THE ISTHMUS OF CENTRAL AMERICA.

New Zealand Spectator and Cook's Strait Guardian, Volume VII, Issue 605, 21 May 1851, Page 4

THE ISTHMUS OF CENTRAL AMERICA.

[From the Times, December 17.]

The apartments of the Royal Geographical Society were on Monday evening last again crowded with an audience eager to listen to the discussion on Captain Fitzroy’s interesting paper on the Isthmus of Central America. The American and Prussian Ministers, the Hon. Abbott Lawrence, and the Chevalier Bunsen were elected Fellows of the society, and his Royal Highness Prince Carl Ludwig Eugene, of Sweden and Norway, was elected an honorary member. Lieutenant-Colonel Lloyd believed that Capt. Fitzroy had disposed of the Tehuantepec and Nicaragua lines, and he for one could say nothing in their favour. The interests of this country were, however, strongly and naturally directed towards the Panama line, and opposed to the United States of America, whose policy was to obtain the most direct communication with California. He disagreed from the author of the paper in his statement respecting the want of water at Panama, as in the last Admiralty survey, which he held in his hand, at a mile and a-balf’s distance from the very gates of the city he found there were four fathoms of water, at one mile’s distance three fathoms, and two fathoms within three quarters of a mile. Besides this, there were secure places of anchorage for the largest ships among the adjacent islands ; and at Taboga, particularly, there were eight or ten fathoms. With such a tranquil sea, and

the advantage of a tide ebbing and flowing 22 feet or more, where could a better site be cbosen great canal? His Mena (Cap am Fitzroy), who was not the man to be frightened at the imaginary dangers of Navy Bay o the Bay of Manzanilla, during his circumnavigations of the globe, was not wont to be so fastidious in the choice of a port as now, when examining at a distance such anchorages as Navy Bay or the Bay of Manzanffia The small bay of Chagres, too, would afford shelter to steamers drawing 12 feet of water, while the river up to the Rio Trinidad was all that could be wished for, The Isthmus abounded in every material necessary for the construction of a ship canal, excepting metals, limestone of several varieties, clay-stone, flint, ironstone, &c. The timber was perhaps unequalled in its variety and quality. Even in 1822 the population of the Isthmus was more than 100,000 ; and in one canton (Los Santos —a fair sample of Panama) there were 21,000 inhabitants, occupying 4956 houses, and possessing 39,721 head of cattle, 9000 horses, with an abundant supply of fish, poultry, grain and vegetables. When he looked at the map of that wonderful country, and considered the advantages offered to mankind by a water communication, the formation of which would be attended by perhaps fewer difficulties than the construction of the Caledonian Canal, he did feel astonishment that up to the present moment so little had been effected. A nation which had so long taken the lead iu great enterprises should not be eclipsed upon the greatest, and he urged upon the Royal Geographical Society the propriety of taking up this subject with earnestness and vigour. Mr. E. Hopkins concurred with the observations of Captain Fitzroy on Tehuantepec, and Nicaragua lines, but was convinced that many of the objections to these might be made against the Atrato route. The Panama Isthmus was not only the narrowest, but also the lowest land dividing the two oceans. It was true that no good ports existed either at Chagres or at Panama, but notwithstanding this objection, such were the facilities for quick transit, that passengers, specie, and light goods passed this way in preference to any other route. A good substantial road from Gorgona to Panama, and the removal or deepening of the bar at the mouth of the Chagres, would be the first steps necessary. In due time, and with increased means, a strait could be made through the narrow band which divides the river Chagres from the river Grande. A strait required no locks, masonry, nor ports at the mouth. Deepened by the tidal currents of the ocean, assisted by mechanical means, vessels would pass through with the ebb or flow of the Pacific tides. He remembered while in the country, that canoes had been dragged from the head of the Atrato to the river San Juan, but canoes had also been drawn over many other passes in the Isthmus of Darien. Mr. Hopkins finished by alluding to the neck of land situated between the Bogana and the Gulf of San Blas, the latter being well adapted for shipping, the former a magnificent stream, and having a very low pass in the intervening ridge well worthy of consideration. Mr. Macqueen’s observations were made in so low a tone that it was exceedingly difficult to follow them. He compared the various lines suggested, and referred to his own summary on the Isthmus of Central America, published in 1838, as corroborated in some essential points by Captain Fitzroy. Mr. Fyler inquired of the author what depth of water there was at the mouth of the Atrato, and likewise further up its course ? how he would deepen the mouth of the river ? and what depth of water was found in the Naipi ? From the replies to which questions, Mr. Fyler inferred that the Atrato route had been recommended upon insufficient grounds. He then advocated the Sapoa and San Carlos lines, in support of which he quoted the survey by Mr. Oersted, of Copenhagen, Mr. Trelawney Saunders expressed great satisfaction at the interest taken by the society in this great question, and trusted that a practical result would ensue. Captain Moorsom, R.E., expressed the opinion of the illustrious Von Humboldt, with whom he had lately discussed this important question during nearly three hours at Sans Souci, read extracts from the reports just received from the Swedish engineer Grieff, in favour of the facilities offered by the Atrato and one of its mouths (the Coquito) to navigation, and quoted the testimony of Lieutenant Wood, R. N., a government surveyor, lately ou the spot. After a most careful examination, he (Captain Moorsom) could not but agree with the opinion of Von Humboldt, “ that the district comprised within the 6th and 9th parallel of north latitude, or between Capica Bay and the Gulf of San Miguel, was the most fit for the construction of a shin canal.” r

Dr. Cullen (who had traversed a large portion of the Isthmus) indicated the part of the Isthmus about San Miguel Gulf,—between it and Caledonia Bay, as most advisable for rail-

way or canal operations, and asserted the pie harbourage of Darien and San Miguel* 01 ' Mr. O’Gorman referred to Moro’s su ’ of Tehuantepec and its vicinity, which he vocated as one of general rather than local' terest, speaking of the vast and increasin' trade of the Mississippi Valley, when red to our interests in the question. “ is a port?” asked Mr. O’Gorman; “j S n river with a sufficient depth of water a port** Captain Fitzroy said, previously to the at tempt to draw up a summary of opinion J the great geographical question—which Jihad done at the request of the Secretary, a J not from any personal interest—he had o f course, studied everything accessible in Lon. don. Among these, the survey by Moro, ex* ecuted under the patronage of Garay, had not been overlooked : and it was from that terv survey that be had formed his opinion adverse to the route by Tehuantepec, not only on ac . count of its length and the want of good ports' but also because of the summit level beingnea/ ly seven hundred feet above the level of the sea. By a good harbour, Captain Titzxoy meant a place in which a number of ships could remain in security, well sheltered in all weathers, and not merely an anchorage oi roadstead. Ships could not sail into a canal direct from the open sea. There must be i place in which the necessary preparations shall take place to land passengers, or, (if a railway) to discharge cargo, if not, indeed, (o take a regular turn of admission. The con. dition of this problem appears to be, “ Given two portions near each other as may be, to find the best line between them.” Good pons are indispensable/ The Atrato line was re. commended for a canal as offering fewer 01. stacles, under existing circumstances, than any other, as far as present information goes, The waggon-road from Portobello to Panaon is recommended by the British Consul, and also by the Crown Surveyor of Jamaica, after personal investigation made recently. Captain i Fitzroy concluded by mentioning that a listof ■ tbe authorities upon whom he had foundedhis : summary, was attached to his paper.