The Sun.
London, England, 1853-02-09 00:00:00

TO THE EDITOR OF THE TIMES.

SIR, —I have seen, with some regret, and I may say
disappointment, the observations appearing in your City
Article of this day on the subject of the proposed navi-
gation across the Isthmus of Darien.

Any observations appearing to emanate from you are
entitled to so much weight, that I need not say it be-
hoves any one, writing under your authority, to be very
cautious in the opinions he expresses, lest in doing so ho
should damage or retard objects of public utility, which
it is your whole policy and system to encourage and
support.

The article I refer to impugns the principle and pro-
spects of the Darien undertaking substantially in three
assumed positions, all based on a comparison with the
proposed canal from St. Juan to the Gulf of Fonseca,
known popularly as the Nicaragua Canal. The writer
states, first, that the proposed navigation across the
Isthmus of Darien must be subsidiary to the Nicaragua
Canal. He states, secondly, that that canal can be
executed "so as to admit large ocean steamers, such as
the Northern Light, for less than 4,000,0001. sterling ;"
and he infers, thirdly, from these statements, that the
navigation across the Isthmus of Darien will not pay,
while he assumes that the Nicaragua Canal would be
remunerative.

These positions, I venture to say, are in many re•
spects based upon incorrect data, and I think I shall
have no difficulty in satisfying you on that point.
The necessity of a communication by sea between the
Atlantic and Pacific Oceans being strongly felt both, in
the United States and in this country, it was recently
proposed to construct a canal commencing at St. Juan,
on the shore of the Atlantic, and proceeding through the
Lake of Nicaragua to the Gulf of Fonseca, on the Pa-
cific. It was ascertained that this work could be exe-
cuted with a depth of waterway of about 12 feet at an
estimated cost of 4.000,000/. sterling, but, on further
considering the subject, it appeared that this depth,
though sufficient for the coasting and locartraffic, was
not adequate to the more general demands of commerce;
and it was, therefore, subsequently proposed to increase
the depth to 17 feet, which was found to involve an in-
crease of the cost to upwards of 6,000,000/. sterling.
The sufficiency of the depth thus increased was, however,
considered so questionable, both by the English and
American engineers to whom the matter was referred,
that 'it was proposed to extend it to 20 feet ; but this
alteration raised the estimate to about 10,000,0001. ster-
ling. In the policy of the original proposition various
capitalists and individuals of great eminence in this
country and in the United States concurred, upon the
principle that the communication was expedient if it could
be obtained at commensurate cost ; but further delibe-
ration, anctespecially the increase of expense attendant
on increased depth, threw great doubt on the policy of
the measure, especially as 20 feet was still greatly
below the requirements of commerce, which nothing
short of a depth of 30 feet could satisfy, the draught of
vessels of the largest class at present being 28 feet.
Moreover, it appeared that in this work there would not
be less in the whole than upwards of 100 miles of cana-
..

lized river, besides much necessary expenditure in the
lake of a very serious character. The passage was 195
miles in length ; there were 28 locks in its course ; the
period of transit was calculated at about six days ; the
country was very unhealthy ; and the annual cost of
maintaining the canal very great. Under any circum-
stances, the canal could not be constructed to carry
ships of all sizes, and at best, therefore, it constituted
only a partial and imperfect work. Minor drawbacks
connected with the position of the canal were felt, which
it is not necessary here to notice.
It was in this state of the inquiry that my attention
was drawn to the subject, accompanied by a suggestion
that a means existed of opening the communication
between the two oceans, which would accommodate the
whole present and future traffic of the world at a cost
not materially, if at all, exceeding the proposed imper-
fect and incomplete measure. It appeared to me that
an object so vast was of importance sufficient to justify
some expense and labour, and I resolved on despatch-
ing engineers to the spot. Mr. Gisborne accordingly
proceeded thither with his assistant, Mr. Ford ; and,
though it is true, in some sense, as the writer states
that " the land had not been actually surveyed,"
he examined the locality, he fathomed the water on both
sides, and went over the ground, so far at least as to satisfy
himself of the height of the summit level and the nature
of the soil. Mr. Gisborne's qualifications for such an
investigation are well known, from his long experience
under Government in canal and other works, and his
reputation is staked upon the correctness of his state-
ments. He reported (and his report is published) to the
effect that an open navigation only 30 miles in length of
30 feet depth and 150 feet wide, terminating in a good
harbour on each side, affording passage in one tide for
vessels, not only of the largest modern construction, but
admitting of the increase now in contemplation, can be
constructed at a cost not exceeding, on a high estimate,
12,000,0001. sterling.
That the conclusion thus arrived at is not as abso-
lutely certain as if " every foot of the land had been the
subject of precise estimate," as the writer assumes of
the Nicaragua route, I freely admit ; but I think you
will agree with me that the information obtained affords
a very strong and cogent reason for concluding that the
proposed selection of the Nicaragua route was a mistake,
and that attention ought to be directed to this portion
of the Isthmus.

It is obvious that if a means exist of opening a pas-
sage for the whole commerce of the world, navigable at
all
.times, it must be greatly preferable to a close canal,
which can accommodate ships only of a certain tonnage.
It is further obvious that if that passage, once opened,
can be maintained without cost, if it admits of transit in
six hours instead of as many days, if it is free from the
impediment of lock and canal navigation, and enjoys a
good harbour at each terminus, it must be in principle
greatly preferable. But if all this can be effected at
little more than the cost of the proposed lesser work,
with a depth of 30 feet instead of 20, I think you will
agree with me that it will never, as the writer of the
article assumes, be subsidiary to the Nicaragua route ;
and even that, as regards this latter project, there is no
fear that English or American capitalists will ever enter
on a work so inherently imperfect and inadequate.
Moreover, if the one which can only accommodate a
portion of the traffic will pay, as assumed, it is clear that
the other, which will accommodate the whole, must do
so in a much higher degree.
You will observe that, for the present, all the contem-
plated proceedings of the company proposed to be esta-
blished are preliminary only. It is not suggested that
it shall enter into costly measures without mature con-
sideration and adequate support ; but I venture to pre-
dict that the result of further proceedings will be to con-
firm the conclusion already arrived at ; and I am sure
that on the result no one more than yourself will be re-
joiced to find that English capital has not been embarked
in an undertaking so unsatisfactory as the Nicaragua
Canal, when there exist the means of opening out a
passage for the traffic of the world without let or hin-
drance through a way prepared by nature for Ti opera-
tion so entirely effective, and so completely within the
power and skill of the human race, as already evinced in
a 'much higher degree, and in works physically much
more difficult.
I have written this letter in great haste, and must
apologise if it betrays intrinsic evidence of this fact, while