ISTHMUS OF PANAMA.
HISTORY
OF
THE PANAMA RAILROAD;
AND OF THE
PACIFIC MAIL STEAMSHIP
COMPANY.
TOGETHER WITH A
TRAVELLER'S GUIDE AND BUSINESS MAN'S HAND-BOOK
FOR THE PANAMA RAILROAD,
AND
THE LINES OF STEAMSHIPS CONNECTING IT WITH EUROPE, THE UNITED
STATES, THE NORTH AND SOUTH ATLANTIC AND PACIFIC
COASTS, CHINA, AUSTRALIA, AND JAPAN.
BY F. N. OTIS, M. D.
^
WITH ILLUSTRATIONS BY THE AUTHOR.
NEW YORK:
HARPER & BROTHERS, PUBLISHERS, •^&*
FRANKLIN SQUARE.
1867.
RESERVATION
-OPY ADDED
ORIGINAL TO BE
:ETA,NED
OCF 7 1992
Entered, according to Act of Congress, in the year one thousand eight
hundred and sixty-seven, by
HARPER & BROTHERS,
In the Clerk's Office of the District Court of the Southern District of
New York.
INTRODUCTION.
PURSUANT to a resolution offered by the Hon. Henry Clay,
of Kentucky, in the Senate of the United States, in the year
1835, the President, General Andrew Jackson, appointed
Mr. Charles Biddle, formerly of Philadelphia/ then of Ten-
nessee, as a commissioner to visit the different routes on the
Continent of America best adapted for inter-oceanic com-
munication, and to report thereon, with reference to their
value to the commercial interests of the United States.
Mr. Biddle, accompanied by Dr. Gibbon, of Philadelphia,
sailed from that port for St. Jago de Cuba, to gain prelimin-
ary information regarded to be important. Thirty years
ago there existed few conveniences for an approach to the
Isthmus of Panama. An occasional packet then plied be-
tween St. Jago de Cuba and Kingston, in the Island of Ja-
maica, and from thence some small vessel of the British
navy conveyed a monthly mail to Chagres, which there
crossed the Isthmus to the city of Panama for distribution
on the Pacific coast. Mr. Biddle visited and remained for
several months at these different points, in order to ap-
proach the objects of his mission with the best information
attainable from merchants or travelers who had interests
on the proposed routes or knowledge of their peculiarities.
After gaining what information he was able at these points,
Mr. Biddle proceeded to Chagres, then the only Atlantic
port of the Isthmus, and pursued his journey up the Chagres
Eiver to Graces, the head of boat navigation, making care-
ful observations of the country through which he passed,
with the view of its possible selection as the proposed rail-
Vlll INTRODUCTION.
way route. From Graces the party traveled on muleback
to the port and city of Panama, which at this time was in
a thoroughly dilapidated condition, maintaining a merely
nominal trade with the neighboring Pacific ports, and even
this wholly by means of foreign ships. The object of Mr.
Biddle's visit being made known to the leading citizens of
Panama, every facility was afforded by them for advancing
his enterprise. The people of Gorgona cut a new road
through the woods to communicate by portage with the
head of the Rio Grande, which opens into the Pacific north
of Panama. His varied means of information soon per>
suaded Mr. Biddle of the great importance of this route to
the -commerce of the United States, as well as to that of the
Continents of America on each ocean, and Europe.
After a residence of several months in Panama, he decided
to accompany the senators and members of Congress from
the two provinces of the Isthmus to the seat of the national
government at Bogota. Don Jose Obaldia, one of the rep-
resentatives, exerted himself actively in promoting the en-
terprise, and was efficiently aided by the others. The per-
fect acquaintance of Senor Obaldia with the English lan-
guage enabled him to be of much service to Mr. Biddle,
which, together with his acknowledged influence among
his countrymen, as well as with foreign residents at Bogota,
certainly aided greatly in effecting the final arrangements.
Mr. Biddle had decided before he left Panama to offer
propositions to the government of New Granada for a de-
cree authorizing a company to construct a railroad across
the continent through the Isthmus. A small Peruvian
schooner conveyed the travelers to the mouth of the Buena-
ventura Eiver, some 500 miles south of the Isthmus. Light
canoes, manned by Indians, negroes, and boatmen of mixed
blood, conveyed the party, with their servants and bag-
gage, to the base of mountains near the Pacific, over which
all were obliged to be carried in bamboo chairs on the backs
INTKODUCTION. ix
of Indians, over almost perpendicular passages entirely in-
accessible to mules. After several weeks of slow move-
ment through a beautiful but thinly - settled country, the
travel-worn and weary adventurers reached the city of Bo-
gota. General M'Afee, of Kentucky, then Charge d' Af-
faires of the United States, promptly received the Ameri-
cans into his house, and assisted to promote the views of
Mr. Biddle, who at once proceeded to frame an application
for a railroad privilege across the Isthmus of Panama, and
which, without loss of time, was offered to the attention of
the Congress by the representatives from the States of Ye-
ragua and Panama. After protracted delays, a law or de-
cree finally passed both houses of legislation, making large
grants of public lands, and conveying many important priv-
ileges to certain citizens of the United States in the event
of their establishing a railroad across the Isthmus at Pana-
ma. The decree was regarded as sufficiently favorable to
incline- the capitalists of the United States, Europe, and ISTew
Granada to promote the success of the undertaking.
Mr. Biddle left the capital with an official copy of the de-
cree granting the right to build a railroad across the Isth-
mus of Panama. After descending the Magdalena Eiver to
Carthagena, he reached the United States during the event-
ful year of 1837, at a period when a monetary crisis had de-
ranged every facility or disposition for such an investment.
Mr. Biddle considered the advantages of the Panama route
to be superior to all other routes between the two oceans.
He regarded his success in New Granada sufficient to war-
rant him in omitting farther investigations. The visit to
the Central American and Tehauntepec routes was aban-
doned, although he was urgently solicited to undertake an
inspection of both. Mr. Biddle died soon after his return
from the Isthmus, without making any official report to the
government.
A2
CONTENTS.
PAGE
HISTORY OF THE PANAMA RAILROAD 15-56
FINANCIAL STATEMENTS OF THE PANAMA RAIL-
ROAD, 1856-1861 59-69
TRAVELERS' GUIDE 70-134
REGULATIONS OF THE PANAMA RAILROAD 139-146
OFFICERS OF THE PANAMA RAILROAD COMPANY.... 147
STEAM -SHIP LINES CONNECTING WITH THE PANA-
MA RAILROAD 148
HISTORY OF THE PACIFIC MAIL STEAM -SHIP COM-
PANY 149-167
OFFICERS OF THE PACIFIC MAIL STEAM-SHIP COM-
PANY 168
GENERAL TRANSATLANTIC COMPANY 169-179
WEST INDIA AND PACIFIC STEAM-SHIP COMPANY... 180-187
ROYAL MAIL STEAM PACKET COMPANY 188-205
PANAMA AND NEW ZEALAND COMPANY 205-215
PACIFIC MAIL STEAM NAVIGATION COMPANY 215-220
CALLAO DOCK COMPANY 221
PANAMA RAILROAD COMPANY'S CENTRAL AMERI-
CAN STEAM-SHIP LINE 222-225
CALIFORNIA, OREGON, AND MEXICO STEAM -SHIP
COMPANY..... 225,226
PANAMA COMPANY'S LINE OF SAILING VESSELS 226,227
WELLS, FARGO, AND CO.'S EXPRESS 228,229
REPUBLICS OF CENTRAL AMERICA 235-260
REPUBLICS OF SOUTH AMERICA 263-302
MEXICO 303-307
CALIFORNIA, OREGON, ETC 309-317
ILLUSTRATIONS,
ON THE EOAD Frontispiece.
MAP — THE LINE OF THE PANAMA RAILROAD. Page 7
MAP — CONNECTIONS OF THE PANAMA RAILROAD 8
PORTRAIT OF GEORGE M. TOTTEN (Chief Engineer) To face page 15
RUNNING THE LINES.. 19
PARAISO 23
THE FIRST SHANTY 30
ANCIENT BRIDGE, OLD PANAMA 37
THE CABILDO, PANAMA 43
VIEW FROM THE RAMPARTS, PANAMA 47
NORTHEASTERN RAMPART, PANAMA 53
SOUTHEASTERN RAMPART, PANAMA 57
VIEW OF ASPINWALL 72
PROTESTANT EPISCOPAL CHURCH OF ASPINWALL 80
DEPARTURE FOR PANAMA 83
MOUNT HOPE 88
GATUN STATION 94
STEPHENS'S TREE 99
BUJIO SOLDADO 102
STEPHENS'S COTTAGE 105
BREAD-FRUIT, STAR-APPLE, MANGO, AVOCADO PEAR 107
BARBACOAS BRIDGE Ill
SAN PABLO STATION 114
NATIVE HUT AT MATACHIN 116
MAMEI STATION 117
MONUMENT HILL 119
BASALTIC CLIFF 123
PARAISO STATION 126
TERMINUS AT PANAMA 129
CITY OF PANAMA 132
CATHEDRAL AT PANAMA 135
RUINS OF CHURCH OF SAN DOMINGO 138
TOWER OF SAN JEROME 233
NATIVE BONGO, PANAMA .. 245
foivSHSIT^
HISTORY
OF
THE PANAMA RAILROAD.
IN ancient or in modern times there has, perhaps, been
no one work which in a few brief years has accomplished
so much, and which promises for the future so great benefit
to the commercial interests of the world, as the present rail-
way thoroughfare between the Atlantic and Pacific Oceans
at the Isthmus of Panama. A glance at its geographical
position can not fail to discover to the most casual observer
that, situated as it is midway between the northern and
southern, and alike between the eastern and western hemi-
spheres, it forms a natural culminating point for the great
commercial travel of the globe. Wise men in every en-
lightened nation had seen this for centuries, and had urged
the importance of free interoceanic communication at this
point; but its lofty and rugged mountain ranges, its deep
and pestiferous morasses, seemed almost equally to defy the
skill of the engineer and the physical endurance of the la-
borer. Even the possibility of opening such a communica-
tion by the government exercising jurisdiction over that
portion of the isthmus through which it should pass had
never been seriously entertained; but New Granada had
long and earnestly challenged the more powerful nations
of the world to break down this barrier to commerce and
civilization, and reap the richest benefits which might re-
sult therefrom. England had looked toward the project
• with longing eyes, but quailed before the magnitude of the
16 PANAMA RAILROAD.
labor. France had done more — surveyed and entered into
a contract to establish it ; but too many millions were found
necessary for its completion, and it was lost by default.
Events at last occurred which turned the attention of the
American people to this transit, viz., the settlement of the
northwestern boundary, by which we came into possession
of Oregon, and the war with Mexico, which added Califor-
nia to our possessions. But, while the accession of these
territories was of the highest importance to us in a national
point of view, their distance rendered them almost inacces-
sible to the class of emigrants who usually settle our new
domains, as well as inconvenient to the proper administra-
tion of law and government. Still, urged on by that pio-
neering spirit which seems inherent in the blood of the
American, and invited by the prolific soil and genial cli-
mate of these distant possessions, and a prospect of a new
and enlarged field for commercial pursuits, large numbers
of our people migrated thither around Cape Horn. Con-
gress, however, in 1848, in order to render these countries
more accessible, authorized contracts to be entered into for
the establishment of two mail lines of steam-ships, the one
from New York and New Orleans to Chagres, and the other
to connect with this by the Isthmus of Panama, from Pan-
ama to California and Oregon. The inducements to invest
in these projects were not sufficient to attract the favorable
attention of capitalists, and the contracts were taken by par-
ties without means, who offered them for sale, and for a long
time without success.
Men were at last found bold enough to venture upon the
enterprise. Mr. William H. Aspinwall secured the line on
the Pacific side, and George Law that on the Atlantic. In
the Atlantic contract there was comparatively little risk,
and a promise of almost immediate remuneration, as it con-
nected with the cities of Savannah and New Orleans, and
terminated at the portals of the Pacific Ocean. But the
PANAMA RAILROAD. 17
Pacific contract was looked upon by the generality of busi-
ness men as a certain sequestration of a large amount of
property for an indefinite time, with a faint prospect of
profit ; and the wonder seemed to be that so sound a man
as Mr. Aspinwall should have engaged in it. But it soon
became evident that he expected no great profit from the
steam-ship line per se ; but that, with those enlarged and
far-reaching views for which he is so justly noted, this line
was only a part of the great plan which he had conceived,
the remainder being embraced in the bold design of a rail-
road across the Isthmus of Panama; and at this time he,
with Mr. Henry Chauncey and Mr. John L. Stephens, en-
tered into a contract with the government of New Granada
for the construction of that work. Mr. Chauncey, like Mr.
Aspinwall, was a large-minded and public-spirited capital-
ist, whose integrity and straightforwardness were undoubt-
ed. Mr. Stephens possessed an experience in the country
through which the road was to pass, and a knowledge of
its geography and its inhabitants, gained by practical study
and observation. These three gentlemen were associated
together for the prosecution of this great enterprise, and
shortly after, Mr. Stephens, accompanied by Mr. J. L. Bald-
win, a skillful and experienced engineer, made an explora-
tion of the route, and decided upon its entire feasibility, dis-
sipating the fears entertained by many that no line could
be established without such heavy grades as would inter-
fere materially with the paying character of the under-
taking by the discovery of a summit gap no more than
three hundred feet above the ocean level.
A formal contract was then entered into with the gov-
ernment of New Granada, on the most favorable terms, for
the exclusive privilege of constructing a railroad across the
Isthmus of Panama. Among the most important conces-
sions by the terms of this contract was one guaranteeing
that all public lands lying on the line of the road were to
18 PANAMA RAILROAD.
/
be used gratuitously by the Company ; also a gift of 250,000
acres of land, to be selected by the grantees from any pub-
lic lands on the Isthmus. Two ports, one on the Atlantic
and the other on the Pacific (which were to be the termini
of the road), were to be free ports ; and the privilege was
granted of establishing such tolls as the Company might
think proper. The contract was to continue in force for
forty -nine years, subject to the right of New Granada to
take possession of the road at the expiration of twenty years
after its completion, on payment of five millions of dollars ;
at the expiration of thirty years, on payment of four mil-
lions ; and at the expiration of forty years, on payment of
two millions. Three per cent, was to be paid to the New
Granadian government upon all dividends declared. The
entire work was to be completed within eight years, and a
sum of one hundred and twenty thousand dollars was to be
deposited at its commencement, as security for the fulfill-
ment of the contract, but to be refunded, with interest, on
the completion of the road within the given time.
Up to this period calculations for the ultimate success of
the undertaking were based upon the advantages it would
afford in shortening, by many thousand miles, not only the
route to California and Oregon, but to China, Australia, and
the East Indies, and in the development of the rich, but
then almost inaccessible countries bordering the whole Pa-
cific coast. At this time, however (the latter part of 1848),
the discovery of gold in California, with its accompanying
tide of emigration across the Isthmus of Panama, changed
the. prospects of this projected road ; and, from an enter-
prise which looked far into the future for its rewards, it be-
came one promising immediate returns from the capital and
labor invested, and in which the people, as well as the gov-
ernment of the United States, must be immediately and
deeply interested. A charter was now granted by the Leg-
islature of the State of New York for the formation of a
PANAMA RAILROAD. 21
stock company, under which one million dollars of stock
was taken — the original grantees having previously trans-
ferred their contract into the hands of this company. A
large and experienced party of engineers, under the com-
mand of Colonel Or. W. Hughes, of the United States Topo-
graphical Corps, were sent down, in the early part of 1849,
to survey and locate the line of^fche road. The result of
their work not only confirmed the previous reconnoissance
in regard to the entire practicability of the railroad, but an-
other summit gap was discovered by Mr. J. L. Baldwin,
thirty-seven feet lower than that previously established by
him, and a line was run from ocean to ocean not exceeding
fifty miles in length. The Pacific terminus of the road was
located at the city of Panama, on Panama Bay, and the At-
lantic terminus at Navy Bay, on the Atlantic shore.
The character and geographical position of the country
through which the line of the road had been carried was
such as might well have made the hardiest projectors shrink
from attempting its construction. The first thirteen miles,
beginning at Navy Bay, was through a deep morass, cov-
ered with the densest jungle, reeking with malaria, and
abounding with almost every species of wild beasts, noxious
reptiles, and venomous insects known in the tropics. Far-
ther on, though some of the land was so fair and beautiful
that the natives called it Paraiso, the greater part of the line
was through a rugged country, along steep hill-sides, over
wild chasms, spanning turbulent rivers and furious mount-
ain torrents, until the summit-ridge was surmounted, when
it descended abruptly to the shores of the Pacific Ocean.
Situated between the parallels of 8° and 9° north of the
equator, a sultry tropical heat prevailed throughout the
year, nearly half of which time the country was deluged
with rains that, if they would not seriously damage the
works, were certain to impede their progress, and add great-
ly to the arduous character of the undertaking. The whole
22 PANAMA RAILROAD.
isthmus, though covered with the most luxuriant vegetative
growth, possessed little or no timber sufficiently durable to
be of use in the construction of a permanent work. The
native population, composed of a mongrel race of Spaniards,
Indians, and Negroes, were too indolent and unaccustomed
to labor to be depended on to any great extent. The re-
sources of the country were entirely inadequate for the sup-
port of laborers. Men, materials, and provisions were to -be
transported thousands of miles. And yet, despite all these
obstacles, the dim glimpses of which had, at a previous time,
caused European capitalists to shrink back with fear, our
bold operators "at once, and earnestly, pushed forward this
stupendous enterprise.
In the early part of 1849 a contract was entered into with
Messrs. George M. Totten and John C. Trautwine for the
construction of the road. The services of these gentlemen
had been solicited by the Company, not only on account of
their previously established reputation as skillful and suc-
cessful engineers, but from having only a short time before
been engaged upon a work of considerable magnitude in a
neighboring province— the " Canal del Dique," connecting
the Magdalena Kiver with the Caribbean Sea at Carthagena:
they had, consequently, a large experience in the charac-
ter and resources of the country, and the conditions neces-
sary to the success of such a project. The contractors at
once proceeded to the Isthmus with a large force, and com-
menced the final location of the road.
Basing their operations upon the reconnoisance of Colonel
Hughes and party, a native town called Gorgona, on the
Chagres Eiver, about thirty miles from the Atlantic, was
selected as a point for the commencement of the work.
This place was chosen on account of the facilities it afford-
ed for communication with the Atlantic by the Eiver Cha-
gres (which was supposed to be navigable to this point for
vessels of light draught), by which men, materials, and stores
PANAMA RAILROAD. 25
could be transported to a central point on the proposed
road ; and, on the completion of the Pacific section, traffic
between the two oceans could at once be established, while
the Atlantic section might be completed at the leisure or
convenience of the Company. To this end, two steam-boats
of very light draught were dispatched to Chagres for the
navigation of the river. It was soon ascertained, however,
that it was impossible to make use of these boats (drawing
only from fourteen to eighteen, inches of water), and that
even the native bongoes and canoes were capable of the
service only by great labor and exposure. In addition to
this, the rash of California travel, which was then directed
through this river as far as Gorgona, had so raised the hire
of the native boatmen that the expense of river transporta-
tion was enormously increased. It was therefore determ-
ined to change the point of beginning to the Atlantic ter-
minus of the road.
Mr. Trautwine, after a careful survey of the whole line
of coast from the mouth of the Chagres to the harbor of
Porto Bello, had located this terminus at the island of Man-
zanilla, on the eastern shore of the Bay of Limon, or Navy
Bay, where the city of Aspinwall now stands. It was also
found that, instead of a secluded and rarely- visited region,
where laborers and materials such as the country afforded
were comparatively inexpensive, as was the case when the
contract was framed, and had been time out of mind, it was
now swarming with emigrants from all parts of the globe
en route for the land of gold. The conditions under which
the contract was entered into were changed, the whole
morale of the country had assumed an entirely different as-
pect, and it was evidently impossible to continue the work
under the arrangement agreed upon. A fair representation
of these things being made to the Company by Messrs. Tot-
ten and Trautwine, they were released from their obliga-
tions as contractors, and retained as engineers, the Com-
B
26 PANAMA RAILROAD.
pany having determined to take charge of the construction
themselves.
The plan of commencing at the Atlantic terminus being
approved, Colonel Totten left for Carthagena to make ar-
rangements for procuring an increased supply of laborers.
Mr. Trautwine, in company with Mr. Baldwin, as chief as-
sistant engineer, then proceeded to Manzanilla Island with
a small party, and commenced clearing in the month of
May, 1850. This island, cut off from the main land by a
narrow frith, contained an area of a little more than one
square mile. It was a virgin swamp, covered with a dense
growth of the tortuous, water-loving mangrove, and inter-
laced with huge vines and thorny shrubs, defying entrance
even to the wild beasts common to the country. In the
black, slimy mud of its surface alligators and other reptiles
abounded ; while the air was laden with pestilential vapors,
and swarming with sand-flies and musquitoes. These last
proved so annoying to the laborers that, unless their faces
were protected by gauze veils, no work could be done, even
at midday. Residence on the island was impossible. The
party had their quarters in an old brig which brought down
materials for building, tools, provisions, etc., and was an-
chored in the bay.
Thus situated, with a mere handful of native assistants
— most of the original forty or fifty having previously de-
serted on account of the higher wages and easier life prom-
ised them by the Transit — Messrs. Trautwine and Baldwin
struck the first blow upon this great work. No imposing
ceremony inaugurated the " breaking ground." Two Amer-
ican citizens, leaping, axe in hand, from a native canoe upon
a wild and desolate island, their retinue consisting of half
a dozen Indians, who clear the path with rude knives, strike
their glittering axes into the nearest tree ; the rapid blows
reverberate from shore to shore, and the stately cocoa
crashes upon the beach. Thus unostentatiously was an-
PANAMA KAILROAD. 27
nounced the commencement of a railway, which, from the
interests and difficulties involved, might well be looked
upon as one of the grandest and boldest enterprises ever
attempted.
"Work upon the island was now fairly commenced. A
portion was cleared, and a temporary store-house erected
from the materials on board the brig. On the 1st of June
Colonel Totten arrived from Carthagena with forty natives
of that province as laborers for the work : these were de-
scendants of the old Spanish slaves, a peaceable and indus-
trious race, who, from having been employed on the works
in Carthagena for several years, proved a valuable accession
to their forces. Mr. T. was accompanied by Mr. John L. Ste-
phens, the president 'of the Company, who was on his re-
turn from Bogota, where" he had been to obtain some im-
portant revisions in the contract. With their increased
corps the clearing progressed rapidly ; but the rainy season
soon setting in, the discomforts to which they were subject-
ed were very great. The island was still uninhabitable,
and the whole party were forced to live on board the brig,
which was crowded to its utmost capacity. Here they were
by no means exempt from the causes which deterred them
from living on shore, for below decks the vessel was alive
with musquitoes and sand-flies, which were a source of such
annoyance and suffering that almost all preferred to sleep
upon the deck, exposed to the drenching rains, rather than
endure their attacks. In addition to this, most of their
number were kept nauseated by the ceaseless motion of the
vessel. Labor and malarious influences during the day,
exposure and unrest at night, soon told upon their health,
and in a short time more than half the party were attacked
with malarious fevers. Having neither a physician nor any
comfortable place of rest, their sufferings were severe. At
this time the hull of a condemned steam-boat — the Telegraph
— lying at Chagres, was purchased, and sent down as a resi-
28 PANAMA KAILROAD.
dence. This proved a vast improvement upon the accom-
modations afforded by the brig, but still annoyance from
the insects was at times almost insupportable.
In the latter part of June Mr. Totten again left for Car-
thagena to procure more men, and Messrs. Stephens and
Trautwine returned to New York to digest farther plans
of procedure. The work was left in charge of Mr. Baldwin,
who continued the clearing with his crippled forces until
the latter part of the following month, when Mr. Totten re-
turned with fifty more laborers. Surveys of the island and
adjacent country were now pushed vigorously onward. It
was in the depth of the rainy season, and the working par-
ties, in addition to being constantly drenched from above,
were forced to wade in from two to four feet of mud and
water, over the mangrove stumps and tangled vines of the
imperfect openings cut by the natives, who, with their ma-
chetas, preceded them to clear the way. Then, at night,
saturated and exhausted, they dragged themselves back to
their quarters in the Telegraph, to toss until morning among
the pitiless insects. Numbers were daily taken down with
fever ; and, notwithstanding that the whole working party
was changed weekly, large accessions were constantly need-
ed to keep up the required force. The works were altern-
ately in charge of Messrs. Totten and Baldwin, one attend-
ing to the duty while the other recuperated from his last
attack of fever. In the month of July Mr. Trautwine re-
turned with a surgeon — Dr. Totten, a brother of the colon*
— and several assistant engineers. About fifty Irishmei
also arrived soon after from New Orleans.
The line had already been located for two and a half
miles, and decided upon for two miles farther. It was so
laid out as to strike a range of small hills half a league from
the terminus, when it again stretched into the deep morass.
The distance now required to be traversed from the work
to the terminus was so great, and attended with so much
PANAMA RAILROAD. 31
fatigue and loss of time, that it was determined to erect a
shanty for Mr. Baldwin and party in the swamp. The lum-
ber for this was dragged on the backs of the men for more
than three miles. Here was erected the first dwelling-
house, built of rude boards, high upon the stumps of trees,
to raise it above the waters of the swamp ; and in the heart
of this dank, howling wilderness our hardy pioneers took
up their abode.
Large parties of mechanics and laborers were now con-
stantly arriving from Jamaica, Carthagena, and the United
States, so that the quarters on board the hulk were no lon-
ger adequate to house them. The insects had greatly di-
minished in numbers as the clearing progressed, and shan-
ties were erected on the high ground before alluded to for
the accommodation of the laborers. In August, 1850, the
work of construction was commenced at this place. An-
other station was also established eight miles distant, oppo-
site to the native town of Gatun, on the bank of the Chagres
Eiver, which was navigable to this point ; and two of the
Company's vessels arriving, laden with machinery, building
material, and stores, they were debarked here, and the work
of piling and grading was carried on from this station to-
ward the terminus. The number of men now employed on
both stations was between three and four hundred, among
whom were many mechanics. The construction and sur-
veys for a time progressed with vigor, and comfortable
dwellings and hospitals were erected ; but sickness, caused
by exposure to the incessant rains, working waist-deep in
the water, and in an atmosphere saturated with malarious
poison, soon made such sad inroads among them that, in a
few weeks, more than half their number were on the hos-
pital records, and, either frightened by the fevers or seduced
by higher wages offered on the California Transit, so many
of the remnant deserted that the work came to a pause.
Here the bravest might well have faltered, and even turned
32 PANAMA RAILROAD.
back from so dark a prospect as was then presented to the
leaders of this forlorn hope ; but they were men whom per-
sonal perils and privations could not daunt, whose energy
and determination toil and suffering could not vanquish.
Even in this apparent cessation of labor they were not idle;
but, pushing off into the neighboring islands and provinces,
they collected recruits in such numbers that but a few weeks
had passed before the work was again forced onward. Col-
onel Totten now assumed the direction of the work, and
Mr. Center, the vice-president of the Company, repaired to
the Isthmus to co-operate with him in the rapid advance-
ment of the enterprise, so that by December over a thou-
sand laborers were employed. With the commencement
of the dry season the sickliness abated, the hospitals were
soon cleared, and by April, 1851, a large portion of the road
between the terminus and Gatun was completed. The line
had been located to Barbacoas, sixteen miles farther on,
while Mr. J. C. Campbell, chief assistant engineer, was act-
ively employed in extending the location toward Panama,
and work had been commenced at several intervening
points.
Docks had been constructed at Navy Bay, and vessels ;
were almost daily arriving from Jamaica and Carthagena
with laborers, and from New York with stores, machinery;
and materials for the road. On the first day of October,
1851, a train of working cars, drawn by a locomotive, passed
over the road as far as Gatun. In the following month two
large steam-ships, the Georgia and Philadelphia, arrived at
the open roadstead of Chagres with passengers from the
United States en route for California via the Chagres Eiver
Transit ; but the weather was so tempestuous that, after sev-
eral lives had been lost in attempting to effect a landing,
they were forced to take refuge in the harbor of Navy Bay.
It was then proposed that, instead of waiting for fair weather
in order to return to Chagres, the passengers should be
PANAMA RAILROAD. 33
transported over the railroad to Gatun, from whence they
could proceed up the river in bongoes as usual. There was
not yet a single passenger car on the road : an accident like
the present had never been included in the calculations of
the Company. Every objection was, however, soon over-
ruled by the anxious emigrants, over one thousand in num-
ber, who were then disembarked and safely transported on
a train of working cars to the Kio Chagres at Gatun.
At about this time the affairs of the Company in New
York looked very dark and unpromising. The first sub-
scription of one million dollars of stock was expended, and
the shares had gone down to a low figure. The directors
were obliged to keep the work moving, at an enormous ex-
pense, on their own individual credit. Never since the com-
mencement of the undertaking had its supporters been more
disheartened; but on the return of the Georgia to New
York, carrying news that the California passengers had
landed at Navy Bay instead of Chagres, and had traveled
over a portion of the Panama Eailway, its friends were in-
spired with renewed hope, the value of its stock was en-
hanced, and the steadfast upholders of the work were re-
lieved from the doubts and anxieties that had well-nigh
overwhelmed them.
Up to this time the settlement around the terminus at
Navy " Bay had been without a distinctive name<: it was
now proposed by Mr. Stephens, the president of the Com-
pany, that it should commemorate the services of one of the
originators and unswerving friends of the road. On the
2d of February, 1852, it was formally inaugurated as a city,
and named ASPINWALL. The works during this season
progressed with rapidity, for great numbers of laborers were
constantly arriving, and the mail-steamers, which now came
regularly to Navy Bay, as regularly, on their return, car-
ried away the sick and disabled. By March the road was
completed to a station on the Bio Chagres called Bujio Sol-
B2
34 PANAMA RAILEOAD.
dado, eight miles beyond Gatun, and passenger trains ran
in connection with every steamer ; by the 6th of July it was
pushed on to Barbacoas, at which point the course of the
road was intersected by the Chagres Biver, making a total
distance from the city of Aspinwall of twenty-three miles.
Thus far the work had cost much more than was antici-
pated. In the hope of constructing the remainder more
economically, it was decided by the Board of Directors to
complete the road from Barbacoas to Panama by contract.
Accordingly, an agreement was entered into with Minor C.
Story, as principal, to complete the work. The death of
the lamented president of the Company, Mr. John L, Ste-
phens, took place at this time. From the very inception of
the original contract he had devoted to the enterprise his
active and intelligent mind with a zeal that knew no fal-
tering. Much of his time had been spent amid the dangers
and hardships of the wilderness through which it was pro-
jected, and his loss was deeply deplored by the Company.
Mr. William C. Young was appointed his successor.
The work under the contract for construction had been
commenced by the attempted erection of a bridge across the
Chagres River at Barbacoas. The river at this point was
about three hundred feet in width, flowing through a deep
and rocky channel, and subject to sudden and resistless
freshets, often rising forty feet in a single night : the bridge
was nearly completed when one span was swept away.
Work was again commenced upon it, as well as upon sev-
eral sections of the road between this point and the Pacific
terminus. At times there was a force of several hundred
men employed ; but they were mostly Irish, unable to en-
dure the effects of the climate, and, being also badly cared
for, their numbers were soon so thinned by sickness and
death that the contractor found himself unable to accom-
plish any part of the contract for the price agreed upon.
The work faltered, and at last stopped almost entirely ; so
PANAMA RAILROAD. 30
that when a year had expired not only was the bridge still
unfinished, but not a tenth part of the work under the con-
tract was completed, and the Company were obliged again
to take the enterprise into their own hands, and carry it on
by the same system pursued before the unfortunate con-
tract was entered into. Mr. Young now resigned the pres-
idency, and Mr. David Hoadley (the present president) was
appointed his successor — a gentleman who deservedly en-
joys the respect and confidence not alone of the Company
which he represents, but also of the entire commercial com-
munity.
Valuable time had been lost from the delay occasioned
by the non-fulfillment of the late contract. Not disheart-
ened, however, the Company now redoubled th&ir exer-
tions, determined, if possible, to retrieve the error. Their
working force was increased as rapidly as possible, drawing
laborers from almost every quarter of the globe. Irishmen
were imported from Ireland, Coolies from Hindostan, Chi-
namen from China. English, French, Germans, and Aus-
trians, amounting in all to more than seven thousand men,
were thus gathered in, appropriately as it were, to construct
this highway for all nations. It was now anticipated that,
with the enormous forces employed, the time required for
the completion of the entire work would be in a ratio pro-
portionate to the numerical increase of laborers, all of whom
were supposed to be hardy, able-bodied men. But it was
soon found that many of these people, from their previous
habits and modes of life, were little adapted to the work
for which they were engaged. The Chinamen, one thou-
sand in number, had been brought to the Isthmus by the
Company, and every possible care taken which could con-
duce to their health and comfort. Their hill-rice, their tea,
and opium, in sufncient quantity to last for several months,
had been imported with them — they were carefully housed
and attended to — and it was expected that they would prove
36 PANAMA RAILROAD.
efficient and valuable men. But they had been engaged
upon the work scarcely a month before almost the entire
body became affected with a melancholic, suicidal tendency,
and scores of them ended their unhappy existence by their
own hands. Disease broke out among them, and raged so
fiercely that in a few weeks scarcely two hundred remained.
The freshly-imported Irishmen and Frenchmen also suffer-
ed severely, and there was found no other resource but to
reship them as soon as possible, and replenish from the
neighboring provinces and Jamaica, the natives of which
(with the exception of the Northmen of America) were
found best able to resist the influences of the climate. Not-
withstanding these discouragements, and many others too
numerous to be narrated within the compass of this brief
sketch, the work continued to advance, so that by January,
1854, the summit-ridge was reached, distant from the At-
lantic terminus thirty-seven miles, and eleven miles from
the city of Panama.
Simultaneously with the operations toward the Pacific, a
large force was established at Panama, under the superin-
tendence of Mr. J. Young, one of the Company's most ef-
ficient and energetic officers, and the road was pushed rapid-
ly onward, over the plains of Panama, through the swamps
of Corrisal and Correndeu, and up the valley of the Eio
Grande, to meet the advancing work from the Atlantic
side ; and on the 27th day of January, 1855, at midnight,
in darkness and rain, the last rail was laid, and on the fol-
lowing day a locomotive passed from ocean to ocean.
