_The West Indian Station._
This station is one of the most important, and extensive, and
complicated of the whole, and one where steam-vessels can be employed
with the most beneficial effects. The prevailing winds and currents,
however, render it necessary that the vessels employed should be of
high power, in order to enable them to stem those winds and currents.
Into the Gulf of Mexico, through the Windward islands, sets; first,
the equatorial current; secondly, the prodigious current occasioned by
the influx of the waters of the great river Maranon, and of the
several rivers which flow through British, Dutch, and French Guiana;
thirdly, the current occasioned by the influx of the waters of the
great river Oronoque, through the Gulf of Paria, between the island of
Trinidad and the mainland of South America. These united waters,
directed by the trade winds, blowing always from the eastward,
occasion a current of such force, running westward from the Windward
Islands to the shores of Mexico, that it is frequently impossible for
the best sailing vessels to make their way through it. Steam-boats,
therefore, of at least 240-horse power, are indispensably necessary,
in order that they may not only be able to stem these winds and
currents, and carry a sufficient quantity of coals, but also to afford
spacious and well-ventilated accommodation, both for the crews
attached to them, and also the passengers which may travel by them.
Without such, neither the one nor the other could ever enjoy health,
nor could the despatches of Government, and the correspondence of
individuals, be conveyed with that celerity and regularity which these
could otherwise be, and which it is necessary that they should be.
In carrying a more general plan into effect, no reasonable or
necessary expense ought to be spared by the country. In such a general
plan it will be seen by the subsequent details, that the (p. 029)
steam-boats of the power mentioned, assisted by nine sailing schooners
(at present ten, are employed in less than half the work,) would be
sufficient to convey the mails from Barbadoes to every place of
importance in the western Tropical Archipelago, or connected with it.
This force would give two mails each month to every island and colony
from Demerara to Vera Cruz; taking in Laguayra, Carthagena, Chagres,
Honduras, the principal parts of Cuba and Porto Rico. From Demerara to
Havannah and Chagres, &c. inclusive, every colony and place would be
able to reply to the letters received from Europe, or the Colonies, by
the same packet which brought them; and still that packet remain in
the West Indies a shorter period than the packets now do.
In this department there are two stations, however, of such vital
importance, that the considerable additional expense which will be
required to place steam-boats on them from the outset, ought not to be
taken into consideration. These are, first, the station between
Jamaica and Chagres; and, secondly, the station between Jamaica, Cuba,
and Vera Cruz. The first goes to connect the Great Pacific Ocean, and
the coasts thereof, with Europe and the eastern coasts of America, and
on which former coasts a steam mail communication has been already
concerted. Through the channel from Panama to Chagres will be
concentrated, as it were, into a funnel the whole movements,
travelling and mail communications and money transactions of the
western coasts of America, from California on the north, to Valparaiso
on the south, the whole of which again must converge to and diverge
from Jamaica.[2] The second station, or that from Cuba to Vera (p. 030)
Cruz, is little inferior in importance to the other, that town and
Tampico being the great outlets of the trade and the commerce, but
more especially the outlets of specie from the kingdom or empire of
Mexico. A steamer on this station becomes indispensable, in order to
secure the safe conveyance of specie, because small sailing vessels
would be liable to be attacked and plundered by pirates. With steamers
all would be safe.
[Footnote 2: Should the Colombian Government
obstinately and ignorantly oppose the transmission
of mails across the isthmus from Chagres to Panama,
or propose to shackle this point of communication
with unreasonable and inadmissible restrictions,
then in that case there remains a point, it is
believed, more practicable, safer, and more
eligible, where the communication could be
effected, namely, in the State of Guatemala, or
Central America, by the River St. Juan's and Lake
Nicaragua, both of which are navigable for vessels
of any size. The south-west shores of the lake in
question approach to within fourteen or fifteen
miles of the Pacific, and this distance, in one
place, through a valley nearly level throughout,
and at but little elevation above the level of the
sea. From Lake Managua, or Leon, the distance to
the sea is still shorter, being, in one place,
according to good maps, not more than eight to ten
miles. From this lake also, and the capital, Leon,
the distance north-west to Rialejo, a fine port on
the Pacific, is twenty-three miles, and through an
accessible, if not very easy country. The
Government of the Republic of Guatemala, or Central
America, would doubtless be ready to afford every
facility to open such a communication, which would
prove the greatest and most certain means of
improving their country. Moreover, if a ready
communication is once afforded, from any point on
the east coast of America, in the places alluded
to, it would speedily become the object and the
interest of the Chilian, the Peruvian, and the
Mexican Governments to watch and to see that the
communication with the world to the eastward should
not only be rendered secure, but be maintained.
