward mails on board, wouldproceed from Fayal on the 10th and 25th of each month, and reach NewYork, by Halifax, on the 7th and 23d of each month, or in thirteendays. Leaving New York on the evening of the 9th or 10th, and the 25thor 26th of the month, with the return mails from the States, andcalling at Halifax for all those from British America, the steamerwould reach Fayal in thirteen days, or on the 8th and 23d of eachmonth, exactly in time, as will by-and-by be shown, for thehomeward-bound West Indian and Brazil mails coming up to the sameplace; 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 havingone day to spare, in the event of severe weather on the voyage. Thecourse 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 ofaccidents; and therefore a spare boat would be required, at anadditional expense of 24, 000_l. _ capital, and 6200_l. _ yearly charges. But two may be rendered quite sufficient by making Halifax, instead ofNew York, the point of communication between Fayal and British NorthAmerica; the communication with New York to be taken up, and carriedon, by the steamers proposed to run between North America and the WestIndies, as explained and stated under the next head. Fixing thecommunications in this way, the details, or the course and time, wouldbe:--

 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 theadvantage would be gained of having a British port as the port fortrans-shipment. Each boat would be at sea 10 and 10 = 20 days eachvoyage = 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 anddepartures of these Halifax and Fayal steamers will be found to agreewell with the arrivals and departures of the steamers to run betweenHalifax and the West Indies, by way of New York, as minutelyparticularized under the next head. 

Halifax ought to be made the point from which, and to which, all theBritish North American, foreign, that is, transmarine correspondence, ought to converge and diverge. It can be made to do so readily, andwith 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 halfdays each way than New York; that much time would, by the above courseof post, between the mother country and all her North Americanpossessions, be saved, while all the advantages of carrying thesemails and passengers, &c. Would be gained by British shipping andBritish subjects. 

The communications could be carried on between Fayal and Halifax, &c. By sailing packets instead of steam vessels; but then these sailingpackets, on account of the number of passengers which it is almostcertain would travel by them, would require to be packets of thelargest size, or first class. Their average voyages may be taken atsixteen days each, with six or eight to stop at Halifax, which wouldbring the full voyage to forty days. This would throw the returnletters always one mail, or fifteen days, later for Europe, than ifsteamers were employed; but, at the same time, it would bring theirarrival at Fayal to be regular, and in sufficient time for thesucceeding homeward packet from Fayal; for, if they go beyond thirtydays, their return within forty-five days, _in this or in any otherstation_, would meet the central point at Fayal equally well, as todates; 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 ofreaching Europe sooner from New York direct. Two sailing packets wouldperform this work in the unavoidably extended time mentioned, givingtwo mails each month; first cost 9, 500_l. _ = 19, 000_l. _; yearlycharges 4200_l. _ each = 8400_l. _

III. 

_North America and West Indies. _

The intercourse between these quarters of the world, and also of eachof these with the United States, is already of great importance, andwill daily become more and more important, while there is, at present, no mail communication between them. A regular, and frequent mailcommunication in that quarter has become indispensably necessary. While this fact must be admitted, it is of great importance to have asmany of the points of combination under the British flag as possible. Keeping this desirable point in view, it is necessary to observe, thatthis must be done, taking Havannah into the line; because, if it isnot included in the British line, it will be forthwith occupied byparties from the United States, and letters, passengers, &c. Both forall North America and for Europe, from the West Indies, will go bythese States, New York for example. The arrivals and departures of thesteam packets on this line must also be calculated, and fixed so as toagree with the arrivals and departures of the outward andhomeward-bound mails by Fayal, for North America, and also for all theWest Indies, southwards to Havannah and Mexico. 

The desirable object of bringing the most important central andtrans-shipping points under the British flag, can only be gained bymaking in this case the run of the steamers to be from Halifax, by NewYork, 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, thepreferable mode. At Havannah the North American steamer would meet inthe most regular manner, and to a day, the steamers from Havannah toVera Cruz; and from Havannah to Jamaica, Barbadoes, &c. &c. The routeand 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 charges12, 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 the4th or 5th of every month, and at Havannah on the 31st or 1st, and15th or 16th of each month. Leaving Halifax on the days abovementioned, the steamers, by way of New York, would reach Havannah onthe 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 daysbefore the arrival there of the outward European packet, givingabundance of time to rest. This steamer will bring back from New Yorkthe answers to the letters received from Europe for the return packetfrom Halifax to Fayal. These letters would reach New York on the 23dand 8th of each month. The stoppage at New York by this steamerreturning northward could not be beyond one or two days. To meet theWest Indian and South American packets returning to the central point, Fayal, the steamer, with all the North American correspondence, mustleave 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 thesewill work admirably, and without confusion or delay--points, in anaffair of this kind, of the greatest importance. 

The other plan, by which the communication between North America andthe West Indies can be opened up and carried on, is between New Yorkand Jamaica, by the Havannah. After considering it, in all itsbearings and details, the former will appear to be the most economicaland eligible. Calculating the whole of the General Plan to be carriedinto effect, and by steam, the outward mails from Europe, _via_ Fayaland Halifax, would arrive at New York on the 7th or 22d, or the 8thand 23d, of each month; and those for the West Indies, _via_ Fayal andBarbadoes, at Cape Nichola Mole, Hayti, on the 11th and 27th, or 12thand 27th, and at Jamaica on the 13th and 28th of each month. The mailsfrom the westward and southward of, and for Jamaica, wouldconsequently return to that island on the 7th and 22d of each month. The distances and time taken in three ways between Jamaica and NewYork, 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 preferablecourse. First, because while it embraces Havannah in the line, itrenders it unnecessary for the steamers to run twice over the sameground that others do. Secondly, the steamer from Jamaica for theeastward being able to leave that island, with all the return Colonialmails from the westward and southward for North America, &c. , at thetimes, or in the space of time, mentioned, would reach Cape NicholaMole just in time to meet the downward steamer from Barbadoes, withall the Colonial mails to the eastward of that place for NorthAmerica; and, consequently, could take in and proceed with these mailswithout delay; and it might, at the same time, take in not only theeastern Colonial mails for Matanzas and Havannah, but the outwardEuropean mails for these places also, by which means these towns wouldreceive these two or three days earlier than they could by Jamaica. The Mexican mails might also be forwarded in the same way; but to doso would be of little use, inasmuch as the steamer for Vera Cruz couldnot 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 5thand the 20th of each month; and, allowing two days to stop at Havannahoutwards instead of _one_ day, and _three_ days at Jamaica instead oftwo, the return steamers would leave Jamaica on the 8th and 23d ofeach month, and reach Cape Nichola Mole on the 25th and 10th, whichplace the steamer from Barbadoes reaches on the 11th and 27th, and theHavannah and Chagres steamers return to Jamaica on the 7th and 22d ofeach month; thus combining every movement requisite in a very clearand satisfactory manner. 

The steamers on this route or station would be each 22 and 22 = 44days 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. _ morethan the other. Moreover, the steamers (two) would be so closelypressed for time as not to have the necessary rest for examination andrepairs, and consequently a third would be requisite, which wouldincrease the capital 24, 000_l. _, and yearly charges 6200_l. _ above theother plan. 

The mails on this station may, moreover, be carried by sailingpackets. By this mode of conveyance, however, the mails would belonger on their voyages; those to and from Halifax, &c. , being alwaysthrown behind one return mail for the steamer to and from Fayal withthe mail for Great Britain, and consequently be obliged to wait atHalifax or New York for a succeeding one--but for which, however, theywould always be in ample time. The course and time by sailing packetswould 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 andreturning, and for meeting every possible contingency which may occurin 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 sailingpackets would be sufficient to perform this work, giving two mailseach month; prime cost, 9500_l. _ each = 19, 000_l. _ and yearly charges4200_l. _ each, or 8400_l. _ It may here be observed, that if all themails were carried by sailing packets on the four great lines, thatthe times of their arrivals and departures would still connect andcombine properly, but, as has already been remarked, be always fifteendays later in the course of the mails between the places mentionedthan 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 atPernambuco and Bahia, and landing at the former place the mail forMaranham, to be carried forward to that place, and brought back toPernambuco, to meet the steamer on her return to the northward, by agood sailing vessel. The distance is 670 miles, which could beperformed in four days and six days, backwards and forwards. At Rio deJaneiro the steamer will land the mails for Buenos Ayres andMontevideo, which will be carried forward by sailing vessels to theformer place (distance 1060 geographical miles), and return fromBuenos Ayres, by Montevideo, to Rio de Janeiro, the same distance, sayin seventeen days, and in time to catch the following homeward-boundpacket. One sailing vessel would be sufficient for the Pernambuco andMaranham station, and two of a superior class as at present for theRio de Janeiro and Buenos Ayres department; for, at the outset, steamwould be too expensive on the latter station, while it would take thehomeward-bound packet too far out of her way to make her call atMaranham. 

From Rio de Janeiro the steamer will proceed for Fayal, calling atBahia and Pernambuco (distant from Rio 1000 miles), taking in the (p.  024)Maranham mail at the latter place, stopping one day there for a supplyof coals, and then proceeding, reach Fayal in twenty days--includingstoppages, forty-five days forwards and backwards--and which, accordingly, would bring the Brazil mails to Fayal to correspond withthe arrival there of the steamers from both the West Indies andHalifax. The mails from the Brazils would, in this way, reach Fayal onthe 10th and 25th of the month. The route and time of these steamerswould 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, givingtwo 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 to29, 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 considerablylengthened. Such sailing packets from Fayal to Rio de Janeiro would, both in going and returning, pursue the same course that the presentpackets do. The distance each way would be the same, and notmaterially different from the course which the steamers would take. The time occupied would be, twenty-seven days out, twenty-nine daysback, and four days to stop at Rio, &c. ; in all sixty days. Fourpackets would perform this service, giving two mails each month. Thecost of these packets would be 38, 000_l. _, and their annual charges at4200_l. _ each = 16, 800_l. _ In the event of accidents, however, eitheron this or on the West Indian station, one spare packet would benecessary, and require to be stationed at Fayal: this would increasethe 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 existingarrangements, it requires five or six to give one mail each month. Ina few days, after leaving Fayal, it is well known that both the Braziland West Indian packets would be into the trade winds whenoutward-bound; after which, the voyage is certain and secure. In likemanner in returning, after getting clear of the trade winds, theBrazil, in about long. 38°, and the West Indian, from Cape NicholaMole, in about long. 70° W. , each could steer to the eastward forFayal, with almost certainly southerly winds, and at all seasons ofthe year, in weather comparatively mild to that which is met with inmore northern parallels. 

By steam-boats the course of communication between Great Britain andRio de Janeiro would be reduced to sixty days, and by sailing vessels, from Fayal to that place, to seventy-five days, making fifteen daysmore by the latter than by the former; but it may, however, here beobserved, that arriving so much later at Fayal, would still equallycorrespond with the arrival of the West Indian and North Americansailing packets at that place. 

V. 

_Fayal and Madeira, &c. Station. _

Under the proposed general arrangement, the mails for Madeira andTeneriffe could be sent twice each month from Fayal. Madeira andTeneriffe, but more especially the former, have a good deal ofcorrespondence with the West Indies; all of which would be thrown intoa more tedious and circuitous route if the communications with Madeiradid not go and come by the Azores. The distance from Fayal to Madeirais 630 miles, and from Madeira to Teneriffe 240 miles. One superiorsailing vessel would be sufficient to perform this work, giving twomails each month. It is well known that from the winds whichgenerally 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, say800_l. _ The expense for sailing vessels on this and the South Americanstation 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 couldcomplete the passage in fourteen days, and thus be always in time forthe next return steamer from Fayal to Falmouth. 

VI. 

_Fayal and Barbadoes Station. _

On the arrival of the steamer from Falmouth at Fayal, another steamerwould start for Barbadoes, carrying with it all the mails for everyplace in the western Tropical World, from Demerara to Vera Cruzinclusive, and also for Panama, and other places on the coasts of thePacific Ocean. The route from Fayal to Barbadoes is, course S. 47-1/2°W. ; distance, 2265 geographical miles. A steam-boat would performthis, going chiefly through the trade winds, in twelve days. Theperiod of her return to Fayal must be regulated by the time which shehas to stop in the West Indies, and which will be more specificallyshown when that department is taken into consideration; but it cannotbe less, from Fayal to Fayal again, than forty-five days, of whichthis boat will be at sea each voyage thirty-seven days. Four steamerswould do this work, having one, in fact, to spare, in the event ofaccidents, either on this or on the Brazil station, and to relievealternately the steamers on either station; and this spare boat (p.  027)would probably be best stationed at Fayal, or perhaps Barbadoes. Threeboats would, therefore, be actively engaged in performing the workalluded to on this station; each would be at sea 37 days eachvoyage--74 monthly, 888 yearly, which, at 25 tons of coals daily, willrequire 22, 200 tons annually--at 25_s. _ per ton, will amount to27, 750_l. _

The time and course of these boats will be more specifically statedunder 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 fromFayal to Fayal again, would be, say nineteen days to Barbadoes;seventeen days to stop in the Colonies; and twenty-four days from CapeNichola Mole to Fayal (2600 miles), together sixty days; and whichbrings the return of this sailing vessel to Fayal to correspond withthe arrival of the packets from Falmouth, and of the mails from SouthAmerica, and from North America, at that place. Four packets would besufficient for this station, giving two mails each month. Their costwould be 38, 000_l. _, and their yearly expenses at 4, 200_l. _ each, 16, 800_l. _--considerably cheaper than steam, but lengthening, as hasbeen seen, the communication between Great Britain and that quarter ofthe world, _fifteen_ days. A spare packet might be necessary, but thecost of that has been included, and stated under the South Americanhead. 