The entire length of the road was 47 miles 3.020 feet,
with a maximum grade of sixty feet to the mile. The sum-
mit grade was 258-^ feet above the assumed grade at the
Atlantic, and 242^ above the assumed grade at the Pacific
terminus, being 2683-^ feet above the mean tide of the At-
lantic Ocean, and the summit-ridge two hundred and eighty-
seven feet above tbe same level. Commencing at the city
ANCIENT BBIBGE AT OLD PANAMA.
^ilFokfi^
PANAMA RAILROAD. 39
of Aspinwall, on Limon or Navy Bay, the Atlantic terminus
of the road, latitude 9° 21' 23" K and longitude 79° 53'
52" W., the road skirted the western shore of the island of
Manzanilla for about three quarters of a mile, then bent
to the east, and crossed the channel which separates the
island from the main land at a point nearly central of the
breadth of the island, thence around the southern and
eastern shore of Navy Bay until it reached the small river
Mindee, cutting off a bend of this river about one thousand
feet from its mouth; then it stretched across the peninsula
formed by this bay and the Kiver Chagres up to the mouth
of the Kiver Obispo, one of its branches, seldom, however,
following the tortuous course of that stream, but cutting
across its bends, and touching it only at intervals of two or
three miles. The line continued upon the right or easterly
bank of the Chagres as far as Barbacoas (twenty -five miles
from Aspinwall), where it crossed that river by a wooden
bridge six hundred and twenty -five feet in length ; from
thence it followed the left bank of the Chagres to the mouth
of the Obispo Kiver, thirty-one miles from the Atlantic ter-
minus, leaving the native town of Gorgona on the left. Aft-
er striking the Obispo, the line followed the valley of this
stream to its head in the summit-ridge, which it reached 37f
miles from the Atlantic and lO-J- miles from the Pacific ter-
minus. The lower part of the valley of the Obispo, being
crooked and bound in by precipitous hills, compelled the
line to cross the stream twice within the first mile, when it
passed the summit-ridge by a cut one fourth of a mile in
length and twenty-four feet in depth, and then struck the
head waters of the Kio Grande, which flows into the Pa-
cific Ocean. Eolldwing the left bank of this stream, and de-
scending by a grade of sixty feet to the mile for the first
four miles, the line crossed the rivers Pedro Miguel, Caimi-
tillo, and Cardenas, near their entrance into the Rio Grande ;
thence it stretched across the savannas of Corrisal and the
swamps of Correndeu, and cut through a spur of Moun
Ancon, leaving the main elevation to the right, and reach-
ed the Pacific Ocean at Playa Prieta, the northern suburb
of the city of Panama.
Four tracks were laid at the Atlantic and three at the
Pacific terminus, and the line of the road was well supplied
with sidings and machinery for reversing locomotives. A
machine shop one hundred and fifty feet long by fifty wide,
stocked with first class machinery, sufficient to do all the
repairs required for the road, was in operation at Aspinwall ;
also a blacksmith's shop, containing six suitable forges, and
a brass foundry, with a small cupola for iron castings.
There was also a car-repair shop, one hundred feet long by
eighty feet wide, a freight-house and passenger depot at
either terminus, and suitable buildings for the accommoda-
tion of the employes of the Company.
A pier of four hundred and fifty feet in length was con-
structed at the Panama terminus, which gave greatly in-
creased facilities for embarking and landing passengers and
freight, and a steam-tug was substituted for the lighters and
small boats which had been previously used for transporta-
tion between ship and shore, a distance of two and a half
miles. The Company owned, by purchase, fourteen acres of
land, having a fron,t of five hundred feet on the bay. The
Company also obtained by purchase, in connection with the
Pacific Mail Steam-ship Company, a group of four islands
in the Bay of Panama, about two and a half miles from the
city, affording good shelter and anchorage for vessels of the
largest class, and well supplied with good springs of water.
But the road at this time, though in working order and
performing a large and daily -increasing service, was by no
means actually completed. Much of the work, especially
on the Pacific division, was of a temporary character;
streams were crossed on temporary trestles, many of them
of timber procured from the adjoining woods, and which
PANAMA RAILROAD. 41
was known would not last more than six or eight months ;
deep ravines, requiring embankments from twenty to eighty
feet in height (which it was found, from the nature of the
adjoining soil, as well as from the amount of work involved
in filling them, would delay the laying of the track for
many months), were crossed on temporary trestle-work, in
order to obtain the advantage of immediate communication
between the two oceans by rail, thereby saving the thou-
sands of men, women, and children, who were then crossing
the Isthmus every month, the thirteen miles of mule-ride
over a dangerous path, as well as the almost incredible hard-
ships and perils to which they were .subjected.
The difficulty and expense of keeping the road open in
this state was very great ; but, while this was safely accom-
plished, the work, under the energetic and skillful manage-
ment of Messrs. Totten and Center, rapidly assumed a per-
manent character; firm and thoroughly secured embank-
ments took the place of the trestle-work ; for the temporary
bridges were substituted heavy iron substantial structures,
with abutments of stone.
Some idea of the magnitude of the bridge and culvert
work may be obtained when it is known that the water-
ways on the route were no less than one hundred and sev-
enty in number, viz., one hundred and thirty -four culverts,
drains, and bridges ten feet and under, the remaining
bridges ranging from twelve to six hundred and twenty-
five feet in breadth.
The iron bridge across the Chagres at Barbacoas may be
taken, for its great strength and durability, as the type of
all like structures on the line of the road. This bridge was
composed of six spans of over a hundred feet each, built of
boiler iron, with a top and bottom chord two feet in breadth
and one inch in thickness, and joined together by a web of
boiler iron nine feet in height at the centre and seven feet
at the ends. The track was laid on iron floor-girders three
feet apart, and the whole structure supported by five piers
42 PANAMA RAILROAD.
and two abutments of hewn stone twenty -six feet wide an<
eight feet in thickness, increasing in the proportion of an
inch to the foot down to their foundations, which were con-
structed of piles and concrete.
The ballasting, which was, however, previously well un-
der way, was carried on and completed throughout the en-
tire line of the road in the most substantial manner, and
the rapidly decaying spruce, pine, and native wood ties
were removed, and replaced with ties of lignum- vita3, im-
ported from the province of Carthagena. Additional
buildings for the accommodation of freight and passengers
were erected at the Pacific terminus, to meet the wants of
a greatly increased business, and at the Atlantic terminus
new and commodious wharves were built, besides a massive
stone warehouse three hundred feet long by eighty wide,
the stone taken from quarries along the line of the road.
Large and commodious station-houses, for the use of the
local superintendents, were erected at intervals of four
miles along the entire line, and an electric telegraph was
established between the termini for the use of the Com-
pany. These, besides many other improvements, in reduc-
ing grades* and straightening curves, were accomplished
* TABLE OF THE GRADES FROM ASPINWALL TO PANAMA.
Rate of grade per mile
in feet.
Length of grade
in feet.
Rate of grade per mile
in feet.
Length of grade
in feet.
Level.
123,539
24.82
418
2.64
1,000
26.40
13,600
5.28
1,900
30.00
8,868
7.92
1,500
30.25
1,936
8.45
2,500
31.68
1,100
9.24
3,100
34.15
1,400
10.56
13,313
36.00
2,200 ^
12.14
2,600
36.96
2,396
12.41
4,300
37.49
1,916
13.20
6,500
38.54
1,707
15.10
2,100
46.20
3,430
15.84
3,700
47.30
3,250
17.42
200
52.80
6,300
19.01
1,400
58.87
3,355
20.60
4,900
60.00
20,107
21.12
4,595
71,983
23.25
2,052
179,199
179,199
251,182 1
THE CAHILDO AT PANAMA.
:-
PANAMA RAILROAD. 45
during the two years following trie opening of the road in
1855, involving an additional expenditure of nearly two
millions of dollars. This great expenditure was not, how-
ever, incurred without satisfactory proof that the enterprise
would equal, in its pecuniary advantages, all the calcula-
tions which had been made in regard to its increase of rev-
enue. L Up to the opening of the road in 1855, that is to
say, from the running of the first passenger train in 1852,
the amount received for the transportation of passengers and
freight was $2,125,232.31.
From 1857 the Company were actively engaged in estab-
lishing every needful arrangement and improvement which
was found necessary to facilitate the perfect working of the
road. Side tracks at either terminus were added to meet
its increased requirements ; the wharves at Aspinwall were
improved and covered, and substantial bulk-heads were
erected over a considerable portion of the frontage of the
port. Much of the low ground on the island was filled in
and laid out into streets, and many buildings erected. In
addition to this, an immense reservoir was in process of con-
struction on the site of a natural basin some two miles dis-
tant, from which water was to be conveyed in iron pipes to
Aspinwall for the use of the town and shipping ; and a sub-
stantial iron light-house, sixty feet in height, and furnished
with a Fresnel light, was substituted for the wooden struc-
ture at the western side of the entrance to the port. At
Panama the wooden pier was replaced by one of iron four
hundred and fifty feet in length, and steam-tugs for towage,
and several iron launches, each of one hundred tons burthen,
were added to the facilities for the transhipment of goods be-
tween ship and shore. These were the principal works and
improvements up to January, 1859, when the construction
account of the road was closed, showing its entire cost up to
that date to have been eight millions of dollars.
The gross earnings of the road up to that time amounted
46 PANAMA KAILROAD.
to eight millions one hundred and forty-six thousand six
hundred and five dollars.
The running expenses, together with depreciation in iron,
t:Q,s, buildings, etc., amounted to $2,174,876 51, leaving a
balance of $5,971,728 66 as the legitimate returns for the
money invested in the road in a period of seven years, dur-
ing the first of which but twelve miles were in operation,
the second twenty-three, the third thirty -one : only for the
last four years was the road in use throughout its entire
extent.
Out of these receipts, the directors of the Company, hav-
ing paid the regular interest on all mortgage and other
bonds, a ten per cent, dividend to stockholders in 1852,
one of seven per cent, in each of the years 1853 and '54,
and one of twelve per cent, for every succeeding year,
showed a balance of $529,041 50, besides a sinking fund
of $153,395 83, and no floating debt.
The increase in the receipts from the commencement of
the road was as follows :
From December, 1852, 12 miles open,)
To » 1853,23 « « ;^73'26
From 1853 to 1854, 31 miles open, $131,143 91.
From 1854 to 1855, opening of the entire road, $645,497 29.
From 1855 to 1858 showed an increase of $416,006 84 ; and
From 1858 to 1859, an increase above that of $419,477 93.
(For a particular statement of items of expenditure and income, see
Appendix B, page 61, et seq.J
HEALTH OF THE ISTHMUS.
It may interest the general reader to know that more than
four hundred thousand passengers have been transported
over the road during the thirteen years ending in Decem-
ber, 1867, and it is not known that a single case of sickness
has occurred in consequence of the transit since the entire
opening of the road in 1855. The diseases contracted by per-
sons in transit previous to that time were of a purely ma-
PANAMA RAILROAD. 49
larious character, and identical with the intermittent (fever
and ague) and bilious fevers of the Western States, always
found resulting from great exposure and fatigue, so often
unavoidable while the transit was performed upon mules
and in open boats, occupying from two to five days, the
traveler frequently obliged to live upon the vilest food, and
sleep upon the wet ground or in the but little less comfort-
less huts of the natives ; the comfortable railway carriage,
and the passage from ocean to ocean reduced to three hoursj
having fully demonstrated a perfect immunity to the trav-
eler from all those varieties of sickness long popularly rec-
ognized under the head of Panama Fever. The sanitary
condition not only of Aspinwall, but of the country along
the entire line of the road, has also been improved by the
filling in and draining of the swamp and low land to such
a degree that the congestive forms of fever among the la-
borers and residents which, during the earlier days of the
road, were the chief causes of mortality, are now rarely met
with, and the whole line of the transit will, in point of
healthiness, compare favorably with many of the equally
recent settlements in the Western States.
SAFETY TO PROPERTY.
The amount of specie conveyed over the road from 1855
to 1867 was over seven hundred and fifty millions of dollars,
without the loss of a single dollar ; and during the same peri-
od there were sent over the road some 300,000 bags of mail
matter (the greater part of which consisted of mails between
the Atlantic States and California), not one of which was lost.
And of the many thousands of tons of freight which have
been transported over the Panama Kailroad since it was first
opened, the losses in transportation, by damage and other-
wise, has been comparatively trifling.
C
50 , PANAMA RAILROAD.
SOURCES OF BUSINESS.
Erroneous impressions in regard to the sources from
whence the business of the Panama Railroad is derived pre-
vail extensively even among intelligent business men and
members of our national councils, many regarding it as en-
tirely dependent upon our trade with California. The fact
seems to be overlooked that while California has a popula-
tion estimated at only 500,000, the population of Central
America is over 2,000,000 ; and that that portion of South
America, whose only means of communicating with the At-
lantic is either by the Isthmus of Panama or around Cape
Horn, contains nearly 8,000,000, and that regular and di-
rect steam marine communication exists between those coun-
tries and the Panama Eailroad.
The fact that up to the establishment of the Isthmus
Railroad the trade of South and Central America had been
carried on almost exclusively with Europe (that between
the United States and those countries being estimated at
less than ten per cent, of the whole) has prevented its mag-
nitude and importance from being fully appreciated by the
American people.
Careful estimates, however, show that the value of the
trade of these countries to and from the Atlantic exceeds
$60,000,000 per annum. The managers of the Panama
Railroad Company, from its earliest existence, were aware
of that important circumstance, and looked confidently to
the business of those regions already existing, and that
which would undoubtedly be developed by the facilities
afforded by the railroad, as one of the surest elements in its
ultimate and permanent success.
It was not lost sight of that the European trade (as far
ns European influence extended) would cling tenaciously
to its circuitous track around Cape Horn, fully aware that,
when the business was turned into the direct route across
PANAMA RAILROAD. 51
the Isthmus, a large portion of the trade would be inevita-
bly directed to the nearer markets of the United States ;
notwithstanding this, the Company rested in the conviction
that the shortening of the distance from three thousand to
more than four thousand miles for the South American
markets, and more than five thousand for the Pacific Cen-
tral American, besides the avoidance of the well-known
perils of Cape Horn, must bring much of the most valuable
merchandise across their road so soon as those countries
were able to avail themselves of its advantages. The South
American states, Chili, Peru, Bolivia, and Ecuador, were
put in immediate connection with the road by a British
line of steam-ships, which was organized some time pre-
vious to the opening of the road, and which, up to that
time, had been mainly dependent upon the coastwise trade.
The business resulting fully justified the expectations of
the Company ; but the Central American states had at that
time no means of connection with the road. Their Pacific
ports had been so long shut out from remunerative com-
mercial relations that they could not at once realize the
advantages the Isthmus railroad offered over the tedious
and expensive land-route to the Atlantic ; they required to
be lifted from the ruts along which they had been creep-
ing and groaning for ages, and placed upon this great com-
mercial highway.
This was accomplished in 1856 by the Panama Eailroad
Company, who at that time organized a line of steam com-
munication with all their ports from Panama to San Jose
de Guatemala.
This departure from the legitimate business of the road
was not made until the directors had vainly exhausted every
available means in their power for the establishment of an
independent company. But the development of the Cen-
tral American trade was so manifestly for the interest of
the Isthmus transit, and so certain to follow the establish-
52 PANAMA RAILROAD.
ment of such a line, that they finally decided to identify its
interests with those of the road. In the latter part of 1856
the first vessel was dispatched under the command of Capt.
J. M. Dow. The returns from the monthly voyages of the
" Columbus" soon proved the wisdom of the measure, for
in less than two years the cargoes of merchandise brought
from those states for transportation over the road often ex-
ceeded half a million of dollars, while a large amount of
foreign merchandise found its way to those countries by
the same channel.
In 1858, the business over the road from the South and
Central American states exceeded in value nine times the
freighting business of California via the Isthmus, and by
1860 less than one fifteenth of the freighting business of the
road was due to the California trade,* the remaining four-
teen fifteenths consisting mainly of shipments from the
United States, British manufactures and other goods ship-
ped direct from England for South and Central America,
and the produce of those countries in return, such as indigo,
cochineal, India-rubber, coffee, cocoa, deer-skins and goat-
skins, besides orchilla, pearl-shells, tobacco, balsams, Peru-
vian bark, ores, straw hats, etc., etc.
When it comes to be considered that in the California
trade large amounts of goods and merchandise for Oregon
and Washington Territory and the British Possessions are
included, likewise occasional shipments from China and the
Sandwich Islands, and that it is still in its infancy, the im-
portance of the South and Central American trade to the
Panama Eailroad may be in a measure appreciated. The
conveyances by which the business of the Pacific coast finds
its way to and from the road are,
1st. By the Pacific Mail Steam-ship Company, plying tri-
* The California trade over the Panama Road has increased since 1 860 to
such an extent, that now (1867) about one third of its business is due to that
source.
^ Of Tffig
SU7BR
f •
PANAMA RAILROAD. 55
monthly between New York, Panama, Mexico, California, Ja-
pan, and China, with a fleet of twenty-five large steam-ships.
2d. The General Transatlantic Company (Compagnie
Generale Transatlantique), running between St. Nazaire,
France, the West Indies, Mexico, and Aspinwall, with a
large fleet of powerful steam-ships.
3d. The West India and Pacific Steam-ship Company,
limited — running between Liverpool, England, the West
Indies, the western coast of South and Central America,
and Aspinwall, with a large and well-appointed fleet of
steam-ships.
4th. The Koyal Mail Steam Packet Company, running
semi-monthly between Southampton, England, the West
Indies, the eastern coast of Mexico, South and Central
America, and Aspinwall, with a fleet of nineteen .large
steam-ships.
' 5th. The Panama, New Zealand, and Australian Eoyal
Mail Company, limited — running between Panama, New
Zealand, and Australia.
6th. The British Pacific Steam Navigation Company,
running between Panama and the ports of New Granada,
Ecuador, Peru, Bolivia, and Chili.
7th. The Panama Kailroad Company's Central American
line of steam-ships, running between Panama, Nicaragua,
Costa Rica, Salvador, and Guatemala.
8th. The California, Oregon, and Mexico Company's line
of steam-ships, running between San Francisco, California,
and Mexico, and between San Francisco and Portland, Ore-
gon, and the Island of Vancouver.
Besides the steam lines are,
1st. The Bremen and Aspinwall line of sailing vessels,
monthly.
2d. The Bordeaux and Aspinwall line of sailing vessels,
quarterly.
3d. The Panama Kailroad Company's line of sailing ves-
56 PANAMA RAILROAD.
sels from New York to Aspinwall — seven vessels: five barks
and four brigs.
4th. Five ships a year from Boston to Aspinwall.
CHARACTER OF THE SERVICE PERFORMED ON THE ROAD.
As early as the year 1855 daily trains were established
each way over the road, requiring in its then imperfect
state from five to six hours for the transit. As the charac-
ter of the road improved, a corresponding improvement
took place in the time-table, and for the past seven years
the passage has been uniformly and safely accomplished in
three hours, or even less, when the exigency of the case re-
quired it. The rolling stock of the road has always been
most ample. Fifteen hundred passengers, with the United
States mails, and the freight of three steam-ships, have not
unfrequently been transported over the road during a sin-
gle half day. The engines, some fourteen in number, are of
the first class, averaging twenty tons burden ; the passen-
ger-cars are large and commodious, and built for conven-
ience and comfort, especially with reference to the climate ;
the cars for the transportation of the mails and treasure are
entirely of iron. The usual freight-cars are built to carry
not only the ordinary freight, but the heaviest and coarsest
materials — large quantities of gold and silver ore, timber,
anchors, and chains of the largest size, cannon shot and
shells, iron-work in pieces of twenty-five tons, heavy ma-
chinery, guano, whale-oil, etc., more or less of which are
daily passing over the road. The arrangements for the
loading and unloading of cargoes are unusually perfect;
double tracks run from the main road down the different
wharves to the very ship's side, and the lading process is
so effectively managed that frequently less than two hours
pass between the arrival of the largest ships, laden with from
two to three hundred tons of merchandise, besides the bag-
gage of from four to eight hundred passengers, and the de-
parture off-he trains for Panama bearing the entire freight.
CW THB
PANAMA RAILROAD.
5 <
Fi
g CO
: |
j?
: 'S
3 o
> *"
"8
fisll
""* fl o ° g
. -J^ -. -M P
p6 S o.S
.till I
CO rH
t— CO
3
o
rH
§
§
o
05
§
o:
i
c
S<1
GO
CO
r-
i
1
1
'co
1
1
cc
u
oc
r-
5
1
-4-
a
c?
1
5
j
^
£
a
3
j
5
r
I
; <•
3
^
1
•S
!
•<
<
]
jj
T3
5f
c
T:
> ^
2
^
0
1
>
^
*S
i
3
5
2
K
e
1 S
^
i
H
5 P
3
-i t-
l£
-.0
I ill
^Sg
02 O rt S
o
to
& S.6? d2
60
PANAMA RAILROAD.
000
CO CM
CO b-
1C IQ
<js 3
•10 CO
*£ *C
is
°Q
88
PQO
_ ~ w> oTta *~5'T3
H
i
§0000000
o-*ot-oo
O b- 10 CO O
CO CO Oi CO CO
O CO O
CO CO b- rH r-
•* CO b- O <M
co'b^co'orj
CO (M ^ 16 i-H b-
<M (M
b-
CO b-
CO O
g
i-H CO
^
; 1 1 8 I
O ^ co"^
,o'^'^
-2°3 S
o.fe
QJ H«
fel
»1
^" P
ary
li Ulllllll
la
5 c«
".1
» fl
6 g
£0
'SS
^^5
MO <jfi M
81 1
PANAMA KAILKOAD.
61
PANAMA RAILROAD.
PANAMA RAILROAD.
PANAMA RAILROAD.
8
c ^2
2 '^
>° 2
»~:a
*3
Jo
S -2
H o
12
II
l«^
8888
<M CO C5 O
O CO CO O
co" <xT »>T cT
OS O5 rH O
(N <N rH
fe°lo
£•*!.
oo co
O n n
o o c
-^r a,
co
QQ
I'
s
I
§g
cr-CM
888
000
i
js-g
ss a
PQcc
f
o
1
8888
CO t— O O
t- CM 10 10
II
S oT
O 3
865
872
1-s-
£4"
&*'g,2§-
•tfS^.'Sf.
^
o w,
66
PANAMA RAILROAD.
CO if
00 1C
5 1-1 C<
} -^ r-
i oo
00
0
c
CO
0
GO
ff
5 N
. ^-4 C
> vH
»c
M|
Ci
(^
1 r\
•^f C
l^
GC
Oi
If
5 <>
t~ O!
2 as
00
t>«
00
00
g"s
" cT c^
to -^
r t-^*
0
off
CO
§
i
c
i
•* 10
1C
o
t-
co
S
t
•^^-
6^
fl
_r
c3
۩=
1
T^I M< co o to o
t- 0 CO 0 to 0
1C O U5 t- CO O
BBS
0)
00 CO tO O CN
\ o
00 G
§10 ^ o
O O CO
co >C c: O d o
32
So o
CO CO t~
1
OO OO OO O •"*! O
CO — <M UO "-( U5
tO to 1-1
so"1-1 to ic s^To
00 O l> <M r-i
C5 Cft ^
CM 0<J
2
1
¥
۩=
1 CO to tO O
€8=
i
cc
1
1
c
; S^S10
!
S
CO
1
•d
#
:
.v c
^
i
i
2 1
S
1
CO O>
0
o3
.2
£ 1
i
rsf
0
a
cO X
,3
o
d
o
3
S o
O
•§
4>
1
V
^J &
§
cT
oo
1
1
^
O
oJ
Q
Q
vfc
fi«a4*
K1 00
00
rH
o
1
8
rf
d
3
2 ^o |
^ CO
b !>.
i
rt
l§
i
1
O
o
%
t w 1 1
A || 1
* a "a £
11
5*
S5
ll
'd
<3
OJ
1
J^ O 05 «
Statement for th
fter dividend, Ja
portion of Decei
onds retired in I
Surplus after c
December 31st, ]
1
ght money, intei
r which returns
000), with exchj
4,000, at 7 per ^
terials, repairs, s
±c.....
1— 1
p, ,
o
o
t proportion of n
1860, on $4,976
ry 2d, 1861, on ,
t proportion of d
to credit of Income Account, a
;ess of receipts over estimate for
payment for portion of sterling b
Fund...,
» from December 31st, 1859, to ]
For passengers...
' freight, merchandise (inclu
' " treasure...
' mail transportation...,
' miscellaneous, wharfage, li
' earnings uncollected, or fo
interest on sterling bonds (£540,
" " convertible bonds, $2
Running expenses, including ma
Equipment Account, new cars, i
Permanent improvements (paid
closed) :
New wharves...,
1
s
V
i
Dredging machine....
Stone-breakers and engines
Office expenses ...
New Granadian governmen
Dividend No. 16, paid July 2d,
" 17, payable Janua
New Granadian governmen
IS U 1 s
ci
T3 3 §
•a
CS
^0 0)
w
PC
•^ H —
fi
PANAMA RAILROAD.
67
S
o
I
*^A^s
88
s *a
§ &~ §
00 ,0 r3
^ s &
68
PANAMA RAILROAD.
PANAMA EAILROAD.
£ ^
5 b- O -* O u
SGOCOaOO-*HOOCl<NCO CO
Sg^OC
•5b-0>— IOOOOCOWO 0
5b-COCOOOOOO-^-«*iCO CO
3 Ci Ci b- lO 0
: o o •* b- 10 »o
5 CN (?q rH rH
H b- O <M lO C
3 b- id b- CO Ct
<N T-H rH
5 -^f O GO CO CO CO
2CNCOCO 0 • 0
o
oT cT
&
T
SCO O O O O U3
b- ^ CO 0 0 •*
<N O CO O O ^H
§CO" O b-T O O O5
CO CO O ifi O i—
cl Atlantic
• ^
0 C
o c
O 0
o o
0 0
c<
i- €8
ss§^
§O O b-
o o co
o o ^
o c" o co'
S
o<!
•**< os
co co
b- CO
C^ l-l
<r o"
S
0^
O C 0 CO
0 CO "*
(M
<M
«
$
CO !M
3
•
PQ
>
O
S
§D
s
S
g
£
1
8
v
i
1
1
s
0)
£
§
if
c S
i
1
O
0 0
o
^
1
'S
cT
C<1
sg
fc
- i
a
§
1
>
cfl
bO
c
«T
1
I*
g'l
J. ^3
I
!§
^c
"p
||
sfa
^
I
i
?s
1
§£
03 P-l
1^
c ^
=2^ o
-si ^
<>T
CO
CO
^ >-.
ii
2
CO
C1"- &4
5 cc OJ
°1 ^
Mi
,-b bo §,
2
^
'!!*
J 1-H rf\ rr
fi-S
°1
: ^1
1§ -3
a a
|«r
^
<M
^a
s§
Q«
. <"
•Sf-s
>
bfl
g
1
1
5 _
3 q
hi
Iji
if
3d ,s
Cavan, Lubbock & Co., London.
Investment in United States 7.3
" " Company's sterlin
North Atlantic Steam-ship Com
Sinkinjr Tfunrl invp.stp.d ...
Amounts due from agents and o
Steamers (valued) Guatemala, $
New steamer Salvador, payment
Interest in sailing vessels, value
Steam-tug and launches in the ]
Real estate on the Isthmus and ]
Coal Account, amount on hand.
fis: Canital stock...
"S
o
te
t»
1
^
1
H £
o
Sterling bonds, amount origi
Less amount matured in 185
Book Accounts...
Dividend declared, payable
ernment proportion
Appropriation to Sinking Ft
Bonds redeemed and held b)
Undivided earnings from ro<
" " from sai
70 PANAMA RAILROAD.
The early history and present condition of the road, at
least so much of it as has been thought would prove inter-
esting and serviceable to the general reader, has been pre-
sented. The sources of its present business have been
shown, and some idea of its probable increase from these ;
but a large and important field within the legitimate scope
of the enterprise demands a little attention from its bearings
on the future business of the road. A glance at the geo-
graphical situation of the Isthmus of Panama, in its relation
with Australia, China, Japan, and the Sandwich Islands,
will discover the capacity of the transit to shorten the dis-
tances from those countries to the markets of the United
States by so many thousands of miles as must make it an
eventual necessity for the trade, at least a large portion of
it, to seek this, the only direct route between the Atlantic
and Pacific Oceans.*
TRAVELER'S GUIDE.
As the traveler enters the harbor of Navy Bay he can
not fail to observe the beauty of the scene spread out be-
fore him. On the right and in front of the harbor, which
sweeps around a semicircle of some three miles in extent,
the primeval forest of the tropics, with its dense vinous un-
Miles.
* The distance from New York to Sydney, Australia, via Cape Horn, is. . . 12,870
" " via Panama 9,950
In favor of Panama 2,720
- The distance from New York to Honolulu, Sandwich Isl., via Cape Horn. . 13,560
" via Panama G.SOO
In favor of Panama o, 700
The dietance from New York to Hong Kong, via Cape Horn 17,420
" via Panama 11,850
In favor of Panama.... 5,570
The distance from New York to Jeddo, Japan, via, Cape Horn 16,710
via Panama 10,220
In favor of Panama 6,490
The distance from England to Sydney, Australia, via Cape of Good Hope.. 12,828
via Panama 12,730
In favor of Panama 98
The distance from San Francisco to Yokohama, Japan. . 4900 miles.
" " Yokohama to Shanghai, China 900 '
" " Yokohama to Hong Kong 1700 '
" Shanghai to Nagasaki 450 '
" " Nagasaki to Yokohama 450 '
•
PANAMA EAILROAD. 73
dergrowth and its towering cocoa and palm trees, meets his
view ; on the left, from the iron light-house on the extreme
seaward point, the brightly -painted Americo-Spanish town
of Aspinwall extends, its long covered wharves filled with
the shipping of many nations. A verandaed street skirts
the shore, and a dense equatorial forest rising up behind is
relieved by the faint and misty mountain range, which forms
the back-bone of the Isthmus, and connects the great Cordil-
lera of the northern and southern continents — the Eocky
Mountains and the Andes. This harbor (said to have been
discovered by Columbus during his third voyage, and by
him named " Navy Bay") is three miles in length by two in
breadth, with an average depth of seven fathoms, affording
good anchorage ground in every part. Since the establish-
ment of the Panama Eailroad it has been a rendezvous
for the United States Atlantic squadron, and one or more
frigates of the first class may usually, be seen at anchor;
also a United States store-ship, which has its permanent
station here.
The city of Aspinwall, which has grown up from the
necessity of its position as the Atlantic terminus of the rail-
road, while answering its purpose as a receiving and tran-
shipping depot, has but little, architecturally, to recommend
it to notice, the dwellings, some two hundred in number,
being of wood, and built in a style midway between the
New England house and the verandaed structures usual in
the tropics. They are built on land leased from the Com-
pany by private individuals.
The voyager coming to Aspinwall by the United States
mail steam-ships will be landed at the end of an immense
wharf belonging to the Company, and will find it worth
his while to take a walk about the town ere making the
transit of the Isthmus. First, it may not be amiss to notice
the wharf itself, which extends from the shore out upon a
coral reef, nearly a thousand feet, to where a depth of wa-
74: PANAMA KAILROAD.
ter exists sufficient to float the largest ships. It is forty
feet in breadth, and covered by a lofty metallic roof; the
piles upon which it stands are coppered to protect them from
the teredo, a boring worm which infests these waters, and
rapidly destroys every kind of timber unless thus protected.
At the upper end of the wharf a grove of cocoanut-trees
shoots up through the flooring, and at any and every sea-
son of the year the cocoanut, in the bud, the blossom, and
full grown, may here be seen. Several large iron tanks are
situated at the head of the wharf, each of a capacity of sev-
eral thousand gallons. The whole island of Manzanilla,
upon which Aspinwall is situated, a mile in length by three
quarters in width, being a low coral foundation, has no
springs of water, and that obtained by digging is so brack-
ish that rain-water is used instead ; these tanks, filled by the
rains which prevail for more than half the year, before the
establishment of the great reservoir, furnished the supply
of water for the shipping during the dry season. At the
head of the wharf you reach the quadruple track of the
railway. Proceeding toward its Atlantic terminus, you
pass, on your left, the line of stores, shops, and hotels which
were visible from the entrance of the harbor. The shops,
perhaps half a dozen in number, usually display a very re-
spectable assortment of goods, principally ready-made cloth-
ing, fancy articles, and groceries. Among them are several
quite extensive importing houses of French, English, and
American merchandise, and Havana cigars for the South
American market and the shipping visiting the port.
The hotels,* of which there are, great and small, at least
a dozen, have, for this country, very fair accommodation for
all classes of travelers, at from one to four dollars per day ;
* Probably the best accommodation will be found at the Howard, City, and
Aspinwall Hotels. Usual charge for first class passengers $3 per day. Sec-
ond class passengers are accommodated at the other houses at considerably
lower rates. It is well to have the terms well understood beforehand.
PANAMA KAILROAD. 75
but little business, however, is done among them except on
the arrival of the passenger steamers of the California line.
In 1852, when these hotels were erected, travelers were
often detained here for several days, when the landlords
drove a brisk trade ; but now the ship-loads of passengers
are seldom detained here more than two or three hours,
and, although a brisk business is done for the time, the pub-
lican finds his opportunity too brief to realize much profit.
At the end of the row stands the Panama Eailroad Com-
pany's office, a respectable fire-proof two-story brick build-
ing, into the upper windows of which the wires of the Isth-
mus Telegraph converge. The poles, or, more properly, the
pillars, which serve to support the wires of this telegraph
line, from their symmetry, strength, and novel construction,
are worthy of particular notice. They are apparently of
hewn stone. Some two years since, after much trouble and
expense had resulted in consequence of the rapid decay of
the wooden poles formerly used, Colonel Totten conceived
the idea of moulding a support of concrete. A small
straight stick of the necessary height was placed upright,
and surrounded by a jointed wooden mould, fifteen inches
in diameter at the base, tapering to about eight inches at
the top, and sunk into the earth sufficiently for firm sup-
port ; this was filled with concrete, and allowed to stand for
several days. When the mould was removed, it was found
firm and strong, and apparently every way adapted to the
purpose. This fact once settled, the entire line was supplied
with these quasi stone columns, but little exceeding the un-
sightly wooden poles in expense, and perfectly weather and
insect proof. It is now nearly two years since their estab-
lishment, and they bid fair, extraordinary occurrences ex-
cepted, to last for a century.