Also, with a communication opened in this quarter,
such as it is believed can be opened, the commerce
and communications between North America and
Europe, and New South Wales, China, and all Eastern
Asia, would most certainly, as it could most
advantageously and expeditiously, be carried on by
it.]
Two powerful steamers would be sufficient for both stations, in order
to carry two mails each month. That steamer to run between Cuba and
Vera Cruz, would always be in time with the return mails for the
following packet from Europe; while that boat which runs between
Jamaica and Chagres would, by returning immediately by the route
afterwards pointed out, always be in time for the same packet at
Jamaica. To stop at Chagres for the mails from the Pacific would not
be advisable or proper, because the arrival of these mails at Chagres
could not be calculated upon with any certainty. If at Chagres when
the outward mail arrives, good and well, they would be immediately
taken up and carried forward; but if not, then they would be brought
forward by it on the next voyage, and in time for the following
European packet.
The mails for Honduras will be most conveniently forwarded from
Montego Bay, Jamaica. With the mails for the western parts of that
island they could be landed at Savannah la Mar, and thence carried by
land with the others, about twenty-five miles, to Montego Bay. From
thence a good schooner would proceed with those for Honduras and (p. 031)
Trinidad de Cuba; and having readied Honduras, return to Montego Bay
by Trinidad de Cuba. By this arrangement, Honduras rather gains more
than by the plan first proposed, to go from Batavano; and the letters
from thence will still and always be in excellent time for the
following packet, making every allowance for casualties during the
voyage. The steamer could then proceed direct from Jamaica to
Havannah, which would save one day each voyage, besides avoiding the
difficult navigation about Batavano. The coals saved yearly would be
1100 tons, 1475_l._, which would do more than pay the expenses for an
additional schooner for the Honduras communication; for, by this
arrangement, two schooners, instead of one, will be necessary. Their
route and time would be--Montego Bay to Trinidad de Cuba, 172 miles,
1-1/2 day; Trinidad de Cuba to Honduras, 520 miles, 3-1/2 days; back
to Montego Bay by Trinidad de Cuba, 692 miles, 10 days; stop at
Honduras 3 days; in all 18 days.
Bermuda being a great naval depôt, a ready communication between it
and every part of the West Indies becomes an object of the greatest
importance. Under the general arrangement proposed, this communication
can be best effected from and with Cape Nichola Mole, Hayti; because
the downward steamer from Barbadoes, with the European and other
mails, will have passed St. Thomas before the steamer returning from
Jamaica, &c., comes up; by which means all the letters from Jamaica,
and every other place to the westward, would, were St. Thomas made the
starting point, be obliged to remain at that island till the arrival
of a following packet; whereas, starting from Cape Nichola Mole, the
mails, both from the eastward and the westward, and also those brought
from Europe, would go forward to a day. Moreover, owing to the winds
which prevail in those seas, vessels running between Cape Nichola Mole
and Bermuda would make passages equally quick, if not quicker, than
vessels running between St. Thomas and Bermuda could generally do. The
courses and distances stand thus:--
(p. 032)
Geo. Miles. Days.
St. Thomas to Bermuda. Nearly due N. 840 9
Cape Nichola Mole to do. N. 32° E. 890 10
Nassau to Bermuda N. 57° E. 800 7
Crooked Island to Bermuda 740 7
Ditto to Cape Nichola Mole S. 19° W. 146 1
Ditto to Nassau 270 1-1/2
Cape Nichola Mole to do. N. 56° W. 380 2-1/2
The communication might still, however, be from St. Thomas, the boat
destined for Bermuda stopping at that island, when this was necessary,
one day, until the boat from Jamaica came up; taking particular care
always to be back at St. Thomas, from Bermuda, before the steamers
with the outward mails from Europe came down from Barbadoes, in order
that the letters from Bermuda for Jamaica, and all places to the
westward of St. Thomas, may go forward by the steamer in question.