VII. (p.  028)

_The West Indian Station. _

This station is one of the most important, and extensive, andcomplicated of the whole, and one where steam-vessels can be employedwith the most beneficial effects. The prevailing winds and currents, however, render it necessary that the vessels employed should be ofhigh 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 bythe influx of the waters of the great river Maranon, and of theseveral rivers which flow through British, Dutch, and French Guiana;thirdly, the current occasioned by the influx of the waters of thegreat river Oronoque, through the Gulf of Paria, between the island ofTrinidad 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 WindwardIslands to the shores of Mexico, that it is frequently impossible forthe 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 andcurrents, and carry a sufficient quantity of coals, but also to affordspacious and well-ventilated accommodation, both for the crewsattached 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 ofindividuals, be conveyed with that celerity and regularity which thesecould otherwise be, and which it is necessary that they should be. 

In carrying a more general plan into effect, no reasonable ornecessary expense ought to be spared by the country. In such a generalplan 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 besufficient to convey the mails from Barbadoes to every place ofimportance in the western Tropical Archipelago, or connected with it. This force would give two mails each month to every island and colonyfrom Demerara to Vera Cruz; taking in Laguayra, Carthagena, Chagres, Honduras, the principal parts of Cuba and Porto Rico. From Demerara toHavannah and Chagres, &c. Inclusive, every colony and place would beable to reply to the letters received from Europe, or the Colonies, bythe same packet which brought them; and still that packet remain inthe West Indies a shorter period than the packets now do. 

In this department there are two stations, however, of such vitalimportance, that the considerable additional expense which will berequired to place steam-boats on them from the outset, ought not to betaken into consideration. These are, first, the station betweenJamaica and Chagres; and, secondly, the station between Jamaica, Cuba, and Vera Cruz. The first goes to connect the Great Pacific Ocean, andthe coasts thereof, with Europe and the eastern coasts of America, andon which former coasts a steam mail communication has been alreadyconcerted. Through the channel from Panama to Chagres will beconcentrated, as it were, into a funnel the whole movements, travelling and mail communications and money transactions of thewestern coasts of America, from California on the north, to Valparaisoon the south, the whole of which again must converge to and divergefrom Jamaica. [2] The second station, or that from Cuba to Vera (p.  030)Cruz, is little inferior in importance to the other, that town andTampico being the great outlets of the trade and the commerce, butmore especially the outlets of specie from the kingdom or empire ofMexico. A steamer on this station becomes indispensable, in order tosecure the safe conveyance of specie, because small sailing vesselswould be liable to be attacked and plundered by pirates. With steamersall 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 orderto carry two mails each month. That steamer to run between Cuba andVera Cruz, would always be in time with the return mails for thefollowing packet from Europe; while that boat which runs betweenJamaica and Chagres would, by returning immediately by the routeafterwards pointed out, always be in time for the same packet atJamaica. To stop at Chagres for the mails from the Pacific would notbe advisable or proper, because the arrival of these mails at Chagrescould not be calculated upon with any certainty. If at Chagres whenthe outward mail arrives, good and well, they would be immediatelytaken up and carried forward; but if not, then they would be broughtforward by it on the next voyage, and in time for the followingEuropean packet. 

The mails for Honduras will be most conveniently forwarded fromMontego Bay, Jamaica. With the mails for the western parts of thatisland they could be landed at Savannah la Mar, and thence carried byland with the others, about twenty-five miles, to Montego Bay. Fromthence a good schooner would proceed with those for Honduras and (p.  031)Trinidad de Cuba; and having readied Honduras, return to Montego Bayby Trinidad de Cuba. By this arrangement, Honduras rather gains morethan by the plan first proposed, to go from Batavano; and the lettersfrom thence will still and always be in excellent time for thefollowing packet, making every allowance for casualties during thevoyage. The steamer could then proceed direct from Jamaica toHavannah, which would save one day each voyage, besides avoiding thedifficult navigation about Batavano. The coals saved yearly would be1100 tons, 1475_l. _, which would do more than pay the expenses for anadditional schooner for the Honduras communication; for, by thisarrangement, two schooners, instead of one, will be necessary. Theirroute 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; backto Montego Bay by Trinidad de Cuba, 692 miles, 10 days; stop atHonduras 3 days; in all 18 days. 

Bermuda being a great naval depôt, a ready communication between itand every part of the West Indies becomes an object of the greatestimportance. Under the general arrangement proposed, this communicationcan be best effected from and with Cape Nichola Mole, Hayti; becausethe downward steamer from Barbadoes, with the European and othermails, will have passed St. Thomas before the steamer returning fromJamaica, &c. , comes up; by which means all the letters from Jamaica, and every other place to the westward, would, were St. Thomas made thestarting point, be obliged to remain at that island till the arrivalof a following packet; whereas, starting from Cape Nichola Mole, themails, both from the eastward and the westward, and also those broughtfrom Europe, would go forward to a day. Moreover, owing to the windswhich prevail in those seas, vessels running between Cape Nichola Moleand Bermuda would make passages equally quick, if not quicker, thanvessels running between St. Thomas and Bermuda could generally do. Thecourses 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 boatdestined for Bermuda stopping at that island, when this was necessary, one day, until the boat from Jamaica came up; taking particular carealways to be back at St. Thomas, from Bermuda, before the steamerswith the outward mails from Europe came down from Barbadoes, in orderthat the letters from Bermuda for Jamaica, and all places to thewestward of St. Thomas, may go forward by the steamer in question. This department, however, for Bermuda may, it is conceived, be bestamalgamated and interwoven with the Cape Nichola Mole, Nassau, andCrooked Island (_the Bermuda mail vessels going and returning byCrooked Island_) department; as the practical working of the wholescheme may point out to be most advisable. 

In the event of packets arriving from England at Barbadoes within aday or two of each other, as is sometimes the case under the existingarrangements, then on the Barbadoes and Demerara stations, let a goodsailing vessel, on the arrival of such packet, take the place of thesteamer for the voyage. Unless, in case of calm weather, this sailingvessel could do the work thus:--Barbadoes to Demerara, four days; stopthere two days, forwarding the mails for Berbice by land; thence withthe return mails proceed on by Tobago and St. Vincents in five days, to the packet at Grenada, found, in such a case, either waiting oneday longer at Grenada, or else beating up to St. Vincents, there tomeet the Guiana and the Tobago mails, and which the packet has time todo. This would occasion little irregularity or delay, because thecause of the detention, should detention occur, would always be known. Moreover, the season of the year when the outward packets arrive atBarbadoes the most irregularly, is during the winter months, from (p.  033)November to March, and in which period the calms--the greatestobstructions, in many cases, to sailing vessels amongst the WindwardIslands--are almost unknown. 

The same temporary substitute could be applied, under similarcircumstances, on the stations between Jamaica and Chagres, andbetween Cuba and Vera Cruz. Even if these places were once or twice inthe year to miss a return mail to Europe, it would not be of suchgreat importance, because each place having then two mails everymonth, the detained mail would go forward by the next opportunity, while it would save to Government, or to a contracting company, a veryserious expense, which would otherwise be incurred if they wereobliged to have additional steamers for this _probable_ part of theservice. 

Further, in the event of any accident happening to any steam-boat onthe great line from Barbadoes to Jamaica, &c. , a sailing vessel couldalways carry the outward mails westward, when breezes hold, withalmost the same rapidity as steamers; and in her course westward, sucha sailing vessel could scarcely fail to meet a return or a sparesteamer at some of the stations, to relieve it from proceedingfurther. 

Moreover, it may be observed here, once for all, that by theconveyance of the mails from Falmouth to Barbadoes by steam, or evenonly so far as from Falmouth to Fayal by this power, the irregularityof the arrival of the mails at Barbadoes, which at present takesplace, would be nearly done away, and consequently no such assistanceas that alluded to would be necessary. Hence, the advantages eitherway over the present system are clear and obvious. 

Before entering upon the particular details of the West Indiandepartment, it is proper to observe here, that the point ofcommunication for the return mails from the West Indies for Europe, solong as sailing packets are employed to the West Indies, cannot bealtered or removed from Cape Nichola Mole, because, by the generalplan, the outward mails from Great Britain, by steamers, would reachFayal on the 10th and 25th of each month, and the return mails to thatplace would reach, from Rio de Janeiro, on the 9th and 24th; from NewYork 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 tocorrespond; so that there is not time to spare, the West Indian mailbeing the last to reach the central point, and it would be verydetrimental to have any detention of the general mails at this point. To make Jamaica the central point for the European mails, wouldrequire several days additional; for once at Jamaica the packet wouldtake eight or ten days to get up and through the windward passage, which to a sailing packet, notwithstanding this difficulty, is stillthe best. In fact, if the mails from Havannah to Demerara are detainedin the West Indies more than sixteen, or at most seventeen days, beyond the time that these could, by care and exertion, be easilydespatched from thence, the transmission of letters by private shipsto every quarter will most unquestionably be resorted to; and thus thePost-office revenue suffer severely. 

The capital and expenditure in the West Indian department under thecombination 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 theconsumption of coals is founded upon the basis that the coals are ofthe very best quality, and also that the machinery is of the best andmost economical description and construction, and for a vessel of240-horse power. The time that the steamers are considered to beengaged in actual work is calculated to include the time passed ingetting up the steam in each voyage, and also to cover all temporarystoppages. The time allowed on every route and station is, on theaverage, more than will be required. Steamers of the force mentionedwill, in good weather and light breezes and seas, even when contrary, run ten geographical miles per hour; and, within the tropics, withtrade-winds and currents in their favour, at a still greaterspeed: but the average performance may be fairly taken at 200 (p.  035)geographical miles each twenty-four hours, although in all theclimates within the variable winds, and in the tropics when goingagainst the winds and currents, the speed made good will be, and istaken at, much less. Moreover it is proper to observe, on the point ofoutlay for coals, that the work is everywhere, as regards the quantityto be used, calculated as if wholly done by steam, while it is obviousthat the assistance of sails may be had recourse to with advantage. For this purpose, those steamers which have to go into the torrid zoneought to be provided with large square fore-sails. The assistance tobe obtained by the use of sails would save a considerable quantity ofcoals; or what is the same thing, using them would expedite thesteamer proportionally more on her voyage, and bring it so much soonerto a close. Sails may fairly be calculated to impel a vessel at therate of 2-1/2 miles per hour on a voyage, and which will save eitherdirectly _one-fourth_ the quantity of coals, or impel the steamer somuch sooner to the end of her journey than the time calculated, wheretime is taken as if it were impelled by steam alone, and thereby aproportional saving of fuel will be effected. The saving effected onthis ratio will, on the General Plan, be 27, 000 tons, 33, 250_l. _; onthe West Indian portion thereof 7500 tons, 9375_l. _; and on the WestIndian 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 steamersin the voyages to be made, it is satisfactory to find, fromintelligence lately received, that the _Berenice_ steamer, of230-horse power, made the passage from Falmouth, by the Cape Verdes, Fernando Po, the Cape of Good Hope, and the Mauritius, to Bombay, ineighty-eight days; _sixty-three at sea_. The course taken, anddistance run, is about 12, 200 geographical miles, or at the averagerate of 194 geographical miles per day. Her average consumption ofcoals was fifteen tons per day. The _Atalanta_ of 210-horse power, ranthe same distance in 106 days; sixty-eight of which at sea, understeam. 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 milesper hour; and in returning she ran in one voyage from St. Lucia toBarbadoes in twelve hours, distance 100 geographical miles, with windsand current unfavourable. Adverting to these facts, it is obvious thatsufficient time is allowed for the progress of the steam-boats, inevery station, under the General Plan now recommended to be adopted, in order to communicate with the different places in the WesternWorld. The _Berenice's_ greatest run was 256 miles in twenty-fourhours. [3]

 [Footnote 3: See also Appendix, No. 1. ]

_West Indian Station. _--_Details. _

This is a complicated and important department, and the workingdetails thereof must be planned as follows:--

1. --_First Packet for the Month_. 

Immediately on the arrival of this packet at Barbadoes, a steamer of240-horse power should start for St. Thomas direct (430 miles), withthe 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. Thisboat 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, andthere land the British and Colonial mails; to Cape Nichola Mole(Hayti), and there land the British, the Colonial, and the Bahamamails; to St. Jago de Cuba, and there land the British and Colonialmails; to Kingston, Jamaica, and there land the British, the Colonial, the Chagres and Carthagena mails; to Savannah la Mar, Jamaica, andthere land the British and Colonial mails for all the western partsof 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 thepreceding packet from Vera Cruz and Tampico, forwarded and brought upas after mentioned, and, proceeding, call at Savannah la Mar for thesame, from the western parts of Jamaica, Trinidad de Cuba, andHonduras; at Kingston for the general Jamaica mails, and those fromSanta Martha, Carthagena, and Chagres from the same packet, and fromPanama, &c. From the preceding packet; at St. Jago de Cuba for thereturn mails, and thence to Cape Nichola Mole, where it will deliverthe whole European mails to the packet arrived there, as willpresently be pointed out; from Cape Nichola Mole the steamer willproceed to St. Thomas, calling at St. John's, Porto Rico, with and forColonial mails, and thence to Barbadoes (calling at all the Islandsgoing up, and carrying up the British mail for Tortola from St. Thomas, left by the downward steamer) to wait to receive a followingmail 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 theBahama mails, calling, in going and returning, at Crooked Island. Thisschooner, it is calculated, could be back at Cape Nichola Mole in timeto 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 Bahamaservice, should it be desirable that these islands should have mailstwice each month. 