Farther along the track, on your right, you pass the main
railroad wharf, at which any day in the year several ves-
sels, sail or steam, may be seen actively discharging car-
76 PANAMA RAILROAD.
goes for shipment across the road. A couple of hundred
yards brings you to a massive stone structure three hund-
red feet long by eighty wide, through whose broad-arched
entrances a triple track is laid. This is the freight depot
of the Panama Railroad Company, and the following de-
scription by a recent visitor will give the traveler an idea
of its usual internal appearance :
" Bales of quina bark from the interior were piled many
tiers deep, and reached to the iron triangular-braced roof
of the edifice. Ceroons of indigo and cochineal from San
Salvador and Guatemala; coffee from Costa Rica, and ca-
cao from Ecuador ; sarsaparilla from Nicaragua, and ivory-
nuts from Porto Bello; copper ore from Bolivia.; silver
bars from Chili ; boxes of hard dollars from Mexico, and
gold ore from California; hides from the whole range of
the North and South Pacific coast ; hundreds of bushels of
glistening pearl-oyster shells from the fisheries of Panama
lay heaped along the floor, flanked by no end of North
American beef, pork, flour, bread, and cheese, for the pro-
visioning of the Pacific coast, and English and French
goods for the same markets ; while in a train of cattle-cars
that stood on one of the tracks were huddled about a hund-
red meek-looking lamas from Peru, on their way to the isl-
and of Cuba, among whose mountains they are used for
beasts of burden as well as for their wool."
Its situation is on the direct line of the road, its seaward
side opening by great doors out upon the waters of the bay,
so as to allow vessels of light tonnage to discharge cargo di-
rectly into the depot, while for the heavier a covered wharf
extends from the centre into six fathom water. On emerg-
ing from the farther extremity of the freight-house, a hund-
red paces brings you to the Mingillo, or native market-place.
A few lusty half-naked negroes, descended from the Afri-
can slaves of the old Spanish dominion (who form a large
proportion of the littoral population of the Isthmus) are gen-
PANAMA RAILED AD. 77
erally seen supplying their customers with fish, cassava, ba-
nanas, plantains, and many other fruits and vegetables of
the country, from out the bongoes which lay alongside the
wharf, or, grouped on the shore over smoking kettles of san-
cache, ladling out this favorite compound to their native pa-
trons. Large quantities of the vegetable ivory-nut are also
brought here by the natives for barter and sale. Some-
times a few aboriginal Indians from the region of San Bias
(some sixty miles down the coast) may be seen here. Kath-
er under the medium stature, they are broad-shouldered and
muscular, with the straight black hair and high cheek-bones
of the North American tribes. They have a peculiar in-
terest from the fact that they belong to a tribe never sub-
jugated by the Conquistador es, but who have maintained an
unwavering hostility to the Spaniard since the first discov-
ery of the country, and have cherished such a jealousy of
their independence that, to the present day, no white man
has been permitted to land upon their shores. Their usual
dress consists of a simple fold of cloth tied about the loins,
though they are not unfrequently seen clad after the man-
ner of the Spanish natives, in a loose shirt and loose cotton
or hempen trowsers. Though apparently apathetic and
uncommunicative, there is a considerable degree of intelli-
gence in their expression, and a conscious independence in
their bearing, that gives one a fair idea of the races which
Columbus and his followers found here in the days of old.
They have recently allowed one or two small trading
schooners twice or thrice a year to anchor near their shores
and traffic with them, receiving calicoes, beads, and other
ornaments, machetas, etc., in exchange for tortoise-shell,
ivory-nuts, and gold dust; but every attempt to explore
their country has been uniformly resisted. Their chief
weapon is the bow and arrow (the arrow armed with fish-
bones), in the use of which they are said to be very skillful,
and to be in the habit of using it effectively not only upon
78 PANAMA RAILROAD.
land, but in their waters ; with barbed palm-wood arrows
some four feet in length, they have the reputation of being
able to transfix large fish at a distance of two or three feet
beneath the surface.
Along the opposite side of the railway from the Mingillo
lies a broad lagoon covering a couple of acres, and connect-
ed with the waters of the harbor by a narrow opening un-
der the road. This lagoon is crossed at about the centre by
a recently-made street, and will soon be still farther reduced
in extent by others. A line of low tenements, principally
occupied by the native population, a few stores, and a large
hotel, the Aspinwall House, bound its opposite shore, be-
yond which a dense swamp-forest shuts off the view. Pro-
ceeding a little farther, you pass "Johnson's Ice-house," or,
rather, if you have an eye to creature comfort, you will not
pass it, for it is a depot for ice and such things for the in-
ner man as may be preserved in it of northern product.
Five ships a year come consigned to this establishment from
the Boston Ice Company, and Johnson, " the Ice-man of the
Isthmus," is decidedly a man whose acquaintance is worth
cultivating in this climate. Turning now to the left, to-
ward the sea-beach, which forms a semicircle around this
end of the island, the driving surf of centuries has washed
up along its whole extent a wide barrier of shells and coral.
Upon this you will first observe the hospitals of the Kail-
road Company, a couple of large, airy buildings, surround-
ed by generous tiers of piazzas, about which a general air
of tidiness and comfort prevails. Although built for the
exclusive use of the Company, strangers requiring medical
aid are permitted to avail themselves of their advantages.
A little to the left is a long wooden building, which con-
tains the lecture-room, library, and club-room of the em-
ployes of the Company. A well-selected library of sever-
al hundred volumes, and the standard periodicals and jour-
nals, may be seen here ; there are also materials for a snug
To the eastward of the u Mess-house," and distant about 200 yards, stands a beautiful
Gothic edifice, built of hewn stone. It is the Protestant Episcopal Church of Aspinwall,
and the only Protestant church in this country. It was erected by private subscription,
aided by the Panama Railroad Company, in 1864, from plans executed by Mr. James Ren-
wick, Architect, of New York, and is capable of seating about 300 people. It was conse-
crated by the late Rt. Rev. Bishop Alonzo Potter, of Pennsylvania, in the month of June,
1865, and was one of the last acts of his professional life. Its pastor, the Rev. Richard Tem-
ple, was commissioned for this field of labor by the Protestant Episcopal Missionary Society
of New York, and is maintained here by the Company.
PANAMA RAILEOAD. 81
game of billiards, backgammon, or chess. Three or four
neat little cottages come next along the line of the beach,
the residences of the principal officers of the Company, with
little garden-plats in the rear, and an occasional cocoa-tree
throwing pleasant shadows over them. A little farther on
is a fine corrugated iron dwelling, the residence of the Boy-
al Mail Steam Packet Company's agent ; next to this is seen
the general domestic rendezvous of the Eailroad Company's
officials (usually known as the " Mess-house"), imbedded
in a grove of cocoa and banana trees. Within fifty yards
of the rolling surf, the sea-breeze ever playing through its
surrounding foliage, it would be difficult to find a more de-
sirable tropical residence.
Still farther on to the right are the buildings of the ter-
minus, car repositories, etc., and machine-shops, whose tall
chimneys send up steady columns of smoke, while the ring
of many hammers breaks cheerily upon the ear. Along
the beach a nicely -graded road has been constructed, which
extends the entire circumference of the island, and for more
than two thirds of its course it passes along or through the
dense and luxuriant tropical forest with which nearly one
half the island is still covered. The " Paseo Coral," as this
beautiful walk or drive is called, was built by the citizens
of Aspinwall, every facility and aid being rendered by the
Eailroad Company ; and morning and evening, especially on
Sundays and holidays, it is a favorite resort of the inhabit-
ants of all classes, a few on horseback or in light wagons,
but the great majority on foot. Any lover of the beautiful
in nature will find it worth his while to make a tour of this
"Paseo;" on one side charming glimpses of the ocean and
of the " Archipelago" (which cuts off the island of Manza-
nilla from the main land) meet the eye at every turn, and
at almost any point the conchologist may step out upon the
coral reef and find sea-shells, fans, and coral to an indefi-
nite extent ; on the other, a great variety of tropical vege«
82 PANAMA RAILROAD.
tation invites the lover of botany to cull from its varied
and luxuriant growth; here and there narrow paths lead
from it to little native plantations of banana, papaya, and
yam, imbedded in which the native hut, with its severely
simple furnishing, may be seen, and will convey to the trav-
eler an idea of the habits and character of the native in-
habitant of this country. The land in and about Aspin-
wall, though highly productive, has not yet been brought
under proper cultivation to any extent, though several
promising plantations have been recently established by
foreign residents ; fowls, yams, and tropical fruits are, how-
ever, found in plenty, and native beef is abundant ; the har-
bor also abounds in excellent fish, and the neighboring isl-
ands afford an unlimited supply of the finest green turtle,
the usual market-price of which is five cents per pound.
Aspinwall, though belonging to New Granada, has a sepa-
rate civic government, the control of which is possessed
chiefly by residents from the United States, most of whom
are connected with the Panama Eailroad Company.
JOURNEY OVER THE ROAD.
While the principal portion of the route of the Panama
Railroad affords to the traveler but little of historic interest
apart from its own construction, passing as it does through
the heart of a primeval tropical forest for many miles of its
extent, and among the wildest and most picturesque mount-
ain scenery, along beautiful rivers, fertile plains, and luxu-
riant lowlands, for the remainder it affords the observant
traveler an opportunity of an easy enjoyment and acquaint-
ance with intertropical nature unsurpassed in any part of
the world. Though in point of climate a perpetual summer
reigns, the summer and winter are represented by the dry
and wet seasons, which produce in the appearance of the
vegetation a constant succession of changes in color and
form ever new and beautiful. From May until October
fl-OB^
PANAMA RAILED AD. 85
the rains fall almost daily for several hours ; there are usual-
ly also several hours each day of bright sunshine. Occa-
sionally throughout the wet season the rain falls for several
days without cessation, and in violence and amount seldom
if ever seen in northern latitudes. During this season the
forests are clothed in brilliant and varied greens, and many
of the large forest-trees are covered with blossoms of white,
scarlet, or yellow, which, together with the myriads of par-
asites, epiphytes, and flowering vines, often produce the
most gorgeous effects. During the dry season, which occu-
pies the rest of the year, while showers are not uncommon,
it is usual to see two, and even three months pass without
rain, and the vegetation is scarcely less beautiful than in the
wet, though toward the latter part many of the larger trees
are destitute of foliage, and the browns and yellows of dy-
ing leaves are seen on every side ; yet the rich greens still
preponderate sufficiently to give a decided summer charac-
ter to the whole ; and the evergreen palms, from which hang
numberless clusters of ripe palm-nuts of the richest scarlet ;
the lowland trees, that blossom at every jieason ; and the
passifloras, and many other beautiful flowers,, that develop
only in the dry season, make it difficult to say which of the
two seasons will afford the rarest botanical and floral treat
to the traveler ; at any and every season the vegetation is
varied, luxuriant, and gorgeous beyond comparison. There
are, besides, at almost every step, objects novel and inter-
esting among the riches of the animal kingdom, and also in
the varied geological formations displayed along the line
of the road ; in fact, few locations in the world present a
more promising field of research for the botanist, the geol-
ogist, or the student of natural history. Eminent scien-
tific men from the United States, England, and Germany
have already spent considerable time and labor in explora-
tions here, but the results of their researches have not as
yet been given to the public. As, however, few travelers
86 PANAMA RAILROAD.
over the road have any opportunity other than that afford-
ed by the rapid railway transit to examine the objects of
interest on its course, a brief account of the more promi-
nent and readily recognized will perhaps be deemed suffi-
cient for the general reader.
In making the journey over the railroad to the Pacific
terminus, starting at the depot at Aspinwall, a third of a
mile brings you to that part of the island shore where the
railway leaves it, and crosses over the frith to the swamps
of the main land. At this point, which is crossed by an
artificial isthmus (built originally of piles and crib-work,
but since replaced by solid stone and earth), the channel is
about two hundred yards in width, broadening rapidly to
the eastward into a miniature archipelago, with a dozen
little islands overgrown with mangrove bushes, and lying
upon its glassy surface like emeralds upon a mirror. To
the westward it again expands into a wide, placid basin,
only separated by a narrow belt of foliage from the waters
of the bay. The shores on every hand are skirted with a
dense growth of mangrove bushes, which droop deep into
the water, while directly in front, through the vista opened
by the railway, an apparently interminable forest meets the
eye. These waters abound in the beautiful varieties offish
known among the natives as "flores del mar," or "the
flowers of the sea :" in shape and size they resemble the
sun-fish of our Northern lakes, and are remarkable for their
varied and brilliant colors.
The mangrove bushes are not unlike the banyan-tree in
the manner of their growth. Their branches, shooting down-
ward, frequently enter the soil, take root, and, interlacing
again and again, form a barrier requiring a stout hatchet or
machete to overcome. Many of the branches which dip
into the water are loaded with a variety of the Crustaceae,
almost, if not quite, identical with our Northern oysters, va-
rying in size from a dime to a dollar: several pounds often
MOUNT HOPE.
PANAMA KAILROAD. 89
depend from a single bough. Submerged by every tide,
they are well nourished and exceedingly palatable, and, al-
though so small, well worth the trouble of opening. En-
glish snipe, plover, teal, heron, and pelican are abundant
about here at certain seasons.
About a mile farther on, to the left of a spur of high
land, through which the railway passes by a deep long cut,
is seen the tall forest of Mount Hope, upon which is located
the general cemetery of Aspinwall. A pleasant winding
path through the thick undergrowth soon brings you upon
the spot. Dense foliage surrounds it on every side. This
place was selected for a burial-ground shortly after the
commencement of the road, and many victims to the hard-
ships of the work and the virulence of the climate were then
buried here; but those days of trial have passed, and the
long grass waving over their graves tells of the years since
then. A few are recent, and marked by simple monu-
ments ; among them will be noticed several of the officers
of the United States Home Squadron. The lamented
Strain (whose suffering and heroism as the leader of the ill-
fated Darien expedition are still fresh in the memory of his
countrymen) lies buried here. The surrounding woods, es-
pecially toward evening and in the early morning, are vocal
with the notes of numerous birds. The sweet and sonorous
whistle of the turpiale and the cooing of the turtle-dove
mingle with the harsh cries of the parrot tribe and the still
harsher note of the toucan. Frequent opportunities occur
of procuring these different varieties of birds from the na-
tives, as they are more or less numerous along the entire
line of the road, and become domesticated with little trouble.
The turpiale, which is about the size of a robin, with deep
black and bright yellow plumage, is quite equal to the mag-
pie in intelligence and cunning, and is one of the finest
whistlers known. The toucan, a dark scarlet-breasted bird,
about the size of a pigeon, with a heavy serrated bill six or
90 PANAMA RAILROAD.
seven inches in length, is one of the ornithological curiosi-
ties of this region ; picking up its food on the point of its
huge beak, by a sudden jerk it tosses it .up half a yard, and
as it falls catches it deep in its throat ; it also makes extra-
ordinary motions over the water when attempting to drink.
The habits of the toucan in this respect were noticed by the
early Spanish- American priests, who, averring that this bird,
in drinking, made the sign of the cross over the water, called
it "Dios te de" (God gives it thee). Considerable land in
the vicinity of Mount Hope has been cleared, and cultivated
with success and profit. Proceeding along the track be-
yond Mount Hope, you begin to bring more fully into view
the wondrous wealth of the Isthmian forest. For a space
of fifty feet on either side of the solid track embankment
the original growth has been swept away and replaced by
a rich display of aquatic plants, through whose broad shin-
ing leaves myriads of callas and long, slim-petaled pond-
lilies struggle out to fill the air with their delicious per-
fume. This low and recent vegetation is walled in by a
primeval growth of a variety and luxuriance that almost
defies description. Palm-trees, slender and tall, from under
whose crowns hang long scarlet and yellow tassels ; palms,
low and huge, with trunks scarce lifted above the slimy
ooze, sending out graceful pinnate leaves half a dozen yards
in length ; great cedro and espabe trees, towering up like
giants for a hundred feet, then sending out strong arms
that almost clasp each other across the clearing, their trunks
covered with thick vines and parasites. These and many
other varieties are so closely set and interwoven together
that the eye fails to penetrate into the depths of the forest.
The great number and variety of parasitic growths can not
fail to attract constant attention. Almost every tree and
shrub supports more or less of these treacherous leeches, in
form and size ranging from the simple tuft of grass to the
enormous growths whose branches equal in magnitude those
PANAMA KAILEOAD. 91
of the largest trees, and frequently exceed those of the poor
victim from which their strength is drawn. Some are seen
which had originally taken root upon the trunks of large
and thrifty trees, which, under their exhausting demands
and vice-like embrace, have died and rotted out, leaving the
well-conditioned leech, though a mere shell, upright, and so
like the original tree that, except for occasional apertures
which discloses the hollowness within, their villainy might
at a little distance escape detection. Many bear beautiful
and fragrant flowers. A curious and exceedingly common
variety springs from seeds deposited in the ordure of birds
upon the highest trees, sending long fibrous tendrils, with-
out a single branching twig, down to the earth, when it
again takes root, and increases in size until it frequently at-
tains a diameter of five or six inches. Often trees, so de-
cayed that otherwise they must have fallen, are by these
supports retained in their upright position for many years.
The smaller ones, combining pliability with great strength,
are much used as cordage by the natives. Trailing vines
and blossoming creepers are on every side in great profu-
sion and luxuriance, enwrapping the trees and hanging in
variegated festoons from the branches. As you proceed,
every moment new, and, if possible, richer varieties of vege-
tation pass in quick review, until you are almost lost in
wonder and admiration. At about three miles from the
terminus a bend is cut off in the small sluggish stream,
called the Mindee, whose waters are half concealed by the
overhanging verdure; along its banks the tall and graceful
bamboo, that giant of the grasses, adds a new beauty to the
scene. The waters of the Mindee, which empties into Navy
Bay about a mile and a half from Aspinwall, abound with
'alligators, often of great size, which afford plenty of exciting
sport to parties from the city, who make occasional incur-
sions upon them, and to the natives, who* value them greatly
for their oil, which is used for medication, and their teeth,
92 PANAMA RAILKOAD.
which are worn as potent charms. Not unfrequently these
ugly beasts crawl out into the pools along the railway
track, where they may be seen basking in the sun, scarce-
ly deigning to lift their unwieldy heads as the train thun-
ders by.
In the immediate vicinity of the Mindee some of the
lands are dry enough to be susceptible of tillage. Native
huts may here and there be seen near the road surrounded
by patches of plantains, bananas, Indian-corn, and sugar-
cane. Beyond this the forest vegetation is varied and en-
riched by a species of the palm, from the fruit of which the
palm-oil of commerce is extracted. It differs little in form
from the tasseled variety which has been previously no-
ticed, except that it attains a greater size, and, instead of
the gaudy tassel, bears immense clusters of scarlet nuts
about as large as a lime ; the clusters, shooting out from the
trunk of the tree just underneath its foliage, hang by a sin-
gle stem, and are often two or three feet in length, con-
trasting vividly with the surrounding verdure. The palm-
tree, that prince of the vegetable kingdom, which is so
characteristic of tropical vegetation, is nowhere more abun-
dant in variety and beauty than upon the Isthmus, no less
than twenty-one varieties having already been found and
classified here. Conspicuous among them for their practi-
cal use to the natives of the country are the "wine palm,"
from the sap of which is distilled a sweet and intoxicating
beverage; the "motombo," or sago palm, which furnishes
the sago ; the "ivory palm," producing the vegetable ivory-
nut of commerce ; the " glove palm," which furnishes, by
the covering of its spatha, ready-made bags, capable of
holding grain, etc., to the amount of nearly half a bushel ;
the "cabbage palm," the tender shoots upon the summit
of which resemble in appearance and nutritiousness the or-
dinary cabbage ; others also there are from which they ma
ufacture flax, sugar, various domestic utensils, weapons, an
5
PANAMA RAILROAD. 95
food ; besides this, the habitations of the people are framed
of their trunks and roofed with their leaves.
Passing the seventh mile-post, you emerge from the
swamp, and come to the Gatun Station, located upon the
eastern bank of the Eio Chagres, which is at this point
about fifty yards in width, and here makes a great bend,
opening beautiful vistas through the dense forests up and
down its course. This bank of the river is formed by a
ridge of low hills, across the foot of which the railway runs.
A few yards from the road, on the high ground to the left,
are the buildings of the station. A large, two-story framed
building, about forty feet in length by thirty in breadth,
surrounded by piazzas and balustrades, is the residence of
the local superintendent and the foreign workmen employ-
ed on this section. Suitable out-buildings are situated in
the rear, and a little garden in front, where the roses and
peonies, the pinks and pansies of our northern clime, chal-
lenge comparison with the orchids, fuchsias, and passifloras
of the tropics ; and there are radishes, cucumbers, and let-
tuce contrasting curiously with the native products of the
place. With a few unimportant exceptions, this establish-
ment is similar to that of all the stations, which are situ-
ated about four miles distant from each other along the en-
tire length of the road. The duty of the local superintend-
ent is not only to keep the track along his section in per-
fect repair, but to give his personal attention to all matters
which can in any way impede the safety or dispatch of the
regular trains ; and to this ample service, in a great meas-
, is due the immunity from accident which has charac-
(terized the running of the Panama Eailroad from its first
establishment to the present day. On the opposite shore
| of the river stands the ancient native town of Gatun, which
composed of forty or fifty huts of cane and palm, and sit-
on the edge of a broad savanna that extends back
a range of hills a mile or two distant. This place is
96 PANAMA RAILROAD.
worthy of mention as a point where, in the days by-gone,
the bongo-loads of California travelers used to stop for re-
freshment on their way up the river; where "eggs were then
sold four for a dollar, and the rent for a hammock was two
dollars a night."
From Gatun the course of the road lies along the base
of an irregular line of high lands that rise up from the
eastern side of the valley o£ the Eio Chagres, and a few
hundred yards brings you to the Eio Gatun, a tributary
of the (Thagres, which is crossed by an iron truss-girder
bridge of ninety-seven feet span. The dense swamp-growth
looms up on either side like a wall, while rising out of it,
close on the left, are two fine conical peaks, called" Lion"
and "Tiger" hills, which attract attention by the regu-
larity of their outlines and the dense and gorgeous for-
ests with which they are covered. These hills received
their titles from the immense numbers of howling monkeys
which inhabited this district previous to and during the
construction of the road, and whose frequent roaring made
the night hideous, and were often mistaken by the unin-
itiated for the formidable animals which their cries close-
ly resembled. These, as well as several smaller varieties,
still abound in the neighborhood, and their howlings at
nightfall are frequently heard, but the progress of improve-
ment has driven them from the immediate vicinity of the
road.
Passing the Lion Hill Station, which has a fine cultivated
clearing on the high ground behind it, the vegetation be-
comes less dense, and more decidedly aquatic in its char-
acter ; large patches of cane-brake, huge tree-ferns, low
palms in great variety, and scrubby mangroves, rise out of
the dark pools in the swamps by the road-side. Along
this section is found that rare variety of the Orchid family, j
the Peristera elata, known as the " Espiritu Santo." Its bit
som, of alabaster whiteness, approaches the tulip in form, ai
LOS-
1
PANAMA RAILROAD. 97
gives forth a powerful perfume not unlike that of the mag-
nolia ; but it is neither for its beauty of shape, its purity
of color, nor its fragrance that it is chiefly esteemed. Kest-
ing within the cup of the flower, so marvelously formed
that no human skill, be it never so cunning, could excel the
resemblance, lies the prone image of a dove. Its exqui-
sitely moulded pinions hang lifeless from its sides, the head
bends gently forward, the tiny bill, tipped with a delicate
carmine, almost touches its snow-white breast, while the
expression of the entire image (and it requires no stretch
of the imagination to see the expression) seems the very in-
carnation of meekness and ethereal innocence. No one
who has seen it can wonder that the early Spanish Catho-
lic, ever on the alert for some phenomenon upon which to
fasten the idea of a miraculous origin, should have bowed
down before this matchless flower, and named it " Flor del
Espiritu Santo," or "the Flower of the Holy Ghost," nor
that the still more superstitious Indian should have accepted
the imposing title, and ever after have gazed upon it with
awe and devotional reverence, ascribing a peculiar sanctity
even to the ground upon which it blossoms, and to the very
air which it ladens with its delicious fragrance. It is found
most frequently in low and marshy grounds, springing
from decayed logs and crevices in the rocks. Some of the
most vigorous plants attain a height of six or seven feet ;
the leaf-stalks are jointed, and throw out broad lanceolate
leaves by pairs ; the flower-stalks spring from the bulb, and
are wholly destitute of leaves, often bearing a cluster of
not less than a dozen or fifteen flowers. It is an annual,
blooming in July, August, and September, and has in sev-
eral instances been successfully cultivated in the conserva-
tories of foreign lands. In former times bulbs of the plant
could rarely be obtained, and then only with much labor
and difficulty; but since their localities have become fa-
miliar to the less reverential Anglo-Saxon, great numbers
E
98 PANAMA RAILROAD.
have been gathered and distributed throughout different
parts of the world, though their habits and necessities have
been so little appreciated that efforts to bring them to
flower usually prove ineffectual ; if, however, they are pro-
cured in May or June, after the flower-stalk has started, when
sufficient appropriate nutriment resides in the bulb to de-
velop the perfect flowers, they can be safely transplanted,
and will flower under the ordinary treatment adapted to
the bulbous plants of colder climates. The bulbs, dried or
growing, may be procured either at Aspinwall or Panama
at from two to five dollars per dozen.
The next station is called "Ahorca Lagarto," "to hang
the lizard," deriving its name from a landing-place on the
Chagres near by ; this, again, named from having, years
back, been pitched upon as an encampment by a body of
government troops, who suspended from a tree their ban-
ner, on which was a lizard, the insignia of the Order of
Santiago. The land around this station, though low and
level, is covered with a noble forest-growth, among which
is found the huge cedro-tree, from which the native hollows
out his canoe, sometimes of fifteen or twenty tons burthen ;
its broad, plane-shaped roots extend out on every side like
buttresses, and its trunk towers up, without a branch, for a
hundred feet, supporting a canopy of foliage often fifty
yards in diameter. A short distance from the station,
close to the left side of the track, is one called " Stephens's
Tree," not less than five or six yards in diameter at its
base. A luxuriant growth of vines decorates its trunk,
and, winding out upon its branches, hangs down like a
thickly-woven curtain to the lesser growth beneath. Its
trunk is studded with parasites, and usually fine specimens
of the OrchidaceaB may be seen blooming among its foliage.
Several varieties of mahogany are also found here, and
occasionally the lignum-vitae-tree ; the most of the trees,
however, are only known by local names, which can convey
STKVIIENS'S TEEE.
PANAMA RAILROAD. 103
to the traveler but little idea of their character. Along
the track may be seen the sensitive plant, with its feath-
ery pink blossoms growing in wild profusion. The wild
pine-apple, a species of Agave^ is also abundant. This
plant is similar in form and growth to the cultivated pine-
apple, except that the leaves are often eight or ten feet in
length, and afford a vegetable fibre which makes excellent
cloth ; the fruit, which is edible and not unpleasant, is of
the most brilliant scarlet, and forms a beautiful contrast
with, the surrounding foliage. A mile or so farther on
the forest becomes less lofty, and the traveler soon passes
what may easily be mistaken for the overgrown ruins of
some ancient city: walls, watch-towers, tall columns, and
Gothic arches are on either hand, and it will be difficult to
realize that Nature alone, with a lavish and fantastic hand^
has shaped this curious scene out of myriads ofconvolvuti;
whole clumps of trees are covered in by them, so that they
appear like the remains of huge fortifications ; tall stumps
of palm look like broken columns overgrown with verdure ;
and when they lean together, as in several instances is the
case, great Gothic arches are formed. So dense is this en-
shrouding web of creepers that scarce a tree or branch can
be recognized through it over a space of several acres, and
the whole of this wondrous display is, at certain seasons,
decorated with bright blue trumpet-shaped flowers.
Leaving behind this city of verdure, a chain of high, and
densely-wooded hills on the left is brought into view, and,
winding along its base, another station, called "Bujio Sol-
dado," or " Buyo Soldado" (" the Soldier's Home"), is passed.
Here opens, on the right, a fine view up the Eio Chagres.
A mile farther on is an excellent quarry of freestone along-
side the track, from which large quantities of building and
ballasting material have been quarried by the Company.
A little farther on, upon the edge of the steep river bank,
is the site of a cottage, notable as having been the favorite
104 PANAMA RAILROAD.
residence of the late J. L. Stephens, the celebrated author
and traveler, who spent much of his later life in developing
this great railway enterprise; but little now remains ex-
cept its ruins, and the stately palm that long ago threw its
shadow over his once beautiful garden. From this point
beautiful views up and down the river are visible, while
across, the high opposing bank stretches back in a broad
plateau, covered with low foliage, from among which occa-
sional tall trees shoot up, until it meets a range of distant
hills. Continuing your course, with an occasional view of
the river, which winds like a great serpent along this tor-
tuous valley, you soon come to the native town of "Bueno
Vistita" ("beautiful little view"). This is a collection of
thirty or forty rude palm huts, skirting the track, and occu-
pied by the families of native laborers along the road. A
few native women, bareheaded, in long, heavily-flounced
muslin dresses, off at the shoulder, and usually a naked
"picaninny" astride the hip, forms the chief feature of the
population, while the balance is made up of dogs, pigs, chick-
ens, and children, in a charming state of affiliation. Very
few of the aborigines of the country are found on this por-
tion of the Isthmus, the inhabitants being, for the most part,
a mixture of Spaniard and Indian. There are, however,
many Africans and half-breeds, descended from the old
Spanish slaves of this province, or imported from Cartha-
gena and Jamaica. The former, usually peaceable and in
dustrious, cultivate little patches of land, and occasionally
raise a few cattle ; but the latter are a restless, turbulent set,
requiring a strong hand to keep them in subjection ; being,
however, hardy and athletic, they have been much employ-
ed as laborers on the road. A glance into the huts of these
people and at their surroundings will give an idea of the
manner of living of the greatest portion of the native inhab-
itants of the country. The body of the dwelling is com-
posed of bamboo ; the roof is thatched with leaves of the
THS ^
PANAMA RAILROAD.
107
palm ; the floor is the bare earth ; occasionally there is a
loft, which is reached by an upright post, with deep notches
cut on either side answering for stairs. Hammocks of veg-
etable fibre or cotton cloth are the usual beds, which also
constitute the favorite lounging-place during the day. Be-
sides these, a rude bench or two, a kettle, half a dozen
earthen platters and water-jars, and a few gourds for water,
complete, the furniture of the native hut. Sun-dried and
fresh beef, and pork, eggs, and fowls, are cheap and plenty.
Their food, however, is mostly vegetable, the yam and plan-
tain holding the chief place. The bread-fruit is plentiful,
and grows spontaneously. Rice is raised, and consumed to
a considerable extent ; and a large variety of tropical fruits
THE AVOCADO PEAR.
are abundant. Besides the pine-apple, orange, lemon, lime,
and banana, which arrive at great perfection here, there
108 PANAMA RAILROAD.
are many kinds of fruit seldom seen out of the tropics,
which are delicious and wholesome ; the bread-fruit, the av-
ocado or alligator pear, the papaya, the Mamei and star-ap-
ples, the chirimoya, the mango, the zapote, the granadilla
(fruit of the passion- vine), and many others, growing spon-
taneously or with the most careless cultivation.
The Spanish language is universally spoken by the na-
tives, greatly corrupted, however, by provincialisms. In
disposition the native is usually peaceable and inoffensive.
The Eoman Catholic religion is universally professed, but
their ideas of it, beyond a superstitious appreciation of the
power and influence of the priests, and the efficacy of holy
relics and tokens, are exceedingly limited.
Squatter sovereignty obtains here on a v'ery liberal scale,
each citizen being entitled to claim, occupy, and hold " all
that lot, piece, or parcel of land" that can be distinctly seen
from any given point thereon, of the unoccupied lands of
the government. The Spaniard and half-breed frequently
avail themselves of this privilege, carrying on cattle-raising
to a considerable extent, besides occasionally producing a
little sugar, rice, etc,, for market. The general class of na-
tives, however, are gregariously inclined, and seldom covet
more than enough for a little hut and garden-patch which
supplies the necessities of life.
Passing a couple of miles more of forest, intersected by
one or two small tributaries of the Chagres Eiver, you ar-
rive at the Frijoli Station; here, during the dry season,
may be seen the gorgeous scarlet passion-flower, as well as
the purple variety, in great abundance. Occasionally small
gangs of natives are seen engaged in clearing away the re-
cent growths along the track with their machetas. The
machete is a sort of hiltless broadsword, from two to three
feet in length, heavy, straight, and pointed, with a handle of
wood or bone, and is the universal companion of the native
of this country ; with it he cuts his path through the tangled
PANAMA RAILROAD. 109
forest, clears his little plantation, builds his hut ; with it, too,
he plants his crops and reaps them ; it is usually his only
weapon of offense and defense ; and from the half-grown boy
to the gray-headed patriarch, you seldom find one, waking
or sleeping, without his cherished machete. This section is
rich in its variety of the birds, beasts, reptiles, and insects
peculiar to intertropical America. Here are found frequent
colonies of the oriole, or hanging-bird, whose beautifully-
woven nests, often two or three feet long, may be seen de-
pending by scores from the trees. Several richly-colored
varieties of parrots and toucans, trogons, tangers, humming-
birds, etc., abound. Grouse and the crested wild turkey are
found on the higher grounds of the interior. The tapir is
occasionally found in the river and marshy grounds adjoin-
ing. Monkeys in variety, the opossum, the ant-eater, the pec-
cary, or wild hog, the sloth, the deer, bear, cougar, and two
or three varieties of the tiger-cat, are native here. Among
the many varieties of the lizard tribe which abound is the
iguana, which grows to a large size, viz., from three to six
feet in length, and is eagerly sought for by the natives for
its flesh, which is tender and delicate as a chicken, and also
for its eggs. Females of this species are sometimes cap-
tured, cut open, the eggs removed, the animal permitted to
escape, and the natives aver that after this barbarous pro-
ceeding they uniformly recover. The eggs are about the
size of a marble, yellow and shriveled, and may be seen
hanging in bunches for sale in any native market, and are
by no means unpalatable. Land-crabs abound in great
numbers, and are esteemed a delicate article of food. The
most common variety is of a pale blue color, and as large
as half a cocoanut. Stories are told of their rapacity and
carnivorous tastes that almost surpass belief. It is said that
the largest animals, dead or wounded past resistance, are
frequently reduced by them to whitened skeletons in a sin-
gle night, There are several other smaller varieties, some
110 PANAMA RAILROAD.
of which are beautifully colored. Among the venomous
insects, the tarantula, the centipede, and the scorpion are
frequently met. Among the troublesome insects are white,
red, and black ants, musquitoes, sand-flies, fleas, garapatos,
or wood-ticks, and the chigoe, or jigger, which last not only
bites, but burrows under the skin, and there deposits its
eggs, which, if not speedily removed, will hatch out a troub-
lesome nest of minute worms, producing great inflamma-
tory disturbance in the part. As, however, they are at first
very superficial, and inclosed in a little membranous sac,
this is easily removed entire with a needle, and no farther
trouble ensues ; they are fortunately not common here, and
seldom annoy any but the barefooted native. Yenomous
snakes, though occasionally seen, are not common. The
boa constrictor is native here, and sometimes is found from
twelve to eighteen feet in length; it is, however, exceed-
ingly rare to hear of any serious injury having been done
by any of them. The alligator, which is found more or
less plentifully in all parts of the Chagres and its tributaries,
and the adjacent streams and swamps, frequently attacks
and destroys dogs and cattle, and occasional instances have
occurred where the natives, imprudently venturing into the
waters" infested with them, have fallen a prey to their ra-
pacity.
