The Sun.
London, England, 1849-02-16 00:00:00

FRIDAY EVENING, FEBRUARY 16,

Benton's on the same subject; an arrangement by which
their readers are enabled to consider, at their leisure,
both sides of a question. The party•man, whose mind
is thus schooled and disciplined, is seldom the man to be
bought or bribed. That bribery is practised in the
United States is too true; but it is on very different
material, as will be immediately shown, that it success-
fully operates. It may be that party is more easily
managed when each man thinks less for himself, and
becomes more readily the mere instrument of others;
and that, so constituted, it may serve all the purposes
of mixed governments; but in a country like America,
where the safety of the state rests with the intelligence
of the masses, they did well for their fellow-country-
men who first laid the foundation of that universal
system of education, which enables the American of the
present day to combine in himself the apparently incom-
patible characters of a violent, and yet a reasoning
politician."

DESCENDING THE RAPIDS.
" On leaving Prescott we crossed to Ogdensburg for
passengers. This town is built at the mouth of the
Oswegatchie, a rapid stream, with so dark a current
that, on entering the St. Lawrence, it seems to run with
ready-made porter. Gliding down the river we were
soon in the midst of islands again, and found ourselves
ere long at the commencement of the rapids.
" The first two or three which we passed were not
sufficiently formidable to cause more than a slight ripple
on the surface; but by and by we approached the grea.
rapid, that called the Long Sault, and preparation we-,
made for its descent. Even those accustomed to shoot it
seemed to grow more and more excited as we ap
proached; it was no wonder, then, that a novice like
myself should partake largely of the feeling. We touched
tor a few minutes at Dickenson's Landing, a little above
the rapid, and already alluded to as being at the upper
extremity of the St. Lawrence canal, constructed to
enable vessels not built for descending the rapid, to
avoid it. On getting afloat again the ladies retired to
the cabin, half-frightened at what was before them, and
determined, at least, not to witness the danger. I took
my post upon deck, where I resolved to remain until the
exciting episode was over. The rapid was in sight. In-
dependently of the fact that I was about to shoot it, it
was an object of the highest interest to me, for who has
not heard of the rapids of the St. Lawrence? In my
mind they were associated with my earliest reading re-
miniscences. We were close to the Canada shore, some
wooded islands interveming between us and the American
bank. The rapid commenced amongst the islands, but
did not exhibit itself in its full force and grandeur until
it emerged from them into the clear and somewhat con-
tracted channel immediately below. Throughout its
whole length it is much more formidable on the Canada
than on the American side. It was by the latter alone,
previously to the completion of the canal, that the
barges which were used in the navigation of the river
could ascend, on their way from Montreal to Prescott.
It sometimes required fourteen yoke of oxen to tow an
empty barge slowly against the current, not where it was
most impetuous, but close to the shore, where its force
was comparatively small. It was by the Canada side
that we were to descend the rapid, which leapt, foamed,
and tossed itself wildly about, immediately in front of
us. As far as we could see down the river, the dark
leaden-looking water was broken into billowy masses
crested with spray, like the breakers upon a low rocky
shore, stretching far out to sea; whilst the roar with
which the delirious current was accompanied, was Ms(
the sound of a cataract hard by. For nearly a quarter
of a mile above the rapid the current ran smoothly,
but with great velocity, which increased as it ap-
proached the line at which the channel dipped still
more, agitating the mighty volume, which seemed to
tear itself to pieces against the sunken rocks, over which
it dashed with impetuous speed. A period, as it were,
of breathless expectation ensued, from the time of our
entering upon the preliminary current, until we crossed
the line in question. The steamer seemed here to take
its race for the plunge which it made from the smooth
into the broken current. To one unaccustomed to such
a scene, a moment or two of semi-stupefaction ensues,
after getting fairly within the embraces of the rapid. It
seemed to me at first that we had suddenly been brought
to a halt, and were standing still, with the water boiling
a
and surging around us in mighty caldron, whilst
islands, mainland, rocks, trees, houses, and every fixed
thing ashore seemed suddenly to have been loosened
from their foundations, and to be reeling around me.
On becoming more collected I discerned the real state of
things ; the steamer was shooting like an arrow along
the stormy descent, lashing the angry waters with her
lusty paddle-wheels to give her steerage way. She thus
rushed on for mites in the course of a few minutes, the
objects ashore flitting by us as do those which line a
railway. By-and -by we reached a point where the cur-
rent, although yet greatly agitated, was comparatively
tranquil, when the very steamer seemed to breathe more
freely after her perilous race. On looking around me,
the islands were gone, the broad and broken channel
was no longer to be seen, the banks had fallen from
their well-wooded elevations almost to the water's edge,
the stream was contracted—it was placed in front of us,
but wildly :agitated behind—in short, the whole scene
had changed. The whole looked like a troubled dream,
and it was some time ere I could recall, in their proper
succession, the different incidents which marked it."

