It has generally been thought that the long-neglected isthmus of Suez is the shortest road to India, but besides being precarious, and suited only for the conveyance of light weights, that line only embraces one object; whereas the establishment of a communication across that of Panama, would be like the creation of a new geographical and commercial world—it would bring two extremities of the earth closer together, and, besides, connect many intermediate points. It would open to European nations the portals to a new field of enterprise, and complete the series of combinations forming to develop the riches with which the Pacific abounds, by presenting to European industry a new group of producers and consumers. The remotest regions of the East would thus come more under the influence of European civilization; while, by a quicker and safer intercourse, our Indian possessions would be rendered more secure, and our new connexion with China strengthened. Besides the wealth arriving from Asia and the islands in the wide Pacific, the produce of Acapulco, San Blas, California, Nootka Sound, and the Columbia river, on the one side, and of Guayaquil, Peru, and Chili, on the other, would come to the Atlantic by a shorter route, at the same time that we might receive advices from New Holland and New Zealand with only half the delay we now do.
The mere recurrence to a map will at once show, that the isthmus of Panama is destined to become a great commercial thoroughfare, and, at a moderate expense, might be made the seat of an extensive trade. By the facilities of communication across, new wants would be created; and, as fresh markets open to European enterprise, a proportionate share of the supplies would fall to our lot. In the present depressed state of our commercial relations, some effort must be made to apply the industry of the country to a larger range of objects. A century of experiments and labour has changed the face of nature in our own country, quadrupled the produce of our lands, and extended a green mantle over districts which once wore the appearance of barren wastes; but the consumption of our manufactures abroad has not risen in the same proportion. It behoves us, then, to explore and secure new markets, which can best be done by connecting ourselves with those regions to which the isthmus of Panama is the readiest avenue. In a mercantile point of view, the importance of the western coasts of America is only partially known to us. With the exception of Valparaiso and Lima, our merchants seldom visit the various ports along that extended line, to which the establishment of the Hudson's Bay Company on the Columbia river gives a new feature. Although abounding in the elements of wealth, in many of these secluded regions the spark of commercial life has scarcely been awakened by foreign intercourse. Our whale-fisheries in the Pacific may also require more protection than they have hitherto done; and if we ever hope to have it in our power to obtain live alpacas from Peru as a new stock in this country, and at a rate cheap enough for the farmer to purchase and naturalize them, it must be by the way of Panama, by which route guano manure may also be brought over to us at one half of the present charges. We are now sending bonedust and other artificial composts to Jamaica and our other islands in the West Indies, in order to restore the soil, impoverished by successive sugar-cane crops, while the most valuable fertilizer, providentially provided on the other side of the isthmus, remains entirely neglected.
The establishment of a more direct intercourse with the Pacific, it will therefore readily be acknowledged, is an undertaking worthy of a great nation, and conformable to the spirit of the age in which we are living—an undertaking which would do more honour to Great Britain, and ultimately prove more beneficial to our merchants, than any other that possibly could be devised. Nor is it to be imagined that other nations are insensible to the advantages which they would derive from an opening of this kind. The feelings and sentiments of the French upon this subject have already been briefly noticed. The King of Holland has expressed himself favourable to the undertaking, nor are the Belgians behind hand in their good wishes for its accomplishment. If possible, the North Americans have a larger and more immediate interest in its success than the commercial nations of Europe. Ever since their acquisition of Louisiana, a general spirit of enterprise has directed a large portion of their population towards the head waters of the Mississippi and Missouri—a spirit which impels a daring and thrifty race of men gradually to advance towards the north-west. Captain Clark's excursion in 1805, had for its object the discovery of a route to the Pacific by connecting the Missouri and Columbia rivers, a subject on which, even at that early period, he expressed himself thus:—"I consider this track across the continent of immense advantage to the fur trade, as all the furs collected in nine-tenths of the most valuable fur country in America, may be conveyed to the mouth of the Columbia river, and thence shipped to the East Indies by the 15th of August in each year, and will, of course, reach Canton earlier than the furs which are annually exported from Montreal arrive in Great Britain."