Leaving Frijoli, fine fields of Indian-corn may be seen
here and there nestled under the hills; dense groves of
palms and superb displays of convolvuli are also found
along this section for a couple of miles, when you approach
the lofty banks of the Chagres at Barbacoas, and cross the
river by a huge wrought-iron bridge six hundred and
twenty -five feet in length, eighteen in breadth, and stand-
ing forty feet above the surface of the water, and said to be
one of the longest and finest iron bridges in the world.
After crossing the Chagres at this point, instead of low
grounds and virgin forests, a beautiful stretch of meadow-
-.Tir
C33T
PANAMA RAILROAD. 5
lands, bounded by high precipitous hills, meets the view ;
while the river, broad and swift, curves around like a
horseshoe through its deep channel on the left and behind,
displaying along its banks groups of a gigantic species of
branchless ceiba, that breaks the outline of dense palm and
cocoa groves.
The cultivation of the lands at tjiis point is said to date
back for more than two centuries, and to have been worked
originally by the Jesuits. At about half a mile from the
bridge the San Pablo Station is passed, and a little farther
on a fine quarry of recent volcanic rock; from thence,
through occasional cleared and cultivated lands, you pass
to the station at Mamei and the native town of Gorgona,
noted in the earlier days of Chagres Eiver travel as a place
where the wet and jaded traveler was accustomed to worry
out the night on a raw hide, exposed to the insects and the
rain, and in the morning, if he was fortunate, regale him-
self on jerked beef and plantains. The road now, leaving
the course of the river, passes on through deep clay banks
and rocky cuts, presenting little novelty beyond the mag-
nitude of the labor expended upon them in establishing
the railway, until, sweeping around a hill, the beautiful
meadow-lands of Matachin open to the view. Here, rising
in their stateliness, the classic sheaves of the royal palm
shed an air of Eastern beauty over the landscape. A na-
tive village dots the foreground ; on the left the waters of
the Chagres, broadened at this point by the Rio Obispo (its
greatest tributary), is seen through the ceiba groves that
skirt its banks, wh'ile on the right and in front the scene is
bounded by a group of conical hills covered with short
grass and studded with palms. The completion of the
Panama Railroad in 1855 was here celebrated with great
ceremony and rejoicing, and the corner-stone of a monu-
ment to its originators and constructors was erected upon
the crest of the highest and most beautiful of these hills.
116 PANAMA RAILROAD.
The railway has several side branches at Matachin, and is
the usual point of meeting for the trains from either ter-
minus. As there is usually a little delay on such occasions,
the natives take advantage of it to traffic with the pas-
sengers. Almost every hut displays something for sale:
XAT1VK HUT AT MATACHLN.
cakes, "dulces," or native candy, and. the various fruits of
the region. Here the oranges are unusually fine. There is
also a saloon, kept by a native, where very good English
beer, French claret, crackers and cheese, etc., may be ob-
tained. From Matachin, passing along the base of "Monu-
ment Hill" the narrow valley of the Kio Obispo is entered,
and its waters are crossed by stout iron bridges twice with-
in the distance of a mile ; then you pass the Obispo Station,
and continue along the course of the Obispo Eiver, over a
fine rolling and luxuriant woodland, where the delicious
wild mango, the zapote, the nispero, and the guava are fre-
IV 11 B» -IT Y
PANAMA RAILED AD. 121
quently seen ; also occasional native huts, surrounded by
cultivated fields. From the station at Obispo the grade is
ascending, with a maximum of sixty feet to the mile. Con-
tinuing to rise for about three miles, you pass the " Empire
Station," and reach the ''Summit," or highest elevation
of the railway above the mean level of the Atlantic and
Pacific Oceans. Here is a little native settlement called
"Culebra" ("the Snake"), noted as having been the ter-
minus of the road in 1854. Then, passengers arriving at
this place by the cars from the Atlantic shore were com-
pelled to mount upon mules, and flounder on through
heavy sloughs and rapid streams, along the borders of deep
ravines and over precipitous mountains, exposed to drench-
ing rains in the wet season, and a broiling sun in the dry,
not unfrequently attacked and plundered by banditti, with
which the road was then infested, until, after a whole day's
labor and peril, they arrived at Panama, only twelve miles
distant. " Culebra" at that time was a thrifty place, boast-
ing of two or three hotels, imported ready-made from the
United States, into which often more than a thousand men,
women, and children were promiscuously stowed for a
night. There > were also twenty or thirty native huts,
about twelve feet square, each of which was considered
of ample dimensions to house a dozen wayworn travelers,
only too thankful to find a spot of dry ground upon which
to spread their blankets ; but its glory has departed, and
scarce a vestige remains to tell of its former estate. From
Culebra the road passes through a deep clay cutting from
twenty to forty feet in depth, and nearly a third of a mile
in length. At this point commences the Pacific slope of
the road, with a descending grade of sixty feet to the mile.
The surrounding scenery now becomes bold and pictur-
esque in the highest degree. Lofty conical mountains rise
on every side from among the irregular ridges that form
the upper boundaries of the Bio Grande. The course of
F
122 PANAMA RAILROAD.
the road now lies across steep rocky spurs and deep ra-
vines between them and along their precipitous sides. High
embankments and heavy cuttings are frequent. Here, also,
the vegetation is profuse and gorgeous ; tall forests cover
the whole landscape as far as the eye can reach. At about
a mile from the summit the road passes along the side of a
huge basaltic cliff, whose great crystals, nearly a foot in di-
ameter, and from eight to twelve feet in length, lie at an
angle of about forty degrees. In the earlier days of the
road this cliff presented a lofty, broken, and jagged appear-
ance, that seemed almost to overhang and threaten the safe-
ty of those passing along the track below. These great
crystals of basalt, firm and compact, but easily dislodged,
have been so extensively used in the ballasting of the road,
etc., along this section, that the once grand and picturesque
appearance of the cliff is almost entirely destroyed ; enough,
however, remains to strike the beholder with admiring won-
der, on contemplating this curious formation, at the still
visible regularity and beauty of its crystallization, and with
awe when he reflects upon the gigantic internal forces that
have resulted in its upheaval. It is one of the few known
examples in the world where the natural perpendicular
which basaltic formations always assume (so beautifully seen
in the Fingal's Cave at Staffa, and along the "Palisades"
of the Hudson) has been so rent and displaced. But this
whole region gives unmistakable evidence that great and
comparatively recent volcanic forces have been instrumental
in its formation. There is no continuity of the mountain
ranges; conical peaks rise up on every side; perfect ma-
rine shells and coral are found on their very summits, and
the strata of the rocks exposed by the cuttings of the rail-
road are all volcanic. The Rio Grande at this point is a
narrow and noisy torrent, winding along through the dense
forests far below the track ; the caoba, the cedro, and tl
malvicino trees rise up like lords of the land over the em
PANAMA KAILKOAD. 127
less growths of palm and the innumerable varieties of other
tropical woods that interweave below them. After nearly
three miles of this, the beautiful undulating valley of " Pa-
raiso," or " Paradise," is reached, surrounded by high coni-
cal hills, where Nature, in wild profusion, seems to have ex-
pended her choicest wealth. From Paraiso the road con-
tinues on over ravines, and curves around the base of fre-
quent conical mountains, gradually descending until the
low lands and swamps of the valley of the Eio Grande are
passed, when looming up in the distance is seen the high,
bald head of Mount Ancon, whose southern foot is washed
by the waters of the Pacific Ocean. On the left rises " Oerro
de los Buccaneros" ("the Hill of the Buccaneers"), from
whose summit the pirate Morgan, on his marauding march
across the Isthmus in 1670, had his first view of ancient
Panama, and where he encamped on the night previous to
his attack and pillage of that renowned city. Crossing by
bridges of iron the San Pedro Miguel and the Caimitillo
(narrow tide- water tributaries of the Eio Grande), the Eio
Grande Station is passed. From thence, through alternate
swamp and cultivated savanna, the muddy bed of the Eio
Cardenas is crossed ; when, leaving the Eio Grande to the
eastward, a fine stretch of undulating country around the
base of Mount Ancon is brought into view, enlivened by
native huts and cultivated fields. About a mile farther on
may be seen the long metallic roofs of the railroad build-
ings of the Pacific terminus peeping out from a grove of
cocoa-trees, and a little beyond them, and to the right, the
Cathedral towers, the high-tiled roofs and dilapidated forti-
fications of the city of Panama, while through the inter-
vening foliage occasional glimpses of the "ever peaceful
ocean" assure the traveler that the transit of the Isthmus
is nearly accomplished, and a few minutes more brings
him safely into the spacious passenger depot of the Eail-
road Company at Panama.
128 PANAMA RAILROAD.
Passing through the depot, and from thence directly on-
ward to the sandy beach of the Bay of Panama, about fifty
yards distant, a beautiful panorama opens upon the view.
On the left are the commodious warehouses and the long,
covered, iron-piled wharf of the Eailroad Company, along-
side of which the small steamers and tugs lie to take on or
discharge passengers and freight for the larger vessels an-
chored in the bay. Beyond the wharf a white sandy beach
sweeps around a quarter circle of a couple of miles, skirted
by tangled masses of foliage interspersed with groups of
cocoa-trees. A ridge of high and broken, but heavily wood-
ed land rises up behind, sloping down to the eastward to-
ward the peaceful ocean, that stretches out to the horizon
before you. On the right, the city, high- walled and turret-
ed, stands boldly out into the ocean, like Balboa of old, as
if still claiming dominion over the limitless expanse ; no
longer bristling with defiant cannon or decked with the
flaunting colors of the Conquistador, but deserted, crum-
bling, and grass-grown, " mellowed into harmony by time."
Within the walls a mass of high-tiled roofs, with here and
there a dilapidated tower or pearl-shelled spire, combine
to present a scene more beautiful than is often beheld. The
city of Panama is peculiarly rich in historical associations
connected with the early days of the Spanish rule in this
country, and is full of the decayed monuments of its ancient
splendor.
Panama is situated in lat. 8° 56' K, and long. 79° 31'
2" W., upon a rocky peninsula that stretches out from the
base of the high volcanic hill Ancon, and projects a quarter
of a mile into the sea. It has at present a population of
about 10,000 souls. Its roadstead is one of the finest in the
world. At about two and a half miles northwest of the
city are situated the beautiful islands of Perico, Flamen-
co, and Islnao, the joint property of the Panama Railroad
and the Pacific Mail Steam-ship Companies, and are occu-
-
PANAMA RAILROAD. 133
pied by them as the rendezvous of the California and Cen-
tral American lines of steam-ships. These islands are well
wooded, and abound in fine springs of water. Flamenco,
the largest of the three (about half a mile in length by a
third in breadth), has on its southern side a fine beach,
which, as the tides here rise and fall from twelve to twenty-
one feet, gives admirable facilities for the repairs of the
shipping. Excellent and capacious anchorage exists here.
The city of Panama previously to 1744 (when the trade be-
tween Europe and Western America first began to be car-
ried on around Cape Horn) was the principal entrepot of
trade on the Pacific coast. From that period, however, with
the decline in the Spanish possessions in America, it became
reduced in commercial importance almost to a nonentity,
and so remained until the past few years. The establish-
ment of the South Coast, the California, the Central Amer-
ican steam-ship lines, and that by which all the business of
these lines is carried on, the Panama Eailroad, have com-
bined to render it again a place of considerable importance.
At Panama there is a first-rate hotel, the Aspinwall House,
probably the best on the Isthmus — charge three dollars per
day.
The site of the " City of Panama the Ancient" (which
was destroyed by the buccaneer Sir Henry Morgan in
1661) is located about six miles southeast of the present
city, and is easily reached by water or land. If time per-
mits, the traveler should by all means visit this spot. The
ruins of its ancient fortifications, towers, churches, and pub-
lic buildings are worthy of the attention of all interested in
the early history of Central America, and will amply repay
the antiquarian or the lover of the picturesque and beauti-
ful the trouble of a visit to this most interesting of all the
remains of Spanish greatness in this region. In the Ap-
pendices following will be found, first, all information ap-
134 PANAMA RAILROAD.
pertaining to the regulations of the trains on the Panama
Eailroad, the rates of passage and of the transportation of
every kind of freight, and all general information in regard
to the regulations of the road which will be likely to be of
service to the traveler or the man of business. Also an ac-
count of all its connections by sail and steam in the At-
lantic and Pacific Oceans, their business regulations, and
such information in regard to them and the countries and
the places they connect with the road, as shall furnish a re-
liable source of reference to all interested, displaying, aS far
as is practicable in a small compass, the resources of each
country and place, and affording a means of ascertaining
the expenses attendant upon either a visit to those regions,
or of doing business with them in the most economical and
intelligent manner.
Till: CATUEDBAL AT PANAMA.
TI7BR
PANAMA RAILROAD.
139
REGULATIONS OF THE PANAMA RAILROAD.
THE regular trains are dispatched daily, Sundays excepted, from Aspin
wall to Panama and from Panama to Aspinwall, as per time-table annexed :
TO PANAMA.
STATIONS.
TO ASPINWALL.
Passenger.
Freight. | Miles.
Miles.
Passenger.
Freight.
Leave.
8.15A.M.
8.50
9.38
10.00
10.40
11.20
Arrive.
12.15P.M.
Leave.
2.00P.M.
2.35
3.20
3.45
4.25
5.05
Arrive.
6.00 "
"Vi
16
22^
30
37
47i
Aspinwall
Gatun
Buiio
47i-
40i
3H
25
m
ioi
Arrive.
1.00P.M.
12.25 "
11.45 "
11.15A.M.
10.40 "
10.00 "
Leave.
9.00 «
Arrive.
5.30 P.M.
4.55
4.15
3.45
3.10
2.30
Leave.
1.30 "
Barbacoas
Matachin .
Summit...
Panama...
Besides these regular trains, special trains are always employed whenever
the service can not be adequately performed by the regular trains. There
are often as many as five and six in number daily for weeks together.
STEAMER TRAINS. — On the arrival of passenger steam-ships at ASPIN-
WALL, special trains are dispatched at any hour, so soon as the passengers
are landed, provided that the state of the tide at Panama is such that they
can be embarked for the connecting steam-ship immediately on the arrival
of the trains. This arrangement has been made solely with a view of afford-
ing to the passenger the greatest degree of comfort and convenience con-
sistent with dispatch. To those unacquainted with the cause, it may some-
times appear that time is umucessarily lost : the Company only consults the
interest of the passenger in this respect, and no detention is allowed beyond
what is absolutely necessary. On the arrival of passenger steam-ships at
PANAMA, the trains are dispatched for Aspinwall immediately on the landing
of the passengers, who here step from the steamer directly into the cars
without detention.
TARIFF OF RATES FOR PASSAGE AND FREIGHT.
Price of passage through, $25. Children under 12 years, half price;
under 6 years, quarter do.
Special Rates of Freight.
Acids — Muriatic, Sulphuric, and Nitric 5 cts. per Ib.
Agricultural Implements 25 cts. per foot.
Baggage — passengers' (50 Ibs. free) 10 cts. per Ib.
Bees $1 50 per foot.
Carnages 20 cts. per cubic foot.
Cartridges, with balls, ordinary trains 3 cts. per Ib.
Cattle, at owners' risk, ordinary trains, over eight $5 each.
" " under eight $7 each.
" steamer trains, owners' risk, special agreement $70 each.
Coal $5 per ton of 2240 Ibs.
Cocoanuts $1 per hundred.
Coke $7 per ton of 2240 Ibs.
Copper Ore in bags fths of one cent per Ib.
Demijohns (empty) 25 cts. per foot.
Dye-woods $7 per ton of 2240 Ibs.
140 PANAMA KAILROAD.
Express freight, by steamer trains $1 50 per cubic foot.
Furniture, such as tables, chairs, bureaus, bedsteads, etc.. 25 cts. per cubic foot.
Gold, in dust, coined, or manufactured iper cent, on value.
Gunpowder, separate cars 5 cts. per Ib.
Hides 15 cts. each.
Horses, at owners' risk, special agreement, including feed, stalls, and load-
ing by steamer trains $100 each.
Jewelry J per cent, on value.
Lumber — White Pine $10 per M.
" Yellow Pine $12 per M.
Oak $15 per M.
Cedar and Mahogany $15 per M.
Mules, at owners' risk, special agreement, including feed, stalls, and loading
by steamer trains $100.
Oil, Whale and Palm, toward the Atlantic ." 4 cts. per gallon.
Patent Fuel $5 per ton of 2240 Ibs.
Pitch, Rosin, and Tar $1 each per barrel.
Platina | per cent, on value.
Poultry $1 50 per cubic foot.
Precious Stones f per cent, on value.
Sheep, at owners' risk, by passenger trains $18.
Shingles $3 per M.
Silver, in bars, coined or manufactured •§ per cent, on value.
Silver Ore i per cent, on value.
Swine, at owners' risk $6 to $10 each.
Tin Ores f of one cent per Ib.
Quicksilver 50 cts. per iron flask.
Classification of Freight.
First class freight, comprising merchandise, in boxes
and bales, not otherwise enumerated 50 cts. per cubic foot.
Second class freight, as per description annexed 1| cts per Ib
Third " " " •«* " let. per Ib.
Fourth " " " » « f of a ct. per Ib.
Fifth « " » " « * act. per Ib.
Sixth « « « iofact.perlb.
All articles not specially named to be assimilated.
FIRST CLASS — 50 CENTS PER CUBIC FOOT.
Bonnets, Books, Boots.
Caps, Cards (playing), Cassia lignea, Cigars, Cinnamon, Clothing.
Drugs, Dry Goods, not elsewhere enumerated.
Eau de Cologne, Essences, Essential Oils.
Feathers, Fire- works, Flannel; Furs, not otherwise enumerated.
Glass Shades and Looking-glasses, at owners' risk ; Glassware, fine, stained,
and plate, at owners' risk ; Gloves.
Harness ; Hats, fur or felt, and of Guayaquil or Panama straw ; Hosiery.
Light goods, not elsewhere specified.
Matches, Medicines, Millinery, Musical Instruments.
Oil-cloth, Organs.
Paintings and Engravings, Paper Hangings, Paper, writing and printing ;
Peltry, not elsewhere specified ; Percussion Caps, Perfumery, Pianos, Por-
celain and China-ware, fine.
Saddlery, Shoes, Silks, Stationery ; Statuary, at owners' risk.
Toys and Fancy Goods.
PANAMA RAILROAD. 141
SECOND CLASS — 1£ CENTS PER POUND.
Almonds, Anchovies, Aniseed.
Balsams, Baskets, Beeswax, Britannia-ware.
Carpeting ; Chandeliers, at owners' risk j Chocolate, Clocks, Cochineal, Con-
fectionery, Corks and Corkwood.
Eggs.
Fire-arms, Fruits (dried).
German Silver-ware, Gin, Groceries, not elsewhere specified.
Indigo.
Lamps (ornamental).
Mattresses.
Nuts, not elsewhere specified.
Picture-frames, Plated Goods, Platform Scales, Preserved Meats and Fruits.
Sardines, Soap (fancy), Straw for manufacturing.
Tea, Tobacco (manufac'd), Tortoise-shell, Treenails, Trees and Plants in mats.
Varnish, in tins ; Veneers.
Wooden- ware.
THIRD CLASS — 1 CENT PER POUND.
Balsam of Copaivi, Bark, Blankets, Brooms, Brushes.
Candles, Cutlery.
Domestics, unbleached, of cotton, in bales.
Gravestones.
Hay in compressed bales.
Leather, dressed.
Liquors.
Nails, copper and brass.
Oils (toward Pacific), Ornaments of Stone, Clay, Marble, Alabaster.
Paints, dry and in oil.
Sarsaparilla, Spirits of Turpentine.
Tacks, Tin-ware ; Tobacco, manufactured ; Tubing, copper and brass ; Type.
Whalebone ; Wines in boxes or baskets ; Wire, copper and brass ; Wool of
alpaca or vicuna.
FOURTH CLASS — f CENT PER POUND.
Ale.
Bacon in casks ; Beef, Blacking, Borax, Bottles (empty), Bread, Butter.
Castings of copper, brass, or bronze ; Cheese, Cider, Copper Sheathing and
Spikes, Copperas ; Cotton in compressed bales ; Cotton Waste, Crackers ;
Crockery, not elsewhere specified ; Common Wine in wood.
Deer-skins in bales.
Earthen-ware in casks or crates.
Felt (for sheathing), Fish, Flour.
Grindstones, Glassware (coarse), Window-glass, etc. ; Goat-skins in bales.
Hams in casks ; Hardware ; Hats, coarse country straw or palm leaf ; Hemp,
unmanufactured ; Herrings, Hollow-ware (iron), Hoops of wood or iron.
India-rubber.
Lard.
Manufactures of Hemp, such as Canvas, Osnaburgs, Burlaps, and Bagging.
Machetas, Machinery, Mats, Matting, Meal, Millstones, Molasses.
Oakum, Oats, Orchilla Weed.
Pickles, Pork (salt), Porter, Potatoes.
Rice, Rope.
Safes (iron), Sago, Salt, Screws, Seeds, Sheep-skins in bales, Shot (in bags),
Shovels, Sirups, Soap (common), Soda-water, Spades, Steel in bars and
bundles, Stoves, Sugar-mills, -moulds, and -pans.
142 PANAMA RAILROAD.
Tallow ; Tea (toward Atlantic) ; Tool-handles, Twine.
Vegetables, Vices (iron), Vinegar.
Window Glass, Wire (brass and copper), Wool of sheep.
Yarn (of cotton).
Zinc in sheets.
FIFTH CLASS — £ CENT PER POUND.
Anchors, Anvils.
Bananas, Beans.
Cables (iron), Cannon, Cannon Balls and Shot (iron), Cocoa, Coffee, Copper
in bars, Corn (Indian), Crowbars.
Fruits of the Isthmus not otherwise enumerated.
Hollow Shot, Hoop Iron.
Ice, in quantity ; Iron (old), Iron Bars and Pipes, Iron Boiler-plates, Iron
Cables, Iron Castings (not machinery), Iron Tubing, Iron in bars.
Lead in pigs, sheet, and pipes, Lemons, Limes.
Nails (iron).
Old Junk (rope), Oranges.
Pearl-shells in sacks ; Peas, Plantains.
Sheet Iron, Spikes (iron).
Zinc, ingots.
SIXTH CLASS — i CENT PER POUND.
Boratc of Lime, Brick. Cement.
Guano in bags. Iron in pigs. Lime.
Marble for building purposes, including flooring tiles and paving.
Nitrate of Soda in bags.
Stone for building purposes, including paving- stones.
Special Conditions.
Freight to be charged on the gross weight of packages, and to be paid in
advance or before delivery of goods.
All claims for loss or damage to be presented within five days, otherwise
they will not be paid.
The Company will not be responsible for articles of extra value, beyond
$100 per package, unless declared and way-billed accordingly.
No package, however small, will be transported for less than one dollar.
The Company will not be responsible for the breakage or loss of contents
of any demijohn or jug.
Storage will be charged on all goods remaining in the Company's store-
houses, after twenty-four hours, unless by special agreement.
JOSEPH F. JOY, Secretary.
N.B. — Goods shipped for California under through bills of lading must
be corded and sealed at the New York Custom-house, or they will be liable
to the payment of duties in San Francisco.
RATES OF COINAGE TO BE RECEIVED AND PAID OUT BY THE PANAMA
RAILROAD COMPANY.
Gold Coin.
Spanish doubloons
.. $16 00
Mexican doubloons Si 5 50
15 50
Ecuadorian " 15 50
Bolivian "
. 15 50
New Granadian doubloons,
new coinage ... 14 00
Chilian "
. 15 50
. 15 50
1550
NewGranadian ditto, (old)..
Columbian doubloons...,
Costa Rican and Central Amer-
ican doubloons ... 13 60
Fractional parts in proportion.
PANAMA KAILROAD. 143
Gold 20 franc pieces $3 80
Gold 10 franc pieces 190
English sovereigns 4 85
Ten-guilder pieces $3 80
Condors, New Granadian 8 50
Condors, Chilian 8 00
English half sovereigns 2
Fractional parts in proportion.
United States gold and silver at par.
Silver Coin.
Spanish dollars, $1 00 ; half dollars, 40 cents ; quarter dollars, 20 cents.
Mexican dollars, $1 00 ; half dollars, 40 cents ; quarter dollars, 20 cents.
Fractional parts in proportion.
New Granadian dollars of 5 franc value $0 95
French 5 franc pieces 0 95
Fractional parts as heretofore.
Peruvian and Chilian dollars (new coinage) 0 90
Bolivian dollars (old coinage) 1 00
Bolivian half dollars and quarters not received.
N.B.— Smooth coin not received.
WHARFAGE, LIGHTERAGE, AND HARBOR REGULATIONS.
A pier, 450 feet in length, has been built in the Bay of Panama, to the
end of which freight cars are run, to receive cargoes from lighters or vessels
lying alongside, and deliver the same on board of vessels at Aspinwall. Ves-
sels of from 200 to 300 tons can lie alongside the pier with safety, grounding
in the mud at low water.
Iron launches of the capacity of 100 tons each have been built by the
Company to load and discharge vessels whose draught of water prevents
them from coming to the pier. These launches are towed to and from the
pier by a powerful steam-tug. The charge, for lighterage is one and a half dol-
lars per ton.
At Aspinwall vessels load and discharge at the wharves. A fire-proof
stone warehouse, 300 feet long by 85 feet wide, has been built for the use of
the Company.
Regulations in regard to Freight.
1. All freight intended for the morning train must be delivered at the freight-
houses of the Company before 5 P.M. on the day previous. The hours for
receiving and delivering freight are from 7 to 9 A.M., from 10 A.M. until
2 P.M., and from 3 until 5 P.M.
2. No article will be transported over the road unless it is legibly and prop-
erly directed. Packages in bad order may be declined by the freight agent
until properly repaired ; or, if received in bad order, it will be so noted on
the receipt given by the freight agent.
3. Goods will not be received for transportation without a freighting or-
der from the shipper unless by special agreement. Shippers will deliver with
their goods a bill of items, signed by themselves or agents, forms for which
can be obtained on application to the freight agents. The freighting orders
will be compared with the goods by the freight agent, and if found correct, a
receipt will be given by him for the same, subject to the rules of the Com-
pany.
4. Freight deposited outside, or under the Company's sheds, remains at
owners' risk until delivered into cars or freight-house, unless otherwise ex-
pressly agreed to ; and freight agents will not receipt for goods unless so de-
livered.
5. Goods for transportation over the road will be received in their turn,
144 PANAMA RAILROAD.
according to priority of delivery, and will remain at owners' risk until exam-
ined, compared, and receipted for. Goods for the Company's vessels will
also be shipped in order of priority, heavy goods excepted, a sufficient quan-
tity of which may first be put on board to make proper stowage.
6. No article will be delivered from the Company's freight-houses without
a receipt or order from the consignee or owner. Draymen and porters call-
ing for goods must be furnished with an order by the consignee, upon whom
their receipts will be binding.
7. The Company will not be responsible for articles of extra value beyond
$100 per package, unless declared and way-billed accordingly.
8. Freight will be charged on the gross weight of packages ; and no pack-
age, however small, will be transported over the road for less than one dollar.
9. The Company will not be responsible for breakage or leakage of any
description, the decay of any fruits or vegetables, the wastage of ice, or death
of poultry or animals, from delay or detention on the road.
10. All payments for transportation will be made at the freight offices in
United States currency or its equivalent, at the rates established by the Com-
pany (see pages 142, 143).
11. The terms for transportation over the road are prepayment, or cash on
delivery of the goods, which may be detained by the freight agent until pay-
ment is made.
12. Storage will be charged on all goods remaining in the Company's
store-houses for a longer period than twenty-four hours, except under special
arrangements, or when they are under through bills of lading authorized by
the Company.
Rates of Storage.
The following are the rates of storage per week :
Barrels *. 10 cts. each.
Halfdo 5 " "
Tobacco 10 " per bale.
Hats 20 " " "
Boxes 10 cts. per bbl. bulk.
Hides 1 ct. each.
Corn 5 cts. per sack.
Demijohns 20 " each.
All articles not above enumerated to be assimilated and charged in pro-
portion.
13. Claims for loss or damage must be made within five days thereafter,
and will be settled by the superintendent on application to him through the
freight agents. A bill of the cost of articles lost will be required.
14. When goods are forwarded from Panama to Aspinwall for shipment
in other than the lines of vessels above named, the service of the Railroad
Company ceases with their delivery at the freight-house in Aspinwall, as in
the case of local traffic.
The same principles apply also to the shipment of goods to ports on the
Pacific, passing over the road from Aspinwall to Panama.
15. When goods are forwarded from Pacific ports for shipment at Aspin-
wall by vessels not running in connection with the road, it is necessaiy for
shippers to make arrangements for the payment of freight, transportation,
and shipping expenses.
16. Cargo arriving by the Central American steamers, unless under
through bills of lading, must be received by the consignees on the wharf im-
mediately after arrival ; otherwise it will be left there at owners' risk ; or,
if deposited in the Company's store-houses, it will be at their risk and ex-
pense. Cargo for the Central American steamers must be delivered at the
freight-house for shipment, otherwise the Company will not be responsible
for damage from rain or other cause.
17. Consignees of goods at Aspinwall by the Company's line of sailing
vessels will please attend and receive them when discharged, with as little de
PANAMA RAILROAD.
lay as possible, the Company not being liable for any loss or damage after
delivery from ship's tackles.
18. When the goods of residents or agents at Panama arrive at Aspinwall
from abroad for transportation over the road, and are consigned to them at
Aspinwall, they must be delivered to the Company at their freight-house in
the same manner and form as is usual with local traffic. This also applies
to goods consigned to the Railroad Company at Aspinwall not shipped under
through bills of lading.
RATES OF WHARFAGE AND LIGHT MONEY.
Wharfage.
Vessels under 50 tons $0 75 per day.
over 50 " and under 100 150
" 100 " " 150 2 25
" 150 " " 200 2 50
" 200 " " 250 3 00
" 250 " " 300 3 25
" 300 " " 350 3 50
" 350 " " 400 3 75
And 25 cents per day for each additional 50 tons.
Light Money.
Vessels under 100 tons $1 each.
" over 100 " and under 200 3 "
" " 200 " " 300 5 "
" " 300 " 7 "
The above rates are calculated upon tonnage by American measurement,
and payable in American currency or its equivalent.
HARBOR REGULATIONS OF THE PORT OF ASPINWALL, N. G., ESTABLISHED
BY THE PANAMA RAILROAD COMPANY.
1 . All vessels entering the harbor of Aspinwall will be charged light fees,
and all vessels coming to wharf will be charged wharfage, in proportion to
tonnage, as per printed rates of the Panama Railroad Company annexed.
2. Vessels using the donkey engines or mules of the Company (which can
be had when not otherwise employed) will be charged as follows :
Use of engine for cargo, per day $10 00
" " " coal, " ton 15
" mule " " " " 15
3. No vessel will be allowed to hang at the outer buoys, as they are to be
used solely for convenience in hauling in and out and making sail.
4. Vessels entering the harbor will anchor outside of the line of buoys,
where they will be visited by the harbor-master, who will assign them their
berths. Regular lines of steamers or sailing vessels which have specified
berths are exempt from the above rule. All vessels, after discharging, will
also anchor outside the buoys.
5. No iron chains are allowed to be used in making fast to the wharves,
unless by express permission from the harbor-master, and vessels will be
held liable for any damage done to the wharves by unnecessary chafing,
neglect, etc.
6. No coal-ashes, offal, or rubbish are to be thrown overboard by vessels
at anchor in the harbor or at the wharves.
7. Masters of vessels will be governed by the directions of the harbor-mas-
ter in changing berths, hauling to buoys, anchoring in any part of the har-
bor, etc., and are requested to notify him when wishing to haul, and also to
give him at least six hours' notice before leaving port.
GEO. M. TOTTEN, Chief Engineer.
G
146 PANANA RAILROAD.
Through bills of lading are issued for merchandise from Europe and the
Atlantic United States to Panama, San Francisco, Oregon, Washington Ter-
ritory, etc., and also to the principal ports of South and Central America.
Parties in Europe desiring to ship goods to Panama or ports on the Pa-
cific, under through bills of lading, will please apply to John Hamilton, at
No. 6 Castle Street, Liverpool ; in the United States to Mr. Joseph F. Joy,
office of the Panama Railroad, 88 Wall Street, New York ; Wheatley, Starr,
and Company, 156 Cheapside, London.
All freight to be prepaid.
No bill of lading signed for less than five dollars.
A Commercial and Shipping Agency has been established by the Com-
pany at Panama, under the management of Mr. Wm. Nelson, who will re-
ceive and forward merchandise or produce consigned to the Company for
transportation over the road and shipment at Aspinwall or Panama, in ac-
cordance with shippers' instructions, for which services no commissions will
be charged, and only such expenses as may actually be paid, thus obviating
the necessity of appointing agents on the Isthmus.
Merchandise and produce consigned to the Company for transportation
and shipment should be addressed to the superintendent of the road, or to
the commercial agent of the Company at Panama, Mr. William Nelson.