On the arrival of the steamer at Kingston, Jamaica, with the outwardmails, another steamer to be despatched with the mails for SantaMartha, 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 powerfulsteam-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 ahalf 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 packethaving been brought up to Montego Bay, Jamaica, as has been alreadystated, a good schooner should proceed thence to Trinidad de Cuba, 172miles, one and a half days; thence to Honduras, 520 miles, three and ahalf days; stop three or more days; back to Montego Bay, by Trinidadde Cuba, 692 miles, ten days; in all, eighteen days. Two schoonerswill perform this work, giving two mails each month. 

On the arrival of the steamer at Havannah another steamer should bedespatched with the outward mails for Tampico and Vera Cruz, and fromthence return to Havannah with the return British and Colonial mails. The course of this boat would be, --to Vera Cruz, 800 miles, three anda half days; to Tampico and back, 360 miles, stopping two days, fourdays; 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. , bysteamers, 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 twiceeach 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 Barbadoesimmediately on the arrival of the outward British packet, for Demeraraand Berbice, with the British and Colonial mails, and from the latterreturn to Barbadoes, having first carried the return mails to thepacket at Grenada; thus:--Barbadoes to Berbice, 450 miles, landingmail at Demerara, three days; (the mail for Berbice might be forwardedfrom George Town, Demerara, by land;) stop at Berbice two days; toGrenada, calling at Demerara, Tobago, and St. Vincent's, for returnmail, 490 miles, four days; back to Barbadoes, 150 miles, two days; inall, eleven days: taking with her the return mails from the Coloniesat which she had called for Barbadoes, and having delivered the returnEuropean mails, and others, to the packet at Grenada. 

On the arrival of the British packet at Barbadoes, a fast-sailingschooner to be despatched with the outward mails for Laguayra(dropping at St. Vincent's and Grenada the outward mails for theseislands, which would be little trouble to it), and from Laguayra toproceed to St. Thomas, with the return mails for the packet, as atpresent, and thence return to Barbadoes direct. The route of this boatwould be, --Barbadoes to Laguayra, calling first at St. Vincent's andGrenada, 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 mailseach month. 

On the arrival of the British packet at Barbadoes, a fast-sailingschooner 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 needproceed no further westward than St. Kitts, because the steamer fromBarbadoes had carried forward the Tortola mails. From St. Kitts itwill return to Barbadoes, calling at all the islands just enumerated, for the return Colonial mails. The route of this boat wouldbe, --Barbadoes to St. Kitts, calling at the places mentioned, 370miles, four days; and back to Barbadoes, six days; together, ten days. 

On the eighth day after the arrival of the packet at Barbadoes (thedespatch of this boat must always be so as to secure its arrival atSt. Kitts _before_ the packet), a schooner to be despatched with thereturn mails and passengers from that island, to pick up for thehomeward-bound packet mails and passengers at St. Lucia, Martinique, Dominica, Guadaloupe, Antigua, Montserrat, and Nevis, and give to orleave these for the packet at St. Kitts. From St. Kitts this boatreturns to Barbadoes, calling at all the islands enumerated for thereturn Colonial mails. This boat will be the same time out as the onewhich 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 asnecessary, with two spare ones at Barbadoes, in case of the arrival ofsailing packets on the heels of each other from Britain, to forwardthe mails for all the places mentioned, and for Laguayra, making inall eight schooners for this station. There are at present ten, ormore. 

Instead of remaining at Barbadoes nine days, as at present, doingnothing, the packet herself (whether steamer or sailing vessel)should, on the day after her arrival at that island, proceed with theoutward mails to Tobago and Trinidad, delivering those for the formerisland, and proceeding thence direct to Trinidad, in two days, 230miles. At Trinidad remain six days, thence with the return mails fromit proceed to Grenada, where she will meet the return mails forEurope, brought there by the steamer from British Guiana, Tobago, andSt 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 islandpick up the European mails from the islands formerly enumerated, andthence with the whole proceed to St. Thomas, by Tortola, 140 miles, one and a half day more; in all, fourteen days from her arrival atBarbadoes to St. Thomas. 

At St. Thomas, having all the mails from the Windward and LeewardIslands on board, and having there got the European mail fromLaguayra, &c. , the packet will proceed, on the fourteenth day, to thewestward, calling at St John's, Porto Rico, for the return mail, andthence go on to Cape Nichola Mole, Hayti, 480 miles, three days. Atthis latter place receive all the European mails from the Bahamas, from Jamaica, Cuba, &c. &c. , and thence, with the whole, on theseventeenth day, proceed direct, according as may be determined, toFayal or to Falmouth, calling at Crooked Island to pick up the returnmails from the Bahamas, if it shall be found that those cannot be gotup 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, toproceed exactly in a similar manner. 

According to the proposed arrangement, these steam-boats would beactively 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 toGreat Britain from all places in the western Tropical Archipelago, orconnected with it, which at present there are not. 

II. Jamaica, with the requisite alterations in her internal mailcommunications, would have in all her western division seven and eightdays, and in all her eastern division eight and nine days, to returnanswers by the packet with which she receives her European, &c. Correspondence, of which she at present is deprived; Kingston andSpanish Town alone being able, under the present regulations, to doso. 

III. Porto Rico, All Cuba, the more important parts of Hayti, and allthe western coasts of South America, would, by these arrangements, bebrought immediately and completely within the range of the BritishPost-office, most of which places at present are not. 

IV. By this arrangement all British Guiana would be enabled to replyto 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 receiveand to reply to their letters by the same packet. From the Naparimaand 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 witheach other and with Barbadoes, instead of being, as at present, weekstogether without such communications. 

VII. This arrangement would be more agreeable, convenient, andadvantageous to passengers from Demerara, &c. For the packet forEngland, and also amongst the Colonies, and consequently moreadvantageous to all interested in the packets. 

VIII. The same may be said with regard to passengers in every part ofthe Western Archipelago. The frequency and regularity of theconveyances would greatly add to the number of travellers, and alsogreatly increase the number of letters sent and received, andconsequently augment the Post-office revenue to an amount greatlybeyond what it now is. 

IX. By this arrangement the packet itself would always be out of anydanger, which, it is well known, she incurs by laying at Barbadoes, anunsheltered place at all times, but peculiarly dangerous in thehurricane months. In the route pointed out she would be nearly freefrom the sphere of all such dangers and tempests. 

X. By this arrangement the communications, both to the Government andto individuals, would be more safe, and regular, and frequent thanthey now are with every quarter of the Western World; an object ofgreat importance to all, but more especially to the BritishGovernment. 

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, forFalmouth, does not increase the distance in the voyage to Englandabove 310 miles, --about two days' sail; moreover, it may be remarked, the packet at present scarcely ever leaves St. Thomas for Englandearlier than on the nineteenth day, and sometimes even longer. Thus, --Steam-boat to Jamaica, eight days, four days there, and sevento St. Thomas even in favourable voyages. 

XIII. Great Britain, by thus possessing all the channels ofcommunication in the Western Archipelago, would thereby secure theprincipal political influence therein; but which will otherwise, andin 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, theMexican packets included; while the communications with several placeswould be doubled. 

XV. The whole correspondence of the United States, with every quarterof America, to the south of these States, would be brought by theGeneral Plan within the range of the Post Office of Great Britain. There would, moreover, be two mails each month between Great Britainand the eastern coast of South America. 

XVI. A great and useful commercial correspondence, between the UnitedStates, British North America, and all the West Indies, would beopened up, but which at present does not exist. 

RECAPITULATION. 

In order to obtain a view of the Plan, brought into the narrowestpossible compass, without wading through the minute and multifariousdetails, it is necessary to particularize the different stations anddepartments, 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 expenditurebetwixt the work done by steam, and partly by steam and partly bysailing packets. The reduction in coals by the preceding estimate willbe 33, 250_l. _; and, allowing 10 per cent. Wastage on the _wholequantity_, 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 amountof 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 quartersmentioned 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 Britainand Ireland, and their Colonial dependencies in the Western World (p.  047)(say 55, 000, 000_l. _ yearly), ought to defray the cost without feelingany embarrassment. The cost, however, is nothing, when compared to thebenefits and the advantages which the nation and individuals wouldderive from it. Time saved and actively employed is every thing. It iscapital, which, if not employed at the moment, can never be againemployed--a capital which, if suffered or forced to remain unemployed, or to escape unemployed, can never again be found or replaced. Theexports of Great Britain amount at the declared value, and includingfreights and charges, to 75, 000, 000_l. _ per annum. By employingsteam-packets on even a portion of the present work, instead ofsailing-packets, _fifteen_ days would be gained in every line ofcommunication. Remittances arriving fifteen days earlier would be aprofit to the commercial interests of the country of 167, 793_l. _, independent of the additional advantages which every merchant wouldgain when, instead of his funds wandering on the Atlantic, or lyingidle and unproductive on the other side of it, he had these in hand, to lay out to good account as opportunity might offer. Even Governmentitself, 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 regularlythe state of the exchanges in the great money marts in the WesternWorld. 

Moreover, the Plan above recommended, conducted judiciously, andcarried into effect to the extent pointed out, would amply repayeither the Government or the individuals who may undertake it. Travelling would be prodigiously increased. Some of the wealth offoreign countries would be drawn by it to this country and herdependencies. Everywhere activity and industry would be encouragedand increased. The Post-office revenue would be greatlyaugmented, --perhaps doubled. The expenditure also would all be onBritish materials and labour. 

_Cost of the New System and the Present System. _

In order to understand the subject fairly, it becomes necessaryto 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 somepoints may not be perfectly accurate, are at any rate sufficiently so, to show the income which may reasonably be expected under the workingof the Plan recommended. Every one practically acquainted with thesubject, with the countries and combinations, with the objects alludedto and brought forward, will acknowledge the general accuracy of thedata, and the great superiority and advantages in every way, and inevery thing, of the new plan over the present system. 

I. 

The portion relating to the West Indian Department, shall separatelyand 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 SpanishTown excepted), and a large portion of Trinidad, cannot reply to theirletters by the same packet by which they receive them. Also Nassau, Havannah, Tampico, Vera Cruz, Honduras, Chagres, Carthagena, SantaMartha, and Laguayra, have only ONE mail each month; while all PortoRico, all the north side (the most important part) of Hayti, and allthe south side of Cuba, are wholly left out; while in all parts thesystem 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 allJamaica, Trinidad, and Demerara, would have time to reply to theirletters by the same packet which brought them. Time would everywherebe saved, and the whole system would be regular and certain, andproperly 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 NewYork; no communication between North America and the West Indies, nomail communication with the north side of Hayti, the south side ofCuba, nor with Porto Rico; Havannah, Vera Cruz, Tampico, Honduras, Nassau, Bermuda, Chagres, Carthagena, Santa Martha, Laguayra, Rio deJaneiro, Buenos Ayres, &c. &c. Have only _one_ mail in each month;while all Demerara, most part of Trinidad, and all Jamaica (Kingstonand Spanish Town excepted), cannot reply to their letters by the samepacket by which they received them. Further, every thing is imperfect, irregular, and uncertain; and, moreover, the four steamers in the WestIndies last spring are so utterly inefficient and worthless, that theymust forthwith be replaced by at least _three_ good new ones, to dothe same limited work. 

By the new plan there will be _two mail_ communications with New Yorkand Halifax monthly; two ditto between all the West Indies and allNorth America; there will be a mail communication twice each monthwith Porto Rico, with the north side of Hayti, and the south side ofCuba. 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 willbe able to reply to their letters by the same packet by which theyreceive them. The work everywhere will be well done, and every thingwill be regular and certain. 

III. (p.  052)

If Steam is employed between Falmouth and Fayal, and in all the WestIndian department, and supposing that all the remainder of the generalplan for the western world is performed by sailing packets, then theresults 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 absenceof full official returns, to state its present exact amount, and, consequently, the probable future increase. The revenue from theoutward postages to the British West Indian Colonies, Hondurasexcepted, is inserted in the Appendix from official authority. Judgingfrom it, and other data, also adduced from official authority, thepresent amount there stated cannot be far wrong; and the calculatedincrease under the arrangements proposed, every circumstanceconsidered, is fair and reasonable. Besides the certain great increasein all the external postages in these countries and colonies andplaces, the internal and coasting postages in these places will beaugmented to a very great extent. Taking the outward postages atpresent to be, to all the places mentioned, 100, 000_l. _--inwards asmuch, 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. _ thenumber of letters each way to be 1, 531, 465. 

As regards the Harbour-charges, in the British Colonies, these may begiven up, or reduced to a small sum for the trouble which the CustomHouses may be put to; and in foreign ports it should be arranged bycompacts with the respective governments, that the port dues should bereduced to a small sum, for two reasons, --because the vessels carrythe mails, and because they are on that account restricted to a smallportion of the whole cargo, which they could otherwise take. Thecharges might be made proportionate: there could not be muchdifficulty 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 veryinefficient, even where they exist, but in most colonies these arealtogether wanting. 

Communication in the West Indies on business, and in the affairs ofpublic and private life, is principally carried on by correspondence;and from the particular circumstances of these colonies, more so inproportion than in other countries. 

The way in which this extensive and general communication is carriedon is by letter sent by servants or hired messengers. These servantsor messengers take days in a particular service, according to thedistance. The latter mode is particularly expensive. The other, themost general, is scarcely less so, except that from the constructionof West Indian society, there was beforetime felt no immediate outlayfor the service required. 

Important supplies are required upon an estate for various purposes. This is of very frequent occurrence. A special messenger from thatestate 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 ofinternal post conveyances in the British West Indian colonies, as inthis country, out of the multitudes that could be adduced for asimilar purpose. 