ISTHMUS OF PANAMA.

To adventurous minds during the last half century,
few subjects have had greater charms than the various
projects for opening a communication between the At-
lantic and Pacific Oceans. The feasibility of the scheme
in a general sense has never been controverted, hut as
there have been a variety of plans, and each projector
has made a point of declaring all to be impracticable ex-
cept his own, the European public have been deterred
from entering into them, while, at the same time, an-
other obstacle has been the constant revolutions in
Central America, which have prevented any attempt
at permanent negotiation with its respective Govern-
ments.

This state of affairs, however, will now be rapidly
changed. There is no one who is not contemplating the
mighty alteration about to take place in the old routes
of navigation from the events in progress on the northern
coast of the Pacific, and it is easy to predict that during
the next few years the rivalry in enterprise between the
United States and England will chiefly be directed to
that quarter.
A few days back we gave an outline of the conditions
on which the American railway across the Isthmus of
Panama is to be constructed, mentioning that in con-
nexion with that scheme it was seen that the ports of
the United States might become the depots of the com-
merce between Europe and the east; while in the case
of a ship canal the only alteration that would occur
would bo the shortening of distance for all parties. Still,
although this view is taken with regard to the railway
by the people of the United States, they are sufficiently
alive to {the broader considerations connected with a
direct junction of the two oceans, and hence simul-
taneously with the construction of the railroad there is a
strong opinion that no time should be lost in perfecting
the larger scheme.
Important, however, as the measure may be to the
United States, it is impossible to look at the nap and
not perceive that it is far more momentous to England.
A railroad from the Mississippi, already talked of,
would at once furnish an outlet for all the produce of
the States to the eastern seas; but Englaad has no
such resource. She must either have a canal through
the Isthmus, or make the old passages, vid Cape Horn
or the Cape of Good hope, or be content to discharge
her cargoes at Chagres, and run up to an American port
for a return freight.
Under these circumstances, it may be desirable to put
into a compendious form all the information hitherto
collected as to the various routes which have been sug-
gested for a canal.
The routes proposed have been five :—I. The Isthmus
of Panama, in the Republic of New Granada. 2. The
Isthmus of Tehuantepec, at the southern boundary of
Mexico. 3. The Lakes of Nicaragua, in the republic of
that name. And 4 and 5. Two separate channels from
the Gulf of Darien. _ _