Goods so consigned will be promptly dispatched.
The average freight from New York to Liverpool by sailing vessels is twen-
ty-five shillings sterling per ton ; the average passage about twenty days.
By screw steamers the freight is higher, but the passage only fifteen days.
Besides the steamers of the Royal Mail Steam Packet Company, which
make regular semi-monthly trips between Southampton and Aspinwall, a
screw steam-ship line has commenced running between the latter port and
Liverpool. Lines of sailing vessels have also been established to run from
London, Liverpool and Bordeaux to Aspinwall. These several lines furnish
frequent and reliable opportunities to the merchants of the Southwest coast
and Central America to obtain their supplies of European manufactured and
other goods.
Goods sent by the Company's line of sailing vessels, and consigned to the
secretary in New York for reshipment to Europe or elsewhere, will be for-
warded free of commissions or other charges than those actually paid.
Farther information in regard to the number and character of the vessels
of the various lines connecting with the Panama Railroad, agencies, ports
of entry, prices of passage and freight, dates of sailing, etc., etc., will be
found in the following Appendix.
NEW YORK TO ACAPULCO AND MANZANILLA.
The Panama Railroad Company issue through Bills of Lading (by sailing
vessels to Aspinwall) for merchandise to the above ports, at the following
rates : Dry-goods and first class, $58 per ton of 40 feet ; unbleached domes-
tics and coarse goods assimilating, $52 per ton of 40 feet ; machinery, $52
per ton of 40 feet or 2000 Ibs. ; hardware, $50 per ton of 2000 Ibs.— with
primage 5 per cent.
Freight payable in American gold. Consignees to pay all light-house fees
and port charges.
ACAPULCO AND MANZANILLA TO NEW YORK.
The Pacific Mail Steam-ship Company issue through Bills of Lading from
the above ports to New York (by sailing vessels from Aspinwall) at the fol-
lowing rates : Hides, dry, 68 cents each ; cotton, press-packed, 3 cents per
Ib. ; treasure, 2$ per cent.— with primage 5 per cent.
Officers and Directors of the Panama Railroad.
DAVID HOADLEY, President.
JOSEPH F. JOY, Secretary.
GEORGE M. TOTTEN, Chief Engineer.
HENRY SMITH, Treasurer.
WM. PARKER, General Superintendent.
WILLIAM H. ASPINWALL, HENRY CHAUNCEY,
EDWIN BARTLETT, - HOWARD POTTER,
GOUVERNEUR KEMBLE, SAMUEL W. COMSTOCK,
WILLIAM WHITEWRIGHT JR., AUGUST BELMONT,
EDWARD CUNARD, JOSEPH W. ALSOP,
THEODORE W. RILEY, FREDERICK G. FOSTER,
DAVID HOADLEY.
148 PANAMA KAILROAD.
STEAM -SHIP LINES CONNECTING WITH THE PANAMA
RAILROAD.
1st. The Pacific Mail Steam-ship Company, running between New York,
the Isthmus of Panama, California, Japan, and China (page 149).
2d. The General Transatlantic Company (Compagnie Generate Transat-
lantique), running between St. Nazaire, France, the West Indies, Mexico,
and Aspinwall (page 169).
3d. The West India and Pacific Steam-ship Company (limited), running
between Liverpool, England, the West Indies, the Western Coast of South
and Central America, and Aspinwall (page 180).
4th. The Royal Mail Steam Packet Company, running twice a month
from Southampton (England) to and from the West India Islands, British
Guiana, Vera Cruz, Tampico, Greytown, Santa Martha, Carthagena, and
Aspinwall ; and there, by means of the Panama Railroad, connecting with
lines of steamers from Panama to Ports on the West Coast of South Amer-
ica as far as Porto Montt, in Chili, to Acaptilco, Manzanillo, San Francisco,
Oregon, Vancouver's Island, and British Columbia, to Central American (Pa-
cific) Ports, and once a month to New Zealand and Australia (page 188).
5th. The Panama, New Zealand, and Australian Royal Mail Company,
limited (page 205).
6th. The British Pacific Steam Navigation Company, running between
Panama and the Ports of New Granada, Ecuador, Peru, Bolivia, and Chili
(page 215).
7th. The Panama Railroad Company's Central American Line of Steam-
ships, running between Panama, Nicaragua, Costa Rica, Salvador, and Gua-
temala (page 222).
8th. The California, Oregon, and Mexico Company's Line of Steam-ships,
running between San Francisco, California, and Mexico, and between San
Francisco and Portland, Oregon, and the Island of Vancouver (page 225).
LINES OF SAILING VESSELS.
1st. The Bremen and Aspinwall Line, between Bremen and Aspinwall.
2d. The Bordeaux and Aspinwall Line, between Bordeaux and Aspin-
wall.
3d. The Panama Railroad Company's Line between Liverpool and As-
pinwall.
4th. The Panama Railroad Company's Line between New York and As-
pinwall.
PACIFIC MAIL STEAM-SHIP COMPANY,
HISTOEY.
THE Pacific Mail Steam -ship Company, which now exer-
cises undivided control of the great mail steam-ship route,
more than 12,000 miles in length, between New York and
Hong Kong, in China, vid tjie Isthmus of Panama and San
Francisco, California, with a branch line between China and
Japan, was organized in the year 1847, for the purpose of
establishing a line of mail steam-ships between Panama and
Oregon.
The treaty of the United States with Great Britain, which
had previously adjusted the vexed question of the north-
western boundary-line, had turned public attention to the
great agricultural resources of that region, and thousands
of settlers were seeking a permanent home in the rich val-
leys of Oregon by wild and difficult paths across the Plains
and the Eocky Mountains. It was with the view of facilita-
ting the intercourse between the Atlantic States and the pos;
sessions of the United States on the Pacific that Congress,
on the 3d of March, 1847, authorized the Secretary of the
Navy to contract for a mail steam-ship service once every
two months, or oftener, during ten years, from New York,
vid Charleston, Savannah, and Havana, to Chagres, across
the Isthmus of Panama, and thence to Astoria or the mouth
of the Columbia Eiver, touching at Monterey, San Diego,
and San Francisco, in California, thus substituting for the
150 PACIFIC MAIL STEAM-SHIP COMPANY.
long and perilous journey overland, and the more tedious
and hazardous voyage around Cape Horn, a new route and
mode of travel that would bring settlers within thirty days'
journey of the Eastern States.
A contract for a monthly mail-service on the Pacific
Ocean, at a compensation of $199,000 per annum, was
awarded in 1847 to Mr. Arnold Harris, who, from pecunia-
ry inability to fulfill its requirements, assigned it to Mr. Wil-
liam H. Aspinwall, on behalf of himself and his associates,
on the 30th of November of the same year.
Mr. Aspinwall, in conjunction with Messrs. Alsop and
Chauncey, Messrs. Gr. G. and S. S. Howland, and Mr. Edwin
Bartlett, merchants of the city of New York, assignees of Mr.
Harris's contract, proceeded to take the necessary measures
for carrying out the undertaking, and became personally
responsible for the sum of $400,000 to be used for this pur-
pose, being the estimated cost of the ships for the proposed
service. Their joint property was placed in the hands of
Messrs. Or. Gr. and S. S. Howland and Mr. Henry Chauncey as
trustees, and Mr. William H. Aspinwall was made the active
manager, the other owners agreeing to pay to the trustees
and manager for their services a commission of two and a
half per cent, on the gross receipts of the enterprise. These
receipts, it was then estimated, would probably reach the
annual sum of $400,000.
On the 2d of February, 1848, the treaty of peace with
Mexico was signed, in the following May ratifications were
exchanged, and in July it was publicly proclaimed, and
California became the property of the United States, thus
rendering even more imperative the necessity of immediate
and improved means of communication with the Pacific
coast.
On the 13th of April, 1848, a charter was procured from
the Legislature of the State of New York, to continue in
PACIFIC MAIL STEAM-SHIP COMPANY. 151
force for twenty years from that date, under the title of
the "Pacific Mail Steam-ship Company," with a capital stock
of $400,000.
It was now found that the three steamers which had
been building for this service [viz., the California, which was
launched on the 19th of May, 1848 ; the Panama, soon after;
and the Oregon, on the 5th of August of the same year]
would cost, with their necessary outfits, nearly $600,000, in-
stead of the $400,000 as originally estimated. Upon rep-
resentation of this fact to the United States government,
Congress granted an advance of $199,000 (being the amount
of one year's mail pay, according to the terms of the orig-
inal contract), provided the Company's steamers should
touch at certain ports in California on their voyages. This
arrangement enabled the Company to proceed without delay
to consummate their plans. On the 30th of September,
1848, the Pacific Mail Steam-ship Company was formally
organized, $400,000 of the stock having been paid in ac-
cording to the terms of their charter.
On the 5th of October, 1848, their pioneer steam-ship, the
California, went to sea, and was followed, at short intervals,
by the Panama and the Oregon. Thus far the Company
had looked for success in their enterprise only to the great
agricultural resources of the countries with which their con-
nection was to be established, as, up to that time, no knowl-
edge existed of the rich mineral deposits of those regions.
Yague rumors had, it is true, occasionally found currency
that great mineral wealth lay hidden among the sierras of
California and Oregon, and it is even claimed that a geolo-
gist acompanying the famous Wilkes' Expedition had re-
ported numerous collateral evidences of the existence of
gold in California, but was unable to confirm his impres-
sions by absolute contact with the precious metal. It was
while the Pacific Mail Company's steamers were en route
152 PACIFIC MAIL STEAM-SHIP COMPANY.
for the Pacific on their first voyage that tidings reached this
country of an event which marks an era in the history of
our country and the world, namely, the discovery of the
rich deposits of gold in California — first discovered on
Mormon Island, Sacramento, California, in January, 1848,
and at Sutter's Mill, on the American fork of the Sacra-
mento Eiver, in the month of February following. In
August of that year, Governor Mason, of California, re-
ported 4000 men engaged in digging for gold, with a daily
product of from $30,000 to $50,000 in value. So difficult
and tedious were the then means of communication with
that country that it was nearly a year from the date of the
discovery of the precious metal before the authentic news
of it was received in New York. Very soon after the first
accounts of this discovery appeared in this country the wild-
est and most exaggerated reports gained circulation and
credence, and what was then known as the " California fe-
ver" set in, infecting multitudes of people of every business
and station. Thousands of adventurers of all classes and
nationalities now started from every part of the country for
the Golden Land. The shortest route to it was across the
Isthmus of Panama, and by the Pacific Mail Company's
steamers from that point to California. It soon became
known that their ships, which had left New York some time
previously, would touch at Panama on their way up the
Pacific coast, and immediately the Company's offices in
South Street were besieged by eager throngs clamoring for
passage-tickets to be issued to them on any terms, so only
that they might be assured of precedence over their com-
petitors in the headlong rush for the gold mines of Cali-
fornia.
In consequence of these circumstances, and contrary to
all anticipation when she left New York, the Company's
steamer California found an anxious multitude of gold-seek-
PACIFIC MAIL STEAM-SHIP COMPANY. 153
ers, who had crossed the Isthmus from Chagres to meet
her, and she soon proceeded thence on her voyage, crowded
to her fullest carrying capacity. Her consorts met with a
similar crowd on their later arrival; and the prospects
of the Company, which had opened with what was consid-
ered by many as the too sanguine anticipation of $400,000
per annum from the gross receipts of their trade, now reason-
ably counted on millions. Ships of increased tonnage were
added to the service of the Company. Depots were estab-
lished at Panama and at Benicia, California ; and at the
latter place machine-shops were erected, with a capacity
sufficient for the manufacture and repair of the heaviest
machinery. In 1850 the capital stock of the Company was
increased from $400,000 to $2,000,000. From this time
up to the year 1856 the history of the Company was one
of great prosperity, occasionally checkered by reverses from
disasters, opposition, and the like, to which all steam-ship
property is more or less liable. In 1856, Mr. William H.
Aspinwall, the founder of the Company, its first managing
director, and its president up to this time, retired from the
executive chair, after formally waiving all the rights which
he had acquired under the original agreement and terms
of subscription to the capital stock of the Company. The
resignation of Mr. Aspinwall, whose possession of the entire
confidence of the stockholders, a large personal influence in
the commercial world, and a long and intimate experience
in the affairs of the Company, had enabled him successfully
to direct its operations, was received with reluctance and
accepted with regret.
Mr. William H. Davidge, their former secretary, was ap-
pointed to the presidency. For a long time familiar with
the policy and management of the Company as its secre-
tary, Mr. Davidge brought to the responsible labor of its
guidance a character of strictest integrity, unwearied in-
G2
154 PACIFIC MAIL STEAM-SHIP COMPANY.
dustry, and an entire devotion to its interests. During his
administration the capital was increased from two to four
millions of dollars. But little variation of its previous pros-
perous career took place until the year 1858, when the mail
contract with the United States government expired, as
did also the contract with the United States Mail Steam-ship
Company, which had hitherto performed the service be-
tween New York and the Isthmus of Panama. Inimical
interests, represented by some of the keenest and most vig-
orous business minds of the country, now waged a desper-
ate war against the Company, and with variable success.
In 1859 a through service was deemed necessary to answer
the requirements of the trade and the interests of the Com-
pany. The steam-ships Adriatic, Atlantic, and Baltic, for-
merly belonging to the Collins line, were purchased jointly
by the Pacific Mail Steam-ship Company and the Panama
Eailroad Company, from the firm of Brown Brothers and
Company, bankers, of New York, and payment made to
them for the ships in the capital stock of the Company.
With these steam-ships a line was established to run be-
tween New York and the Isthmus, in connection with the
Pacific Company's service. This transaction proved to be
one of great importance, aside from the addition to the
Company's fleet of these large and valuable steam-ships.
It interested in their success one of the heaviest and most
reliable banking-houses in the United States — one with a
character established throughout the world for the soundest
integrity, and a wise conservatism in business enterprises ;
and the addition to the Company of such a power, with the
control of so large a portion of its capital stock, proved of
invaluable assistance, moral as well as material, to the Board
of Direction in aiding their plans for the furtherance of the
present as well as the future interests of their enterprise. In
consequence, however, of a determined opposition through
PACIFIC MAIL STEAM-SHIP COMPANY. 155
to California by the United States Mail Steam -ship Compa-
ny on the Atlantic, and the veteran steam-ship commodore,
Cornelius Yanderbilt, on the Pacific, the Atlantic and Bal-
tic, after a few months' trial, were withdrawn, and the ar-
rangement, which promised, and (as far as the experiment
had progressed) had given complete fulfillment of the pub-
lic requirement, was broken up, and the service was again
performed as before by independent companies.
The failure of the health of Mr. Davidge, the President
of the Company, began at this time, and in 1860 compelled
him to resign the executive chair.
It was then that the present President of the Company
was selected as a candidate for this now more than ever re-
sponsible office. From his intimate practical acquaintance
with the Company's interests throughout the whole extent
of their route, he having entered service from the United
States Navy in 1849 as a mate of their pioneer steam-ship
the California, and from his thorough knowledge of all the
actual necessities of the steam-ship service, besides a full
appreciation of the hostile elements with which the exec-
utive officer of the Company must inevitably be brought
in conflict, he was believed by the majority of the stock-
holders to be well calculated to assume the guidance of
their interests, and in November, 1860, Mr. Allan McLane
was called from the agency at Panama to fill the execu-
tive chair. At once, but gradually and quietly, a new in-
fluence began to be felt in renovating the Company's af-
fairs, and re-establishing them on a broader and firmer ba-
sis. The personnel of the service was thoroughly reorgan-
ized in all its departments. Old steamers, as they became
worn out, or were outgrown by the necessities of the trade,
were laid up, and new ones of increased size and power,
and of greatly improved model and appointments, were
substituted. In all branches of the business of the Com-
156 PACIFIC MAIL STEAM-SHIP COMPANY.
pany trade was steadily fostered and encouraged, and the
wants of passengers were met by increased accommodations
and care for their safety and comfort. The requirements of
shippers of merchandise and treasure were recognized and
accommodated by increased tonnage and enlarged facilities,
while rates were reduced; and stockholders, not less than
the traveling and commercial public, derived increased safe-
ty and security from the rigid discipline which was caused to
be enforced on the Company's steamers, and the adoption
and use of the most modern and approved appliances and
means for the prevention and remedy of disaster. The
broad purpose of developing our national commerce was
constantly manifested in encouraging the establishment of
subsidiary lines, connecting with or collateral to its own.
by the sale at low rates of vessels which had been out-
grown by its own requirements. These tributary lines,
such as those on the routes between San Francisco and Or-
egon, the Mexican coast, or the Sandwich Islands, and be-
tween Panama and Central American ports, requiring less
capital, afforded so many fields for profitable employment
to individuals and corporations, which became, in effect,
the feeders of the Pacific Company. As a legitimate re-
sult of this wise and generous policy, public confidence in
the value of the capital stock was restored ; and, besides
paying regularly about 20 per cent, per annum to its hold-
ers, it soon more than doubled its nominal value in the
market, and was again eagerly taken by capitalists as a
permanent investment.
From the unavoidable inconvenience and discomfort at-
tendant upon the possession of the steam-ship service be-
tween New York and California by two separate compa-
nies, under a widely different management, the traveling
and commercial public had long and urgently demanded
of the Pacific Company a through line, and, after deliber-
PACIFIC MAIL STEAM-SHIP COMPANY. Io7
ate consideration of the matter, it was determined that
such an extension of the service was. advisable. In June,
1866, by an act of the Legislature of New York, the capi-
tal stock of the Company was increased from $4,000,000 to
$10,000,000. The Board of Management recognized the
rights of the Atlantic Mail Steam-ship Company, which
they had acquired by preoccupation and transfer from the
parties to the original charter of 1848 ; and although, with
their influence and enormous increase of financial power,
the Pacific Company could doubtless have successfully car-
ried out the plan of a through service independent of any
arrangement with the Atlantic Company — notwithstand-
ing this, a fair and liberal proposal was made to that Com-
pany, which absorbed its privileges, and its entire equip-
ment of vessels, and tendered in payment therefor a cer-
tain generous proportion of the capital stock of the Pacific
Mail Company. This proposal was accepted, the transac-
tion was ratified, and on November 1st, 1865, the Pacific
Company took possession of the entire service, and at once
placed the line on both oceans upon an equal and complete
footing as to their equipment and control. Thus was suc-
cessfully completed part of a plan for the legitimate devel-
opment of the Company's resources which had for a long
time received grave consideration from the Board of Man-
agement. The remaining part of that plan was one of in-
finitely greater magnitude, and which utterly refuted (if
such refutation was ever necessary) the charge sometimes
made by its enemies that its aim was to establish a mo-
nopoly.
The Board of Direction had contemplated the future of
the Company with no narrow spirit of speculation such as
would lead them to block the wheels of trade for their own
personal aggrandizement. They fully appreciated the ne-
cessity of a more direct and intimate commercial connection
158 PACIFIC MAIL STEAM-SHIP COMPANY.
between the United States and its Pacific possessions ; and
the project of establishing such a connection by means of
the Pacific Eailroad, antagonistic as this might appear to
more contracted minds, met with its hearty approbation and
support ; looking with the faith of men who believe in
the great commercial destiny of their country, they counted
confidently on the fullest success of that grand undertak-
ing. Looking also with a clear foresight upon the inevit-
able deflection of an important share of the Pacific trade
into the new and more direct channel, they saw also the
necessity of another and more extended field for their own
enterprise. The vast empire of Eastern Asia and the islands
of Japan, distant about 5000 miles from their Pacific termi-
nus, had heretofore merely a nominal connection with the
United States. England and France had thus far virtually
monopolized the foreign trade of those regions. The En-
glish and French war with the Chinese, which was con-
cluded in 1858, had resulted in treaties which promised
rapid development for the great Chinese Empire in its in-
tercourse with the outer world of civilization and com-
merce. In the ratification of these treaties, the United
States had not only gained all the privileges granted to
the other foreign powers, but, besides this, had retained
the good will of the Chinese people. Japan had also
opened its ports, and guaranteed to the United States un-
expected facilities for trade with that country. The al-
ready known resources of those countries, representing to-
gether the industry of nearly 500,000,000 of people — the
peculiarly favorable position of the already existing route
of the Pacific Mail Steam-ship Company, occupying 5000
miles of the shortest and most eligible route between those
countries and Europe as well as the United States, at once
pointed to this grand field as the proper and legitimate one
in which to throw their surplus energies. A deliberate
PACIFIC MAIL STEAM-SHIP COMPANY. 159
and exhaustive canvass of the matter decided the Company
to attempt the establishment of a line of steam-ships worthy
of the national credit, and equal to the magnitude of such
an enterprise. In 1865 a contract for a monthly mail serv-
ice between San Francisco and Hong Kong, via the Sand-
wich Islands and Japan, was awarded to the Pacific Com-
pany by the government of the United States, with an an-
nual subsidy of $500,000 per annum ; and, more recently,
the government has released the stoppage at Honolulu on
condition of the establishment of a branch between Japan
and Shanghai. In anticipation of this contract, the Com-
pany had some months previously commenced building
the ships destined for the China trade, each of which
was estimated to cost over $1,000,000. In this year,
also, the capital stock of the Company was by act of
the New York Legislature increased from $10,000,000 to
$20,000,000. This increase was effected in such a manner
that the Company issued and sold $5,000,000 of stock for
about $10,000,000, and the remaining $5,000,000, comple-
ting the $10,000,000 allowed by the amended charter, were
distributed among their stockholders. By this means the
Company gained the ability to carry out their projected
China enterprise without encroaching upon their previous-
ly-established business.
It is scarcely too much toWay that such a magnificent
financial success as that above shown in providing the means
for developing and extending trade is unique in the history
of commerce, and may be taken as a true measure of the
public confidence in the wealth, in the resources, and in the
management of this Company.
The capital stock of the Pacific Mail Steam-ship Compa-
ny, originally $400,000, in 1850 was increased to $2,000,000,
in 1860 to $4,000,000, in 1865 to $10,000,000, and in 1866
to $20,000,000 ; while it is stated on reliable authority that
160 PACIFIC MAIL STEAM-SHIP COMPANY.
the property of the Company in steam-ships, real estate,
coal, stores, and cash, is worth at the present time (Febru-
ary, 1867), at a low estimate, such as might be realized at
a public sale, fully $30,000,000.
Should the future realize the present promise of success
to this powerful corporation, the time will not be far distant
when the commerce of those Eastern countries, which it is
the ambition of its managers to develop and bring to our
shores, will, as it accumulates in our sea-ports, suggest, if not
necessitate a still farther expansion of their field of action ;
and it seems almost a natural sequence that they should
eventually establish the long-looked-for desideratum of a
line of steam-ships plying between this country and Europe
which shall be equal to the requirements of the service and
a credit to the nation.
SEKVICE OF THE PACIFIC MAIL STEAM-SHIP COMPANY.
The service now performed by the steam-ships of the Pa-
cific Mail Steam-ship Company is as follows :
1. The Atlantic Line, tri-monthly, between New York and
Aspinwall, New Granada, there connecting by the Panama
Railroad with
2. The Pacific Line, also tri-monthly, between Panama
and San Francisco, touching at Acapulco, and once a month
each way at Manzanillo.
3. The China Line, monthly, between San Francisco and
Hong Kong, touching at Yokohama (Kanagawa), in Japan.
4. The Shanghai Branch, monthly, between Yokohama
and Shanghai, via Nagasaki, in close connection with the
preceding.
The departures, arrivals, and connections of these sev-
eral lines are as follows :
PACIFIC MAIL STEAM-SHIP COMPANY. 161
OUTWAKD.
A steamer leaves the Company's dock, Pier No. 42
North Eiver, New York, at noon on the 1st, llth, and 21st
days of every month, save when either date falls on Sunday,
and then on the preceding Saturday. Arriving at the
wharf at Aspinwall on the morning of the 9th, 19th, and
29th, the passengers, mails, and "fast" freight are immedi-
ately transferred by the railroad to the connecting steamer
at Panama, which sails the same afternoon or evening for
San Francisco, where she is due on the 22d, the 1st or 2d,
or the llth or 12th of the month, as the case may be.
The steamer leaving Panama on the 9th, in connection
with the departure from New York of the 1st, touches at
Manzanillo. As before remarked, all the steamers touch
at Acapulco.
The steamer leaving New York on the llth, makes a
close connection with the steamer of the China Line, sail-
ing from San Francisco on the 3d of the month for Yo-
kohama and Hong Kong, connecting at Yokohama with
the branch steamer for Shanghai, via Nagasaki. Passen-
gers, mails, and "fast" freight by this means reach Yoko-
hama in forty-two days, Shanghai in forty-seven days, and
Hong Kong in fifty days from New York, counting all
detentions.
Connections are also made on the Isthmus with the
steamers of other companies, as follows :
For the West Coast of South America, by the steamers from
New York on the 1st and 21st, with the fine steamers of
the Pacific Steam Navigation Company, calling at the chief
ports of Peru and Chili.
For Central American ports, by steamers from New York
on the 1st and llth of every month, with the Panama
Railroad Company's steamers " Salvador," 1200 tons, and
162 PACIFIC MAIL STEAM-SHIP COMPANY.
" Guatemala," 1021 tons ; leaving Panama on 10th and the
25th of the month for Punta Arenas, Kealejo, La Union, La
Libertad, Acajutla, and San Jose de Guatemala.
For Australasia^ by the steamer of the llth, with the Pan-
ama, New Zealand, and Australian Koyal Mail Steam Pack-
et Company's steamers, leaving Panama on the 24th for
Wellington, in New Zealand, and Sydney and Melbourne,
Australia; connecting by inter-colonial branches with the
chief ports of both colonies. Passengers, mails, and freight
reach Wellington in forty-one days, and Sydney in forty-
six days after leaving New York.
HOMEWARD.
A steamer leaves the Company's new wharf at the foot
of Townsend Street, San Francisco, for Panama, via Aca-
pulco, at eleven o'clock on the morning of the 10th, 18th
or 19th, and 30th day of the month, except when those
dates fall on Sunday, in which case on the preceding Sat-
urday. The steamer of the 18th or 19th sails on the for-
mer date only when the month contains 'less than thirty-one
days.
Arriving at the anchorage at Panama on the morning
of the 1st, 12th or 13th, and 23d of the month, passen-
gers, mails, and fast freight are at once conveyed by the
trains of the Panama Railroad Company to Aspinwall, and
are there transferred to the connecting steamer, which sails
the same afternoon or evening for New York, where she is
due on the 10th, 20th or 21st, and 31st or 1st, according to
circumstances.
The steamer of the 10th from San Francisco touches
at Manzanillo to land and receive passengers, mails, and
freight.
Passengers, mails, and fast freight leaving Hong Kong
on the 20th, Shanghai on the 23d, and Yokohama on the
PACIFIC MAIL STEAM-SHIP COMPANY. 163
28th of the month, arrive in San Francisco on the 16th or
17th of the following month in season to connect with the
steamers of the 18th or 19th for Panama, and are landed
in New York on the 10th, thus making the through voy-
age in fifty days from Hong Kong, forty-seven from Shang-
hai, and forty-two from Yokohama.
Homeward connections are also made on the Isthmus
with the steamers of other companies, as follows :
From Central America, the Panama Eailroad Company's
steamers from San Jose de Guatemala and intermediate
ports arrive at Panama on the 15th and 30th, and connect
with the Pacific Mail Steam-ship Company's steamers from
Aspinwall for New York the 23d and 1st.
From the West Coast of South America, the steamers from
Aspinwall of the 23d and 1st receive the passengers, mails,
and freight destined for New York of the Pacific Steam
Navigation Company's steamers, leaving Yalparaiso on the
2d and 17th, and due at Panama on the 16th and 31st.
From Australia and Sydney, the Panama, New Zealand,
and Australian Koyal Mail Company's steamer, leaving Syd-
ney on the 31st or 1st, and Wellington on the 8th, is due
at Panama on the 4th or 5th of the following month, and
connects with the steamer from Aspinwall of the 12th or
13th.
TO AND FROM EUROPE,
connections are made as follows, giving passengers and
shippers the choice at all times of two routes across the
Atlantic, namely, the direct route between Aspinwall and
Europe, or that by way of New York. By the former
one transfer or trans-shipment is avoided ; but the latter,
passing as it does through a great variety of climate, and
through temperate regions, and affording the traveler an
opportunity of visiting New York without adding to the
164 PACIFIC MAIL STEAM-SHIP COMPANY.
duration or expense of his journey, presents attractions so
strong that it is rapidly becoming the favorite with men
of business as well as with tourists for pleasure.
Via Neio York.
Through tickets are issued, and through bills of lading
are in contemplation, in connection with the principal
Transatlantic steam-ship lines, viz. :
The Canard Line, leaving New York and Boston on al-
ternate Wednesdays, and Liverpool every Saturday, for Bos-
ton and New York alternately, and making the passage or-
dinarily within ten days. This line includes the steamers
"Scotia," "Persia," Java," "China," "Asia," "Cuba,"
" Africa," " Australasian," etc., carrying cabin passengers
only.
The Inman Line, sailing from New York every Satur-
day, and Liverpool every Wednesday, touching at Queens-
town, carries first-cabin and steerage passengers. Its fleet
consists of the fine steamers " City of Paris," " City of New
York," " City of London," " City of Boston," " City of
Cork," " City of Washington," " City of Edinburg," etc.
Their time is usually about twelve days, though the run
is often made in less, and has been accomplished by the
" City of Paris" in a few hours over eight days.
The National Line, sailing between the same ports, and on
the same days as the Inman steamers, carrying first-cabin
and steerage passengers, embraces the steamers " Erin,"
"The Queen," "Denmark," "Virginia," etc.
The General Transatlantic Company's fortnightly line, leav-
ing New York on alternate Saturdays for Havre, calling
at Brest; returning, leave Havre every other Wednesday.
This line comprises the fine steamers "Pereire," "Europe,"
"Yille de Paris," "Napoleon III," " St. Laurent," etc. It
carries only first and second cabin passengers. The time
PACIFIC MAIL STEAM-SHIP COMPANY. 165
of these steamers is about the same as that of the Cu-
narders.
The "Fulton" and "Arago" sail from New York every
twenty-eight days for Havre, via Falmouth.
The North - German Lloyd, fortnightly, for Bremen, via
Southampton, sailing every other Thursday from either ter-
minus, runs the steamers "Deutschland," "America," "Han-
sa," "Bremen," "New York," "Hermann," "Union," and
" Weser." Carries all classes of passengers.
The Hamburg American Packet Company's Line for Ham-
burg, by way of Southampton, every other Saturday. Its
steamers are the " Allemannia," "Bavaria," "Borussia,''
"Cimbria," "Germania," "Hammonia," "Saxonia," "Teu-
tonia." This line carries all classes of passengers.
The New York and Bremen Company run the " Atlan-
tic," "Baltic," and "Western Metropolis" between New
York and Bremen, via Cowes, leaving either terminus on
alternate Saturdays, and carrying all classes of passengers.
Direct. .
Through tickets and through bills of lading are granted
for the direct route between Aspinwall and Europe, in con-
nection with the following companies :
The Royal Mail Steam Packet Company. Leave Aspin-
wall for Southampton, via St. Thomas, on the 8th or 9th,
and 24th of the month, connecting with the steamers which
left San Francisco on the 18th or 19th, and 10th, and ar-
rived at Panama on the 1st, and 22d or 23d, arrive at
Southampton on the 29th and 14th respectively. Leave
Southampton on the 2d and 17th of each month, reaching
Aspinwall on the 22d and 7th, and there connecting with
the steamers from Panama of the 29th and 9th respective-
ly, for San Francisco. It will be observed that the connec-
tions are close by the steamers from Southampton on the
166 PACIFIC MAIL STEAM-SHIP COMPANY.
17th, and San Francisco on the 10th ; the through time by
these departures being thirty -four to thirty -five days.
The West India and Pacific Steam Navigation Company
(limited). Leave Liverpool on the 10th and 25th of every
month, arriving at Aspinwall on the 6th and 21st, and con-
necting with the steamers from Panama of the 9th and
29th, arrive at San Francisco on the 22d, and llth or 12th.
A steamer also leaves Liverpool on the 29th of each month,
arriving at Aspinwall on the 30th of the following month.
Leave San Francisco on the 10th, and 18th or 19th, and
29th, connecting with steamers from Aspinwall of the 1st,
8th, and 10th, arrive at Liverpool on the 25th, 9th, and
13th of the following month, making the through time be-
tween Liverpool and San Francisco outward forty -two days,
and thirty-eight days homeward by the more favorable con-
nections, namely, the departures from Liverpool on the 10th,
and San Francisco on the 18th.
La Compagnie Generate Transatlantique (the General Trans-
atlantic Company). Leave St. Nazaire, France, on the 8th
of every month, touching at Santa Martha and Martinique,
arrive at Aspinwall on the 28th or 29th ; leave Panama
the 29th, and arrive in San Francisco on the llth or 12th.
Returning, leave Southampton on the 18th or 19th, arrive
at Panama on the 1st ; leave Aspinwall on the same or the
following day, and reach St. Nazaire on the 23d. The
through time between San Francisco and St. Nazaire is, it
will be seen, thirty-four days.
THE FLEET
of the Pacific Mail Steam-ship Company is now composed
of the following named steamers, the general character of
which we have already described :
PACIFIC MAIL STEAM-SHIP COMPANY.
167
The Atlantic Line.
Register Tonnage.
Henry Chauncey 2657
Arizona 2793
New York 2217
Ocean Queen 2700
Rising Star 2727
Sftare Steamers.
Register Tonnage.
Northern Light 2057
Ariel 1700
Champion 1450
Tug.
Clara Clarita 250
20,468
The Pacific Line.
Register Tonnage.
Constitution. „ 3675
Golden City.. 3590
Sacramento 2683
Montana 2677
Golden Age 1870
Spare Steamers.
St. Louis... .. 1621
Register Tonnage.
California 1057
Sonora 1616
Tugs.
Taboga 189
(building.)
18,978
The China Line.
Register Tonnage.
Colorado 3728
Great Republic 4100
Celestial Empire 4000
America (building) 4100
Register Tonnage.
Nipon (building) 4100
Spare Steamer.
Hermann..., .. 2000
22,028
The Shanghai Branch.
Costa Rica 1917 register tonnage.
Making a total of twenty -five steam-ships, having a
bined capacity of 61,474 tons.
Officers, Directors, and Agents of the Pacific Mail Steam-
ship Company.
ALLAN McLANE, President.
FRANCIS W. G. BELLOWS, Vice-President.