The state of society in the West Indies is now on the eve of beingcompletely changed, and assimilated to the society in this country;and consequently the duty of the Government of this country ought tobestow on the population of the colonies the same facilities ofcommunication which the population of the mother country enjoy. 

When the Negro apprenticeship comes to an end, either partially ortotally, the expense to estates and individuals for servants ormessengers to carry the correspondence absolutely necessary, will beexceedingly great, and a most serious burden; and yet it must beborne, --or otherwise, without internal post communications, neithercultivation nor commerce can be carried on. 

It is absolutely necessary for the future well-being of thesecolonies, that internal post communications should be extended to, andestablished in each of them. 

Jamaica (and perhaps it stands single in this respect) has an internalpost communication once a week, to and from Kingston, and otherquarters of the island (daily only with Spanish Town, the capital);still this weekly post is greatly inadequate to its present wants, andwill be much more so after August 1838, and August 1840. Inconsequence of this restricted communication, no other part of theisland, Spanish Town excepted, knows of a packet's arrival until it isgone, or till it is too late to write by it. This important colonyought not only to have mails from Kingston at least three times aweek, but the various post-offices throughout the island should haveauxiliary post-offices, after the manner of penny or twopennypost-offices in this country. Every one will be glad to pay a regularand reasonable postage, rather than be at the very heavy expense, after 1840, of taking a labourer to convey the communications. Knowingthe 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, moreespecially on estates, would benefit and save exceedingly thereby. 

In like manner, the smaller colonies ought to have posts twice orthrice a week from the capital; the country offices placed at the mostimportant villages, and the auxiliary ones at hamlets the bestsituated for the purpose. Smaller merchants and shopkeepers in theseplaces would be glad to do the duty at a moderate rate, because itwould otherwise serve them, by drawing customers and correspondents totheir 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; whileit is clear that such internal facilities would most materially add tothe external or packet postage. 

Where the roads are good, the mails, travelling at the rate of five orsix miles per hour, may be carried in gigs, as in this country, drawnby 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'sGeneral Post-office, to direct some person locally acquainted toproceed through the colonies, to examine into situations, and toestablish such internal post conveyances. In the smaller islands, ashas been stated, they would defray, and more than defray, the expensesincurred; while in the larger and more opulent colonies, they wouldyield a fair revenue; while the good they would do to every communitywill be incalculably great. The West Indies everywhere want a littleEuropean energy and regularity infused into them, --and this is oneefficient, 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 westcoasts of America, on the Pacific, has already been arranged, and isabout to be set on foot. This important object has been concerted andarranged by that enterprising gentleman, WILLIAM WHEELWRIGHT, Esq. , ofValparaiso, after almost incredible perseverance and labour, and greatexpense; and has obtained the official sanction and support of boththe Chilian and Peruvian Governments. It will extend from Panama toValparaiso on the south, and to Acapulco on the north; and will, as amatter of course, for the interest of those concerned in carrying theplan into execution, be so timed and arranged in the working machinerythereof, as to correspond with the arrivals at, and departures from, Chagres on the north, or the Atlantic side of the Isthmus. [14] A roadis about to be commenced between Panama and the Chagres, which (p.  058)when completed, the communication from sea to sea may be made in halfa day. This point, as regards the western coasts of America, beingthus arranged, it becomes of vast importance to the whole planproposed, to extend from Great Britain to the eastern coasts of thewestern world; and it now becomes of great consequence to show howreadily and advantageously the West Indian department can be made toconnect 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 theriver St. Juan's, through the Lake Nicaragua, to Rialejo, on thePacific. The distances and courses by either are not materiallydifferent: but there is the best reason to believe that thecommunication by the route last mentioned is the best; and that, infact, it may, without a very great expense, be effected by water. Tocarry on the communication across the Pacific, from and to the placesmentioned, by steam, would be unprofitable, unadvisable, andunnecessary. To give two mails each month to the places specificallymentioned, would require, even fixing a central point in the Pacificas in the Atlantic, thirteen steamers, at a cost of 223, 000_l. _; whileno more than fifteen days could be gained, compared to the time thatthe work could be performed by sailing packets. These results havebeen obtained after calculations carefully made upon the sameprinciples as the calculations for a similar purpose have been made inthe preceding pages. The whole can be proved by considering the windswhich prevail in the quarters of the Pacific alluded to (elsewhereparticularly noticed), and by examining the bearings and distancesinserted in Appendix No. III. These matters being considered, itfollows, that not only no additional expense will be required onaccount 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 drawnfrom the Pacific department, to increase the returns in the Atlanticdepartment. With these observations, it is now proper to advert to thecourses and distances which must be taken, and the expenses which willbe required in this, which shall be denominated the PacificDepartment; the work to be performed by first-class sailing packets. 

Owing to the winds which prevail in the Pacific, the passage outwardsto both Sydney and Canton would be easy and rapid; but in order tomake the return mails from these places meet at a centralpoint--thereby, as in the plan for crossing the Atlantic, to savepackets--which point should be so placed, as that taking it in wouldnot retard the progress of the mails, or that only in the slightestdegree possible--is now the point to consider. Beyond the parallelwhere the variable winds commence, there is no island of importance inany position that would be an eligible and safe point for the returnmails from Sydney and Canton to meet in their way to Rialejo orPanama. To carry the outward mails from either of the latter places byOtaheite, the Canton packet branching off there would be to bring it, upon its return, a vast distance out of its way (to Otaheite it mustreturn in order to get the next outward mail for Canton); especiallywhen the return mail from Sydney must stand north through the tradesto get into the northern variables. It would be desirable that a goodpoint should be found, as much to the westward as possible, andconvenient to proceed to Canton; at the same time, sufficiently to theeastward, or, as it may be called, to the windward, of New SouthWales. Owhyhee may be considered as taking the Sydney outward mailsconsiderably out of their course, although by making that the point, the time in both lines westward from it would be pretty equallydivided. The difference, however, and the delay it would occasion, would not be so much as at first sight may be imagined; while theshort distance that this island is within the northern trade winds, would render it neither difficult nor tedious for the return packetfrom Canton to run down upon it, and there meet the return packet fromSydney. 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 Owhyheethe return mails, to be picked up by the packet returning from Sydneyto Rialejo. This would bring the Canton packet 1000 miles into thetrade winds to Christmas Isle. From thence, with the outward mails, itcould run rapidly westward to Canton, calling at Manilla in thevoyage. There are no other places in the North Pacific where packetscould touch, unite, and command, with the least inconvenience to theservice, the navigation to and from both places. Separateestablishments for each line from the west coast of America may beconsidered too expensive, if, by concentration and combination, thesame work could be performed at less expense; and then, by thatcombination, whatever letters, passengers, &c. There might be fromSydney to Canton, or from Canton to Sydney, would meet at either ofthe places mentioned, and be forwarded in the quickest manner to theirrespective destinations. The question is, Which of the places andplans mentioned is the best fitted for the objects had in view? Todetermine this, it will be best to consider the communication, each ofthe 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 andSydney, giving two mails each month: cost, 57, 000_l. _; yearly charges, 25, 200_l. _ Admitting that the packets on the Owhyhee and Sydney linetake longer time than is here stated, they would still be in time toreach Owhyhee by the time that the Canton mail came up; which in itscourse with Owhyhee is calculated to be 91 days. In fact, there isthus time sufficient to allow the Owhyhee and Sydney packet time tocommunicate with Hobart Town, and to call at Otaheite in her outwardvoyage; as she will do, and, in fact, from the course which she musttake, she may and can do, in her return voyage, without anyinconvenience or delay whatever. 

The next plan is, to consider the communications alluded to as to becarried on by making Christmas Island the central point ofarrangement; 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 takesone packet more by this arrangement than would be required by theother. 

Keeping the stations altogether separate, the following would be theperiods and number of packets required, premising that the packetswould return to the point of departure on the west coast of America, nearly in the dotted lines which are laid down on the accompanyingChart:--

 _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 whichgives two establishments, is not more than the most eligible of theother two, while in point of time it is considerably the quickest. Thepackets going out and returning twice each month, or every _fifteen_days, it follows that, on every route, their voyages divide intoperiods of that duration. In the more distant, such as the routes atpresent under consideration, their voyages, in order to coincide andto meet with the return mails at any given point, will run, say, 90days, 105 days, 120 days, &c. ; and within the latter-mentioned numberthe mail from Canton must return to Jamaica, to secure, without extraloss 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 onepacket more than the Owhyhee plan requires; but that station wouldrequire one spare packet, making _fifteen_ for the whole, which thusmakes both stations equal, but without the combination which theOwhyhee station gives. 

This arrangement for the Pacific would, in whichever way it may betaken, save the whole proposed steam communication from Ceyloneastward to Canton and New South Wales; which saving, either on theMediterranean or Cape of Good Hope lines, would be, eight steamers andone sailing vessel--capital, 199, 500_l. _, and yearly charges about130, 000_l. _; thus reducing very greatly indeed the cost of thesubsequent plan projected for the Eastern world. Even at the outset, the mails, parcels, and passengers on the Pacific station, would, itis 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 placesin the Mediterranean, and more especially with the more distant partsof that sea, which will go to connect more closely Britishcommunications with the East Indies and countries situated still moreto the eastward, is now, more than ever, become a national object, and, it may be added, a national duty. France seems to be activelyextending mail communications, in that sea, to all places, as well tothose under her immediate sway as to others; and if allowed to do sowithout any rival, it becomes obvious that, with the command of allthe channels of communication, she will obtain such a monopoly ofpolitical influence as will give her the monopoly of political poweralso in that quarter of the world. Such a result cannot fail to provehighly injurious to all the great commercial and political interestsof Great Britain; and this result ought to be guarded against andprevented even at a considerable sacrifice, if a sacrifice werenecessary, but which it is not. 

Two mails each month between Great Britain and the Mediterranean areindispensably necessary, otherwise the conveyance of both letters anddespatches, and passengers, will generally be quicker by private shipsand other similar conveyances which may offer. The route can be fromFalmouth to Alexandria direct, by Lisbon, Cadiz, Gibraltar, Palermo, and Malta; at the latter place dropping the outward mails for theIonian Islands, Athens, and Constantinople; to be forwarded immediatelyby a branch steam-boat, which will return to Malta from (p.  065)Constantinople, &c. With the return mails for England, &c. &c. To beforwarded by the Alexandria and Falmouth steamers, returning by way ofMalta, Palermo, Gibraltar, Cadiz, and Lisbon; a good sailing vesselbeing employed to convey the outward and the inward mails to and fromZante to the other Ionian Islands. It would take the Constantinoplesteamer from Malta too much out of her way to call at any other ofthese islands but the one mentioned. 

As the Falmouth and Mediterranean department is in every point of viewa most important station, so it may be rendered a profitable one;because it will connect itself with the East Indian communication, andconsequently 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 fromAlexandria, steam-boats sufficiently powerful (240-horse power) wouldcomplete the voyage in 45 days from London to London, including allnecessary stoppages. 

Three powerful steamers would do this work, giving two mails eachmonth. The capital necessary to purchase these would be 72, 000_l. _ Theannual expenditure for these three boats, on this station, wouldbe--Wages, provisions, tear and wear, &c. 6, 200_l. _ each, or18, 600_l. _; and for coals, 20, 400 tons, 25, 600_l. _; together, 44, 200_l. _ Thus each boat on this station would be actively employed34 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 3060miles--the real distance is 2985. 

2. _Malta and Constantinople. _ (p.  066)

From Malta a branch steam-boat may proceed with the mails for theIonian Islands, and touching at Zante to land these, proceed thence toAthens, and thence to Constantinople with the outward mails. FromConstantinople this boat will return, by Athens and Zante, to Malta, with the return mails for the Alexandria and Falmouth packets. Thedistance from Malta to Alexandria and back is 1650 miles, and by thecourse already pointed out, the distance from Malta to Constantinopleand back is not materially different. Consequently, one good steamerwould perform the work in the same time as is requisite to go toAlexandria and return. This boat would be, each voyage, ten days atsea; 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; together12, 450_l. _ per annum. 

EAST-INDIAN DEPARTMENT. 

3. _Alexandria and Suez. _

The distance from the former to the latter place is 170 geographicalmiles. This might, under prompt and proper regulations, be performedin two days. The first portion of the distance is from Alexandria toCairo, about 100 miles by water, and the second is from Cairo to Suezacross the desert, about 70 miles. What the expense of transportingmails, passengers, &c. Over this distance would be, it is difficult tostate, 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 greatadvantage be extended to this quarter of the world, and to thisimportant portion of the British empire. Nor need the channel ofcommunication stop at the East Indies, but proceed on until itincludes within its range Batavia, China, and New South Wales. Thefurther the line is extended, and the more its ramifications arecombined and connected, the greater will the advantages, and the moreample the remuneration, be to whoever undertakes the work. Thecommercial and political concerns and interests connected with thesevast portions of the globe, are well known to be immense, and of thefirst-rate importance, while no European power is so much interestedin these as Great Britain. With these remarks the manner in which thecommunications alluded to can be effected and carried on remains to bepointed out. The route, periods, and distances from Alexandria, wouldbe as follows, premising that the price of coals in all these Easternstations will be considerably higher than in the stations in theWestern World, as these coals may have to be carried to the differentplaces by the circuitous navigation of the Cape of Good Hope. Still, calculating the whole to be brought from Europe, these may be obtainedat 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 forexpenditure in the stations in the western hemisphere, as required inevery place to the eastward of the Cape of Good Hope. And at theserates 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 mailsfor 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 goodsailing vessels (brigantine class) would be sufficient for the work ofcarrying the Mauritius mails between Socotora and that island. Thetime each way may be fairly taken at 15 days, and two days to stop atPort Louis, gives 32 days for the voyage. The cost of these vesselsshould be about 4000_l. _ each, and their expenditure, say, 2000_l. _each, or 4000_l. _ per annum. The time from London to the Mauritius bythis route would be 48 days, and the same time to return, making themail 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. FromSuez to Bombay; and from thence another steam-boat would proceed toCalcutta by Trincomalee, calling at Mangalore, and other places in thewest coast of Hindostan, and dropping at Trincomalee the mails for allplaces more to the eastward. Going by Bombay, instead of going directfrom Babelmandel to Ceylon, only increases the distance about 270miles, while the vast expense of having additional and separate boatsis saved. From Trincomalee, the steamer, both in going to andreturning from Calcutta, could, without inconvenience or delay, callat Pondicherry and Madras. Should the time occupied by the steamersfrom Bombay to Calcutta by this route exceed the time occupied by thepost to travel from the former to the latter by land, then in thatcase the European mails from Calcutta could be forwarded by land, (p.  069)while the passengers, parcels, &c. Could go round by the steamer, thedifference, in point of time, being not above a day or two at most. 

