Would it not, then, be more advisable to act on this suggestion, than run the risk and incur the expense of a canal? On all hands it is agreed, that as far as the mouth of the Trinidad the Chagre is navigable for vessels drawing twelve feet water, by which means twelve or fourteen miles of road, and a long bridge besides, would be saved. Under this supposition, the proposed line from the junction of the two rivers to Panama would be about thirty miles, and to Chorrera twenty four; while on neither of them does any other difficulty present itself than the one mentioned by Mr Lloyd. "Should the time arrive," says that gentleman, "when a project of a water communication across the isthmus may be entertained, the river Trinidad will probably appear the most favourable route. That river is for some distance both broad and deep, and its banks are also well suited for wharfs, especially in the neighbourhood of the spot whence the lines marked for a railroad communication commence."
It therefore only remains to be determined which of the two lines is the preferable one; and this depends more on the facilities afforded by the bay of Chorrera for the admission of vessels, than the difference in the distances. However desirable it might be to have Panama as the Pacific station, it will already have been noticed, that the great distance from the shore at which vessels are obliged to anchor, is a serious impediment to loading and unloading—operations which are rendered more tedious by the heavy swell at certain seasons setting into the gulf. The distance from Chorrera to Panama, over a level part of the coast, is only ten miles. Should it therefore be deemed expedient, these two places may afterwards be connected by means of a branch line. As regards the difficulty mentioned by Mr Lloyd, arising out of "the number of rivulets to be crossed," it may be observed that this section of the country remains in nearly the same state as that in which it was left by nature. No artificial means have been adopted for drainage; but the assurances of intelligent natives warrant the belief, that by cross-cuts the smaller rivulets may be made to run into the larger ones, whereby the number to be crossed would be materially diminished. The contiguous lands abound in superior stone, easily dug, and well suited for the construction of causeways as well as arches; while the magnificent forests, which rear their lofty heads to the north of the projected line, would for sleepers furnish any quantity of an almost incorruptible and even incombustible wood, resembling teak.[25]
The Honourable P. Campbell Scarlett, one of the last travellers of note who crossed the isthmus and favoured the pubic with the result of his observations, says, "that for a ship canal the locality would not answer, but presents the greatest facilities for the transfer of merchandize by river and canal, sufficiently deep for steam-boats, at a comparatively trifling expense."[26] He then proceeds to remark, "that Mr Lloyd seemingly turned his attention more to the practicability of a railroad along the level country between the mouth of the Trinidad and the town or river of Chorrera, and no doubt a railroad would be very beneficial;" adding, "that an explicit understanding would be necessary to prevent interruption, (meaning with the local government and ruling power:) and the subject assuredly is of sufficient magnitude and importance to justify, if not call on, the British government, or any other power, to encourage and sanction the enterprise by a solemn treaty."
In proportion to its size, no town built by the Spaniards in the western world contains so many good edifices as Panama, although many of them are now falling to decay. It was rebuilt subsequent to the fire in 1737, and from the ornamental parts of some structures, it is evident that superior workmen were employed in their erection;[27] and should notice at any time be given that public works were about to commence there, accompanied by an assurance that artisans would meet with due encouragement, thither able-bodied men would flock, even from the West Indies and the United States. Hardy Mulattoes, Meztizoes, free Negroes, and Indians, may be assembled upon the spot, among whom are good masons and experienced hewers of wood; and, being intelligent and tractable, European skill and example alone would be requisite to direct them. The existence of coal along the shores of Chili and Peru, is also another encouraging feature in the scheme;[28] and as the ground for a railroad would cost a mere trifle, if any thing, the whole might be completed at a comparatively small expense.
The profits derivable from the undertaking, when accomplished, are too obvious to require enumeration. The rates levied on letters, passengers, and merchandize, after leaving a proportionate revenue to the local government, must produce a large sum, which would progressively increase as the route became more frequented. Mines exist in the neighbourhood, at present neglected owing to the difficulty of the smelting process. It may hereafter be worth while for return vessels to bring the rough mineral obtained from them to Europe, as is now done with copper ore from Cuba, Colombia, and Chili. Ship timber, of the largest dimensions and best qualities, may also be had. The charges on the transit of merchandize would never be so heavy as even the rates of insurance round Cape Horn and the Cape of Good Hope. The first of these great headlands mariners know full well is a fearful barrier, advancing into the cheerless deep amidst storms, rocks, islands, and currents, to avoid which the navigator is often compelled to go several degrees more to the south than his track requires; whereby the voyage is not only lengthened, but his water and provisions so far exhausted, that frequently he is under the necessity of making the first port he can in Chili, or seeking safety on the African coast.