THEODORE T. JOHNSON, Secretary.
CHARLES S. ABERCROMBIE, Treasurer.
RICHARD B. IRWIN, China Secretaiy.
SAMUEL K. HOLMAN, Purveyor General.
ALLAN McLANE, HOWARD POTTER,
FRANCIS SKIDDY, WILLIAM DENNISTOUN,
JAMES M. BROWN, MOSES H. GRINNELL,
ELISHA RIGGS, LOUIS MoLANE,
FRANK R. BABY, New York. OLIVER ELDRIDGE, San Francisco.
GEORGE B. GIBBONS, Aspinwall. S. LEDYARD PHELPS, Hong Kong.
DAVID M. CORWINE, Panama. JAMES H. PHINNEY, Yokohama.
GEORGE F. BOWMAN, Acapulco. ___, Nagasaki.
RUSSELL & CO., Shanghai
GENERAL TRANSATLANTIC COMPANY.
169
GENERAL TRANSATLANTIC COMPANY,
8 Place Vendome, Paris.
FRENCH MAIL STEAM-SHIPS.
By a French law of July 3d, 1861, the General Transatlantic Company
received a charter to carry the mails between France, North America, West
Indies, and the Isthmus of Panama.
These services are organized as follows :
1st. A line from St.Nazaire to Vera Cruz (Mexico), calling at St. Thomas
and Havana.
Additional service from St. Thomas to Fort de France (Martinique), call-
ing at La Pointe-a-Pitre and La Basse-terre (Guadaloupe), and St. Pierre.
Additional service from St. Thomas to Kingston (Jamaica), calling at
Porto Rico, Cape Ha'itien, and Santiago de Cuba.
Additional service from Vera Cruz to New Orleans, touching at Tampico
and Matamoros.
Steamers leave St. Nazaire the IQth of each Month.
OUTWARD.
Leaving St. Nazaire
arriving at Vera Cruz
Leaving Havana
arriving at Havana
Leaving St. Thomas
arriving at St. Thomas
2d. A line from St. Nazaire to Colon (Isthmus of Panama), calling at Fort
de France (Martinique) and Santa Martha (Colombia).
Additional service from Fort de France (Martinique) to La Pointe-a-Pitre
(Guadaloupe).
Additional service from Fort de France to Cayenne (French Guiana),
touching at Ste. Lucie, St. Vincent, La Granada, La Trinidad, Demerara
(English Guiana), and Surinam (Dutch Guiana).
Additional service from Fort de France to Guiana and Porto Cabello.
These steamers connect at the Isthmus of Panama with the steam-ships of
the North and South Pacific and Central American Steam-ship Companies.
HOMEWARD.
he 16th,
Leaving St. Thomas
the 13th,
30th.
arriving at St. Thomas
" 16th.
1st,
Leaving Havana
" 18th,
5th.
arriving at Havana
" 22d.
7th,
Leaving Vera Cruz
" 23d,
10th.
arriving at St. Nazaire
" 8th.
Steamers leave St. Nazaire the 8th of each Month.
OUTWARD.
Leaving St. Nazaire
arriving at Fort de France
Leaving Fort de France
arriving at Santa Martha
Leaving Santa Martha
arriving at Colon
the 8th,
22d.
23d,
27th.
27th,
29th.
H
HOMEWARD.
Leaving Colon
arriving at Santa Martha
Leaving Santa' Martha
arriving at Fort de France
Leaving Fort de France
arriving at St. Nazaire
the
u
1st,
3d.
3d.
7th.
9th,
23d.
170
GENERAL TRANSATLANTIC COMPANY.
Rates of Passages.
From St. Nazaire, and vice versa.
One Berth in
Cabins with one
or two Berths.
One Berth in
Cabins with more
than two Berths.
Steerage.
St Thomas
Francs.
965
Francs.
825
Francs.
500
Havana
1100
965
500
Vera Cruz
1240
1100
600
Tampico
1240
1100
600
Matamoros ...
1240
1100
500
Porto Rico
1000
875
500
Cape Ha'itien
1000
875
500
Santiago de Cuba
1050
925
500
Jamaica
1050
925
500
La Guadaloupe
965
825
500
La Martinique ,
965
825
500
Santa Martha
1100
965
500
Colon .
1100
965
500
Ste. Lticie
965
825 *
500
St Vincent
965
825
500
La Granada
965
825
500
La Trinidad .
965
825
500
Demerara
965
825
500
Surinam .
1000
875
500
Cayenne, Guiana,P'rto Cabello.
1000
875
500
The difference in the rates of cabin passage is caused merely by the choice
of cabins ; in all other respects passengers of first class will have the same
advantages.
A cabin of two berths kept for the exclusive use of one passenger will be
charged for at the rate of a fare and a half.
The cabin passage includes living, attendance, and table wine.
Bedding is also furnished by the Company.
Passengers are provided with superior wines, cordials, and cool drinks at
moderate prices.
The fare of steerage passengers will be the same as that of the subordinate
officers of the ship.
Children. — Passengers' children under three years old are admitted gra-
tuitously ; those from three to eight years shall pay a quarter fare ; those
from eight to twelve a half fare, and those above twelve an entire fare.
Passengers' Servants will be charged at the same rate as the steerage pas-
sengers, and will take their meals with the ship's attendants.
Return Tickets will be furnished to cabin passengers for the transatlantic
voyage at a discount of 25 per cent, of the double rate. These tickets will
be paid for when delivered, and arc not transferable. They will be good for
six months after delivery, but no allowance will be made to ticket-holders
if they do not return by the steam-ships of the Company.
Baggage. — 150 kilogrammes (half a cubic metre) are allowed to each cabin
passenger for his baggage.
75 kilog., or 250 cubic decimetres, to children paying half price.
40 kilog., or 150 cubic decimetres, to those paying quarter fare.
75 kilog., or 250 cubic decimetres, to steerage passengers.
The surplus or excess of baggage shall be taxed according to merchandise
tariff.
GENERAL TRANSATLANTIC COMPANY.
171
Notice. — Passage shall not be considered as positively engaged until after
payment of fare and delivery of the ticket.
Passengers having, when necessary, their regular passports, countersigned
by competent authorities, must present themselves at the office of the port
of embarkation at least six hours before departure.
They can bring with them only small packages. Baggage must be on
board the day before departure.
Passengers are requested to write their names and destination on their
baggage legibly.
CONNECTIONS AT THE ISTHMUS OF PANAMA.
SERVICES ON THE PACIFIC OCEAN.
1st. With the steamers of the Pacific Steam Navigation Company, calling
at the ports between Panama and Valparaiso (Ecuador, Peru, Chili) — leav-
ing Panama the 2d of each month.
2d. With the Panama Railroad Company, calling at the ports of Central
America (Guatemala, Honduras, San Salvador, Costa Rica) — leaving Pan-
ama the 10th and 25th of each month.
3d. With the steamers of the Pacific Mail Steam-ship Company, going to
Acapulco (Mexico), Mansanillo, and San Francisco (California) — leaving
Panama every month the 9th, 19th, and 29th.
By agreement with the aforesaid companies, through tickets are delivered
by the General Transatlantic Company for all ports where their steamers stop.
Rates of passage from St. Nazaire to the different ports of the Pacific
coasts, to which the steamers of the before-mentioned companies run, are as
follows :
1st. Special Connection with the Steamers of the Pacific Steam Navigation
Company (Southern Coast).
From St. Nazaire to
One Berth in Cabins of 1 or 2 Berths,
General Transatlantic Co.
One Berth in Cabins of 3 or more,
General Transatlantic Co.
One Berth (Saloon), Pacific Co.
One Berth (Saloon), Pacific Co.
Payta
£ s. d.
65 11 3
| 69 6 3
74
I 76 16 3
82 8 9
85 5
| 87 26
I 89 18 9
| 91 16 3
| 93 13 9
j- 94 12
95 11 3
98 7 6
francs, cent.
1665 45
1750 15
1868 50
1939 50
2081 55
2152 55
2199 90
2270 90
2118 25
2365 60
2289 25
2412 95
2483 95
£ a. d.
60 1 3
63 16 3
68 10
71 6 3
76 18 9
79 15
81 12
84 8 9
86 6 3
88 3 9
89 2 6
90 1 3
92 17 6
francs, cent.
1516 55
1611 25
1729 60
1810 65
1942 65
2013 70
2061
2132 05
2179 40
2226 70
2250 40
2274 05
2345 10
San Jose ... .
Pimentel
Callao
Tambo Mora
Pisco
Chinchas • .
Chala
Islay
Ilo
Arica
Mejillones
Iquique
Tocopilla ....
Cobija
Chanaral
Huasco
Corrizal Bajo
Coquimbo .. .
Valparaiso ...
172
GENERAL TRANSATLANTIC COMPANY.
Tickets are also delivered for Buenaventura, Guayaquil, Lambayeque,
Huanchaco, Casma, and Huacho, that are served by intermediate steamers,
at the rate of
For Buenaventura
" Guayaquil ....
" Lambayeque.
francs, c.
1347 70
1608 10
1730 15
francs, c.
1208 85
1469 20
1611 25
For Huanchaco
" Casma
" Huacho....
francs, c.
1730 15
1773 80
1797 45
francs, c.
1611 25
1634 95
1653 60
For returning, see the Hand-book of the Company.
2d. Connection with the Steamers of the Pacific Mail Steam-ship Company,
Northern Coast of the Pacific.
One Berth in Cabins
with 2 or 3 Berths,
Transatlantic Co.
One Berth in Cabins
with 3 or more Berths,
Transatlantic Co.
Steerage.
1st Cabins,
P. M. S. S. Co.
1st Cabins,
P. M. S. S. Co.
From St. Nazaire to
San Francisco, and
vice versa .
X «.
69 10
59
francs, c.
1754 85
1489 75
£ ».
56 15
49 10
francs, c.
1432 95
1249 85
£ «. d.
34 17 6
31 10
francs, c.
880 60
795 35
From St. Nazaire to
Acapulco, Manza-
nilla, and vice ver-
sa...
3d. Connection with the Central American Steamers.
One Berth in
Cabins of 1 or
2 Berths.
One Berth in
Cabins of 3 or
more Berths.
From St. Nazaire to Punta Arena, and vice versa
" " Realejo (Corinto) '
«« " La Union «
" " LaLibertad '
" " Acajutla «
" " San Jose '
francs, cent.
1310
1441
1467 50
1493 75
1520
1546 25
francs, cent.
1175
1306 25
1332 50
1358 75
1385
1411 25
Prices indicated in the three tables above do not include the fare of the
railroad from Aspinwall to Panama either for travelers or baggage.
They are thus : $25 00 for adults;
$12 50 for a child twelve years old ;
$ 6 25 for a child six years old.
Fifty pounds of baggage are allowed to every traveler going by the aforesaid
railway ; above this weight, 5 cents per pound (25 centim.) will be charged.
Travelers on the Pacific, holders of through tickets for ports to which steam-
ships of the associated companies run, are subjected, while on board of the
steamers of the Transatlantic Company, to the general rules of the Company.
While on board of the other steamers, they must comply with the regula-
tions established thereon.
On board of steamers of South Pacific, children are admitted under the
same conditions as on the steamers of the General Transatlantic Company.
Male servants will pay half the rate of a cabin passage on board of the
South Pacific ; the same for the steerage passengers. Female servants will
pay two thirds of the price.
The discount of 25 per cent, for return tickets from the southern ports of
the Pacific will be allowed, and these tickets will be good for 12 months.
GENERAL TRANSATLANTIC COMPANY. 173
RATE OF PEICES FOR FREIGHT OF VALUABLES AND MERCHANDISE
(WEST INDIAN SEA AND GULF OF MEXICO).
§ I. GOING OUTWARD (DEPARTURE FROM ST. NAZAIRE).
1st. Tariff of Coins and Valuables.
From St. Nazaire to all ports called at by}
' the steamers of the Company in the West In- >• 1 per cent, ad valorem.
dian Sea and Gulf of Mexico )
Silver plate, Silver, and Quicksilver 2 per cent, ad valorem.
2d. Tariff of Merchandise.
From St. Nazaire to St. Thomas, Porto} 100 francs a cubic metre, or
Rico, Hayti, Guadaloupe, Martinique, St. Lu- >- 1000 kilog., at the Com-
cie, St. Vincent, Granada, and Trinidad ) pany's will.
From St. Nazaire to Havana, Santiago del 125 francs a cubic metre, or
Cuba, Jamaica, Demerara, Surinam, Cayenne, >- 1000 kilog., at the Com-
and Santa Martha ) pany's will.
From St. Nazaire to Colon (Aspinwa,,),! ™£S%
Vera Cruz, Tampico, and Matamoras j panv's will
Merchandise will always be taxed by weight or bulk, at the will of the
Company.
The Company receives at the above rates only packages weighing 350
kilogrammes, or a maximum of one cubic metre at the most.
Packages of a larger size or weight must be charged at special prices, or re-
fused if their size or weight is such as to prevent a speedy shipment or landing.
Merchandise should be sent to St. Nazaire two days before departure, and
be accompanied by the necessary documents (consular invoices, custom-house
declarations, etc.) for their regular shipment and immediate landing at their
destination.
In no case will a bill of lading be delivered for freight less than 25 francs.
3d. Tariff of Parcels, Samples, etc.
The Company receives and taxes as parcels separate packages without
value whose size does not exceed 100 cubic decim. or weight of 50 kilog.
These small parcels will be received for all ports to which the steamers
of the Company run.
The freight of these packages must always be paid in advance, and is fixed
as follows :
By Size.
25 cubic decimetres and below, 10 francs per parcel ;
from 25 " to 50, 15 " "
" 50 " to 75, 20 " "
" 75 " to 100, 25 " «
By Weight.
Below 20 kilogrammes, 10 francs per parcel ;
from 20 " to 30, 15 " "
" 30 " to 40, 20 " "
" 40 to 50, 25 " "
Parcels are taxed by size or weight, at the Company's will.
No bill of lading, but a single receipt, will be given for parcels.
In case a parcel shall be lost, the Company will not hold itself responsible
to pay a sum of more than one hundred francs.
174 GENERAL TRANSATLANTIC COMPANY.
§ II. RETURNING TO FRANCE.
1st. Tariff for Coins, Valuables, Jewels, etc.
From the several ports called at in the West Indian Sea and the Gulf of
Mexico to St. Nazaire :
Coins, precious metals, jewelry, diamonds (de-
livered either at the office of the Company,
or at the Bank of France ; or in London, at
the Bank of England) H per cent, of the value.
Silver and silver plate 2 per cent, of the value.
Copper coins v 175 francs per 1000 kilog.
2d. Tariff of Merchandise.
The rate of freight for goods to St. Nazaire will be fixed by private agree-
ment, at the shipping ports, with the agents of the Company. These agents
are also authorized to deliver, at prices fixed by the Company, direct bills
of lading for Bordeaux, Paris, Havre, Antwerp, Kotterdam, Bremen, Ham-
burg, etc.
A primage of 5 per cent, will always be collected in addition to the rate
of freight.
3d. Tariff of Parcels and Samples.
As to the freight of parcels and samples coming to France, the same tariff
will be applied as that for goods and other objects of the same class leaving
France.
CONNECTIONS AT THE ISTHMUS OF PANAMA.
By agreement with the Panama Railroad Company and the Steam-ship
Companies running by the western coasts of America, in correspondence
with the service from St. Nazaire to Colon, receipts and direct bills of lading
from St. Nazaire to Panama, or to any of the ports designated hereafter, and
vice versa, will be delivered at the following rates :
1st. From St. Nazaire to Panama.
Merchandise, 227 fcs. 25 c. (£9) a ton of 40 cubic feet (1130 cubic decim.).
No bill of lading delivered for less than 40 francs.
Gold, jewels, etc 1£ per cent, ad valorem.
Silver If " "
No bill of lading delivered for less than 31 francs 25 cent.
PARCELS.
From 1 cubic foot and below (28 cubic decim.) 15 francs 15 c. (£0 12s.).
1 cub. ft. to 2 cub. feet (56 " ) 22 francs 75 c. (£0 18s.).
2 cub. ft. to 3 " (84 ) 30 francs 30 c. (£1 4s.).
2d. From Panama to St. Nazaire.
Gold, jewels, etc 1J per cent, ad valorem.
Silver If "
delivered in Paris at the office of the Company, or at the Bank of France ;
in London, at the Bank of England.
Pearls, emeralds, or other precious stones... 1£ per cent, ad valorem,
delivered as above.
No bill of lading given for freight less than 35 francs.
The price of freight for merchandise from Panama to St. Nazaire will be
GENERAL TRANSATLANTIC COMPANY.
175
fixed by private agreement with the agents of the Transatlantic Company in
Colon or Panama. These agents are also authorized to deliver, at the rates
established by the Company, direct bills of lading for Bordeaux, Havre,
Paris, Antwerp, Rotterdam, Hamburg, etc.
3d. Ports of Southern Pacific Ocean to which the Steamers of the Pacific
Steam Navigation Company run.
OUTWARD.
Merchandise (a ton of 40 cubic feet, or lm- 130 cubic decim.).
£ s.
francs, c.
From St. Nazaire to all ports south of Callao (Val-
paraiso included)
15 5
14 5
13 15
13 5
12 15
1
1 10
1 19
385 05
359 80
347 20
335 55
321 95
25 25
37 85
49 25
From St. Nazaire to all ports south of Payta (Cal-
From St. Nazaire to all ports south of Guayaquil
From St Nazaire to Guayaquil .
" " to Buenaventura
PARCELS AND SAMPLES.
From St. Nazaire to all ports called at by the afore-
said steamers :
1 cubic foot and below (28 cubic decim.)
From 1 to 2 cubic feet (56 " )
" 2 to 3 " (84 " )
COINS AND JEWELS.
From St. Nazaire to all ports called at
2£ per cent, ad valor.
RETURNING.
Hates of Freight for Merchandise, Coins, and Samples shipped in the Southern
Ports of the Pacific to St. Nazaire.
Shipped in
Callao, Payta,
and Guayaquil.
Any other
Ports.
Copper and Pewter in ingots....
Copper and pewter ore in bags. .
£ s. d.
6 13 6
828
8 16
9 14
9
13 10
17 10
14 6
6 5
11 2 8
18 9 4
11 5
9 16
12 8
£ it. d.
6 13 6
8 19 4
8 16
10 2
9 16
13 15
17 15
14 18
676
13 13 4
21 2 8
12 5
10 16
12 18
>1 ton weight.
1 cubic ton
L measurement.
Coffee and cocoa .
Archil
Cochineal and indigo
Leaf tobacco
Cotton
Panama hats
India-rubber
Merchandise not denominated..
The price for parcels returning is the same as for those going out.
Freight for coins, precious metals, diamonds, etc., from all southern ports
of the Pacific tp St. Nazaire (delivered in Paris at the office of the Company,
or at the Bank of France, or in London at the Bank of England) is 2^ per
cent, ad valoreijn.
176 GENERAL TRANSATLANTIC COMPANY.
No bill of lading given for freight less than 52 francs 50 cent. (£2 2s.).
Direct bills of lading will be delivered for Bordeaux, Havre, Paris, Ant-
werp, Rotterdam, Bremen, and Hamburg by the agents of the Transatlantic
Company and Pacific Steam Navigation Company.
A primage of 5 per cent, will be collected in addition to the above-men-
tioned rates.
4th. Ports of Central America at which the Steamers of the Panama Railroad
Company call.
Miscellaneous Merchandise.
From St. Nazaire to the ports of Central America at which the above
steamers stop [Punta Arenas, Realejo (Corinto), La Union, La Libertad,
Acajutla, San Jose de Guatemala], 290 francs 35 c. (£11 10s.) per ton of
1000 kilog., or 40 cubic feet.
Coins and Jewelry.
From St. Nazaire to all ports above-mentioned 2^ per cent, ad valorem.
No bill of lading delivered for freight less than 52 francs 50 c.
Parcels going out.
1 cubic foot and below (28 cubic decim.) 20 francs 20 c. (£0 16s.)
From 1 cub. ft. to 2 cub. ft. (56 " ) 30 francs 30 c. (£1 4s.
" 2 " to 3 " (84 ) 40 francs 40 c. (£1 12s.
Coins, Diamonds, Precious Metals.
From St. Nazaire to the aforesaid ports 2£ per cent, ad valorem.
No bill of lading given for freight less than 55 francs.
Merchandise returning from the Ports of Central America.
Vanilla 2£ per cent, ad valorem.
Rates for merchandise not denominated will be established by private
agi-eement with the agents of the Central American Line, or with those of
the Transatlantic Company. Direct bills of lading can be delivered from
the Central American ports to Bordeaux, Havre, Paris, Antwesp, Rotter-
dam, Bremen, and Hamburg, at the rates and conditions determined by the
aforesaid agents.
Coins, Diamonds, Precious Metals.
From all the above ports to St. Nazaire 2£ per cent, ad valorem.
Parcels.
Same prices as above for going out.
r>th. Ports of the North Pacific at which the Steamers of the Pacific Mail
Steam-ship Company call.
From St. Nazaire to San Francisco, A capulco, or Manzanillo.
Goods to San Francisco, 429 francs 25 cent. (£17) per ton of 1000 kilo-
grammes or 40 cubic feet.
Goods to Acapulco and Manzanillo, 404 francs (£16) per ton of 1000 kilo-
grammes or 40 cubic feet.
Jewelry and diamonds 2£ per cent, ad valorem,) primage 5 per cent.
Silver 3 " " > more.
Parcels of three cubic feet and below, 52 francs 50 c. (£2 2s.).
GENERAL TRANSATLANTIC COMPANY.
177
From San Francisco, Acapulco, and Manzanillo to St. Nazaire.
Coins, gold, silver, etc., at the rates fixed by the agents of the Company,
or those of the Pacific Mail Steam-ship Company.
Direct bills of lading are also delivered by the agents in San Francisco,
Acapulco, and Manzanillo for St. Nazaire, Paris, Havre, Bordeaux, London,
Antwerp, Hamburg, etc. (See the special Hand-book for the rates for re-
turning.)
No bill of lading delivered for less than 55 francs.
Merchandise forwarded each way on board of the steamers of the Com-
pany according to the conditions in the manuals and bills of lading agreed
upon by the Company.
MAIL LINE FROM HAVRE TO NEW YORK, CALLING AT BREST, LEAVING
HAVRE, BREST, AND NEW YORK EVERY 14 DAYS.
Rates of Passage.
1st Class. 2d Class. 3d Class,
francs. francs. francs.
From Havre or Brest to New York 700 400 300
From Paris to New York (railway included) 725 415 310
Children from 2 to 10 years old pay half fare.
Servants accompanying passengers of 1st class pay the fare of 2d class.
Rates of passage include antendance, living, and table wine.
Superior wines and liquors may be procured on board at moderate prices.
Whole passage must be paid for in advance. Passengers not present at
the departure lose half of the passage-money.
560 cubic decim. (20 cubic feet) are allowed to passengers of 1 st class.
280 cubic decim. (10 cubic feet) are allowed to passengers of 2d class and
children.
Passengers should have their names and destinations distinctly written on
their baggage, and should be careful to have it on board the day before de-
parture.
No package of any kind will be allowed in the saloons. The Company
is not responsible for damages, loss, or detention of baggage. Merchandise
in no case will be considered as baggage.
A passage is considered as engaged only after the payment of half of the
passage-money.
List of Vessels of the Company.
Napoleon III.,
Washington,
Lafayette,
Europe,
Imperatrice Eugenie,
France,
Nouveau Monde,
Panama,
Saint Laurent,
Pereire,
Ville de Paris,
Louisiana,
Florida,
Tampico,
Vcra Crnz,
paddle-wheel, 1200 horse-power.
• 900
900
900
900
900
900
900
per
w, 1000
1000
1000
600
600
300
300
112
178 GENERAL TRANSATLANTIC COMPANY.
Guyane, paddle-wheel, 250 horse-power.
Sonora, " 180 "
Cara'ibe, screw, 150 "
Cacique, " 150 "
Caravelle, " 150 "
At Saint Nazaire, Belle-Isle, 100 "
" Brest, Satellite, 80 "
Addresses.
Offices.— In Paris : 8 Place Vendome.
" 12 Boulevard des Capucines, Grand Hotel.
" 108 Rue du Faubourg Saint Denis.
In Saint Nazaire : Quai de la Marine.
M. Bourbeau, Principal Agent.
Agents and Correspondents in Europe.
Havre Messrs. W. Iselin & Co., Agents of the N. Y.Line.
Havre Auguste Pierre.
Brest Kerjegu and Villeferon.
Nantes Haentjens Brothers.
Bordeaux F. Alexandre, Agent.
Bayonne J. M. Goyetche.
Marseilles N. Paquet & Co.
Lyon Causse.
Geneva and Lausanne Getaz.
Basel and Zurich Dansaz and Minet.
Florence and Naples Padovani.
Rome L. Fabri.
Genoa Vanetti.
Antwerp L. Hauterman & Co.
Rotterdam Ruys and Kellar.
-r;-. ( Austrian Co. I. R. P. of the railroads of the
la 1 Empire.
Trieste G. and P. Ravasini.
Hamburg J. H. Dirks.
Bremen H. G. Fisser.
London Pothonier & Co.
Ma(jrid ( Gen. Co. of the Spanish Personal Property's
( Bank.
Cadiz A. L. Sicre.
Barcelona Comas Salitre.
Santander Ruben Mo'ise & Co.
Bilbao R. de Gaminde.
Agents and Correspondents of the Aspinwall, Guaymas, and Pacific Line.
Fort de France, Martinique Messrs. E. Dupre, Agent.
St. Pierre, N. Montes.
I±e!^!tre' Guad^oupe;;;} ch.b««, L.MU. & Co.
Santa Martha Venpoechea, Lafaurie & Co.
Colon (Aspinwall) Arrivct, Agent.
Panama Hourquet, Poylo & Co.
Guayaquil Poudavignc.
GENERAL TRANSATLANTIC COMPANY. 179
Jacna Messrs. Prudhomme Brothers.
Lima Thomas Lachambre & Co.
Valparaiso Lequellec and Bordes.
La Union Courtade Freres.
San Jose de Guatemala Xavier du Theil.
Manzanilla Oetling & Co.
San Francisco Abel Guy.
St. Lucie Belmar, Dubouloy & Co.
St. Vincent Hugues & Co.
La Granada L. Dill & Co.
Port of Spain (Trinidad) O'Connor Brothers.
Demerara (English Guiana) ( G. Little & Co.,
Surinam (Dutch Guiana) < Van Praag Brother.
Cayenne (French Guiana) G. Emler.
In the southern ports of the Pacific, apply also to the agents of the Pacific
Steam Navigation Company.
In the ports of Central America, to the agents of the Central American
Line Company.
In the northern ports of the Pacific, apply also to the agents of the Pa-
cific Mail Steam-ship Company.
Agents and Correspondents of the Mexican, West Indian, and New York Lines.
Saint Thomas Messrs. Nunes & Co.
Havana Qaro Brothers and Watson.
Vera Cruz Lelong & Co.
Tampico .-. Dionisio Gamacho.
Matamoros Droege, Oetling & Co.
Mexico Deschamps & Co.
San Juan (Porto Rico) Latimer & Co.
Cape Haytien L.Vincent.
Santiago de Cuba Ducourau & Co.
Kingston, Jamaica W. Malabre & Co.
New Orleans Victor Perilliat.
New York G. Mackenzie, 58 Broadway, Agent.
N.B. — Rates given in francs ought to be divided by 4.94 in order to have
dollars. The prices are always specified in gold.
1000 kilogrammes are equal to 2200 pounds avoirdupois.
180 THE WEST INDIA AND PACIFIC STEAM-SHIP CO.
THE WEST INDIA AND PACIFIC STEAM-SHIP COMPANY,
Sailing twice a month from LIVERPOOL to ASPINWALL, and three times a
month from ASPINWALL to LIVERPOOL.
Head Office, the Temple, Dale Street, Liverpool ; ARTHUR B. FORWARD,
Managing Director.
London Offices, 117 and 118 Leadenhall Street, London.
The following steam vessels comprise the fleet :
Australian 2400 tons.
Colombian 2250
Caribbean 1852
American 1831
Californian 1831
West Indian 1804
Venezuelan 1682
Chilian... .... 1340
Cuban 1334 tons.
Mexican 1279
Saint Thomas... 1245
Bolivar 1179
Darien 1171
Crusader 901
Talisman 738
Plantagenet 694
The vessels call at St. Thomas and Santa Martha on their voyage from
Liverpool, and at Kingston and Port-au-Prince on their return, leaving Liv-
erpool on the 10th and 25th, and Aspinwall on the 7th, 15th, and 30th of
each month. The passage occupies 27 days.
This line was established principally for the conveyance of cargo, but the
steamers have accommodations for about 40 first-class passengers.
General Information.
This Company have organized a most complete system of through traffic
arrangements between Europe and ports in the West Indies, Spanish Main,
Gulf of Mexico, Central America, and the North and South Pacific Oceans,
for the conveyance of goods, passengers, and specie.
These arrangements are in connection with the Panama Railroad Com-
pany, the Pacific Steam Navigation Company, and the Pacific Mail Steam-
ship Company.
Steamers also leave Panama for New Zealand and Australia. Passengers
are booked through at through rates.
Through bills of lading for produce and specie, shipped at the different
ports on the Pacific to Europe, will be signed by the respective agents of the
Companies above referred to. Shippers can also forward their merchandise
by sailing vessels to Panama, consigned to the agent of the Company at
Panama, who will undertake to forward it from thence, through to Europe,
free of commission, charging only the expense incurred and the freight stip-
ulated in this tariff from Panama. (Page 226.) When merchants adopt
this course, they must address the agent at Panama, with full instructions
as to consignees, disposition of bills of lading, etc. The agent of the Com-
pany will also effect insurance, if desired.
The agent at Colon will attend to all inquiries relating to the transmission
of goods by this Company's steamers, and will furnish bills of lading and all
particulars required. Bills of lading can also be obtained at the various
ports on the Pacific from the agents of this and the other Steam-ship Com-
panies trading on the Pacific Coast of America.
Produce will be received at Port-au-Prince for shipment by the steamers
on board the Company's receiving-hulk at that port, free of storage, but at
shipper's risk.
Shippers or consignees can arrange to have the option of forwarding their
goods, on arrival in Liverpool, to any port in England or the Continent
THE WEST INDIA AND PACIFIC STEAM-SHIP CO. 181
named in the freight- tables of this tariff. They will thus have the advan-
tage of several markets.
The agents of the Company in London and on the Continent sign through
bills of lading at through rates of freight.
No bills of lading will be signed except such as are made out on the Com-
pany's forms.
No rough goods, machinery, or weight will be received except by special
agreement.
Silk goods, specie, jewelry, plate, watches, or any valuable or hazardous
articles, can be taken only by special agreement previously made.
All goods, when sent down for shipment, must be accompanied by a ship-
ping note on the Company's form, specifying the marks and numbers, and
port the goods are for. All packages must be strongly packed, distinctly
marked and numbered, and the port of destination must be painted thereon
•in letters of not less than two inches in size. Glass, liquids, and goods of a
similar description, or of a damaging or dangerous nature, must have their
contents plainly marked on the packages. The Company will not be re-
sponsible for accident or loss arising from the neglect of these precautions.
Goods of a dangerous or damaging nature to ship or cargo can only be
taken under a special written agreement, and parties shipping any such
goods without such arrangement will be held liable for all the consequences
arising therefrom. The attention of shippers is particularly directed to the
clauses of the act of Parliament in relation to this subject.
Any goods wrongly described in the bill of lading will be charged £10 per
ton extra, and the goods will not be delivered until such extra freight is
paid.
Goods for Maracaibo are taken on a through bill of lading, and forwarded
from Cura9oa by sailing vessel, at ship's expense, but shipper's risk.
All freights outward are payable on delivery of the bills of lading.
All freights homeward are payable on the gross weights or measurements
taken in Liverpool, and a deposit of the estimated amount of freight must
be made before delivery.
Consular invoices for the following ports — La Guayra, Puerto Cabello,
and Maracaibo, in Venezuela; Santa Martha, Carthagena, and Buenaven-
tura, in the United States of Colombia; Vera Cruz and Tampico, in Mexi-
co— must be presented at the respective consulates before 1 P.M. on the day
previous to the advertised dates of the steamer's sailing, or an addition of 10
per cent, will be added to the freight. In the event of the necessary docu-
ments not being deposited within the time specified, the steamer is author-
ized to clear without them, and to land the goods at any other port, or car-
ry them to their destination ; all fin^s, expenses, or losses of any nature
caused by their absence, to be paid by the shippers of the goods. No bills
of lading for the ports above named will be signed without production of
the consul's receipt for delivery of the invoices.
All letters and newspapers for conveyance by these steamers must pass
through the post-office.
WEST INDIES, SPANISH MAIN, AND MEXICO.
List of Routes.
OUTWARD. B HOMEWARD.
Leave Liverpool 10th
At St. Thomas 27th
Leave " 29th
At San Martha 2d
Leave " 4th
At Colon Gth
Leave Colon 15th
At Santa Martha 17th
Leave " 19th
At Liverpool r. .. . 1 Oth
182 THE WEST INDIA AND PACIFIC STEAM-SHIP CO.
Leave Liverpool 15th
At Port-au-Prince 5th
Leave " 7th
At Kingston 9th
Leave " llth
At Vera Cruz 16th
Leave Vera Cruz 21st
At Colon 29th
Leave " 7th
At Kingston 12th
Leave " 14th
At Liverpool 5th
Leave Liverpool 25th
At St. Thomas. 12th
Leave " 14th
At Santa Martha 17th
Leave " 19th
At Colon... ...21st
Leave Colon 30th
At Carthagena 2d
Leave " 3d
At Port-au-Prince 6th
Leave " 7th
At Liverpool 26th
Steamers will be regularly dispatched from Liverpool with goods for the
undermentioned ports. For dates of sailing, etc., see the Company's adver-
tisements.
Barbadoes. La Guayra. Puerto Cabello. Cura9oa.
The D steamer takes goods for Carthagena every alternate month.
The Company reserve to themselves the right to deviate from the above
routes at any time, and do not hold themselves responsible for arriving and
departing at the dates given, which are approximate.
The following are the tariffs of freight :
Outward Rates of Freight from Liverpool to Central American Ports — Pana-
ma, Punta Arenas, Realejo, La Union, La Libertad, Acajutla, and San Josi
de Guatemala. To be paid on delivery of Bills of Lading. All free of
Primage.