The route, time, and distance from Bombay to Calcutta, would bethus:--

 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 eachmonth. Each would be at sea 24 days each voyage = 48 monthly = 576yearly: 25 tons coals daily = 14, 400 tons yearly, 28, 800_l. _ Cost ofboats, 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 ofthe Eastern World, both from Europe and from India, and proceed byBatavia to Canton. At Batavia, this boat would deposit the mails forNew South Wales and Singapore; the former to be forwarded by othersteamers, and the latter by a good sailing schooner, which couldalways accomplish her work so as to be in time for the return steamer, and for the next outward mails; the distance from Batavia to Singaporebeing 475 miles, thus:

Three, or even four days, out; three to stop, and four back; together11 days. The nearest way to Canton from Trincomalee is by Nicobar andSingapore, distance, 2880 miles; whereas the distance by Batavia is3535 miles; but then it must be remembered, that Batavia is the mostimportant station, and 475 miles nearer New South Wales thanSingapore. 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. Eachboat would be at sea 36 days each voyage = 72 monthly = 864 yearly: 25tons coals daily, 21, 600 tons yearly--43, 200_l. _ At Trincomalee, aspare boat would require to be stationed, in case of accidents, whichwould make four for the station; prime cost, 96, 000_l. _, and onesailing-vessel, 2, 000_l. _ The yearly charges for provisions, wages, &c. &c. Will be 6820_l. _ each, and 1000_l. _ for the sailing-vessel is28, 280_l. _, which, together with the expense of coals, amount to71, 480_l. _

9. _Batavia to Sydney, New South Wales, by Swan River. _

At Batavia, steamers could take up the European, the Indian, and theChinese mails, and proceed on to Sydney, New South Wales, by SwanRiver 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 onthe station, to be stationed either at Batavia or Sydney. The cost ofthe four would be 96, 000_l. _ Each boat actively employed would be atsea 42 days each voyage = 84 monthly = 1008 yearly: 25 tons coals dailyis 25, 200 tons yearly, at 40_s. _, 50, 400_l. _ The yearly expenditure ofeach boat besides would be 6820_l. _; for four, 27, 280_l. _, togetherwith coals, 77, 680_l. _

It is unnecessary to dwell on the immense advantages which such a planof mail communications as this would give to the commercial world ingeneral, and to the commercial interests of the United Kingdom inparticular. These would be incalculably great, both to the governmentsand to the people. To complete the scheme, it would be requisite tohave more than one station at which boats and machinery could berepaired. These would require to be Malta, in the Mediterranean, Bombay, Trincomalee, Batavia, and Sydney, in all five places; thesalaries, &c. For superintendents, rents, and rent coal depôts, couldnot be less than 2000_l. _ per annum at each, or 10, 000_l. _ The expensefor workmen and materials are included in the 5 per cent. Allowed fortear and wear in the annual expenditure for each boat. 

The yearly expenditure for the whole Plan, in all its parts, wouldconsequently be as follows, and under the respective heads as hereenumerated. 

 _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 untilthe Eastern mails come up from Suez. 

The course of post under this arrangement between London andAlexandria, would be 45 days; between London and Constantinople, thesame; between London and Bombay, 90 days; London and Calcutta, 120days; 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 asconvulsions in Egypt, and on the shores of the Red Sea about Suez andMocha, and war in the Mediterranean, might cut off altogether (p.  073)the communications with the whole Eastern World, according to theroute which has been laid down. To prevent such a result is an objectof great importance, providing it can be effected without a serioussacrifice as to time, or expenditure of money. To have such vitallyimportant communications as free from being disturbed by the march ofwar as possible, is not only desirable, but indispensable, on the partof Great Britain. This may be effected by going out by the Cape ofGood Hope. 

Adopting this route would connect all the Eastern transmarinepossessions of Great Britain in one chain, with scarcely a link in theline of communication being dependent upon foreigners, except one ortwo, which the naval power of Great Britain could always command andcontrol in case of emergency. The course here alluded to wouldlengthen the course of post to Bombay and Calcutta, &c. To aconsiderable extent; but in every part of the proposed new line, coalscould always be procured more cheap and readily than in any quarternear the Red Sea. The following details, however, will place the timeand expense in a clear point of view, and enable any one to contrastat a glance the two routes, and the difference which in time andexpenditure will exist and remain between them. 

1. _Falmouth to Cape Verde. _

The steam-boat with all the Indian mails would go from Falmouth byMadeira 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 eachvoyage = 48 monthly = 576 yearly:--coals, at 25 tons daily = 14, 400tons 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 twomails each month; but in case of accidents, it would be advisable tohave one spare boat at St. Helena, or Cape Verde, making four at thisstation, or six in all between Falmouth and the Cape of Good Hope. Thethree boats actively employed would be at sea 40 days each voyage = 80monthly = 960 yearly. Coals at 25 tons daily = 24, 000 tons yearly, at25_s. _, 30, 000_l. _

3. _Cape of Good Hope to the Mauritius. _

From the Cape, the steamers will proceed with all the mails to theeastward, calling at Algoa Bay and Bourbon, and next to the Mauritius. From the Mauritius it will proceed to Point de Galle, where it willdeposit 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 mailsunreasonably out of the way to proceed from the Mauritius direct (p.  075)to Trincomalee. The route, time, and distance for this boat, would beas 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, 25tons 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, givingtwo mails each month; but in the event of accidents, there wouldrequire to be a spare boat on this station, either at Trincomalee orPoint de Galle, as may seem advisable, and as assistance may berequired for the Mauritius, Bombay, &c. Line. The two boats activelyengaged 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 stationwill require three boats; and one for the Calcutta station--togetherfour. [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 atMangalore, &c. And returning to Point de Galle by the same route withall 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. AtSea each voyage 8 days = 16 monthly = 192 yearly. Coals 25 tonsdaily = 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, callingin going and returning at Pondicherry and Madras. The route and timewould 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. _ Othercharges, 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, theroutes, periods, distances, and expenses, would be exactly the same asthose which have already been pointed out in the plan of having thecommunications 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 otherbecomes distinctly known. 

In order, however, to bring the whole into a tabular form, it isnecessary 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 ofcoals, as aftermentioned; the last sum shows the difference of costand expenditure of the route by the Red Sea, as compared with theroute by the Cape of Good Hope; bearing in mind, however, that theexpense of the establishment from Falmouth to Alexandria would stillremain, admitting that the route by the Cape of Good Hope was adopted. 

In the preceding calculation of expenses, the amount is takencalculating that the work is to be done wholly by steam, and at theaverage 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 perhour throughout a general voyage; consequently, _one-fourth_ shouldbe 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 wastageon the whole, is 12, 770 tons, 17, 795_l. _, which leaves the net savingof 26, 792_l. _ Next, the value of coals supplied to the eastward of theCape of Good Hope is calculated at 40_s. _ per ton, as received fromEurope. But coals may be supplied in all places to the eastward of theCape of Good Hope at 30_s. _ per ton, thus:--They can be purchasedexcellent, and in abundance, at 9_s. _ per ton at Sydney, New SouthWales. Ships coming from that place to ports in the East Indies, andthe Mauritius, for freight, would carry these coals, and be glad toconvey and to sell them at 30_s. _ per ton, a profit of 21_s. _, insteadof making nothing, as at present. A further deduction, therefore, of10_s. _ per ton, or one-fourth in value, on the quantity used to theeastward 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 thesum 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 thewind, and with the monsoons, the vessels would make more, and inworking against them, less; still, on the whole voyage, or from theCape, 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 themonsoons, the steamers would make up by increased speed for theincreased distance. The N. E. Monsoon may, at anytime, be stemmed by asteamer of large power, and such as is now recommended. The S. W. , which is the most formidable, may be overcome by the boats on theirreturn, --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 ofGood Hope, the difficulty would be decreased in this respect, as theboats running southward to gain the Mauritius from Ceylon, would, bykeeping to the southward, soon get out of their vortex; while thesteamers between Bombay and Ceylon have only to keep in shore to avoidthe 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 afterwardswith the eastern Asiatic coast. 

Taking the line of communication, therefore, between Great Britain andthe Eastern World, by the Cape of Good Hope, the expense beyond thatwhich the line of communication by the Mediterranean and the Red Seawould occasion, would be, in capital, 112, 000_l. _, and in yearlyexpenditure, 39, 128_l. _ The point to consider is, will the advantages, and the security to be obtained by taking the former in preference tothe latter route, prove a sufficient compensation for, and a warrantto go to the additional and increased expense? The answer, minutelyconsidering every circumstance, will be, that they are. Theobstruction which the land barrier between Alexandria and Suez offers, and must always offer, even when unobstructed by hostile force, to theconveyance of parcels, packages, and goods, is a great drawbackindeed. The competition, also, by steamers belonging to other partiesand states, would, as regards all these, be a great drawback on thisline; and to which must be added, the increased difficulties anddrawbacks which would arise in the event of hostilities taking placebetween any of the great powers connected with the affairs of theMediterranean. On the other hand, the free communication which wouldbe had, --free also as it would be, or nearly so, from any seriouscompetition by the Cape of Good Hope, the carriage of every thingbeing in almost every point and place under the British flag andrevenue laws--would render this line much more profitable than theline 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, andSydney: and for the lines by the second plan, Madeira, Cape Verde, Ascension, St. Helena, Cape of Good Hope, Mauritius, Bombay, Point deGalle or Trincomalee, Calcutta, Batavia, Canton, Swan River, HobartTown, and Sydney. 

The course of post between London and the different places herestated, taking the route by the Cape of Good Hope, would be--Londonand 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 andthe Mauritius, 105 days; and London and the Cape of Good Hope, 75days, &c. &c. , but in working the scheme some stoppages may perhaps becut 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 thesame time with all the most eastern parts of Asia, with all theIslands in the Pacific Ocean, and with all the western coasts of thegreat continent of America, it will be readily allowed, is of theutmost importance to Great Britain and to the whole civilized world. 

Through the isthmus of central America only, a short, safe, and easypassage from Europe to the eastern parts of Asia and the PacificOcean, can be effected. That a passage over the Pole exists, isextremely probable, nay, it may be said, is certain. This passage, when found, will be obtained by standing north between Nova Zembla andSpitzbergen, and thence over the Pole, inclining first eastward aboveEurope, and thence westward for some distance, to Behring's Straits. But admitting that there is a passage open by this route, it can onlybe so from the end of May to the middle of September, and during thisperiod only comparatively safe; a period much too short to accomplisha voyage out and back from China, and scarcely sufficient to performthe voyage out and back between Great Britain and her territories onthe west coast of America situated to the north of Columbia River. Moreover, even if a passage this way was open for a period sufficientto enable the navigator to accomplish the voyage to either of thequarters alluded to, still it will appear, when the distances come (p.  084)to be noticed and contrasted, that, considering the winds and theweather which ships would encounter in passing over the North Poleinto the Pacific, as contrasted with those which they would mostcertainly meet with in sailing westward through tropical seas, by theIsthmus of America; that the latter route would, upon the whole, bethe best, and in all respects preferable and most expeditious. 

A communication by the latter quarter may be advantageously andspeedily opened up, both for steamers and for sailing vessels; and inthe conveyance of mails, both or either may be employed, as shallappear to be most eligible and most advisable. To lay open such acommunication as this would prove, is an object of the firstimportance, worthy of the attention of any body of men, and of anynation, but more especially of a nation like Great Britain, to supportand to patronize in every way. By this route, all vessels, mails, andmerchandise could reach the more distant and wealthy parts of Asia andAustralasia, sooner and safer, and through seas comparatively alwaystranquil, borne by winds scarcely ever varying, and always favourable, than these can do by any other course that is known, or that remainsto be discovered. In an especial manner, this would be the case asregards all the western coasts of America, North and South, theIslands in the Pacific, New South Wales and Van Dieman's Land, Japan, China, Eastern Siberia, &c. The perpetual trade-winds would bearvessels before them from Madeira to Canton, and almost to Sydney, while in returning they would merely have to run through thesetrade-winds, with a steady breeze on the beam, until they reached thelatitude of 30° to 32° north, when the steady and certain, and strongwesterly and south-west winds, would bear them in these parallelsfirst, to the west coast of America; from which point winds off theland, and north-easterly trade-winds, would carry them, in the secondplace, to the point of communication with the Atlantic, through theIsthmus of central America; from which they, in the third place, wouldrun to the north, carried by the trade-winds and the Gulf stream, intoand through the Gulf of Florida, into the variable winds, which wouldquickly 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, thevaluable, but almost unknown, British territory on the west coast ofNorth America, would be brought near, and cleared, and cultivated. Soalso would the whole remaining western coast of America, from NootkaSound to the southern extremity of Chili, be brought near to thecivilized world, and become, in consequence, also peopled, cleared, and cultivated. Without such a communication is opened up, thesecoasts, and states upon them, can scarcely ever be brought to thisstate, but to which it is most desirable for the general interests ofthe 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 theirinhabitants can raise that can bear the expense of carriage to enableit to come into competition in the general markets of the world, withsimilar articles raised in other countries, which are all moreaccessible and placed nearer markets; and unless the soil of thewestern coasts of America and the islands in the Pacific are broughtinto cultivation, and peopled by people more civilized andindustrious, it is obvious that these countries and the states andpopulation at present in them, must remain in the poor, ignorant, miserable, and uncultivated state and condition in which they are, oflittle service to themselves or to the remainder of the world. 

