The New Orleans daily Democrat. [volume] (New Orleans, La.) 1877-1880, 1879-08-01

| juncture, 1t will serve to keep the British gov
| ere rnent within her proper limits.
| British capitalists were Invited to take
shares In the New York company, and though
urged by Influential men from the Empire
State, 1t did not find favor with the English.
! Unfortunately the three surveys were pro-
bounced inaccurate and the estimates unrel-
able, from the startling fact that they varied
from c3, 100000 to c1O,0OO,OO0
! The New York HeralJ at that time also
| stated that there was no real intention on the
| part Of the New York company to enter Sc
| riously upon the work Of ship canal and
| that their veritable and sole object was 50 to
| improve the transit to California by the San
Juan river as to render 1T preferable route
| to that by way Of Chagres, and that the small
| amount Of paid up capital in the company's
Golfers was scarcely adequate even to that
very minor object.
The statement made by the New York
Herald, whether they were misnformed or
otherwise prejudiced staggered the enterprise
for sufficient distrust was created in Europe
to make the Nicaragua route and the New
York company q failure with European capt.
taIists.
The Atrato project received q heavy blow
from Capt. Fitzroy's unfavorable report,
which als2 dsnanasa e t1e the N!earagua rpRtad
n was dac,ded to send out competent and dis-
interesreu engineers and surveyors to report
upon the Chagres and Atrato routes. Thus
was the desired object Of opening passage
between the two seas left unsatisfactory
stagnant and save a. few spasmodic efforts
too feeble to be worthy OF mention, the ques-
tlon remains unsettled until to-day, and 1t Is
only now seriously entertained by men OF en-
ergy and unquestioned engineering ability.
supported by capitalists who have suddenly
woke up to the El Dorado that has 50 long re-
mained neglected.
There can be but little uncertainty left as to
the advantages that this canal will be 70 Eng
land and America, and 1t has now resolved
Itself into an absolute necessity that nations
committed to commerce break through bar
rer which checks and cripples the commerce
Of the two worlds.
The western route over the Isthmus and
that by the Nicaragua varies but little as re-
CARDS distance, SO far as Europe is con-
cerned, while the Nicaragua route offers ad-
vantages almost unbounded to our state.
There were three routes which 1t was known
could be accomplished by steam in the fol-
lowing average time: The eastern route or
that by Suez and Singapore, outward
voyage from Europe, eighty days;
the western route by Panama, outward
voyage from England, sixty days; round
the Cape of Good Hope, outward voyage,
seventy two days The western route Is con
siderably shortened by the railroad from
Aspin wall but this only applies topasseEgefs
and luggage; the delay and heavy expense OF
breaking bulk and reioadng at Panama at
once does away with any increased trade BY
the way Of rail. England is naturally anxious
to assist her trade via the Isthmus, but
the advantages to our continent are tenfoid,
and to New Orleans In particular 1t is bound
less, provided our merchants and capitalists,
reused fronl their lethargy, are disposed to
avail of the opportunity. The railroad is only
q Temporary advantage and confined to the
travelling public. We ought not to stand still
and be content with so little when the SESAME"
Is promised.
Eads's Plan.
We must not forget at this time to refer to
Capt. Eadss plan; he IS our own man, and it
wouId be gratifying to see him installed in
''oA'A'foo w "o-"r
with all respect to Capt. Eads, we cannot per-
nit ourselves to indorse his scheme. It is
grand may, it is more; like Brunei, he creates
difficulties 50 as to surmount them But we
have not yet any faith in balloon travelling,
| nor the carrying ships, with their freight
weighing perhaps million Of pounds, across
desert OK over mountain on camel's back
Science has taught US what weight pound OF
water will sustain, and how comfortable 1t Is
for vessels heavily laden to repose on mighty
waters; and we know also that 1t
is net difficult to break ships back.
The Bridgew&ter canal was a great work
long time ago. By the aid of locks and at
an enormous cost, barges were lifted from
lock to lock over heights: but three-ton
barge and three thousand-ton ship are very
different things.
History of the Country.
The spanlard has soareelyleft percepttble
beneficial impress On its Wild and tangled SUE
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