This department, however, for Bermuda may, it is conceived, be best
amalgamated and interwoven with the Cape Nichola Mole, Nassau, and
Crooked Island (_the Bermuda mail vessels going and returning by
Crooked Island_) department; as the practical working of the whole
scheme may point out to be most advisable.
In the event of packets arriving from England at Barbadoes within a
day or two of each other, as is sometimes the case under the existing
arrangements, then on the Barbadoes and Demerara stations, let a good
sailing vessel, on the arrival of such packet, take the place of the
steamer for the voyage. Unless, in case of calm weather, this sailing
vessel could do the work thus:--Barbadoes to Demerara, four days; stop
there two days, forwarding the mails for Berbice by land; thence with
the return mails proceed on by Tobago and St. Vincents in five days,
to the packet at Grenada, found, in such a case, either waiting one
day longer at Grenada, or else beating up to St. Vincents, there to
meet the Guiana and the Tobago mails, and which the packet has time to
do. This would occasion little irregularity or delay, because the
cause of the detention, should detention occur, would always be known.
Moreover, the season of the year when the outward packets arrive at
Barbadoes the most irregularly, is during the winter months, from (p. 033)
November to March, and in which period the calms--the greatest
obstructions, in many cases, to sailing vessels amongst the Windward
Islands--are almost unknown.
The same temporary substitute could be applied, under similar
circumstances, on the stations between Jamaica and Chagres, and
between Cuba and Vera Cruz. Even if these places were once or twice in
the year to miss a return mail to Europe, it would not be of such
great importance, because each place having then two mails every
month, the detained mail would go forward by the next opportunity,
while it would save to Government, or to a contracting company, a very
serious expense, which would otherwise be incurred if they were
obliged to have additional steamers for this _probable_ part of the
service.
Further, in the event of any accident happening to any steam-boat on
the great line from Barbadoes to Jamaica, &c., a sailing vessel could
always carry the outward mails westward, when breezes hold, with
almost the same rapidity as steamers; and in her course westward, such
a sailing vessel could scarcely fail to meet a return or a spare
steamer at some of the stations, to relieve it from proceeding
further.
Moreover, it may be observed here, once for all, that by the
conveyance of the mails from Falmouth to Barbadoes by steam, or even
only so far as from Falmouth to Fayal by this power, the irregularity
of the arrival of the mails at Barbadoes, which at present takes
place, would be nearly done away, and consequently no such assistance
as that alluded to would be necessary. Hence, the advantages either
way over the present system are clear and obvious.
Before entering upon the particular details of the West Indian
department, it is proper to observe here, that the point of
communication for the return mails from the West Indies for Europe, so
long as sailing packets are employed to the West Indies, cannot be
altered or removed from Cape Nichola Mole, because, by the general
plan, the outward mails from Great Britain, by steamers, would reach
Fayal on the 10th and 25th of each month, and the return mails to that
place would reach, from Rio de Janeiro, on the 9th and 24th; from New
York and Halifax on the 7th or 8th, or 22d or 23d; and from Barbadoes,
&c., allowing only sixteen days in the Colonies, on the 10th and (p. 034)
25th (App. No. 1.); if brought by sailing packets on dates to
correspond; so that there is not time to spare, the West Indian mail
being the last to reach the central point, and it would be very
detrimental to have any detention of the general mails at this point.
To make Jamaica the central point for the European mails, would
require several days additional; for once at Jamaica the packet would
take eight or ten days to get up and through the windward passage,
which to a sailing packet, notwithstanding this difficulty, is still
the best. In fact, if the mails from Havannah to Demerara are detained
in the West Indies more than sixteen, or at most seventeen days,
beyond the time that these could, by care and exertion, be easily
despatched from thence, the transmission of letters by private ships
to every quarter will most unquestionably be resorted to; and thus the
Post-office revenue suffer severely.
The capital and expenditure in the West Indian department under the
combination and regulations just mentioned will be:--
Capital. Yearly Charges.