To escape from the perils and delays of this circuitous route has long been the anxious wish of all commercial nations, and to a certain extent this may be accomplished in the manner here pointed out. In the course of time, and in case prospects are sufficiently encouraging—or, in other words, should the surveys required for a ship canal correspond with the hopes entertained upon this subject by the French—the great desideratum might then be attempted. The work done would not interfere with any other afterwards undertaken on an increased scale. On the contrary, a railroad would continue its usual traffic, and afford great assistance. Fortunately the obstruction to the admission of vessels into Chagre harbour, on the Atlantic side, may be obviated, as will appear from the following passage in Mr Lloyd's report—a point of extreme importance in the prosecution of any ulterior design; but even then the great difficulty remains to be overcome on the Pacific shore:—
"The river Chagre," says the Colombian commissioner, "its channel, and the barks which in the dry season embarrass its navigation, are laid down in my manuscript plan with great care and minuteness. It is subject to one great inconvenience; viz. that vessels drawing more than twelve feet water cannot enter the river, even in perfectly calm weather, on account of a stratum of slaty limestone which runs, at a depth at high water of fifteen feet, from a point on the mainland to some rocks in the middle of the entrance into the harbour, and which are just even with the water's edge. This, together with the lee current that sets on the southern shore, particularly in the rainy season, renders the entrance extremely difficult and dangerous. The value of the Chagre, considered as the port of entrance for all communication, whether by the river Chagre, Trinidad, or by railroad, across the plains, is greatly limited owing to the above-mentioned cause. It would, in all cases, prove a serious disqualification, were it not one which admits of a simple and effectual remedy, arising from the proximity of the bay of Limon, otherwise called Navy Bay, with which the river might be easily connected. The coves of this bay afford excellent and secure anchorage in its present state, and the whole harbour is capable of being rendered, by obvious and not very expensive means, one of the most commodious and safe in the world."
After expressing his gratitude for the good offices of her Majesty's consul at Panama, and the services rendered to him by the officers of her Majesty's ship Victor, with the aid of whose boats, and the assistance of the master, he made his survey of the bay of Limon, obtained soundings, and constructed his plan, (the shores of which bay, he says, are therein laid down trigonometrically from a base of 5220 yards)—Mr Lloyd remarks thus, "It will be seen by this plan that the distance from one of the best coves, in respect to anchorage, across the separating country from the Chagre, and in the most convenient track, is something less than three miles to a point in the river about three miles from its mouth. I have traversed the intervening land, which is perfectly level, and in all respects suitable for a canal, which, being required for so short a distance, might well be made of a sufficient depth to admit vessels of any reasonable draught of water, and would obviate the inconvenience of the shallows at the entrance of the Chagre."
Granting, however, that the admission from the Atlantic into the Chagre of a larger class of vessels than those drawing twelve feet might be thus facilitated, according to Mr Lloyd's own avowal a breakwater would still be necessary at the entrance of Limon Bay, which is situated round Point Brujas, about eight geographical miles higher up towards Porto Bello than the mouth of that river, as the heavy sea setting into the bay would render the anchorage of vessels insecure. An immense deal of work would consequently still remain to be performed before a corresponding outlet into the Pacific could be obtained; and whether this can be accomplished is yet problematical. In the interval, a railroad, on the plan above suggested, would answer many, although not all the purposes desired by the commercial community, and serve as a preparatory step for a canal, should it be deemed feasible. After the country has been cleared of wood and properly explored—after the population has been more concentrated, and the opinions of experienced men obtained—a project of oceanic navigation may succeed; but, for the present, we ought to be content with the best and cheapest expedient that can be devised; and the distance is so short, and the facilities for the enterprise so palpable, that a few previous combinations, and a small capital only, are required to carry it into effect. By using the waters of the Chagre and Trinidad, a material part of the distance across is saved;[29] and as, as before explained, the ground will cost nothing, and excellent and cheap materials exist, the work might be performed at a comparatively trifling expense. When completed, the trip from sea to sea would not take more than from six to eight hours.
Avowedly, no ocean is so well adapted for steam navigation as the Pacific. Except near Cape Horn, and in the higher latitudes to the north-west, on its glassy surface storms are seldom encountered. With their heavy ships, the Spaniards often made voyages from Manilla to Acapulco in sixty-five days, without having once had occasion to take in their light sails. The ulterior consequences, therefore, of a more general introduction of steam power into that new region, connected with a highway across the isthmus of Panama, no one can calculate. The experiment along the shores of Chili and Peru has already commenced; and the cheap rate at which fossil fuel can be had has proved a great facility. Under circumstances so peculiarly propitious, to what an extent, then, may not steam navigation be carried on the smooth expanse of the Southern ocean? If there are two sections of the globe more pre-eminently suited for commercial intercourse than others, they are the western shores of America and Southern Asia. To these two markets, consequently, will the attention of manufacturing nations be turned; and, should the project here proposed be carried into effect, depots of merchandize will be formed on and near the isthmus, when the riches of Europe and America will move more easily towards Asia; while, in return, the productions of Asia will be wafted towards America and Europe. If we entertain the expectation, that at no distant period of time our West India possessions will become advanced posts, and aid in the development of the resources abounding in that extended and varied region at the entrance of which they are stationed—if the several islands there which hoist the British flag are destined to be resting-places for that trade between Great Britain and the Southern sea, now opening to European industry—these two great interests cannot be so effectually advanced as by the means above suggested.