MEASUREMENT.
Per ton of 40 cubic feet.
Panama.
All other Central
American Ports.
General merchandise, hardware, and
all goods not specially enumerated .
Wines or spirits, in bulk
£ s. d.
650
600
£ s. d.
8 15 0
800
" " in bottle .
550
750
Common glass-ware
5 10 0
7 10 0
Beer, in bulk or bottle, and common
earthen ware
4 10 0
600
Cotton and sugar bagging. .
5 10 0
700
Jewelry and plate . .
ji per cent.
2i per cent
f "
1& "
Silver " "
1£ "
2* "
WEIGHT.
Per ton of 20 cwt. gross weight.
Iron bars, plate, rods, etc
500
6 10 0
Bent iron, nails, zinc, steel, lead, etc....
Copper and brass, of all kinds
600
6 10 0
750
800
550
750
THE WEST INDIA AND PACIFIC STEAM-SHIP CO. 183
SOUTH PACIFIC PORTS.
Outward Rates of Freight from Liverpool, to be paid on delivery of Bills of
Lading.
POETS.
General
Merchandise.
Wines, Spirits, and
Beer in bottles,
Glass-ware,
Earthen-ware, etc.
£ s. d.
10 0 0
£ s. d,
9 10 0
Tumaco, Esmeralda, Manta, and Guay-
aquil
10 10 0
10 0 0
Payta . .
11 0 0
10 10 0
Larnbayeque, Pacasmayo, Huanchaco,
Santa, Casma, Supe, Huacho, and
Callao
11 10 0
11 0 0
Cerro Azul, Pisco, Chala, Islay, Arica,
Pisagua, Mexillones, Iquique, Toca-
pillo, Cobija, Caldera, Carrizal-bajo,
Huasco, Coquimbo, Tongoy, and
Valparaiso....
12 10 0
12 0 0
Per ton of 40 cubic feet, or 20 cwt. gross, at ship's option.
NORTH PACIFIC PORTS.
Outward Rates -of Freight from Liverpool, to be paid on delivery of Bills of
Lading. All free of Primage.
Per ton of 40 cubic feet, or 20 cwt. gross,
at ship's option.
San Francisco.
Manzunillo and
Acapulco.
General merchandise
£ s. d.
14 5 0
£ s. d.
13 5 0
Hardware.
14 5 0
12 5 0
Groceries, wines, liquors, crockery, and
common glass-ware
13 0 0
10 10 0
No bills of lading signed for less than.
1 11 6
1 11 6
CENTRAL AMERICAN PORTS.
Homeward Rates of Freight to Liverpool. All free of Primage.
AKTICLES.
At per Ton.
TO LIVERPOOL FROM
Panama.
Central
American
Ports.
Weight.
Measurement.
Weight.
• u
ii
u
Measurement.
Weight.
Measurement.
Weieht.
£ s. d.
16 10 0
850
12 0 0
3 12 6
5 10 0
5'is'o
3 15 0
400
650
12 0 0
7 10 0
3 10 0
10 10 0
£ s.d.
22 0 0
11 0 0
17 7 6
4 15 0
8 10 0
800
8 15 0
600
5 15 0
10 0 0
17 7 6
11 10 0
4 10 0
16 5 0
Bark
Cotton
Coffee, in bags
Cocoa
Copper ore, in bags . . . .
Deer and goat skins
Indigo ...
India-rubber, in bags or loose
" in cases or casks
Hides, dried . .
184 THE WEST INDIA AND PACIFIC STEAM-SHIP CO.
Homeward Rates of Freight to Liverpool — continued.
ARTICLES.
At per Ton.
TO LIVERPOOL FKOM
Panama.
Central
American
Ports.
Weight OF Meas't.
Weight.
Measurement.
Weight.
Per cent.
Weight.
Measurement.
.£ s.d.
10 10 0
400
350
450
400
0 15 0
100
150
7 10 0
3 15 0
110
£ s.d.
15 5 0
5" 50
600
600
1 15 0
200
250
11 0 0
4 15 0
110
Mother-of-pearl shells
Silver ore
Sugar
Specie — gold
jewelry and plate
Tobacco, in hide serons
" in bales
No bills of lading will be signed for less than .
SOUTH PACIFIC PORTS.
Homeward Rates of Freight to Liverpool. All free of Primage.
AETIOLES.
At per Ton.
TO LIVERPOOL FROM
Callao,
Payta, and
Guayaquil.
All other
Ports.
Barilla, in bags
Weight,
u
u
Measurement.
Each.
Weight.
Measurement.
Weight.
Weight or Meas't.
Weight.
Measurement.
Weight.
Measurement.
Per cent.
u
Weight.
Measurement.
Weight
u
Measurement.
£ s.d.
4 10 0
12 5 0
A 10 0
800
850
15 15 0
4 10 0
0 3 H
15 15 0
4 10 0
10 5 0
6 10 0
10 10 0
7 15 0
13 0 0
11 0 0
7 10 0
4 10 0
7 10 0
1 12 6
1 17 6
10 15 0
5 10 0
18 10 0
15 5 0
13 0 0
400
1 10 0
£ s. d.
4 10 0
12 10 0
4 10 0
850
8 10 0
16 0 0
4 12 6
0 3 4|
16 0 0
4 15 0
10 15 0
6 15 0
10 15 0
8 10 0
15 0 0
11 10 0
7 10 0
4 10 0
7 10 0
1 12 6
1 17 6
11 7 6
5 15 0
19 5 0
16 0 0
13 15 0
400
1 10 0
Bark, in hide serons .
(Jocoa u ....
Cochineal ....
Hides, dried
u loose or in bags
Orchilla Aveed, press-packed
Rhatania root. .
Sarsaparilla
Specie (gold)
Silver and valuables
Tobacco, in hide serons . . .
"• in bales
f Wool, alpaca
P>TB- J " sheep's, washed
*** i n n unwashed
[_ u all descriptions
No bills of lading signed for less than
NORTH PACIFIC PORTS.
Homeward Rates of Freight to Liverpool. All free of Primage.
ARTICLES.
At per Ton.
TO LIVERPOOL FBOH
Acapulco
and Mau-
zanillo.
San
Francisco.
Weight or Meas't.
Weight.
Measurement.
Weight.
£ ft. d.
12 0 0
13 10 0
17 15 0
626
6 15 0
£ s. d.
12 0 0
14 10 0
IS 10 0
626
700
Hark
(jot ton
Conner ore. in sacks . . .
THE WEST INDIA AND PACIFIC STEAM-SHIP CO. 185
Homeward Rates of Freight to Livei^pool — continued.
ARTICLES.
At per Ton.
TO LIVERPOOL FROM
Acapulco
and Man-
zanillo.
San
Francisco.
Weight.
Each.
Weight.
Measurement.
Weight.
Each,
exceeding 90 Ibs.
Measurement.
Weight.
Measurement.
Weight.
Measurement.
Per 252 gallons.
£ *. d.
6 15 0
029
12 8 0
650
17 15 0
700
1 10 0
0 11 0
5 10 0
700
5 15 0
12 10 0
600
5 15 0
10 0 0
11 0 0
1 10 0
£ s.d.
7 10 0
030
12 8 0
650
18 10 0
700
1 10 0
0 12 0
5 10 0
800
600
12 10 0
600
5 15 0
10 10 0
12 0 0
1 10 0
Hides, dried
Parcels .
Quicksilver [Per flask of not
Silver ore, in sacks ,
Tobacco, in hide serons
u in bales
Wool
Whalebone
Whale oil
No bills of lading will be signed for lesa than ".
Passenger Fares, etc., including the use of Bedding and Linen, Steward's Fees,
and all other Charges, except for Wines, Spirits, Malt Liquors, etc., which
will be supplied on Board at moderate Prices.
FROM LIVERPOOL.
Third Class.
Second Class.
First Class.
To St. Thomas
£ s. d.
£ s. d.
£ s. d.
25 0 0
" Barbadoes
28 0 0
" Port-au-Prince, Kingston,
La Guayra, Puerto Cabello,
Cura9oa, Santa Martha, Car-
30 0 0
" Vera Cruz, Tampico, and
Belize
36 0 0
" Guayaquil, exclusive of rail-
way fare*
48 15 0
49 18 9
58 -2 6
60 0 0
Valparaiso, do...
80 12 6
84 7 6
Acapulco andManzanillo,do.
San Francisco do
37 10 0
40 17 6
40 0 0
48 5 0
45 0 0
55 10 0
Vancouver's Island, do
46 2 6
53 10 0
64 19 0
* The railway fare across the Isthmus is five guineas.
Passengers can be booked through to other ports in the South Pacific and
Central America : the particulars of fares, etc., can be obtained at the Com-
pany's offices.
A deposit of £5 is required to secure a berth ; the balance to be paid be-
fore embarkation.
Steamers leave Panama for New Zealand and Australia on the 24th of
every month, arriving at Wellington on the 21st and Sydney on the 29th of
the succeeding month. Passengers to Colon by the West India and Pacific
Steam-ship Company's steamers can book forward on the Isthmus.
The second and third class accommodation shown in the above table re-
fers to the Pacific portion of the voyage, first-class passengers only being
curried between Liverpool and Colon.
186 THE WEST INDIA AND PACIFIC STEAM-SHIP CO.
Foreign Currency to be received by the pursers on board the steamers at
the following rates of exchange :
Spanish dollar at 4s. 2d. sterl.
" doubloon 64 0
American eagle 41 0
" half eagle.. 20 6
" quar. eagle. 10 3
" gold dollar. 4 1
silver " 40
Mexican dollar at 4s. Od. sterl.
Bolivian " 3 1
French silver 5fr. piece 4 0
French gold, at the rate
per 6fr. piece of 4 0
Chilian condor 37 0
New Granadian do 39 0
Rates for Intercolonial Cabin Passengers, to be paid, before embarking, in
Silver Dollars or their equivalent.
FROM
i
St. Thomas.
La Guayra.
Puerto
Cabello.
I
Santa Martha.
Carthagena.
i
Kingston.
Port-au-
Prince.
1
Tampico.
St. Thomas ....
La Guayra
25
40
30
40
15
50
?0
40
50
50
30
30
...
Puerto Cabello
40
15
15
Curacoa .
40
90
15
Santa Martha.
10
?,R
50
60
Carthagena
10
15
50
60
Colon
95
15
25
40
Kingston
45
40
?,K
25
90
90
Port-au-Prince
45
50
50
25
100
100
100
90
100
100
90
100
Barbadoes...,
25
25
30
40
75
60
Male deck passengers to pay one third cabin fare, females one half, and
to be messed on the same scale as the crew, but to find their own bedding,
etc. , and utensils. Children over three and under twelve years old to pay
one half fare. Dogs to pay one eighth of the fare paid by their owners.
Return Tickets issued to adult cabin passengers, with an abatement of 25
per cent, off the passage-money, to be available for six months for West In-
dian ports, and twelve months for South Pacific ports. For male servants,
half full cabin fare each way, and for female servants, two thirds full cabin-
fare out, and half full cabin fare home. Application to be made to the
agent before embarking for permission to do so, and if the ship be full, the
holder to have a passage by the first subsequent opportunity. None granted
for intercolonial voyages.
Notice. — The Company will not be responsible for the maintenance of
passengers, nor for the loss of time during any detention consequent upon
the occurrence of any cause to prevent their branch steamers from meeting
at the appointed places ; nor for any delay arising out of accidents ; nor for
any loss or damage arising from perils of the sea, or accidents from machin-
ery, boilers, or steam ; from any act, neglect, or default whatsoever of the
pilot, master, or mariners ; nor for any consequences arising from the sani-
tary regulations or precautions which the Company's officers or local gov-
ernment authorities may deem necessary. Should such sanitary regulations
or precautions prevent embarkation or disembarkation ; or if, in consequence
of such sanitary regulations or precautions, passengers should have to be
THE WEST INDIA AND PACIFIC STEAM-SHIP CO. 187
conveyed to their destination by a circuitous route, or to remain (with the
consent of the Company's officers) on board the Company's vessels, beyond
the time at which, under ordinary circumstances, they would disembark, the
Company will, in lieu of additional passage-money, etc., charge only at the
rate of 5s. per diem for victualing during the extra time each adult cabin
passenger may have been on board, and in proportion for other classes of
passengers.
Should the Company's vessels be detained, from any cause whatever,
more than 48 hours at any port of call, the cabin passengers to pay 5s. per
diem, in addition to the passage-money, for each day the vessel is so detained.
Agencies and Correspondents.
Colon and Panama P. M. LEAY, Esq., Colon.
Paris J. M. CURRIE, Esq., Place de la Bourse, 12.
Havre J. M. CDRRIE, Esq., Quai d'Orleans, 21.
Bordeaux Messrs. LAFITTE & VANDERCRDYCE.
Queenstown Messrs. N. & J. CUMMINS & BROTHERS.
Arica G. H. Nugent.
Barbadoes Dummett & Co.
Belize Antonio Mathe.
Bei'muda Musson & Co.
Cape Hayti Case, Eowe, & Co.
Carthagena Macia & Son.
Colon and Panama P. M. Leay, Colon.
Cura9oa J. & H. Jones.
Demerara S. Barber & Co.
Guayaquil Millan, Ballen, & Co.
Guatemala, for San Jose de Guatemala Hockmeyer & Rittscher.
Havana M. A. Herrera & Co.
Islay Gibson & Lewis.
Kinstgon M'Dowell & Barclay.
La Guayra Ruete, Rohl, & Co.
Lima Graham, Rowe, & Co.
New Orleans O. B. Graham & Co.
Nassau, N. P Sawyer & Menendez.
New York Ribon & Mufioz.
Port-au-Prince Rowe, Brown, & Co.
Puerto Cabello Ruete, Rohl, & Co.
Realejo P. Eisenstuck & Co.
Sonsonate, for Acajutla Jose, Kerferd, & Co.
San Miguel, for La Union Kerferd, Nephew, & Co.
San Salvador, for La Libertad
San Jose de Costa Rica, for Punta Arenas . ...Allan, Wallis, & Co.
San Francisco Rodgers, Meyer, & Co.
Santa Martha Manuel J. de Mier.
St. Thomas Schon, Willink, & Co.
Tampico Dionisio- Camacho.
Trinidad Hume, Bernard, & Co.
Turk's Island C. R. Hinson.
Valparaiso Graham, Rowe, & Co.
Vera Cruz Busing, Mertens, & Co.
Also the Agents of the Pacific Steam Navigation Co.
" " Pacific Mail Steam-ship Co.
" " ...Panama Railroad Co.
188 ROYAL MAIL STEAM PACKET COMPANY.
ROYAL MAIL STEAM PACKET COMPANY,
Under contract with Her Majesty's Government for the conveyance of the
mails for the WEST INDIES, MEXICO, NEW ZEALAND, AUSTRALIA, CEN-
TRAL AMERICA, PANAMA, and the PACIFIC.
Offices:
55 Moorgate Street, London. J. M. LLOYD, Secretary.
Canute Road, Southampton. Capt. W. VINCENT, Superintendent.
The following are some of the Agencies:
Liverpool C. E. HAMILTON, Esq., the Temple, Dale Street.
Manchester HUGH FLEMING, Esq., 4 York Chambers.
p ,. (Messrs. PRITCHARD & MONNERON, 4 Rue Rossini.
(Sub- Agency, 10 Rue Castiglione.
Havre Messrs. MARCEL & Co. (late DAVIDSON & Co.)
Hamburg Messrs. HUNDEIKER & ABEGG.
Antwerp W. KENNEDY, Esq.
Rotterdam Messrs. HUDIG & BLOKHUYZEN.
Copenhagen Messrs. F. and E. GOTSCHALK.
St. Thomas J. B. CAMERON, Esq., Superintendent.
Colon (Aspinwall) D. R. MARTIN, Esq., Traffic Manager.
Panama C. A. HENDERSON, Esq., H.B.M. Consul.
Havana J. V. CRAWFORD, Esq. , H.B.M. Vice-Consul.
Vera Cruz C. MARKOE, Esq.
Tampico Messrs. JOLLY & Co.
Jamaica Capt. COOPER, R. N., Superintendent.
Trinidad FRED. J. SCOTT, Esq.
Barbadoes Messrs. M. CAVAN & Co.
Demerara Messrs. ROSE, DUFF, & Co.
San Francisco (California) W. LANE BOOKER, Esq., H. B.M. Consul.
Victoria (Vancouver's Isl.)
San Jose' de Guatemala WM. EVERALL, Esq., H.B.M. Vice-Consul.
La Union (San Salvador).. Messrs. MORRIS & Co.
Passengers, specie, and parcels are booked at the Company's Office, 55
Moorgate Street, London. At Southampton, passengers, specie, goods, etc.,
are booked by Mr. J. K. LINSTEAD, the Company's Cargo Superintendent.
The Company's steam-ships are appointed by Her Majesty's Government
to leave Southampton at 2 o'clock P.M. on the 2d and 17th of each month
(unless these dates should fall on a Sunday, and then on the following day),
proceeding direct to St. Thomas, where mails, passengers, etc., are trans-
ferred, and conveyed thence to the places on the branch routes by the Com-
pany's Intercolonial steamers, and between Panama, New Zealand, and Aus-
tralia by the steamers of the Panama, New Zealand, and Australian Royal
Mail Company (limited).
KOYAL MAIL STEAM PACKET COMPANY.
189
The following are the estimated Dates of Arrival of the Outward Mails, etc.,
at, and of the Departure of the Homeward Mails, etc., from, the Principal
Stations :
From Southampton :
2d and 17th of each month, arriving at St. Thomas 17th and 2d.
" " " Aspinwall (Isthmus of
Panama) 22d and 7th.
" " " Jamaica.../. 21st and 6th.
" " " Barbadoes 20th and 5th.
" " " Trinidad 22d and 7th.
" " Demerara 22d and 7th.
2d of each month, arriving at Havana (one mail each month) 22d idem.
17th
Vera Cruz
Tampico
Carthagena
Santa Martha
Belize
Greytown
26th
28th "
24th "
26th "
10th following m'th.
10th "
29th
29th idem.
29th "
29th "
14th following m'th.
14th "
TJie following are the estimated Dates of Departure of the homeward Mails
from the principal Stations, commencing with the Mails in reply to those from
Southampton March 2d.
(The mails are conveyed to St. Thomas by the Company's intercolonial ships.)
From:
Tampico (one mail each month) 29th, reaching Southampton 29th following m'th.
Santa Martha 27th,
Vera Cruz - 2d,*
Havana 8th.*
Carthagena 5th, *
Belize 17th,*
Greytown 19th,
Demerara 9th* and 24th of each month.
Trinidad 9th* and 24th "
Barbadoes llth* and 26th "
Jamaica 10th* and 25th "
Aspinwall (Isthmus of Panama).. 9th* and 24th "
St. Thomas 15th* and 30th "
N.B. — The estimated dates of departure which are marked thus * above
will be a day earlier when the preceding month comprised 31 days.
Notice. — The Company will not be responsible for the maintenance of
passengers, or for their loss of time during any detention consequent upon
the occurrence of any cause to prevent the vessels from meeting at the ap-
pointed places ; nor for any delay arising out of accidents ; nor for any loss
or damage arising from perils of the seas, or from machinery, boilers, or
steam, or from any act, neglect, or default whatsoever of the pilot, master,
or mariners ; nor from any consequences arising from sanitary regulations
or precautions which the Company's officers or local government authorities
may deem necessary, or should such sanitary regulations or precautions pre-
vent embarkation or disembarkation ; and if, in consequence of such sani-
tary regulations or precautions, passengers should have to be conveyed to
their destination by a circuitous route, or to remain (with the consent of the
Company's officers) on board the Company's vessels beyond the time at
which, under ordinary circumstances, they would disembark, the Company
190
ROYAL MAIL STEAM PACKET COMPANY.
will, in lieu of additional passage-money, etc., charge only at the rate of 10s.
per diem for victualing during the extra time each adult cabin passenger
may have been on board, and in proportion for other classes of passengers.
PASSENGER FARES, WHICH INCLUDE THE DSE OF BEDDING AND LINEN, STEW-
ARD'S FEES, AND ALL OTHER CHARGES EXCEPT FOR WINES, SPIRITS, MALT
LIQUORS, AND MINERAL WATERS.
Atlantic Voyages (see Regulations, pages 193 and 194).
OUTWARD.
FARES OUT OR HOME.
HOMEWARD.
Leaves
Southampton
each Month.
Destination.
Berths* in
after Cabins
(except outside
Cabins on the
main Deck)
and in main
Deck forward
Cabins.
Berths in
lower Deck
forward
Cabins.
Prom what
Places.
Due at
Southampton
each Month.
Each Berth.f
Each Berth.
£ s.
£ S.
2d and 17th
Antigua
38 10
33 6
Antigua
14th and 29th
2d and 17th
Barbadoes...
38 10
33 0
Barbadoes...
14th and 29th
17th
Blewfields ...
44 0
38 10
Blewfields...
14th
2d and 17th
Carriacou....
38 10
33 0
Carriacou. ...
14th and 29th
2d
Carthagena..
44 0
38 10
Carthagena..
29th
2d and 17th
Aspinwall ...
44 0
38 10
Aspinwall....
14th and 29th
2d and 17th
Demerara ...
38 10
33 0
Demerara....
14th and 29th
2d and 17th
Dominica....
38 10
33 0
Dominica....
14th and 29th
18 14
18 14
Fayal (if
touched at)
2d and 17th
Granada
38 10
33 0
Granada
14th and 29th
17th
Grey town....
44 0
38 10
Grey town....
14th
2d and 17th
Guadaloupe .
38 10
33 0
Guadaloupe .
14th and 29th
2d
Havana
44 0
38 10
Havana
29th
17th
Honduras....
44 0
38 10
Honduras....
14th
2d and 17th
Jacmel
38 10
33 0
Jacmel
14th and 29th
2d and 17th
Jamaica
38 10
33 0
Jamaica
14th and 29th
2d and 17th
2d and 17th
Martinique . .
Porto Eico ..
38 10
38 10
33 0
33 0
Martinique . .
Porto Rico..
14th and 29th
14th and 29th
2d and 17th
St. Kitts
38 10
33 0
St. Kitts
14th and 29th
2d and 17th
St. Lucia
38 10
33 0
St. Lucia
14th and 29th
2d and 17th
St. Thomas..
38 10
33 0
St. Thomas..
14th and 29th
2d and 17th
St. Vincent..
38 10
33 0
St. Vincent..
14th and 29th
2d
Sta. Martha.
44 0
38 10
Sta. Martha.
29th
2d
Tampico
49 10
44 0
Tampico
29th
2d and 17th
Tobago..
38 10
33 0
Tobago
14th and 29th
2d and 17th
Trinidad
38 10
33 0
Trinidad
14th and 29th
2d
Vera Cruz...
49 10
44 0
Vera Cruz...
29th
* A whole after cabin secured for the exclusive use of one passenger (not being an out-
eide cabin on the main deck) is to be charged as a berth and a half, calculated at the rate
shown in the column marked t above.
t For an outside cabin, or for a berth therein on the main deck aft, an additional charge
of £6 is to be made to each passenger beyond the fares indicated respectively in the pre-
ceding clause and in the column marked t above.
In future, no whole cabins on the main deck forward, or on the lower deck forward, of
any of the Company's ship?, are to be let as single cabins.
The above distinctions in accommodation apply more particularly to the Atlantic voyages
between Southampton and St. Thomas, and vice versa, but they will also be adhered to as
far as practicable on board the intercolonial vessels.
The difference in the rates of passage-money shown above refers merely to the sleeping-
cabins ; in all other respects the passengers will be precisely on the same footing.
KOYAL MAIL STEAM PACKET COMPANY. 191
Return Tickets. — Return tickets issued to cabin passengers for Atlantic
voyages with an abatement of 25 per cent, on the passage-money. Such
tickets to be paid for when issued, and not to be transferable. To be avail-
able if the parties holding the same embark on the return voyage within six
calendar months (but in the case of Colon [AspinwallJ within twelve calen-
dar months) from the date of their first embarkation ; and no allowance will
be made to such parties if they do not make the return voyage by the Com-
pany's vessels. Should there "be no available accommodation in the ship by
which the holder wishes to embark on the return voyage, he will be entitled
to a passage by the first subsequent opportunity. In all such cases certifi-
cates must be obtained from the Company's agents or captains, specifying
the dates of application, and that no accommodation could then be afforded.
Children. — Of the children of cabin passengers under three years of age,
one to be carried free of charge ; any other under that age to be charged as
three years and under eight ; those three years and under eight years, to pay
one fourth the cabin-passage rate paid by their parents, and four such chil-
dren to be entitled to one berth.
Passengers on Warrant-officers' Scale. — A limited number of artisans, em-
igrants, etc., to be victualed on the same footing as the ship's warrant-offi-
cers, and supplied with bunks and bedding, will be conveyed, when there is
room for them, from Southampton to the West Indies, Colon (Aspinwall), or
Mexico for £25 each.
Return tickets are not to be issued to passengers of this class.
Servants. — Passengers' servants can not be booked as deck passengers.
Passengers' male servants to pay one half, and female two thirds of the
lowest rates established for adult saloon passengers, and no abatement to be
made on account of age. Men servants will be berthed in the fore part of
the ship ; women servants will have beds made up in the ladies' saloon.
Deck Passengers can only be conveyed intercolonially. — Only troops, com-
mon sailors, or laborers to be conveyed as deck passengers ; to find their
own provisions and bedding, and not admitted abaft the chimney, and to pay
one fourth the cabin fare. Children of deck passengers to pay half the deck
fare, when three years or above, and not exceeding twelve years of age, and
when under three years to be taken free. N.B. — No deck passenger is to be
booked for St. Thomas.
Dogs, Carriages, Horses, Cattle, etc. — Dogs to be charged at one eighth
the fare paid by their owners.
Carriages, horses, live-stock, etc. (for the shipment of which special per-
mission must be obtained from Captain W. Vincent, the Company's super-
intendent at Southampton), will be conveyed only under special form of
ticket, which provides for the owner's undertaking all risk of conveyance
whatsoever, as the Company will not be responsible for any injury or dam-
age (however caused) occurring while on board the Company's ships, or in
embarkation, transfer, or disembarkation ; and the shippers must in all
cases provide food, boxes, pens, or coops.
Carriages measuring 3 tons or under, £12 each.
Carriages measuring above 3 tons, at the rate of £4 per ton measurement.
Horses, colts, and heifers, to St. Thomas, £20 each ; to other West Indian
ports, £25 each. Rams, sheep, and pigs, £5 each; poultry, 15s. each.
I3F" In all cases where passengers are subject in the ordinary course of
the mail service, as per tables, to a detention of more than four days, that
is, while waiting the arrival of the vessel by which they are to prosecute
their voyage, they will have to defray the expenses of their victualing during
such period of detention.
192 ROYAL MAIL STEAM PACKET COMPANY.
o o o ^o o 10 ic o o »c o c '--: c <o o o o »-- i- o c CM ^ o .
i-i^CO(M>O10-^C^<Mi-it-^tl^<MCOCMOi-i<MiCCiCOr^COCO ;
O<MOiO
« r-l O O
>OQ»OO«O»««OO>O«O>OW5O .O
O CO t- OT « «5 CO (M O •* r-f <O rH : O
liCiCOiCiCiCiCiCOlCOiCOiCOiCOOOiCiCiCiC .IOO
•OSBqO X COWCOWOOCOCOINCOfNOCOt-CSCOO-^COO^CSJO ; 1-1 CO
•OOldOTBJ, rM
o o o »o o o >o w o »o
K5 O »O O O O O »O O O lO O O O IO 1O <M M O O . us O O O »C
rHCOOOCO«><iO»O(MCOC<(t-OOOCO^C^i-(i-ICOC£> JCO^'^'*'—1
O Wi *Q~y? OOiC»C>C<M»COiCOiCiCO .©©©«?©
iO 10 ui O O O O CO O CO 10 O iO O »O . O O CO O O »O O 1C 1C u;
,_( ,_( rH C<1 Cl Ci CO C^ O Ci t— I O (>• ;-^<M CiCOr- iiOC^C^-^
"BOIBUIBf
O O O 1C >O
iO O O O O O
O O O O O i-O »O O 1C . iO O O O O >O O O O »
COOO'-l'-HO»>t^t^<M ;OJ-OPOftfc-®«OOOf-<»OC
"BOIUIUIOQ
O>C»OOO ,
(MCOCOi-i'-l j
[ >C O O 1C 1C ,Q»QQO»O©»3©XO»OOQO*OO»OOOO»O
«o co <M ao IH | o t> 35 1» FH ri co oo o» t- 95 55^6 « MS co t- oS » 3
»CO .OOiOO»COOOOiCO»C»COOOOOiCOOOiC
COO •O'*ICX1(MC5OO'— IC01CO>— iiJJCOCOOiCt-OOS'— i r- ICO
,OOiCiCOiOOiCO>COiCOiCOOO*OlC»CiCiCi^O
-01<^OOC<)<N<NOq^Ci<N<»COCN|»CCOr-iOiCOi-H»CC<lC<IiC
=3
Jl
'
So '
ROYAL MAIL STEAM PACKET COMPANY. 193
Dogs, when conveyed intercolonially, to be charged one eighth of the fare
paid by their owners.
Horses, colts, and heifers, when conveyed intercolonially, to be charged
five sixths of the saloon passenger rate.
Carriages, ditto, measuring three tons or under, £9 each. Ditto, ditto,
above three tons, at the rate of £3 per ton measurement.
Earns, sheep, and pigs, £3 each. Poultry, 10s. each.
For Conditions of Conveyance, see pages 189, 190.
PASSEXGER REGULATIONS, ETC.
Each ship carries an experienced surgeon.
No berth is considered engaged until the whole fare is paid.
Passengers not proceeding after taking their passage, to forfeit half the
passage-money.
Passengers are earnestly recommended to conform to established regula-
tions as respects passports, etc.
Passengers are not allowed to take on board wines, spirits, or other liquors
for use during the voyage, an ample stock thereof being provided on board
at moderate prices.
There are French and English cooks on board.
No person can be received on board the Company's ships when suffering
from any infectious disorder ; and if, in the course of the voyage, any pas-
senger should be found to be suffering from a disorder of that character, he
will be required, at his own expense, to find accommodation at any port in
which the vessel may happen to be at the time of, or at the first port she
may reach after discovery of the existence of the disorder, it being under-
stood that, when sufficiently recovered, such passenger will be conveyed to his
destination in one of the Company's vessels.
The captains will be most careful to avoid all personal preference or par-
tiality in allotting accommodation on board the Company's ships. Within
the prescribed limits, priority is always to be given according to the dates on
which passengers were originally booked and the passage-money paid. If
paid through the Company's agent, he will be careful, when he hands the
money to the captain, to furnish also the date when it is paid for notation
on the passage ticket.
The respective classes of cabin accommodation in the homeward steamer
from St. Thomas will be apportioned as follows, viz. : the passengers from
routes Nos. 2 and 4, and those booked at St. Thomas, are to be allowed pri-
ority of berths on the starboard side, according to the date of their tickets,
that is to say, the oldest date from No. 2 route to have the first allotment,
the oldest date from No. 4 route the second, and the oldest date from St.
Thomas the third ; this plan to be repeated until the whole of the cabin ac-
commodation on that side has been disposed of. The passengers from all
other sources are to be allowed berths on the port side in the same manner.
Should there be an excessive demand on the one side and a deficiency on the
other, the available berths are to be allotted to passengers from each route
alternately according to priority in date of tickets.
No passenger booking for a berth in a cabin is to be accommodated in a
cabin by himself, so long as he can be placed in a cabin of the same class or
price with another passenger not booked for a whole cabin.
Transatlantic passengers are always to have priority of cabins over inter-
colonial passengers, whether previously booked or not. This is not, how-
ever, to extend to the displacing of any intercolonial passenger while any
other cabin berth of similar description is vacant.
Transatlantic passengers desiring it may, on taking their tickets, secure
to themselves the privilege of remaining at an intermediate port from the
I
194 EOYAL MAIL STEAM PACKET COMPANY.
time of arrival at such port till the next steamer of the Company calls there,
viz., for a fortnight or a month, as the case may be, but in such cases the
place must be specified, and a corresponding notation made on the ticket,
upon the understanding, moreover, that on re-embarking the passenger must
be content with inferior accommodation if there should be none vacant simi-
lar to that originally engaged. In the event of there being no room on
board the vessel by which the passenger may be entitled to proceed, they
will be allowed accommodation by the first subsequent vessel able to afford it.
Homeward passengers taking a whole or single after cabin are not to have
another passenger intruded upon them, unless the number of passengers
should accumulate by successive transhipments so as to render it unavoid-
ble to occupy the remaining berth or berths in the cabin, in which case the
charge will be only as for one berth in a cabin throughout. Passengers,
however, may secure to themselves the exclusive right to a whole cabin by
the payment of £10 extra at or prior to their first embarking.
Should any homeward-bound passenger, upon subsequent transhipment,
fail to obtain accommodation similar to that for which he originally paid, he
is to be charged the inferior fare throughout.
Whenever there may be more passengers than can be accommodated with
cabin berths, and who may, in consequence, be obliged to sleep in cots, or
otherwise not in any cabin, an abatement of £5 from the lowest cabin rate
will be made upon such occasions, but no passenger will be allowed this
abatement so long as there is a cabin bed berth unoccupied.
When passengers fail to obtain on board the ship conveying them to En-
gland the same sort of accommodation as that for which they originally paid,
the captains will furnish to each of such persons a certificate specifying the
description of berth paid for and the accommodation subsequently afforded
on the voyage to Southampton, which document will entitle the respective
parties, on its production at the Company's office in London, to payment
of the abatements. Certificates are likewise to be granted to contract pas-
sengers when compelled to share fore cabin accommodation with others.
Should any outward-bound passenger upon subsequent transhipment fail
to obtain accommodation similar to that for which he originally paid (as this
can only occur when the voyage is nearly finished), he is to be allowed a de-
duction of five shillings per day for every day he is compelled to occupy such
inferior accommodation.
Should any outward or homeward bound passenger shift from the accom-
modation for which he was originally booked to a berth for which a higher
charge is established, or from a berth in a cabin to a whole cabin, he is to
be charged the superior fare throughout.
There is to be no difference in the fares between the fore, after, and main
deck cabins, nor between a whole cabin and a berth in a cabin, so far as
mere intercolonial passages are concerned ; the difference of fares being only
intended to apply to transatlantic passages out and home.