Of these the three first alone require consideration,
the routes by the Gulf of Darien having never met with
encouragement from any quarter.
First with regard to the Isthmus of Panama. This
isthmus at its narrowest point is less than twenty miles
r across, but at this part there is a mountain ridge of
1,000 feet, and it is in the district only between Chagres
' on the Atlantic and Panama on the Pacific, where the
width in a direct line is 33 miles, that a passage could
be effected. The first grant for the purpose, by the
Grenadian Government, was to Charles Biddle, of the
United States ; but this having lapsed a new concession
was made in 1838, to Salomon and Co., of Panama, a
French house, who caused a survey to be made by an
engineer named Morel, and by whom estimates and pro-
posals were subsequently issued for raising the required
capital. The terms of the concession were not such as
deserved to be entertained. The Grenadian Government
were to grant the necessary lands and rights for 60
years; but not only was the canal to be given up to
them at the end of that period, but the ♦essels of the
Republic were to enjoy a reduction of 10 per cent. in
the tolls charged to other nations, while a tax of 1 per
cent was also to be levied on the annual profits of the
company, which tax was to be applied to the dividends
on the foreign debt.
The route proposed by Salomon and Co. was one by
which the river Chagres and Trinidad on the Atlantic
side should be united by a canal of 25 miles with the
river Farfan, which flows into the Rio Grande to the
Pacific, the total length of the passage including the
windings of the rivers being 50 miles, and the highest
point of land being 33 feet. Building materials, consist-
ing of free stone, clay, lime, and wood, were accessible in
abundance. The canal was to be 160 feet in width,
and 22 feet deep, and calculated to admit vessels
of from 1,200 to 1,400 tons. It was to be com-
pleted in eight years, and the estimated cost was
3,475,000 dollars or 695,0001. The estimate of ton-
nage likely to pass through yearly was 499,809 tons,
and the proposed toll being 2 dollars per ton the in-
come would be 999,618 dollars, from which deduct-
ing expenses of 235,000 dolls. a divisible balance would
remain of 764,618 dolls., or 152,9231. The details fur-
nished of this scheme were by no means clear or ample
(although the estimate of possible revenue seems not to
have been excessive) and other surveyors have repre-
sented the difficulties of the work to be far greater. With
regard to the harbours on each aide the accounts are
favourable, but the surrounding country has no recom-
mendations, and the climate is unquestionably dangerous.
The next route is the Isthmus of Tehuantepec. The
direct width of this isthmus is nearly 150 miles, and a
privilege having been granted in 1842 to Don Jose de
Garay to construct a canal, he caused it to be surveyed
by Signor Moro, an Italian engineer. Ho proposed to avail
himself of the river Coatzacoalcos, the mouth of which had
long been pointed out as the fittest place in the Gulf of
Mexico for a depot, owing to its abundance of durable
ship timber and the security and convenience of the port.
The river through its windings is navigable in some de-
gree for 160 miles, and after this would come 'he canal
of 50 miles, surmounting in its progress to a table land
at a place called Tarifa, 525 feet, and falling from Tarifa
to the Pacific 660 feet. The summit level was to be
supplied with water by a trench from two rivers which
descend from the mountains to the Pacific. The canal
was to be 20 feet deep and 122 feet wide, and would
have required 150 locks. Adopting the scale of estimate
of the Caledonian Canal the cost would have been
3,400,0001.
One great advantage of this route would be the ex-
cellence of tke country through which it passes. The
salubrity of the climate is said to be unequalled on the
American continent, and the population are among the
most active and healthy of the Indian races. In addi-
tion to a fertile soil and forests of the finest timber, it is
reputed that the mountains contain rich gold and silver
mines.

The last and most interesting route is that by the
Lake of Nicaragua. A proposal for the construction of
a Nicaraguan canal was entertained by the Icing of
Holland in 1830, but abandoned, owing probably to the
political events of the time. In 1842, however, while a
prisoner at Ham, the attention of Prince Louis Napoleon
was called to the subject by a communication from a
French gentleman at Jamaica, and subsequently receiv-
ing a visit from a French naval officer about to start for
Central America, the Prince requested him to make ob-
,ervations on tho practicability of the communication.
The result was the preparation of a pamphlet by the
Prince, which was printed in London two years back for
private circulation.

From this it appears that in 1846 the Government of
Nicaragua conferred full powers on the Prince for the
prosecution of the undertaking, and that seeing it " must
produce the most beneficial effects on the commerce of
all nations," he had resolved to go out and put himself
at its head.