This extract will suffice to show the spirit of emulation by which the citizens of the Union were, even at so remote a period, actuated in reference to the north-west coast of America—a spirit which has since manifested itself in a variety of ways, and in much stronger terms. The distance overland is, however, too great, and the population too scanty, for this route to be rendered available for the general purposes of traffic, at least for many years to come. The North Americans have, therefore, turned their attention to other points offering facilities of communication with the Pacific; and the line to which they have usually given the preference is the Mexican, or more northern one, across the isthmus of Tehuantepec, situated partly in the province of Oaxaca and partly in that of Vera Cruz. The facilities afforded by this locality have been described by several tourists; but supposing that the river Guassacualco, on the Atlantic, is, or can be made navigable for large vessels as high up as the isthmus of Tehuantepec, (as to deep water at the entrance, there is no doubt,) still a carriage road for at least sixteen leagues would be necessary. The intervening land, although it may contain some favourable breaks, is nevertheless avowedly so high, that from some of the mountain summits the two oceans my be easily seen. The obstacles to a road, and much more so to a canal, are therefore very considerable; and a suitable and corresponding outlet into the Pacific, besides, has not yet been discovered.
This, then, is by no means so eligible a spot as the isthmus of Panama. From its situation, the Tehuantepec route would, nevertheless, be extremely valuable to the North Americans; and it must not be forgotten that, in this stirring age, there is scarcely an undertaking that baffles the ingenuity of man. Owing to their position, the North Americans would gain more by shortening the passage to the Pacific than ourselves; and Tehuantepec being the nearest point to them suited for that object, and also the one which they could most effectually control, it is more than probable that, at some future period, they will use every effort to have it opened. The country through which the line would pass is confessedly richer, healthier, and more populous, than that contiguous to the Lake of Nicaragua, or across the isthmus of Panama; but should the work projected ever be carried into execution, eventually this route must become an American monopoly.
The citizens of the United States, it will therefore readily be believed, are keenly alive to the subject, and calculate thus:—A steamer leaving the Mississippi can reach Guassacualco in six days; in seven, her cargo might be transferred across the isthmus of Tehuantepec to the Pacific, and in fifty more reach China—total, sixty-three days. As an elucidation, let us suppose that the usual route to the same destination, round Gape Horn, from a more central part of the Union—Philadelphia, for example—is 16, 150 miles; in that case the distance saved, independent of less sea risk, would be as follows:—From the Delaware to Guassacualco, 2100 miles; across Tehuantepec to the Pacific, 120; to the Sandwich Islands, 3835; to the Ladrone do., 3900; and to Canton, 2080—total, 12,035 miles; whereby the saving would be 4115, besides affording greater facilities for the application of steam. Their estimate of the saving to the Columbia river is still more encouraging. From one of their central ports the distance round Cape Horn is estimated at 18,261 miles; whereas by the Mexican route it would be, to Guassacualco and overland to the Pacific, 2220 miles, and thence to the Columbia river, 2760—total, 4980; thus leaving the enormous difference of 13, 281 miles—two-thirds of the distance, besides the advantage of a safer navigation. By the new route, and the aid of steam, a voyage to the destination above named may be performed in thirty instead of a hundred and forty days; and as the population extends towards the north-west, the Columbia river must become a place of importance. Hitherto the Pacific ports of Mexico and California have chiefly been supplied with goods carried overland from Vera Cruz, surcharged with heavy duties and expenses. More need not be said to show that the United States are on the alert; nor can it be imagined that they will allow any favourable opportunity of securing to themselves an easier access to the Pacific to escape them. On finding another road open, they would, however, be inclined to desist from seeking a line of communication for themselves. There is, indeed, every reason to expect that they would cheerfully concur in a work, the completion of which would so materially redound to their advantage.
Nothing, indeed, can be more evident than the fact, that not only Great Britain and the United States, but also all the commercial nations of Europe, are deeply interested in securing for themselves a shorter and safer passage into the great Pacific, on terms the most prompt and economical that circumstances will allow; and the success which has attended civilization within the present century, demands that this effort should be made, in which, from her position, Great Britain is peculiarly called upon to take the initiative. For the last twenty years the Panamese have been buoyed up with the hope, that an attempt, of some kind or other, would be made to open a communication across their isthmus, calculated to compensate them for all their losses; and hence they have always been disposed to second the exertions of any respectable party prepared to undertake a work which they cannot themselves accomplish. They have heard of the time of the Galeones, when the fleet, annually arriving from Peru, landed its treasures in their port, which were exultingly carried overland to Porto Bello, where the fair was held. "On that occasion," says Ulloa, "the road was covered with droves of mules, each consisting of above a hundred, laden with boxes of gold and silver," &c. Panama then rose into consequence, attaining a state of wealth and prosperity which ceased when the trade from the western shores took another direction. The natives and local authorities would consequently rejoice at an event so favourable to them, and vie with each other in according to the projectors every aid and protection. Provisions and rents are cheap, and, under all circumstances, the work might be completed at half the expense it would cost in Europe.