Six Steamers, at 24,000_l._ £144,000 £37,200
Nine Sailing Schooners, at 1500_l._ 13,500 7,200
Coals for Steamers, 30,000 tons, at 25_s._ 37,500
------- ------
£157,500 81,900
------- ------
It is necessary here to observe, that the calculation taken for the
consumption of coals is founded upon the basis that the coals are of
the very best quality, and also that the machinery is of the best and
most economical description and construction, and for a vessel of
240-horse power. The time that the steamers are considered to be
engaged in actual work is calculated to include the time passed in
getting up the steam in each voyage, and also to cover all temporary
stoppages. The time allowed on every route and station is, on the
average, more than will be required. Steamers of the force mentioned
will, in good weather and light breezes and seas, even when contrary,
run ten geographical miles per hour; and, within the tropics, with
trade-winds and currents in their favour, at a still greater
speed: but the average performance may be fairly taken at 200 (p. 035)
geographical miles each twenty-four hours, although in all the
climates within the variable winds, and in the tropics when going
against the winds and currents, the speed made good will be, and is
taken at, much less. Moreover it is proper to observe, on the point of
outlay for coals, that the work is everywhere, as regards the quantity
to be used, calculated as if wholly done by steam, while it is obvious
that the assistance of sails may be had recourse to with advantage.
For this purpose, those steamers which have to go into the torrid zone
ought to be provided with large square fore-sails. The assistance to
be obtained by the use of sails would save a considerable quantity of
coals; or what is the same thing, using them would expedite the
steamer proportionally more on her voyage, and bring it so much sooner
to a close. Sails may fairly be calculated to impel a vessel at the
rate of 2-1/2 miles per hour on a voyage, and which will save either
directly _one-fourth_ the quantity of coals, or impel the steamer so
much sooner to the end of her journey than the time calculated, where
time is taken as if it were impelled by steam alone, and thereby a
proportional saving of fuel will be effected. The saving effected on
this ratio will, on the General Plan, be 27,000 tons, 33,250_l._; on
the West Indian portion thereof 7500 tons, 9375_l._; and on the West
Indian and the Falmouth and Fayal department, 9600 tons, 11,475_l._;
subject to 10 per cent. deduction, being allowance for wastage.
As regards the calculations made concerning the progress of steamers
in the voyages to be made, it is satisfactory to find, from
intelligence lately received, that the _Berenice_ steamer, of
230-horse power, made the passage from Falmouth, by the Cape Verdes,
Fernando Po, the Cape of Good Hope, and the Mauritius, to Bombay, in
eighty-eight days; _sixty-three at sea_. The course taken, and
distance run, is about 12,200 geographical miles, or at the average
rate of 194 geographical miles per day. Her average consumption of
coals was fifteen tons per day. The _Atalanta_ of 210-horse power, ran
the same distance in 106 days; sixty-eight of which at sea, under
steam. Consumption of coals, seventeen tons per day. The _Flamer_
steamer, of 140-horse power, now in the West Indies, two voyages (p. 036)
in succession, last autumn, made the voyage from Barbadoes to Jamaica,
by Jacmel, Hayti, in five days; which is fully nine geographical miles
per hour; and in returning she ran in one voyage from St. Lucia to
Barbadoes in twelve hours, distance 100 geographical miles, with winds
and current unfavourable. Adverting to these facts, it is obvious that
sufficient time is allowed for the progress of the steam-boats, in
every station, under the General Plan now recommended to be adopted,
in order to communicate with the different places in the Western
World. The _Berenice's_ greatest run was 256 miles in twenty-four
hours.[3]
[Footnote 3: See also Appendix, No. 1.]
_West Indian Station._--_Details._
This is a complicated and important department, and the working
details thereof must be planned as follows:--
1.--_First Packet for the Month_.
Immediately on the arrival of this packet at Barbadoes, a steamer of
240-horse power should start for St. Thomas direct (430 miles), with
the mails from England, &c. for that island, Santa Cruz and Tortola,
and for Porto Rico, St. Domingo, the Bahamas, All Cuba, Jamaica,
Carthagena, Chagres, Panama, Honduras, Vera Cruz, and Tampico. This
boat could reach and clear St. Thomas in two days.
The steamer alluded to having landed the mails for St. Thomas, St.