The surveys available for the project were those of Mr.
Baily, an English engineer, who had been employed by
the Nicaragua Government, bnt had never been paid for
his labour, and of a Mr. Lawrence, of her Majesty's ship
Thunderer, which were made respectively in 1837 and
1840; to which also are to be added the observations by
the French naval captain employed by Prince Napoleon.
On glancing at the map of Central America the Nica-
ragua route will at once strike the eye as the most
feasible that could be presented, supposing no engineer-
ing obstacles to exist of an insurmountable kind, since
the river San Juan de Nicaragua runs into the lake,
which presents the appearance of a huge natural dock,
and which again communicates with the smaller
body of water called Lake Leon, separated
from the Pacific by a narrow isthmus only,
through which a canal of 11 miles, to a river that
runs into the sea, would form the termination of the un-
dertaking. That there are no extraordinary difficulties
the pamphlet of Prince Louis, and the authorities ho
quotes, seem abundantly to testify. It is also plain that
the surveys of this route have been conducted with more
practical skill and accuracy of detail than those of the
others.
The route commences at the harbour of San Juan de
Nicaragua, one of the best on the coast, and which forms
the mouth of the river extending from the Atlantic to the
lake of Nicaragua. The length of this river is stated by
one authority to be ninety English miles, and by ano-
ther 104. It is described as a magnificent stream, vary-
ing in breadth from 100 to 200 yards, with a depth of
from one and a half to nine fathoms, studded with
islands and fringed with wood of all sizes and descrip-
tions, and navigable all the year by boats of eight or ten
tons burden. Its obstacles are a series of four rapids,
which are comprised within an extent of 10 miles ; u
drainage of certain parts caused by the efflux of its
waters into another river, the Colorado; and a labyrinth
of small islands amongst the shallows thus created. The
longest of the rapids is not more than a mile, and they
can all be overcome by locks; the drainage into the
Colorado can be remedied by a dim across that river;
and the shallows can be got rid of by the ordinary me-
thods of deepening, as the bottom consists of mud or
sand. On the whole the works and deepenings of this
river would extend for 33 miles. Reaching thus the
Lake of Nicaragua, the next point of the undertaking
is at the river Tipitapa, which connects that lake with
the Lake of Leon, since the Lake of Nicaragua, which
is 90 miles long, with a mean breadth of 20 miles,
has abundant depth, and although studded with
fine islands, is perfectly free from any-
thing to embarrass navigation. The river Tipi-
tapa is 20 miles in length, and is navigable for boats
12 miles. At one part there is a cascade of 13 feet, and
it would require three locks, and also that it should be
canalized throughout. Arrived at the Lake of Leon,
which is 35 miles in length, we are only separated from
the Pacific by 29 miles, and the highest land above the
level of the lake is stated not to exceed 51 feet. Eleven
miles from the lake is the River Tosta, with an aver.!icet
width of 65 feet and depth of 6 feet at low water,
(11
is by cutting a communication to this that thie.wrkaawill
be completed, bringing us to the port of T2ae3
among °iles its
which total length of this route would bn
its harbours on which only 82 would require works),
most important recommendations arrf:ety
of its climate,
both sides, the great beauty and a d t its
"the extent of its
the fertility of its soil,.
andfour months, while Mr.
natural productions.
Baily prevented by sickness from
a single individual was
although they were con-
tinuallywas employed wpiathrinag party of forty men, not
performing his daily
night in the open air. Provisions
sleeping at
Beef at the rate of 2s. for
of all kinds ar© abundant.
labour,

1849,

251 b.; maize, 16s. for 2601 b.; and rice in the same pro-
portion. The wages of labour, including provisions,
average about 9 dolls. per man per mouth.
The proposed depth of the canal was 23 feet, and the
width 147 feet, so as to be calculated for merchantmen
of 1,200 tons. The dimensions of the locks were to be
one-fifth greater than those of the Caledonian Canal.
The cost calculated on the high scale of the Caledonian
Canal is estimated at 4,000,0001., leaving 400,0001. for
casual expenses, and a reserved fund. The revenue is
taken on 900,000 tons, and as it is calculated that an
average of one month would be saved to European
vessels, and of tw•o months to United States' vessels,
which may be estimated as equal in the former
case to 19a. 7d. per ton, and in the latter to 395., the
contemplated toll is 105. per ton in the one in-
stance, and 20s. in the other. This would give 600,0001.
a year, which, after leaving 2 per cent. for maintenance,
and 1 per cent. for sinking fund, would yield a return
of 12 per cent. on the capital. The Government of Ni-
caragua it is also believed would cede to the company all
the land on both sides of the canal throughout its entire
course to the extent of two leagues, forming about
1,200,000 acres, the present value of which would be
Is. 6d. per acre, or 90,0001., but which it is contended
would be infinitely improved. The estimates of returns
in the present case, it will be observed, are higher than
those adopted in the project for the Panama Canal, but
it is probable, looking at the impulse since given to the
progress of navigation in this part of the world, they are
not now to be regarded as excessive. At the same time,
the difference in the Government concession is an im-
portant feature in favour of the Nicaragua, as compared
with the Panama project.—Times.