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

COURT CIRCULAR.

The Queen and Prince Albert, accompanied by the
Prince of Wales, Prince Alfred, and the Princess Alice
took an airing yesterday in an open carriage and four.
Col. Seymour attended on horseback.
The Princess Royal and the Princess Helena took
their usual walking exercise yesterday.
The Duke of Wellington, the Earl of Carlisle, Lady
Alfred Paget, Col. the Hon. C. B. and Mrs. Phipps, and
Dr. Meyer, had the honour of dining with her Majesty
at Buckingham Palsce yesterday eraning.
The band of the Scots Fusilier Guards was in attend-
ance in the Palace during dinner.

A deputation, on the subject of the Borough of Bir-
mingham Bill, consisting of Mr. Scholefield, M.P., Mr.
Muntz, M.P., Mr. Thornton, Mayor of Birmingham, Mr.
M. D. Hill, Recorder, Mr. Alderman Geach, Mr. Bray.
Town Clerk, and Mr. Clabon (London), bad an interview
with Sir George Grey yesterday, at the Home-office.
Mr. Alexander Hastie, M.P., had an interview with
the Right Hon. H. Labouchere yesterday; Major Mac-
donald had also an interview with the Right Hon. Gen-
tleman yesterday, at the office of the board of Trade.
Mr. John Wood had an interview with the Chancellor
of the Exchequer yesterday, at his official residence in
Downing-street.
The Judicial Committee of the Privy Council sat yes-
terday, and resumed the hearing of an appeal from
Bengal, (part heard at a former sitting) " Huradhtm
Mookurjia v. Muthoranah Mookurjia.

SPORTING INTELLIGENCE.
TATTERSALL'S.—YESTERDAY.
So very little was done yesterday, that we have only
to direct attention to two or three changes in the Liver-
pool Steeplechase quotations, and to record a further im-
provement in Lugar for the Metropolitan Handicap, and
a rather marked feeling against The Tartar and Lady
Wildair for the Chester Cup. Of the few horses backed
for the last-mentioned event, Halo and Peep o'Day Boy
appeared to be most in favour.
LIVERPOOL STEEPLECHASE.
7 to I agst Mr. T. Mason's Prince George—taken'
9 to 1 agst Mr. Brettle's The Curate
10 to 1 agst Mr. J. Bateman's Napoleon
20 to 1 eg-t Mr. Coghlan na Edward the First—tkn
22 to 1 agst Mr. Russell's Arab Robber—taken
NORTHAMPTONSHIRE STAKES.
15 to 1 on the field
METROPOLITAN HANDICAP.
l 3 to 2 agst Lord Eglinton's Lugar—take 7 to 1
li to 1 agst Mr. Grevillo's Clarissa
20 to 1 agst Mr. Osbaldeston's Fugleman
CHESTER CUP.
20 to 1 agst Mr. F. Clarke's Joc o'Sot, 5 yrs, Est 111 b
—taken
20 to 1 agst Mr. J. B. Day's The Tartar, 5 yrs, 7st
81b—taken and afterwards offered
40 to 1 agst Lord Chesterfield's Lady Wildair,
aged, Bst
40 to 1 agst Lord Howth's Peep-o'-Day Boy, 5 yrs,
Bst 51b—taken and offered
40 to 1 agst Duke of Richmond's Halo, 5 yrs, 7st
10lb—taken and offered
45 to 1 agst Mr. Quin's Farewell, 4 yrs, fist 101b—tk
50 to 1 agst Lord Eglinton's Lugar, 3 yrs, 4st 10Ib—t
50 to 1 agst Mr. Merry's Chanticleer, 6 yrs, 9st 91b
—taken
50 to 1 agst Mr. Adams's Ellerslie, 4 yrs, 7st —taken
and offered
50 to 1 agst Mr. Gregory's Clermont, 5 yrs, 7st 61b
taken and offered
DERBY
4 to 1 agst Lord Eglinton's 'Plying Dutchman
7 to 1 agst Colonel Peel's Tadmor
50 to 1 agst Duke of Rutland's c out of Flambeau's
dam—taken
500 even between Uriel and Nunnykirk
OAKS.
18 to 1 agst Mr. Wreford's Wadastra filly
20 to 1 agst Mr. Cuthbert's Emma Donna—taken