The points where the communication between the Atlantic and thePacific are most feasible and practicable, is at one point on thesouthern boundaries of the Republic of Mexico, and the others withinthe territories of the Republics of Guatemala and Venezuela. The neckof 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, butmore especially in the southern portion of this space, recent surveyshave reduced it still more; and it is not improbable that, when thelate surveys of the west coasts within the tropics are published, thatit 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 theorders also of the British Government, of the shores of the Gulf ofMexico, have shown it to be; and consequently the communicationbetween the Atlantic and the Pacific will be found to be still shorterand more easy than it has been, or is even now considered to be. 

The first two points within the limits above mentioned, wherecommunications are most practicable, are the following:--_First_, inthe territory of Mexico, from the mouth of the river Guazacoalcos, onthe Gulf of Mexico, to the mouth of the Chimalapa, in the Gulf ofTehuantepec, on the Pacific, between the parallels of 16-1/2° to18-1/2° N. Lat. The distance from sea to sea at this part is 92geographical miles, in a south-west direction. The sources of thestreams which flow, the one eastward into the Gulf of Mexico, and theother westward, into the Pacific, come within the short distance of 20miles of each other. _Secondly_, The channel from the Gulf of Dolce, which communicates with the Gulf of Mexico, to the southward ofHonduras 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 tothe Pacific, at the point just mentioned, is 60 geographical miles, with the advantages of the courses of rivers which bend their coursesto 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 adistance of 200 miles, then it must penetrate so deeply into thecontinent, that its sources must approach to points still nearer tothe Pacific than the Gulf of Dolce, or its tributary streams. It isdoubtful, however, if any canals could be cut in either of the linesmentioned, because the land rises very considerably, forming in thecentral parts what is denominated Table Land, and is in generalstudded with ridges and high volcanic mountains, while the ports oneither shore are neither very commodious nor of safe approach. Therehas been of late years also a tolerable good road constructed in thefirst-mentioned line, which will tend greatly to facilitate thecommunication from sea to sea, so far as the interests of Mexico areimmediately concerned. 

These points adverted to are the only probable channels of (p.  087)communication to the northward of the River St. Juan and LakeNicaragua, which, like the last-noticed line, are situated in theterritory of the Republic of central America, the capital of which isSan Salvador. For reasons which will subsequently be adduced, theconsideration of this important position is left until those points inthe Isthmus of Panama and Darien have been particularly noticed andexamined. 

The first points to examine are those which are situated to thesouthward and eastward of Panama, and which are immediately connectedwith, and contiguous to, the Gulf of Darien. These are as follow:--Inthe province of Choco, famous for its gold mines, there is a ravinecalled 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. , fallsinto the Pacific in lat. 4°5' N. ; and the river of Quito, one of thehead branches of the River Atrato, which flows in nearly a due northcourse into the Gulf of Darien. Through the ravine just mentioned, theparish priest of Novita dug a small canal in 1778, which was navigableduring the rainy season, and by which canoes, laden with coffee andother produce, passed from one sea to another, a distance of 250miles; as they found it requisite and convenient. 

The next point, and more to the north beyond Cape St. Francisco deSolano, in about 7°30' N. Lat. Is, from the mouth of the Cupica, orTupica, as it is denominated in some maps, along that stream, whichdescends from the eastward into the Pacific, through a break in themountains to the head of the river Naipi, a distance of from 15 to 20miles only. The latter river is deep and navigable, and flows througha lake of considerable magnitude, nearly due east, into the RiverAtrato, a little below the village of Zitara, about 60 miles from themouth of the latter stream, in the Gulf of Darien. The distance fromthe Pacific to the Atrato, through the channels mentioned, is only 60geographical miles. The Atrato springs (its farthest branch the RioChame) 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 ofDarien. At this point, the western and secondary chain of the (p.  088)Andes is broken and interrupted, and there is good reason to believethat they continue to be so in several places more to the northward:in fact, that they cease, and are succeeded through all the Isthmus ofDarien and Panama, by a low range, broken into fragments in differentplaces. At the point under consideration, namely, by the Cupica andthe Naipi, the Spanish Government had it in contemplation, about fortyyears ago, to open a communication from sea to sea, by means of acanal; but the events in Europe, and the decay of their power, prevented the important enterprise from being undertaken. The Gulf ofDarien, and the course of the Atrato, were rigidly guarded andconcealed by the Spanish Government, so much so, that by specialdecrees the punishment of death was denounced against every one whoshould either permit or attempt the exploration of the country inthese parts. This showed clearly that their practical knowledge gavethem to know, that a communication between the Atlantic and thePacific was easy and practicable in more places than one in thisquarter of their dominions. 

The next point where the communication is practicable, either by wateror a short distance by land, where a canal could be cut, or a roadmade, is between the Gulf of St. Miguel on the Pacific, to the bottomof 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 theupper part of the Gulf of Darien, on the Atlantic. The distance fromthe 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 towithin 16 miles of the latter, and 10 miles of the former. The Gulf ofSt. Miguel opens to the Pacific from 8°8' to 8°17' N. Lat. , and runsE. N. E. And N. E. By E. , fully 22 miles into the country, its centrecrossing 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 intothe country, both to the S. E. And to the N. E. , one particularly, theChuqunaque, with an extremely zigzag course between ridges of mountains, is laid down to within 10 miles of New Edinburgh; which, by the lastAdmiralty 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 sourceof streams which run into the Gulf of San Miguel spring within 15miles of the mouth of the Atrato, while branches of each approachwithin half that distance of each other. The land in this quarter isclearly low, because, for a considerable distance from its mouth, theAtrato runs through a very marshy and flooded country. New Edinburgh, or Port de Escoces, is an excellent port, commodious, and wellsheltered, and is the celebrated spot where, in 1699 (one hundred andthirty-eight years ago), the Scotch colony, under the direction of aScotch clergyman, named Paterson, a most intelligent and enterprisingman, was established, in order to open up a communication between bothseas, 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 commercialrivalry of England and Holland; and afterwards by the jealousies, thefears, and the representations of the Government of Spain, which atthat time had really no right to the country, the natives thereofbeing independent of, and at war with, Spain. The Gulf of Darien is ofeasy entrance, and penetrates southward to a little beyond the 8° ofN. 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 isby 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 thecharts and maps lately published by individuals, and by the authorityof the Admiralty, show that it is much narrower than what has hithertobeen calculated upon; and in the particular point under consideration, very narrow indeed. From the mouth of the River Chopo, opposite thelittle island Chepillo in the Pacific, to the bottom of the Gulf ofSt. Blas or Mandinga on the Atlantic, is only about 20 miles (somemaps make it still less). In this space, the mountains to the eastwardof the high chain S. Of Point Manzanillo and Porto Bello, which giverise to the Chagres, and its tributary streams, running first (p.  090)westward and then north-west into the Atlantic, are again, accordingto Captain Lloyd, interrupted and broken, affording thereby a readiercommunication between the two great oceans, the Atlantic, and thePacific. In an apparently good Spanish map of the Isthmus, upon alarge scale, the River Chopo or Bayano is represented as being formedby two branches, one under the name of the Rio Canizas, springing tothe southward of the Pico de Carti, a hill only four miles from theAtlantic, in the Bay of Mandinga; the whole course of the river to thePacific on a general south bearing, being only 22 miles. The source ofthe 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 itsmouth, as coming from the N. E. , its sources likewise being within avery few miles of the Atlantic. Here, certainly, is a point fromwhich, and on which a communication could be opened up at any rate bya good road, so as to afford a speedy conveyance for passengers, mails, and goods, between the two seas; while it is also exceedinglyprobable that, even in this short space, great facilities andassistance could be obtained by canal navigation, and by the riversjust mentioned. 

The points, however, where a canal could be cut of sufficient depth toadmit the passage of large ships, and thus save the delay and theexpense which loading and unloading cargoes would occasion, whereroads of any description remain the only means of communication, andwhere the approach on either coast is safe, and interior watercommunication most abundant, are, certainly, the points which shouldbe fixed upon and selected, in order to effect the object so importantto the whole world. The two points hitherto the best known, andconsidered to be the best adapted for the purpose, are, first, theline from Chagre on the Atlantic, to Panama on the Pacific; andsecondly, the line, perhaps the best of the whole, from the mouth ofthe 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 certaindata, and some curious and important information. He tells us (p.  091)pointedly, from actual observation, that which good Spanish mapsindicated, and what was more vaguely told by others. According to him, on the eastern side of the province of Veragua, the Cordillera breaksinto detached mountains, their sides exhibiting only bare rock, almostperpendicular. To these, as approaching nearer Panama, succeednumerous conical mountains, arising out of savannahs and plains, andseldom exceeding from 300 to 500 feet. "Finally, " says he, "betweenChagre on the Atlantic side, and Chorera on the Pacific, these conicalmountains are not so numerous, having plains of great extent, interspersed with occasional ranges of hills of inconsiderableheight. "

Such is the Isthmus of Panama, where the distance from sea to sea is, even according to the present charts, only 30 geographical miles, andfrom the mouth of the Chagre to Panama, 33 miles. [18] Of this distancethe Chagre, which has a circuitous course, is navigable for 40 milesto Cruces--distant from the sea in a direct line 21 miles, and fromPanama 14 miles. At its mouth the Chagre is one-fourth of a milebroad, and at Cruces about 150 feet: in its middle course the depth is24 feet. The current runs at the rate of from three to four miles perhour. It is full of numerous, constantly shifting sand banks, andsunken trees, which, with the current, render the navigation (p.  092)tedious, difficult, and even dangerous. At its mouth the coast is verysickly, as indeed the country through its course also is; but when theland is cleared, it will doubtless become more healthy. When thecurrent is very rapid, it requires four or five days to reach Cruces. The height of the land which intervenes between Cruces and Panama, hasbeen accurately ascertained by Mr. Lloyd; and that portion of thecountry which he passed over in his survey along the old road toPanama, is certainly the most elevated of the whole, as is shown inthe 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-watermark, and ran along the old road to Porto Bello, unto the point whereit crossed the Rio Chagre, --a distance of 1828 chains, 22-3/4 miles. The highest land passed over was the ridge Maria Henrique, 12-3/4miles 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 abovethe level of high-water mark at Panama; and the bed of the river fromwhence the survey commenced downwards, is 152. 55 feet. Descending theriver 1545 chains, 19-1/2 miles, Mr. Lloyd came to the village ofCruces, after a descent of 114. 60 feet; thus making Cruces to be 37. 96feet above high-water mark at Panama. From Cruces to Gorgona 410chains, 5-1/4 miles, the fall is 16. 13 feet; and thence to a smallgravel bank, named "_Playa los Ingenieros_" distant from Cruces 1302chains, 16-3/4 miles, the fall is 21. 82 feet, precisely level with thehigh-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 levelof high-water mark on the Pacific. At 507 chains, 12 miles, furtherdown, reached La Bruja, where the water became brackish; the level ofthe surface of the river being 13. 55 feet below the high-water mark atPanama. From La Bruja there was no perceptible descent to theAtlantic. 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 currentsoccasionally raise them to the height of 27. 44 feet. At low water thesea sinks proportionally at Panama below the level of the Atlantic:the reason for this difference is obvious. The current towards theGulf of Mexico, and which afterwards forms the famous gulf stream, carries off rapidly the waters in the Atlantic; while, on thecontrary, the current which flows northward along the western coast ofSouth America, and the tide which flows into the bay of Panama, fromthe south-west from the Pacific, heaps, as it were for a moment, thewaters into the bay and on the shores of Panama, and occasions thetides alluded to, and differing so greatly from those which are seenin the Atlantic at the short distance on the opposite coast. 

From Maria Henrique to Cruces is only about nine miles. In theintermediate spaces are several savannahs, and, according to theSpanish maps, a very considerable river, called Rio de los Laxas, which enters the Chagre a little above Cruces. This river flowswestward from Mount Maria Henrique; while the principal branches ofthe Rio Grande, which flows south into the Pacific immediately to thewestward of Panama, spring from the south-west side of the mountainalready mentioned. The branches of this river and of the Chagreapproach very near each other; while savannahs, according to Lloyd'smap, fill up, as between the Rio Grande and the Obispo, the most ofthe intervening space. In this short distance, and with the aid ofthese rivers, a water communication, were the country properlyexamined, it is conjectured, might be found. From Cruces the road, fora short distance, ascends considerably; after which it runs along aridge, with a valley on each side; that on the south the deepest, being about 300 feet, and descends until it comes to a plain, throughwhich it stretches and runs to the city of Panama. It is by quittingthe old Spanish track or road, and continuing along the savannahs andlevels, that it is believed the water communication adverted to couldbe effected; and where the distance, taking into account the shortbends which may be necessary, is so short, probably not twenty miles!