Cruz, and Tortola, should then proceed to St. John's, Porto Rico, and
there land the British and Colonial mails; to Cape Nichola Mole
(Hayti), and there land the British, the Colonial, and the Bahama
mails; to St. Jago de Cuba, and there land the British and Colonial
mails; to Kingston, Jamaica, and there land the British, the Colonial,
the Chagres and Carthagena mails; to Savannah la Mar, Jamaica, and
there land the British and Colonial mails for all the western parts
of Jamaica,[4] for Trinidad de Cuba and Honduras; and thence to (p. 037)
Havannah, with the mails for that place, and Vera Cruz, &c.
[Footnote 4: To touch at Savannah la Mar would
scarcely take up one hour, while doing so would be
a very great accommodation to the western part of
Jamaica.]
At the end of the second day this steamer may start on her return,
with the return mails from the Havannah, and the return mails from the
preceding packet from Vera Cruz and Tampico, forwarded and brought up
as after mentioned, and, proceeding, call at Savannah la Mar for the
same, from the western parts of Jamaica, Trinidad de Cuba, and
Honduras; at Kingston for the general Jamaica mails, and those from
Santa Martha, Carthagena, and Chagres from the same packet, and from
Panama, &c. from the preceding packet; at St. Jago de Cuba for the
return mails, and thence to Cape Nichola Mole, where it will deliver
the whole European mails to the packet arrived there, as will
presently be pointed out; from Cape Nichola Mole the steamer will
proceed to St. Thomas, calling at St. John's, Porto Rico, with and for
Colonial mails, and thence to Barbadoes (calling at all the Islands
going up, and carrying up the British mail for Tortola from St.
Thomas, left by the downward steamer) to wait to receive a following
mail from Great Britain.
On the arrival of the downward steamer at Cape Nichola Mole, from St.
Thomas, a fast-sailing schooner to be despatched to Nassau with the
Bahama mails, calling, in going and returning, at Crooked Island. This
schooner, it is calculated, could be back at Cape Nichola Mole in time
to meet the packet at her departure for England with the return mails;
if it could not, then the packet could take Crooked Island in her way,
and there pick up the Bahama return mails for Great Britain.
Two schooners would be sufficient for this station for the Bahama
service, should it be desirable that these islands should have mails
twice each month.
On the arrival of the steamer at Kingston, Jamaica, with the outward
mails, another steamer to be despatched with the mails for Santa
Martha, Carthagena, Chagres, and Panama, calling at Chagres first, (p. 038)
and with the return mails from Panama, the South Sea, and Chagres,
return to Kingston by Carthagena and Santa Martha. One powerful
steam-boat would be in time for the same packet; thus:--to Chagres,
550 miles, two and a half days; to Carthagena, 290 miles, one and a
half day; stop there one day; to Santa Martha, ninety miles, one day;
to Jamaica, 420 miles, three days; in all, nine days.
The mails for Honduras and Trinidad de Cuba by the outward packet
having been brought up to Montego Bay, Jamaica, as has been already
stated, a good schooner should proceed thence to Trinidad de Cuba, 172
miles, one and a half days; thence to Honduras, 520 miles, three and a
half days; stop three or more days; back to Montego Bay, by Trinidad
de Cuba, 692 miles, ten days; in all, eighteen days. Two schooners
will perform this work, giving two mails each month.
On the arrival of the steamer at Havannah another steamer should be
despatched with the outward mails for Tampico and Vera Cruz, and from
thence return to Havannah with the return British and Colonial mails.
The course of this boat would be,--to Vera Cruz, 800 miles, three and
a half days; to Tampico and back, 360 miles, stopping two days, four
days; Vera Cruz, back to Havannah, five and a half days; in all,
thirteen days.
The route of the mail conveyance from Barbadoes to Jamaica, &c., by
steamers, would therefore be:--
Geo. Miles. Days.
Barbadoes to St. Thomas 430 2
St. Thomas to Jamaica, by Porto Rico, Cape Nichola,
and St. Jago de Cuba 780 3-1/2
Jamaica to Havannah, by Cape Antonio 685 3
Stop at Havannah 2
Havannah to Jamaica, by Cape Antonio 685 4
Jamaica, Coals 1
Kingston to Cape Nichola Mole, by St. Jago 305 2
Cape Nichola Mole to St. Thomas, by P. Rico 480 3
St. Thomas, Coals 1
St. Thomas to Barbadoes, calling at all Islands 500 4
---- ------
Totals 3865 25-1/2
---- ------