NAPOLEON'S BIRTII•PLACE.—The great boast of
Corsica consists in its chief town havinc, given birth to
Napoleon :--Cowan in his " Six Weeks in Corsica "
says ;—" On asking permission to sketch the interior
my request was courteously granted; but I observed the
worthy family studiously avoided coming in contact
with me, owing to the false report which the agent of
the French police had set afloat respecting my being
employed by our Government as a spy. A servant of
the house was allowed to wait upon me, and from her I
learned the particular history of this noted mansion.
All the rooms were respecttly furnished; the one in
which Napoleon was born had curtains hanging from
its windows, as tender almost as tissue-paper, which
the female attendant informed me, were not
care
Fored,tobe
atlolucthhiendgesuhere,' said she, oven to theept with the greatest possible
chairs and tables, are held in the greatest veneration
by the family who occupy the house, and are, indeed, re •
garded as sacred, because they all existed when Napo.
leon was born in this apartment.' "
GOLD IN SCOTLAND.—It may not be generally
known that gold is to be found in Scotland. Gold
dust was gathered in the rivers, near Crawford, in
Lanarkshire, in the reign of Queen Elizabeth, and
since, by the Earl of Hopetoun, at Leadhills,
to little profit. It was also dug in Bathgate-hills, Lin•
lithgnwshire; in Perthshire, and other parts of the
country. It is still to be found on the tops of the rocks,
and also mixed with other metals ; but the searching
for it is rather a matter ,of amusement than of serious
occupation. Oar ancestors had the good sense to
discover a better kind of diggings, viz., the application
of the spade and the plough to our thin barren soil, and
of the result let those judge who choose, by an inspec-
tion of our rich fields and cultivated farms, or we may
refer to the well-known character of our farmers and
Scotch gardeners.—Correspondent of Kelso Mail.

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 obvaele 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 condlitions
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 be 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 map and
not perceive that it is far mote 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 England has no
such resource. She must either have a canal through
the Isthmus, or make the old passages, via 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 :-1. 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
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
vidth 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 vessels 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 side 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. He 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
Aexico 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 the canal
of 50 miles, surmounting in its progress to a table land
at a place called Tarifa, 525 feet, and falling front 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 the 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 King of
Holland in 1830, but abandoned, owing probably to the
political events of the time. In 1842, however, while a

prisoner
p 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-
iervations on the 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 kects 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 he
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 ; a
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 dam 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 bi feet. Eleven
miles from the lake is the River Testa, with an aver Age
width of 65 feet and depth of 6 feet at low water,r!t ndit
is by cutting a communication to this th4ialae ale work will
be completed, bringing us to the port of
k and amongst its
which only 82 would require works),
)
sere its harbours on
most important recommendations are
of its climate,
both sides, the great beauty and
and the extent of its
the fertility of its soil,
four months, while Mr.
The total length of this route would be 278 miles (of
natural productions. Duringta
Baily of forty men, not
individual' was p
a single .1
labour, although they were con-
performing his revpeanrtteyd by sickness from
tinually sleeping at g
bundant. Beef at the rate of 2s. for
was
emPdlahlyyendi with
hin the open air. Provisions
of all kinds are a

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 month.
The proposed depth of the canal was 23;feet, and the
width 147 feet. so as to be calculated for merchantmen
Of 4,200 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 expenseseand a reserved: fund: The revenue is
taken 0n'900,000 tons, and as it is calculated that an
average of one month would be saved to European
vessels, and of two months to United States' vessels,
which may be estimated as equal in the former
case to 19s. 7d. per ton, and in the latter to 395., the
contemplated toll is lOs. 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 en:ire
course to the extent of two leagues, finning ab ,pit
1,200,000 acres, the present value of which would be
Is. 6d. per acre, or 90,0001.. hut which it, is contended
would be infinitely improved. The estimates orreturns
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.