These observations naturally call the attention to the considerationof 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 westwardof 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 hasalready been generally described, on the authority of Mr. Lloyd; andfrom what he has stated, and which is in unison with otherinformation, not a doubt can remain that a water communication can beopened up in this quarter from sea to sea. Lines for railroads havealready been chalked out in both places alluded to; and considered soeasy that the sum of 400, 000 dollars is estimated as the whole expensenecessary to complete either. It is scarcely necessary to observe, that wherever a rail-road can be constructed, a canal may be made. TheRiver Trinidad is a branch of the Chagre, which comes from thewestward and from the south-westward, and joins the latter at abouteight miles due S. W. From its mouth. The Trinidad is navigable toEmbracadero, and for some distance, from its mouth, is both broad anddeep. Its branches penetrate a considerable way into the country, andapproach closely to the branches of the Caymito, a considerablestream, which flows through a country, in its lower course, comparatively level; while between its upper course and the Trinidadthe distance is covered with savannahs and small conical hills, and insome places marshy plains--a complete proof of the level nature of thecountry. The streams which rise to the westward of the line alludedto, namely, in the hills stretching to the province of Veragua, mostlyflow into the Chagre, another proof of the direction in which themountains 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 thejunction of the Trinidad with the Chagre to Panama is only 26-1/2miles, and to the mouth of the Chorera 23 miles!

Short, however, as the distances just mentioned are, they areconsiderably reduced, when the navigation of the Trinidad on the oneside, and of the Caymito on the other, are taken into account. Thesereduce the greater distance at least one-half; and in it, as well asthe 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 thatmay offer, possible to be overcome. From that portion of the RiverChagre, which is level with high-water mark at Panama, south-westwardto that city, the country is interspersed with savannahs, andconsequently level. Indeed, for "a few miles" inwards from Panama, the_plains_ are below the level of the sea, thus rendering the formationof a canal easy; while, on the north side of the most elevated spot, the numerous streams which spring and flow to the Chagre would affordan abundant supply of water for any canal that may be constructed, however large that may be. The distance, therefore, where any seriousdifficulty could occur, must be reduced to a mile or two; and in thatdistance, should any of those conical mountains, from 300 to 500 feethigh, or insulated ridges of inconsiderable height, which Mr. Lloydtells us are here and there to be found in these places--should anysuch intervene, they may be cut through without any great difficulty. The excess in the rise of the tide in the Pacific, nearly 21 feetabove its rise in the Atlantic, would tend greatly to accelerate theconstruction, in this part of America, of a water communication; whichwater communication, however, be it observed, must be sufficient toadmit the passage through it of ships of the very highest tonnage, andat all seasons; otherwise it will not answer the general purpose, norinterests of the world. Less might indeed suit for the conveyance ofmails; but any thing less would occasion such an additional expense inunloading, transporting, and again loading goods, as would render thetedious navigation of Cape Horn preferable. 

_Lake Nicaragua, &c. _

The next to be considered, and perhaps the last and the best channelby which a communication between the Atlantic and the Pacific could beopened up, and safely carried on, is through central America, or theRepublic of Guatemala, by means of the River St. Juan and the LakesNicaragua and Managua, or, as the latter is more generally called, (p.  096)Leon. These lakes are connected with each other by a river, and arenavigable 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 oflarge burden. The mouth of the St. Juan, according to the late surveyby Capt. Owen, lays in 10°53' N. Lat. And in 83°40' W. Long. Leon, thecapital of the province in which Lake Managua is situated, and fromwhich the name of Leon is generally given to the latter, stands, according to the best Spanish authorities, in 12°20' N. Lat. And86°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 toRialejo, in a bearing of N. 66° W. The distance is 235 miles; and thisbearing runs nearly through the centre of the lakes and the course ofthe River St. Juan. From the point where the River St. Juan issuesfrom the Lake Nicaragua to the point where the River Lapita, whichissues from Lake Managua, falls into the former, the distance, takenon the best maps, is about 95 miles. Rialejo is situated on a river ofthe same name, which is deep, and capable of holding in the harbour200 sail of the largest ships. The harbour is well protected from theforce of the Pacific, and from storms, by an island stretching outbefore it, with two channels between it and the main land; the oneopening to the south-east, and the other to the north-west. Theadjacent country is very fertile, but the place itself is reckonedunhealthy, owing to some swamps in the vicinity and to the southward;but which, it is believed, might be drained and cleared, which wouldrender the climate salubrious, or, at least, as much so as anytropical climate can be to Europeans. 

Lake Nicaragua, in its broadest part, is about 35 miles: it hasseveral considerable islands, some of them active volcanoes, and allof them fertile. The country around its shores is stated to be veryhealthy and very fertile, and studded with high peaks, mostlyvolcanic, and many of them, on both sides, volcanoes in activity. Atthe point on its north-east corner, where the River St. Juan issuesfrom it, there is (according to some of our best maps) erected thecastle 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 takenby the English in 1780. Alcedo says that this river is navigable forships of large size; but others add, that during the dry season, whenthe river is low, in one or two places the navigation is obstructed bysand banks, which, however, could easily be removed by a deepeningmachine, such as that used for a similar purpose on the Clyde. LakeManagua in its western shore approaches in its southern portion towithin 8 to 9 miles of the Pacific; and here the conical peak rangeappears to be discontinued and broken. So also it is in the route fromLeon to Rialejo, a distance of 21 miles. The next nearest point ofcommunication is to the southward of the town of Grenada, situate onthe upper part of Lake Nicaragua, westward to the port of St. Juan, which runs considerably into the country from the Pacific. Here thedistance from the lake to the sea is 10 miles. The next point ofcommunication is from the neighbourhood of the town of Nicaragua tothe 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 60miles, and enters the Pacific at the bottom of the Gulf of Papagayo. At this point, also, the volcanic peaks and the ridge appear to beinterrupted, and very low, thereby rendering a passage more probableand easy. On the neck of land, also, between the upper part of LakeNicaragua and the Pacific, there are situated in three differentplaces between the Pacific and the interior part, three lakes, which, while it shows the low nature of the coast, tends also to shorten veryconsiderably in this otherwise very narrow neck (12 miles), the spacethat intervenes between the lake and the ocean. 

The American coast of the Pacific is, in fact, bordered with analluvial plain, varying in breadth, which tends still more to lessenthe breadth of the high lands in every quarter. Between the bottom ofthe Gulf of Papagayo to Lake Nicaragua, the distance, the alluvialstrip included, is, (see Journal R. G. S. Vol. Vi. ), only 29, 880English yards, nearly 15 geographical miles. The highest point of landthat intervenes, is only 133-1/2 Spanish feet (the Spanish foot is0. 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 issaid to be 15 fathoms. The surface of the lake is thus 133-1/2 Spanishfeet above the level of both oceans. The tide in the Pacific in theGulf of Papagayo rises about 11 feet, decreasing in its rise towardsthe north, and increasing its rise towards the south. When Mr. Canningproclaimed that he had "_called a new world into existence_, " heought, as he then might, to have kept these places, the key to bothworlds, in his power, and in the power of his country. 

Some Spanish authorities state, that Lake Nicaragua has acommunication with the Pacific, but at what point does not appear, noris 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 somelow and level channel, where the tide from the sea drives back theflow of waters from the lake. To ascertain these points are objects ofgreat importance, and well worthy the attention of the civilizedworld; and the wonder is, that it has not before this time beenattempted. All the old and best Spanish writers, who wrote either fromaccess to the best materials, or from practical information regardingthe Spanish territories in South America, but more especially Estallaand Alcedo, mention, in the most pointed manner, that, by the placeswhich have just been considered, the nearest and the safest channelwould be found, nay actually existed, whereby a communication could beopened up between the Atlantic and the Pacific; and farther, that thepossession and the command of Fort St. Juan and the river St. Juan onthe one hand, and of the port of Rialejo on the other, gave the holderand possessor of them the key to and the command of both oceans. Likethe Gulf of Darien, all entrance into or examination of this quarterof America by foreigners, or travellers in general, was prohibited bythe Spanish government, under the punishment of death for a violationof the law. The Spaniards were particularly averse to and jealous ofEngland, or Englishmen, becoming acquainted with this portion ofAmerica. 

In some one of the points mentioned, and most probably from LakeManagua 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 tolerablywell cultivated, and it has several harbours. Numerous streams flowinto it from all sides, but particularly from the north. The river St. Juan is a considerable stream--as large, say the Spanish writers, asthe Guadalquiver in its lower course. In a distance so short, a canal, fit to bear ships of the very largest tonnage, could be cut, atcertainly no very heavy expense; say, at the rate of 300, 000_l. _ for10 miles. Even if the river St. Juan should not be found to benavigable, and that it might be most advisable to cut a canal alongits banks, from the Atlantic to the lake, the distance is not verygreat (45 or 50 miles), and the country presents no insuperableobstacles 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 tothe other, when the immense object to be attained is considered. Thechoice of position, after considering attentively every point, willremain between Chagre to Panama, and between St. Juan and Nicaragua toRialejo, as to which is the best line for a water communication; forit is pretty clear that the lines to the eastward and to the southwardof Panama, narrow although the neck of land certainly is in theseparts, can only be looked to as points for a speedy road communicationin some, and for small craft in the others. 

The jealousy of the government of Spain formerly sealed up everypossible line of communication between the Atlantic and the Pacific, in all the places mentioned, from the rest of the world; and it isprobable that the jealousy, and also the poverty and inability of thenew governments lately started up in these parts may continue to doso, if they are allowed to do so, or if they remain unaided in theenterprise by foreign capital, and not be impelled thereto by foreign, but particularly European influence. A glance at the map of theseparts of America, and at a map of the world, and a moment's reflectionand consideration bestowed on the great interests that depend upon it, that would be laid open and connected by such a communication, issufficient to show the prodigious benefits which would therefromflow to the human race, and especially to the governments and the (p.  100)people of North and South America, and those fine but comparativelypoor and miserable portions of this globe. The treasures and thelabours of nations would be well bestowed in completing such anundertaking. Laying open such a communication would do more to people, to cultivate, and to civilize the world, than any other effort--thanall other efforts made by the world at large, when combined andbrought together. No nation in the world is so deeply interested inseeing a proper communication through the best of the channels pointedout laid open, as Great Britain; and no other nation could so wellundertake it as she can. The immense empire which is rising under herflag in New Holland; the large territory which she would thereby bringwithin the sphere of cultivation and civilization on the west coast ofNorth America, to the north of Colombia River, where both the climateand the soil are good; the vast and important trade which she has withChina, and may yet have with all the beautiful islands in the Pacific, with Japan, and with all Eastern Siberia; and the very great tradewhich she has, and would have with all the shores of America on thePacific, --all render the attainment of the object contemplatedpeculiarly her interest, and peculiarly her province to undertake, support, complete, and protect, in a way and on a scale worthy of theintelligence, the enterprize, the strength, and the resources of hergovernment and her people. The number of people, and the traffic whichit 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 thetwo seas, the calculations which have been made as to periods anddistances connected with the conveyance of mails from Europe, in orderto cross the Pacific, will not be materially different from thosewhich would arise were Panama to be chosen as the point ofcommunication. Confining every thing to this route, it is necessary toconsider and to show what advantage trade and commerce would derivefrom it; what extent of commerce would pass through this line ofcommunication;, 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 theofficial records of the trade and commerce of the United States, willenable us to estimate these points just alluded to, for the presentperiod, with considerable accuracy. From both records, the followingextent and amount of imports and exports, and tonnage, engaged intransporting these, are selected; premising that, as regards bothcountries, the value of each is, without either freight or charges:and as regards the former, viz. Great Britain, the value taken is whatis denominated, in the Customs return, "_the declared value_, " andwhich, exclusive of freight and charges, is considerably below thereal amount. The commerce of both states mentioned, with all thecountries about to be enumerated, would most certainly pass throughthe channel already alluded to, besides a considerable portion morefrom 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 GreatBritain, and perhaps half as much to the United States. The value ofBritish imports from Western America is not given in the officialtables in any tangible shape, and therefore the imports are taken tobe the same as the exports. The amount of imports from China is takencorrectly from the tables; and the value of all the rest, as near aspossible, from the same tables, in proportion; the whole being enteredto all countries east of the Cape, China excepted; but in this amountalso the amount for freight and charges should, it is thought, beadded. The proportion of foreign and colonial produce, &c. To Britishmanufactures exported, is, according to the official tables, as nearas may be, the proportion taken. The value of the whole British tradeto the places specified, may therefore be fairly taken at17, 500, 000_l. _ exports and imports, and exclusive of the profitsthereon. 

Next comes the trade which the United States have with all theseplaces. In this there are more precise data, as the value both ofexports and imports is given in their tables; but it may be observed, that the amount, both as regards imports and exports, is givenexclusive of freights and charges, which in almost all the articlescarried is greater in proportion, as regards the American trade, thanin British produce and manufactures. It may also be observed, that thewhole trade which the United States have with all countries to theeastward of the Mauritius, would pass through, and return through, thecommunication made in central America, as the nearest and the bestroute for them. The following was the trade and tonnage of the UnitedStates 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 Britainand the United States to the Eastern World, particularly to China, topurchase cargoes, from the States alone about 7, 000, 000 dolls. ; alsoall the tonnage which goes, or would go, from one coast to another inthe three republics of Venezuela, Guatemala, and Mexico. To thesestates, such a communication would prove of inestimable value, andtend very greatly to add to the revenue to be obtained from the (p.  104)traffic by it. There are other nations, also, besides Great Britainand the United States, which traffic with the quarters of the worldalready specifically alluded to, particularly France, Spain, andHolland; but no accurate account of such trade has hitherto come inthe writer's way; though, taken collectively, it must be to aconsiderable amount. Moreover, the whole trade between Holland andJava, and between Spain and the Philippine Islands, would pass by thechannel under consideration, and the trade which both nations has withthese places is well known to be very considerable. 