At various periods foreign individuals have obtained grants to carry the project into execution, but time proved that they were mere speculators, unprovided with capital, and unfortunately death prevented Bolivar from realizing his favourite scheme. For the same object, attempts have also been made to form companies; but, owing to the hitherto unsettled state of the government in whose territory the isthmus is situated, the unpopularity of South American enterprizes, and the fact that no grant made to private individuals could afford sufficient security for the outlay of capital, these schemes fell to the ground. The non-performance of the promises made by the grantees, at length induced the Congress of New Granada to annul all privileges conferred on individuals for the purpose of opening a canal, or constructing a railroad across the isthmus, and notifying that the project should be left open for general competition. This determination, and the ulterior views of the French in that quarter, have again brought the subject under discussion; and it is thought that a fresh attempt will, erelong, be made to organize a company. It must, however, be evident to every reflecting mind, that although the scheme has a claim on the best energies of our countrymen, and is entitled to the efficient patronage of government, yet, even if the funds were for this purpose raised through private agency, the works never could be carried into execution in a manner consistent with the magnitude of the object in view, or the concern administered on a plan calculated to produce the results anticipated. No body of individuals ought, indeed, to receive and hold such a grant as would secure to them the tenure of the lands required for the undertaking. If such a privilege could be rendered valid, it would place in their hands a monopoly liable to abuses.
The best expedient would be for the several maritime and commercial nations interested in the success of the enterprize, to unite and enter into combinations, so as to secure for themselves a safe and permanent transit for the benefit of all; and then let the work be undertaken with no selfish or ambitious views, but in a spirit of mutual fellowship; and, when completed, let this be a highway for each party contributing to the expense, enjoyed and protected by all. At first sight this idea may appear romantic—the combinations required may be thought difficult; but every where the extension of commerce is now the order of the day, and the good understanding which prevails among the parties who might be invited to concur in the work, warrants the belief that, at a moment so peculiarly auspicious, little diplomatic ingenuity would be required to procure their assent and co-operation. By means of negotiations undertaken by Great Britain and conducted in a right spirit, trading nations would be induced to agree and contribute to the expenses of the enterprize in proportion to the advantages which they may hope to derive from its completion. If, for example, the estimate of the cost amounted to half a million sterling, Great Britain, France, and the United States might contribute L.100,000 each, and the remainder be divided among the minor European states—each having a common right to the property thereby created, and each a commissioner on the spot, to watch over their respective interests.
This would be the most honourable and effectual mode of improving facilities to which the commerce and civilization of Europe have a claim. It is the settled conviction of the most intelligent persons who have traversed the isthmus, that these facilities exist to the extent herein described and unity of purpose is therefore all that is wanting for the attainment of the end proposed. Jealousies would be thus obviated; and to such a concession as the one suggested, the local government could have no objection, as its own people would participate in the benefits flowing from it. This is indeed a tribute due from the New to the Old World; nor could the other South American states hesitate to sanction a grant made for a commercial purpose, and for the general advantage of mankind. The isthmus of Panama, that interesting portion of their continent, has remained neglected for ages; and so it must continue, at least as regards any great and useful purpose, unless called into notice by extraordinary combinations. With so many prospective advantages before us, it is therefore to be hoped that the time has arrived when Great Britain will take the initiative, and promote the combinations necessary to establish a commercial intercourse between the Atlantic and Pacific oceans, an event that would widen the scope for maritime enterprizes more than any that has happened within the memory of the present generation, and connect us more closely with those countries which have lately been the theatre of our triumphs. The East India and Hudson's Bay Companies, the traders to China and the Indian archipelago, the Australian and New Zealand colonists, together with their connexions at home—in a word, all those who are desirous of shortening the tedious and perilous navigation round Cape Horn and the Cape of Good Hope—would be benefited by the construction of a railroad; which, by making Panama an entrepot of supplies for the western shores of America and the islands in the Pacific, either in direct communication with Great Britain or the West India colonies, our manufacturers would participate in the profits of an increased demand for European commodities, which necessarily must follow the accomplishment of so grand a design.