Such as it has been described is the trade at this moment; a surefoundation upon which the magnificent undertaking under considerationwould, at the outset, have to build. The increased and increasingcommunications 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. Thetrade of mighty empires would sink into insignificance, when compared, in all their present magnitude, with what it would become one hundredyears hence. Admitting that it cost 1, 000, 000_l. _ to complete thenavigable communication, (and there are good grounds to believe thatit could be done for one-half of the sum, ) the question or point nextto be considered is, what would the revenue be, which could be derivedfrom it? To exact a per centage on the value of the commerce whichpasses through it would be uncertain, and liable to evasion, andconsequently give much trouble, and occasion much vexation; andtherefore it would be best to exact so much per ton, the exact extentof which the register of each ship or vessel so passing through thecanal would at once and readily determine. The question is, Whatshould the sum so levied, or the toll, actually come to be? Tenshillings per ton would certainly be a moderate sum; and taking it soit 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 whichmay reasonably be expected to be doubled in a very few yearsafterwards. 

_Conveyance Mails and Passengers. _

Hitherto the matter has been considered entirely as relates to thepracticability and probable expenditure to be incurred in carrying thePlan into effect, and the remuneration to be obtained from the Planwhen completed. It yet remains to show the advantages which will beobtained in the courses and distances by this route, as compared withother routes, and also with the route by the North Pole--even werethis latter practicable throughout the year, but which it almostcertainly is not. It has elsewhere been shown how a communicationacross any part of this Isthmus, even by an ordinary road, can be madeto extend, and to accelerate the mail communications between GreatBritain and all the western coasts of America, and more especiallywith the most eastern parts of the eastern world, and her own risingempire in New Holland. Nothing calls forth the enterprize and theenergies of mankind, equal to the rapidity and regularity ofcorrespondence: and without this, no country can either improve oradvance in cultivation or civilization. 

The comparative distances by the several lines of communication willstand 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 byit would be so much shorter for every part from Europe to the ports inAsia and in America, situated on the Northern Pacific, as to be vastlypreferable; but when it is recollected that this passage can only beopen for a very few months in the course of the year--and alsoconsidering the winds and the weather which, during that brief spaceof time, would certainly be met with in the northern route, and theutter impossibility that there would be of procuring any assistance inthat route, should accidents occur, --it is clear, that vessels wouldalmost as speedily, and certainly much more safely, run over thedistances by the western route, even to the places more near; while, as regards those which are more distant, there can and need be nocomparison drawn. 

It will also from these references be observed, that the distances toall the eastern parts of Asia, and the north-west coast of America, are, with a very few exceptions (in these, too, the distances arenearly equal), nearer than the distances would be, either taken by theCape of Good Hope or Cape Horn, the only routes always open; while, considering the winds and the seas which are met with in either ofthese routes, it is plain that ships would run over the distance bythe western route through central America, even to the most distantparts in eastern Asia that have been adverted to, sooner and mucheasier than they could do by either of the former. The saving ofinsurance alone in the route by the mild tropical climates, and alsoof wear and tear in ships by the same channel, compared to what allthese would amount to in the navigation by the other routes, to saynothing of the saving of time in voyages, would be objects of greatimportance 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 payof the following persons in steamers shall be as under, but increasedone-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 payof 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 shipnot a regular packet, 2d. Is paid by the Post Office at landing, andwhich gives the number of such letters to be 1, 128, 764 yearly. Suppose400, 000 of these went by packets under the new arrangements, theadditional Post-office revenue therefrom would be 16, 665_l. _

The sum just mentioned as paid for ship letters may be stated asprincipally attached to ship letters brought from all places in theWestern World. According to a return to the House of Commons (see EastIndia Steam Communication Report, 1837), the number of ship lettersfrom India for 1836, was 159, 360. The New York packet ships alonecarry from 5000 to 6000 letters each. Twice each month the proposedpackets to and from England would bear an equal, perhaps even agreater, number, under the proposed regular and prompt arrangement:certainly all the Canadian correspondence will be very greatlyincreased. This number, however, in four voyages each month, backwardsand forwards, gives at the rate, in round numbers, of 290, 000 eachyear. At 9_d. _ each letter, the additional packet postage beyond theship-letter rate, would be 10, 875_l. _ gained to the British PostOffice. 

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 WestIndies, and in British America. This sum is doubtless for the (p.  116)unpaid letters outwards, and perhaps some internal postage. Thereturn postage from these quarters will exceed this sum, because moredouble and treble letters come inwards than are sent outwards. Thereis also a considerable sum paid in this country for letters sent bypost 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 portionof 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 thepostage must be paid before the letter can be forwarded. How much ofthe above sum is for the purpose alluded to, is not stated, but let itbe taken at 30, 000_l. _ yearly outwards, and an equal sum from the sameplaces inwards; together, 60, 000_l. _

Next, there would be the gain on the NEW LINE between Halifax, NewYork, and the West Indies; or, more correctly speaking, between _all_North America and _all_ the West Indies, from Demerara to Mexicoinclusive, and including also the shores of South America on the east, and all its western coasts, from Valparaiso on the south, to NootkaSound on the north. The exports and imports to and from thesequarters, with all quarters of the world, amount, in goods, produce, specie and bills, and freights, &c. To upwards of 80, 000, 000_l. _ ayear. The letters to which this vast trade, especially as the whole ofit is carried on by means of correspondence, must give rise, will beimmense: and yet, with the exception of the scanty mail communicationafforded by Britain to a few places, there is none to be found. Theamount of the trade here stated, includes of course the trade with allplaces in Europe. The portion which is exclusively Colonial andAmerican, and which would of course be attached to the new linealluded to, cannot be less in exports and imports than 30, 000, 000_l. _yearly. The proportionate postage from this commerce, even at theratio of the present West Indian postage, to and from Great Britainand her West Indian colonies, would be 110, 000_l. _ yearly; butadmitting that a sum equal to _one-half_ only of _this sum_ came fromthe letters sent through the British Post Office, the sum gained onthis station yearly would be 55, 000_l. _

To all these sums must be added a considerable sum in postages, whichwould 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 packetsfrom all these places to Fayal, and thence on, without any delay, toNew York. What this will be, it is impossible to estimate; but takingthe trade of the United States with these places as a basis, it canhardly be less than 10, 000_l. _, or more probably 12, 000_l. _ per annum. 

The postages derived at present from the packet intercourse with thewhole Western World is taken at 200, 000_l. _ outwards and inwards. Itis not too much to estimate, that under the new and extendedcommunications and arrangements, more regular and frequent, this sumwould be increased _one-third_, or 66, 666_l. _; together, 266, 666_l. _yearly. To this there is to be added the additions, as are previouslynoted; together 92, 540_l. _; making the sum total at least 359, 206_l. _per annum. The estimated expenditure for conveying the whole of themails by steam, which are calculated to produce this yearly revenue, is 252, 850_l. _, or a gain of 106, 356_l. _ The present revenue barelypays the expenditure, if so much, of the establishment, consisting ofthirty sailing packets; four steamers in the West Indies; ten mailboats (6000_l. _ yearly) there; some sailing vessels at Halifax, andvery 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 fromforeign parts are returned unopened to the Post-Office, in order tosave the postages, because the originals or duplicates had previouslybeen received through private channels. It would be useful andimportant to ascertain the number of these. In the Finance Accountsfor 1837, p. 54, there is entered in the Post-office deductions onaccount 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 Mediterraneanpacket, 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 thepackets for all quarters, will correspond so well with the arrivaloutwards of the steamers from Falmouth, that no material delay on thepart of the steamers bearing all the return mails to Falmouth will beoccasioned or required. But because February has only twenty-eightdays, the mails, to make all coincide more nearly, should be made upin London, instead of the 1st and 15th of February, on the 30th ofJanuary, and 13th of the former month. The following, however, takingthe despatch of the mails from London according to the days in eachmonth, 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 regardsthe other quarters, the mails from thence would have some time tospare for the voyages in case of accidents, and still be in time atFayal, 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 workas regards all North America and all the West Indies; and also howregularly and pointedly the return steamer from the Havannah (bringingthe Havannah and Tampico mails, should any accident have happened tothe Jamaica steamer), will call at New York for the replies to theletters by the packet from Europe, arrived at that city two daysbefore her; and carry these forward to Halifax (giving two days tostop at New York) in time to get the steamer with the homeward Britishmails 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 atcorresponding periods, being able to be, if any thing, earlier forwardto Fayal; but always 15 days more on their respective voyages than thesteam-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 returnpacket goes by the north side; and the _return_ Haytian mails could bepicked up at Jacmel, if the packet, _when a steamer_, calls, as shemay do, at that place on her voyage to Jamaica, preparatory to herreturn by way of St. Jago and Cape Nichola to Fayal or Falmouth. 

The distance and time of communicating between Barbadoes and Halifaxwith 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 isstated that the Malta steamers average 7-1/2 miles per hour, and havedone so for a period of two years. The Dublin and Liverpool SteamPost-office packets average also 7-1/2 miles per hour, or 180 milesdaily. 

In the same Report, p. 265, Mr. Napier states, that he built thesteamers which run between Dundee and London; and that during a periodof eighteen months they have averaged 11-1/2 miles per hour. This, itis believed, means British miles, or 10 geographical miles. At thelatter rate they run 240 miles per day. During the period abovementioned, these boats have not cost their owners 18_l. _ for repairsto 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 Socotorato Suez, a distance of 1800 miles, in 9-1/2 days. The Leith and LondonSteamers, such as the _Monarch_, of 200-horse power, run the distance, 415 geographical miles, in 45 hours, --the average of voyages duringthe year; and frequently the distance is run in 40 hours, and evenless. 

 _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 isestimated by experienced captains of ships at 10_s. _ sterling per day. The charge made in steamers in the West Indies for cabin passagemoney, by orders of the Admiralty, is 17_l. _ sterling, Barbadoes toJamaica; 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 toand from India, there are consequently no accurate returns of thepostage received, or letters that are conveyed backwards and forwardsbetween England and the vast countries to the eastward of the Cape ofGood Hope. The number, however, from the extent of the trade, must bevery great; and not a doubt can remain, that if regular and speedyconveyances were established, the numbers would be very muchincreased. In a communication from Col. Maberly, Secretary to theGeneral Post Office, printed by order of the House of Commons lastyear, along with the Evidence taken before the Committee appointed toconsider the propriety of establishing a Steam Communication withIndia, that gentleman gives the whole amount of postage outwards for1836 to Cadiz, Gibraltar, Malta, and Corfu, at 3411_l. _, and reckonsthe amount inwards at the same sum. He estimates the whole postageoutwards and inwards, including sea postage between England, Ceylon, India, and the Mediterranean, at 47, 000_l. _ Even this sum, whichcertainly by no means includes every letter to and from the placesmentioned, would, under the arrangements proposed, be doubled, independently of all the postages which would be obtained from the NewSouth Wales, China, and Batavia, &c. &c. Trade. The coasting orinternal 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 foreigncountries. Much of this is doubtless from letters which come throughFrance, &c. From the Mediterranean, and countries near that sea. Underthe proposed regular and frequent packet arrangement, the letters fromwhich much of this sum is obtained would come directly through theBritish Post Office. 

The amount of postage to be obtained through the vast range ofcountries which the New Plan proposes to embrace, can only beconjectured by considering the immense trade which is carried on withthem and by them. As it is very great, so must the correspondence towhich 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 berequired; thus adding 4000_l. _ to the capital, and 2000_l. _ to theyearly expenditure. 

 * * * * *

Including the Mediterranean, the yearly cost of the present ForeignPacket conveyances, limited, uncertain, and irregular as the whole is, cannot be less than 350, 000_l. _, exclusive of any sum set apart toreplace the capital engaged in it. 

If the East Indian communication is amalgamated with the plan for theWestern World to Pernambuco by Fayal, as it may readily be, then aconsiderable further reduction of expenditure in the former can bemade (including the sailing-vessels between Rio de Janeiro and BuenosAyres) in capital 106, 000_l. _ and in direct yearly charges 45, 000_l. _;and nevertheless extend the steam conveyance to Buenos Ayres by Rio deJaneiro from Pernambuco. This desirable object could be effected withthe saving mentioned, and without creating any additional delay in thecommunication; because, if the communication by this route betweenFalmouth 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 additionalaccommodation is afforded to the public, and to the commercial world. The distance from Falmouth to the Cape of Good Hope by Fayal andPernambuco, is 7330 geographical miles. This could be run in 75 (p.  129)days: thus--36 days outwards, and 34 days inwards: 215 geographicalmiles 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, byRialejo, 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 bordersof Mexico, indicates, in a very forcible manner, that this portion ofthe earth is a fragment of a larger portion, which had, at someimportant epoch, been to a great extent submerged around it, and thatthe present Isthmus is the remains of a wider continental tract. Inseveral places within the limits mentioned, the ridges are broken, andthe 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 ratherridge, is so elevated, that although within thirty miles of thePacific on the one hand, and forty miles of the Atlantic on the otherhand, yet during the winter months, from November to March, frost andice abound. The climate everywhere, in the interior parts, isrepresented as being very healthy, and the country fruitful andpleasant. 

 _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.