Although ladies may have sleeping berths allotted to them in the ladies'
saloon, yet it is to be open for the use of all the ladies on board between
9 A.M. and 9 P.M. every day.
Intercolonial passengers must not be booked farther than they can be con-
veyed by the vessel in which they embark, or by other vessels, expected to
be met with, to which they can be directly transferred.
Passengers intending to embark abroad will apply to the agents, but the
passage-money is to be paid on board, either by the agents (if they have re-
ceived it) or by the passengers themselves.
Embarkation at Southampton.— The Company's steam tender will convey
passengers on board free of charge at Southampton, leaving the docks for
that purpose not later than 30 minutes after 11 A.M. on the day of sailing.
EOYAL MAIL STEAM PACKET COMPANY. 195
Baggage, except carpet-bags and hat-boxes, must be shipped the previous
day. No heavy baggage will be received on board on the day of sailing.
Baggage. — Any passenger is liable to a penalty of £100 who carries gun-
powder or other goods of a dangerous nature (stat. 17 and 18 Vic., c. 104) ;
for example, lucifer matches, chemicals, or any articles of an inflammable
or damaging nature.
Baggage for shipment at Southampton must be addressed to the care of
shipping agents there, and, as before stated, must be shipped the day pre-
vious to the ship's departure.
Arrangements have been made by which passengers can effect insurance
on their baggage at the Company's office in London.
Each adult saloon passenger allowed to carry luggage free of charge to
the extent of 20 cubic feet measurement, children and servants in propor-
tion ; and each adult passenger on the warrant-officers' or artisans' scale,
10 cubic feet. With a view to prevent mistakes on landing or transhipment,
passengers are strongly recommended to label each parcel of their luggage
with their name and destination.
Each deck passenger is allowed 56 Ibs. of baggage.
All luggage will have to pass through the Custom-house at the port of
destination.
All extra luggage to be charged as for measurement goods, but without
primage.
Merchandise can not be carried under the name of luggage, but must be
shipped according to the Company's regulations for cargo, etc. Whenever
an attempt may be discovered to carry merchandise as luggage, freight will
be charged at the rate of 4s. per cubic foot. All specie, bullion, or other
treasure carried by passengers, above the value of £150, to be shipped as
treasure, and charged for at the established rates of freight.
The Company will not be responsible for any loss, damage, or detention
of luggage under any circumstances ; nor for specie, bullion, jewelry, or
other treasure belonging to passengers, unless the same be shipped as such
at the established rates of freight.
Foreign Currency. — The Spanish dollar is to be taken every where at the
rate of 4s. 2d. sterling j the doubloon at 64s. ; the American eagle and its
fractional parts at the rate established by H. M. proclamation, dated 19th
of August, 1853, viz. : the eagle at 41s. sterling; the half eagle at 20s. Qd.,
the quarter eagle at 10s. 3d. ; and the gold dollar at 4s. Id.
In foreign ports the fares specified in the intercolonial table are to be paid
in silver dollars, or their equivalent in other current coin ; this rule applies
also to the British colonies, except that notes of the West India Colonial
Bank are to be taken as equivalent. Gold or silver five-franc pieces are to
be received at the rate of four shillings ^ach when tendered in payment of
passage-money, but only by persons embarking at or for Martinique or
Guadaloupe.
SPECIE, TREASURE, CARGO, AND PARCELS.
Outivard.
For through rates to ports in the Pacific, see pages 200, 201.
Specie and treasure may be forwarded by the packets from Southampton
to any port at which they touch at the following rates, viz. :
Quicksilver 2 per cent, on value from Southampton.
Plate 2
Specie, Jewelry, and Precious ) 1 " from Southampton, or 1£ when
Stones 5 received by the Company in London.
Copper Coin £7 per ton from Southampton.
196 ROYAL MAIL STEAM PACKET COMPANY.
For particulars, apply at 55 Moorgate Street, or to Mr. W. Ritchie, the
Company's Cargo Superintendent, Southampton.
When packages of specie or treasure are sent to Southampton, they must
be forwarded to the care of shipping agents there.
No bills of lading will be given for less freight than £1 Is.
Packages for Aspinwall will not be received when consigned "to order,"
but a consignee must be named.
Outward Cargo.
A limited quantity of goods can be forwarded by the packets of the 2d and
17th of each month from Southampton to Barbadoes, Granada, Jamaica,
Demerara, Trinidad, St. Thomas, Aspinwall ; by the packet of the 2d of
each month to Carthagena and Santa Martha; and by that of the 17th to
Honduras and Greytown.
For through rates to ports in the Pacific, see pages 200, 201.
No package above five hundred weight to be received, and none to exceed
a cube of 27 feet, nor in length 4 feet 4 inches.
Packages cubing more than 4 feet can not be taken to Greytown.
No bills of lading will be given for less freight than £1 Is.
Packages for Aspinwall will not be received when consigned "to order,"
but a consignee must be named.
Wine and beer can be shipped at Southampton only by special permission
from Captain Vincent, the Company's superintendent there.
The following are the Rates of Freight, which must be prepaid: By meas-
urement, £6 per ton, or 3s. per cubic foot, with 5 per cent, primage ; by
weight, £5 per ton and 5 per cent, primage— the Company reserving the
right to charge by measurement or by weight. Cinnamon, Id. per pound.
Goods for shipment must be addressed to the care of agents at Southamp-
ton, and must be there, at latest, at noon on the last day of each month if
for shipment by the steamer of the 2d, and at noon on the 15th if for ship-
ment by the steamer of the 17th of the month ; but when the day of depart-
ure falls on a Monday, the latest period will be one day previous to the above
dates.
For particulars, apply to Mr. W. Ritchie, the Company's Cargo Superin-
tendent, Southampton.
Outward Parcels and Periodicals are received at the Company's offices in
London and Southampton for transmission by the steamers of the 2d and
17th of each month, to St. Kitts, Antigua, Guadaloupe, Dominique, Mar-
tinique, St. Lucia, Tobago, St. Vincent, Barbadoes, Demerara, Granada, Trin-
idad, Jacmel, Jamaica, St. Thomas, and Aspinwall ; by the steamer of the
1 7th for Honduras and Greytown ; and by the steamer of the 2d for Havana,
Vera Cruz, Tampico, Santa Martha, and Carthagena. The weight of a
package or parcel for St. Kitts, Antigua, Guadaloupe, Dominique, Martinique,
St. Lucia, Tobago, and St. Vincent, must not exceed half a hundred weight.
The cube of a package or parcel for Greytown must not exceed 4 feet.
To Havana, Vera Cruz, and Tampico, parcels containing only samples
and periodicals can be conveyed.
Packages and parcels (not exceeding 5 cubic feet) must be delivered at the
London office before noon upon the 14th if intended for transmission by the
steamer leaving Southampton upon the 17th of the month, and before noon
upon the 28th if intended for shipment by the vessel leaving upon the 2d of
the following month.
Periodical publications, with the covers open at both ends, can be booked
at the London office until 2 o'clock on the day previous to the sailing of the
packet, excepting when the day of sailing falls on Monday, in which case
not later than 2 o'clock on the previous Saturday.
ROYAL MAIL STEAM PACKET COMPANY. 197
Parcels and periodicals, if sent to the care of an agent at Southampton,
can be received at the Company's cargo office at that place until 10 A.M. on
the day of the departure of the steamers for the West Indies.
Rates (which must be prepaid).
For through rates to Panama and ports in the South Pacific, see pages
202, 203.
The following rates include all charges except insurance (which, however,
can be effected at the Company's office in London), whether the packages are
received at London or Southampton : By measurement, 1 cubic foot and un-
der, 7s. Qd. per package; above 1 foot and not exceeding 2, lls. 60?. ; above
2 feet and not exceeding 3, 15s. ; above 3 feet, 5s. per foot^ up to 14 feet,
beyond which measurement no packages can be received at the parcel rate.
Packages can not be received at the London office if they exceed 5 cubic
feet, but in that case they must be sent to Southampton.
By weight, at the rate of 10s. per cwt.
No package weighing more than 5 cwt. can be received at the parcel rate.
The Company reserves to itself the right to charge by measurement or by
weight.
Quarterly publications and pamphlets, 2s. each; monthly publications, Is.
each.
Each package must be fully and distinctly addressed, and contents and
value declared.
No parcels are to contain letters or bills.
The Company will not be responsible for the act of God, the queen's ene-
mies, fire on shore or afloat, or any other dangers and accidents of the seas,
rivers, and steam navigation. All parcels must be applied for to the agents
of the Company at the port of delivery, except those for St. Thomas and
Carthagena, which must be taken from alongside at consignee's risk and ex-
pense. At Martinique, the landing charges are to be paid by the consignee,
and at Greytown the packages will be landed by the Company, but at the
consignee's risk. All parcels subject to duty must be cleared from the Cus-
tom-house in the usual manner by the parties to whom they are addressed,
they paying all duties and other expenses attendant upon the same. The
Company will not be answerable for any package, in case of loss, damage, or
detention, beyond the value of £5, unless by special agreement.
REGULATIONS IN REGARD TO CARGO AND PARCELS.
Packages, of whatever description, sent to Southampton, must be forward-
ed to the care of shipping agents there for delivery by them to the Com-
pany.
Shippers are earnestly recommended to have their goods packed securely
in tin or wooden cases, to prevent the possibility of damage in shipment,
transfer, or disembarkation.
Brown paper parcels will not be received, and the use of canvas wrappers
is strongly recommended to shippers as a means of security.
All deeds must be packed in tin cases.
The Company decline to take on board their vessels medicinal fluids, oil,
balsam, sugar, molasses, cotton, spirits, gunpowder, vitriol, tar, pitch, tur-
pentine, acids, ether, chloroform, Lucifer matches, percussion caps, or any
other articles of a dangerous, damaging, or inflammable nature. Any per-
son or persons forwarding such commodities for shipment, without giving no-
tice to the Company, will be liable, by the Merchant Shipping Act of 1854,
to a penalty of £100.
Wine and beer can not be shipped at Southampton except by special per-
mission of the Company's superintendent there.
198 ROYAL MAIL STEAM PACKET COMPANY.
Packages containing plants can not be shipped, unless by special agree-
ment exempting the Company from all liability in the event of damage.
Double freight will be imposed in all cases of detection, where attempts
may be made, by smuggling specie, etc., to evade the Company's established
charges.
No article of any kind to be received on board without going through the
established Customs' regulations and formalities.
Packages on arrival at destination will be lodged in the Custom-house,
whence they will have to be retired by the consignees, or by agents commis-
sioned by them to do so, at their expense.
All packages must have the port of destination distinctly marked thereon,
or they can not be received for shipment.
No package above five hundred weight to be received, and none to exceed
a cube of 27 feet, nor in length 4 feet 4 inches.
Homeward and Intercolonial Freight.
B^3 It is to be understood that all regulations or notices relating to out-
ward traffic will hold good, where applicable, to homeward and intercolonial
traffic, although they may not be repeated under the latter heads.
Homeward Specie and Treasure can be shipped at any of the ports touched
at by the Company's steamers at the following rates, viz. :
Specie, bullion, platina, diamonds, pearls, emeralds, and all
other precious stones, unset, being exempt from duty, deliv-
erable at the Bank of England or Southampton, and jewelry
subject to duty deliverable at Southampton only on value 1& per cent.
Ditto ditto, deliverable at the Branch Bank of France,
Havre Iffc "
Specie or bullion, from Martinique or Guadaloupe, deliverable
ditto on value
Consignments under £50 in value £1 Is.
" £100 " £1 10s.
" £150 " £2 2s.
" of and above £150 in value l^percent.
Plate, subject to duty, deliverable at Southampton on value 2 "
Ditto, deliverable at the Branch Bank of France, Havre 2& "
Copper coin, deliverable at Southampton £7 per ton weight.
Copper ore, mineral sand, etc see Homeward Cargo.
No primage is charged on the foregoing.
For rates on treasure from the Pacific, see pages 172-174.
No package of specie, jewelry, etc., to be conveyed, and no bills of lading
to be granted, for less freight than £1 Is., or five silver dollars.
Homeward Cargo can be shipped for Southampton at the following ports,
viz. : Barbadoes, Jamaica, St. Thomas, Porto Rico, Tampico, Vera Crux,
Havana, Honduras, Trinidad, Carthagena, Santa Martha, Aspinwall, Grey-
town, Demerara, Granada.
No bills of lading granted for less freight than £1 Is.
The following arc the rates payable on delivery of the goods at South-
ampton, viz. :
Copper ore, copper and silver alloy, cupel stuff,
and mineral sand £5 per ton weight.
( lie/, per Ib. or Is. 9</. per
Alpaca wool { foot measurement. '
Ginger £7 per ton weight.
Coffee, cocoa, and arrow-root £5 "
EOYAL MAIL STEAM PACKET. COMPANY. 199
India-rubber in solid pieces £5 per ton weight.
Sarsaparilla, jalap, and other dry drugs l%d. per Ib.
Divi divi Id "
Peruvian bark Id. "
Pimento, cochineal, indigo, gums, and beeswax ... Id. "
Plantain fibre I$d. "
Pines, oranges, or other green fruits or plants, ) £5 per ton measurement
packed in hampers, barrels, or boxes J of 40 cubic feet.
Cigars and leaf tobacco £5 per ditto ditto.
Measurement goods 3s. 6d. per cubic foot.
Cases containing preserved turtle 2s. Qd. "
Turtle, on the quantity landed alive at Southamp-
ton ; but the Company not liable for losses by
death or disaster £1 5s. per cwt.
Vanilla on value 1£ per cent.
" deliverable at Havre " 1^ "
Cochineal, " " l*d. per Ib.
Five per cent, primage is charged on all homeward freight except vanilla.
Balsam will not be received on board the Company's steamers.
Homeward Parcels and Periodicals, including small parcels of succades,
arrow-root, etc., will be charged at the same rates as outward parcels, but
deliverable at Southampton. ^
Freight must be prepaid. For rates, etc., see pages 197.
Intercolonial Specie, Cargo, and Parcels.
Specie can be shipped for any port touched at by the packets.
No package of specie is to be conveyed, and no bills of lading are to be
granted, for less freight than five silver dollars.
Freight on specie, jewelry, pearls, diamonds, and other precious stones, to
be prepaid at the port of shipment : Exceeding 2500 miles, 1 per cent. ; ex-
ling 1000 miles, and not above 2500 miles, £ per cent. ; not exceeding
miles, i per cent.
The distance between St. Thomas or intermediate places and Demerara is
to be considered as not exceeding 1000 miles.
No sums under 5000 dollars are to be conveyed, however short the dis-
tance, at a lower rate than i per cent. ; but when larger amounts are to be
remitted from one British colony to another, or between any places visited
by the Company's vessels eastward of Jamaica, provided, in either case, the
distance is within 800 miles, the rate will be £ per cent. The tables of routes
to determine the distances.
Copper coin, £7 per ton weight.
Intercolonial Hates on Goods to be prepaid at Port of Shipment.
Goods can be forwarded between Barbadoes, St. Thomas, Aspinwall, Dem-
erara, Jamaica, Greytown, Trinidad, Granada, Carthagena, Honduras, San-
ta Martha, and to these places from Havana and other foreign ports ; but
cargo can not be carried to foreign ports, with the before-mentioned excep-
tions, except by special permission.
£3 10s. per ton measurement of 40 cubic feet.
Cocoa and coifee, £3 10s. per ton, on the gross weight.
Indigo and other dry drugs, cochineal, Id. per Ib.
Divi divi, \d. per Ib. 0
Beeswax, id. per Ib.
Drv and wet \ From $*• Thomas to Barbadoes, Trinidad, > 1 silver dollar
nrnvisimm 1 Demerara, or Jamaica J per barrel.
)ns' ( From St. Thomas to Qreytown U do. do.
200 ROYAL MAIL STEAM PACKET COMPANY.
No primage is charged.
No bills of lading for merchandise will be granted for less freight than 2\
silver dollars.
Balsam will not be received on board the Company's steamers.
Intercolonial Parcels . carried to all the places named under the head of
"Outward Parcels," to be prepaid at the port of shipment, to be charged
one fifth less than the transatlantic scale, and to be restricted in size and
weight, as indicated under that head for different ports. See p. 195.
Preference is always to be given to transatlantic over intercolonial cargo*
ISTHMUS OF PANAMA AND THE PACIFIC.
Trains now run daily across the Isthmus of Panama, thus affording an
easy means of transit for passengers, specie, goods, etc.
Under arrangement with the Pacific Steam Navigation Company, whose
vessels run from Panama southward, through tickets (comprising the privi-
lege of stopping at an intermediate port, as stated in "General Passenger
Regulations," page 165) can be obtained to or from Southampton and ports
on the west coast of South America, but not including the providing or ex-
pense of the transit of passengers or their luggage across the Isthmus of Pana-
ma. Also, return tickets to or from those ports (including Panama), with
an abatement of 25 per cent, on the Royal Mail Steam Packet Company's
proportion of ^passage-money, available for twelve months, under the condi-
tions mentioned in page 191.
Goods, etc., for San Francisco and Victoria (British Columbia).
The Royal Mail Steam Packet Company have completed arrangements
for granting through bills of lading for measurement goods, jewelry, and
plate, shipped by their steamers leaving Southampton on the 2d and 17th
of each month, to be delivered at San Francisco and Victoria (British Co-
lumbia) at the following rates of freight :
To be paid on shipment of goods,
etc.:
Goods : From Southampton to
Aspinwall, £6 per ton measure-
ment, with 5 per cent, primage.
Jewelry, on value: From Lon-
don to Aspinwall, H per cent. ;
from Southampton to Aspinwall, 1
per cent.
Plate, on value : From South-
ampton to Aspinwall, 2 per cent.
rTo be paid on delivery of good!,
etc., at destination.
Goods : From Aspinwall to San
Francisco, $80 per ton measure-
ment, with 5 per cent, primage ;
from Aspinwall to Victoria, $100
per ton measurement, with 5 per
cent, primage.
Jewelry, on value : From Aspin
wall to San Francisco, 2 per cent. ;
from Aspinwall to Victoria, 2£ do.
Plate, on value: From Aspinwall
to San Francisco, 4 per cent. ; from
.Aspinwall to Victoria, 5 per cent.
No bill of lading will be issued for less freight than one guinea to Aspin-
wall.
Specie, Goods, etc., from England or the West Indies, for Ports in the Pacific
south of Panama, viz., Buenaventura, Tumaco, Guayaquil, Payta, Lambayeque,
Huanchaco, Callao, Islay, Arica, Iquiqe, Cobija, Caldera, Coquimbo, Valpa-
raiso.
Cargo for Lambayeque and Huanchaco is carried on to Callao, where it
is transhipped to the steamer proceeding northward.
The Royal Mail Steam Packet Company have effected an arrangement
with the Panama Railroad Company and the Pacific Steam Navigation
ROYAL MAIL- STEAM PACKET COMPANY. 201
Company for the delivery of treasure, measurement goods, and quicksilver,
from Southampton and "the West Indian ports hereafter specified,* under
through bills of lading, at ports in the South Pacific, and at the respective
rates of freight under-mentioned, which must be paid on shipment of the
goods, whether at Southampton or in the West Indies.
Measurement Goods from Southampton, shipped by Steamer of Id and 17th of
each Month.
Per ton measurement (with 5 per cent, primage) :
To Buenaventura £12 16s;
To ports south of Buenaventura, including Guayaquil 13 5
To Payta 13 15
To ports south of Payta, including Callao 14 5
To ports south of Callao, including Valparaiso 15 5
No bill of lading for goods to any of the above ports will be granted for
less freight than £2 2s.
From the West Indies, viz., *St. Thomas, Havana, Jamaica, Barladoes, Trin-
idad, Demerara, Greytown, Carthagena, and Santa Martha.
To any of the above-mentioned Pacific ports south of Panama, the rate of
freight for measurement goods will be £2 10s. per ton less than from South-
ampton to those places, and no primage will be charged.
No bill of lading for goods from the West Indies to any of the above ports
will be granted for less freight than £1 11s. Qd.
Treasure from England, or the before-mentioned West Indian ports, at a
uniform rate, viz. : For specie (gold) and jewelry, when received in London,
2| per cent, on value.
No bill of lading for gold or jewelry will be granted in London for less
freight than £2 7s. Qd.
Of jewelry only small packages will be received in London.
For specie (gold) and jewelry, when received in Southampton or the West
Indies, 2£ per cent, on value.
No bill of lading for gold or jewelry will be granted in Southampton or
the West Indies for less freight than £2 5s.
For specie (silver), one eighth per cent, is to be added to the above re-
spective rates for gold.
Quicksilver, which must be delivered to the Company at Southampton for
shipment : To ports as far as Callao inclusive, 5£ per cent, on value ; to ports
beyond Callao, 5f per cent, on value.
No bill of lading for quicksilver will be granted in Southampton for less
freight than £5 5s. in the one case, and £5 15s. in the other.
Parcels not exceeding three cubic feet in measurement will be received at
the Company's offices in London and Southampton for the ports above-men-
tioned at the under-mentioned rates, which must be paid on shipment, and
which include all charges except insurance (which, however, can be effected
at the Company's office in London), whether the packages are received at
London or Southampton : One cubic foot and under, £1 ; above 1 cubic foot
and not exceeding 2, £1 10s. ; above 2 feet and not exceeding 3, £2.
Under arrangement between the Royal Mail Steam Packet Company and
the Panama Railroad Company, through bills of lading are granted at South-
ampton as follows : To Central American (Pacific) ports, touched at by the
steamers of the Panama Railroad Company, viz., Punta Arenas, Realejo,
La Union, La Libertad, Acajulta, San Jose de Guatemala.
For goods, at £13 per ton measurement (with 5 per cent, primage), which
must be paid on shipment.
I 2
202 ROYAL MAIL STEAM PACKET COMPANY.
No bill of lading will be granted for less freight than £2 2s.
There is no through parcel or specie rate to these ports.
Through bills of lading are also granted at Southampton, and in the West
Indies at St. Thomas, Havana, Jamaica, Barbadoes, Trinidad, Demerara,
Greytown, Carthagena, and Santa Martha, as far as Panama, for specie,
jewelry, measurement goods, and quicksilver, destined for Panama and the
North Pacific, at the following rates of freight, which must be paid on ship-
ment:
For goods, etc., from Southampton, £10 per ton measurement (with 5 per
cent, primage).
No bill of lading will be granted for less freight than £1 11s. 6d.
For goods, etc., from the above West Indian ports, £7 10s. per ton meas-
urement (without primage).
No bill of lading will be granted for less freight than £1 Is.
For specie (gold) and jewelry, when received in London, If per cent.
No bill of lading will be granted for less freight than £1 7s. 6d.
For specie (gold) and jewelry, when received in Southampton or at the
above West Indian ports, 1£ per cent.
No bill of lading will be granted for less freight than £1 5s.
For specie (silver), one eighth per cent, is to be added to the above re"
spective rates for gold.
For quicksilver, which must be delivered to the Company at Southampton
for shipment, 3£ per cent, on value.
No bill of lading will be granted for less freight than £3 5s.
Parcels for Panama not exceeding 3 cubic feet in measurement will be re-
ceived at the Company's offices in London and Southampton at the follow-
ing rates, which must be paid on shipment, and which include all charges
except insurance (which, however, can be effected at the Company's office
in London), whether the packages are received at London or Southampton :
One cubic foot and under, 12s. ; above 1 foot and not exceeding 2, 18s. ;
above 2 feet and not exceeding 3, £1 4s.
NOTE. — For farther information as to when goods, etc., must be ready
for shipment, and general regulations in regard to cargo and parcels, etc.,
see pages 166, 167, and 168, or apply to 55 Moorgate Street, or to Mr. J. K.
Linstead, the Company's Cargo Superintendent, Southampton.
No package above 5 cwt. to be received, and none to exceed a cube of 27
feet, nor in length 4 feet 4 inches.
Specie, etc., from Panama and the South Pacific.
The following rates have been established by the Royal Mail Steam Packet
Company, in addition to the freight charged by the Pacific Steam Naviga-
tion Company, or other parties delivering treasure to the agent of the Royal
Mail Steam Packet Company at Panama, for conveyance to the under-men-
tioned places, such charges to include transport across the Isthmus, and all
other expenses thence to the place of destination :
To Branch Bank
of France, Havre.
Specie and bullion from Panama to Southamp-
ton or Bank of England If per cent, 1^6 per cent.
Pearls, emeralds, and all other precious stones,
unset being exempt from duty, from Panama
to Southampton or the Bank of England, on
value H " 2^
Jewelry, subject to duty, from Panama to South-
ampton, on value la " 1]9« "
EOYAL MAIL STEAM PACKET COMPANY.
203
Specie, bullion, precious stones, etc., from Panama to British
Guiana, Vera Cruz, and Tampico li per cen*
Dito ditto to St. Domingo, Porto Eico, St. Thomas, Wind-
ward Islands, Havana, Honduras, and Jamaica H "
Ditto ditto to Carthagena and Greytown $ "
N.B. — The Pacific Steam Navigation Company's charge on specie, etc.,
from any port in Chili or Peru, etc., to Panama, for transfer to the Royal
Mail Steam Packets, is # per cent., which, being added to the rates from Pan-
ama above stated, will make the charges by through bill of lading,
To Southampton or the Bank of England 2£ per cent.
To the Branch Bank of France, Havre 2& "
The through charge on jewelry, pearls, and all other precious stones fron?
the South Pacific ports is the same as that on specie and bullion.
Double freight will be imposed in all cases of detection where attempts
may be made, by smuggling, etc., to evade the Company's established charges.
Gold, etc., from San Francisco (California).
Gold, etc., can be shipped at San Francisco, under the through bills of
lading of the United States Pacific Mail Steam-ship Company and the Roy-
al Mail Steam Packet Company, for conveyance to England, Havre, or the
West Indies.
For particulars as to through rates of freight, etc., apply in San Francis-
co to W. L. Booker, Esq., H.B.M. Consul, or at the office of the Pacific Mail
Steam-ship Company.
Goods from South Pacific Ports to Southampton.
Through bills of lading are granted at South Pacific ports by the Pacific
Steam Navigation Company, in conjunction with the Panama Railroad Com-
pany and the Royal Mail Steam Packet Company, at the following through
rates of freight, payable on delivery of the goods at Southampton :
Description of goods, etc.
Shipped at ports
between Payta
and Panama,
including Payta.
Shipped at ports
between Callao
and Payta, in-
cluding Callao.
Shipped at ports
between Valpa-
raiso and Callao,
incl. Valparaiso.
Copper and tin, bars
Per ton weight.
£ s. d.
728
Per ton weight.
£ s. d
794
Per ton weight.
£ s. d.
7 19 4
Copper and tin ore, in bags
Silver ore
828
8 16 0
894
940
8 19 4
9 16 0
Coffee, cocoa, and India-rubber
Orchilla
9 16 0
900
10 4 0
965
10 16 0
9 16 0
Bark*
15 8 8
15 18 8
16 8 8
Tobacco in leaf.
15 16 0
16 80
17 6 0
Whalebone
Per ton
measurement.
11 2 8
Per ton
measurement.
11 13 4
Per ton
measurement.
12 9 4
Panama hats
18 9 4
19 10 8
21 2 8
Sarsaparilla
11 16 0
12 8 0
13 6 0
General merchandise
13 80
14 0 0
15 0 0
Primage at the rate of 5 per cent, will be charged in addition to the above
rates of freight.
* Bills of lading will be granted for bark to Havre at an advance of a farthing per Ib. on
the above rates. *
204 ROYAL MAIL STEAM PACKET COMPANY.
Parcels from South Pacific ports to Southampton at the same rates as
" Outward Parcels" to those places (see pages 201, 202).
From Central American (Pacific) Ports to Southampton.
Through bills of lading are granted by the Panama Railroad Company, in
conjunction with the Royal Mail Steam Packet Company, at the following
ports, touched at by the Panama Railroad Company's steamers, namely,
Punta Arenas, Realejo, La Union, La Libertad, Acajutla, San Jose' de Gua-
temala.
The through rates of freight from the above places to Southampton are as
under-mentioned, and the freight is payable on delivery of the goods at that
port :
On silver ore, £9 per ton weight, with 5 per cent, primage.
On coffee, £10 per ton weight, with 5 per cent, primage.
On cochineal and indigo, 2&d. per lb., with 5 per cent, primage.
Measurement goods, 7s. 6d. per foot, with 5 per cent, primage.
Also on treasure (gold and silver) from the above places to Southampton
or the Bank of England, London, 2£ per cent, on value, payable on delivery
of the treasure.
Cochineal and indigo, deliverable at Havre, 2-&d. per lb., with 5 per cent,
primage.
Balsam will not be received on board the Company's steamers.
ISTHMUS OF PANAMA AND THE PACIFIC, INCLUDING NEW ZEALAND AND
AUSTRALIA.
Colon (Aspinwall) is the port of disembarkation for passengers proceeding
to Panama and ports on the West Coast of South America, San Francisco,
British Columbia, Central American (Pacific) Ports, New Zealand, and Aus-
tralia.
Trains now run daily across the Isthmus of Panama, thus affording an
easy means of transit for passengers.
SOUTH AMERICA (WEST COAST).
Under arrangement with the Pacific Steam Navigation Company, whose
vessels run from Panama southward, through tickets (comprising the privi-
lege of stopping at an intermediate port, as stated in "Passenger Regula-
tions," p. 193) can be obtained to or from Southampton and ports on the
West Coast of South America, but not including the providing or expense
of the transit of passengers or their luggage across the Isthmus of Panama ;
also, return tickets to or from these ports, with an abatement of 25 per cent,
on the Royal Mail Steam Packet Company's proportion of passage-money,
available for twelve months, under the conditions mentioned on page 191.
The table of through rates of fare can be obtained on application.
Passengers for Panama and the South Pacific can obtain Panama Rail-
road Company's transit tickets at the Royal Mail Steam Packet Company's
offices in London and Southampton.
NEW ZEALAND AND AUSTRALIA.
Under an agreement with the Panama, New Zealand, and Australian
Royal Mail Company (limited), through tickets (including the Panama Rail-
road fare) are issued for passages from Southampton to the following ports
of New Zealand and Australia, viz. : Wellington, Auckland, Tumnaki, Na-
pier, Nelson, Picton, Canterbury, Otago, the Bluff, Sydney, and Melbourne,
and vice versa.
PANAMA, NEW ZEALAND, AND AUSTRALIAN MAIL CO. 205
Return tickets are also issued at an abatement of 25 per cent., available
for twelve months.
For farther information as to fares, baggage, etc., see separate Hand-book.
For through passages from Southampton to San Francisco, Victoria (Van-
couver's Island), and British Columbia, application should be made to Messrs.
H. Starr & Co., 145 Cheapside, London.
PANAMA, NEW ZEALAND, AND AUSTRALIAN ROYAL MAIL
COMPANY (Limited).
NEW ZEALAND AND AUSTRALIAN MAIL SERVICE Vld PANAMA.
Offices.
Chief Office, 41 Moorgate Street, London, E.G. JAMES WORLEY, Secretary.
Head Colonial Office, Wellington, New Zealand. Capt. JOHN VINE HALL,
General Manager ; HENRY LAWSON, sub-Manager.
Agencies.
Liverpool C. E. HAMILTON, the Temple, Dale Street.
Manchester HUGH FLEMING, 4 York Chambers.
Glasgow ,
Paris
Havre
Panama W. G. SEALY.
Colon (Aspinwall)...
New York E. E. MORGAN & SON.
San Francisco
New Zealand —
Auckland H. M. JERVIS, Queen Street.
Napier ROUTLEDGE & Co.
Taranaki CHARLES BROWN, Beach.
Nelson THOMAS CAWTHRON, Wharf.
Picton A. BEAUCHAMP, Wharf.
Canterbury MILES & Co., Lyttelton.
Otago G. S. BRODRICK, Dnnedin.
Bluff T. G. TANTON, Wharf.
Australia —
Sydney Grafton Wharf.
Melbourne C. J. LEWIS & Co., Elizabeth Street, South.
Screw Steamers employed on the Main Line.
R%J5£ rg£ri£T Names of Commanders.
1 Mataura 1767 400 G. E. Bird.
2 Kaikoura 1501 400 Edward Wheeler.
3 Ruahine 1503 350 T. S. Beal.
4 Rakaia 1450 350 S. H. Wright.
206 PANAMA, NEW ZEALAND, AND AUSTKALIAN MAIL CO.
Screw Steamers employed in the Performance of the Mail Services between
Australia and New Zealand, and between the Provinces of the latter Colony.
No.
Names.
Tonnage,
B.M.
Horse Power.
5
Prince Alfred
900
180
6
850
160
7
Auckland ....
850
150
8
Otao-o
800
150
9
Claud Hamilton
800
120
10
Ran^itoto
650
140
11
Phoebe
650
190
12
Lord Ashley
500
90
13
500
90
14
Airedale...,
400
80
NEW ZEALAND AND AUSTRALIA
PANAMA.
The Company's steamers carrying Her Majesty's mails are appointed to
run between Panama, Wellington (New Zealand), and Sydney, commencing
in June, 1866, in continuation of the present line of steamers of the Royal
Mail Steam Packet Company between Southampton and Colon (Aspinwall).
The latter vessels run twice a month ; but the New Zealand and Australian
steamers will run only once a month, connecting with the mail packets leav-
ing Southampton for Colon on the 2d, and sailing from Colon on the 7th.
The main-line steamers of the Panama, New Zealand, and Australian
Royal Mail Company will leave Wellington on or about the 8th, on the ar-
rival of the branch steamer from Sydney, sailing from that place on the 31st
or 1st of the month, and will arrive at Panama on or about the 5th. The
departures from the Isthmus will be on or about the 24th of the month, the
vessels will be due on the 21st at Wellington, and the branch steamer will
arrive at Sydney about the 29th.
The through service between Southampton and New Zealand and Sydney
will be performed thus :
Outward.
Leave Southampton
on or about
Arrive at St. Thomas
Leave "
Arrive at Colon
Leave Panama
Arrive at Wellington
Leave "
Arrive at Sydney
I the 2d of the month
17th
18th
22d
24th
21st
22d
29th
Royal Mail Steam Packet Co.
( Panama, New Zealand, and
( Australian Royal Mail Co.
Time to Wellington, 49 days.
Time to Sydney, 57 "
Homeward.
^oToXuT} the 31st Or lst of thc montlL
Arrive at Wellington the 7th "
Leave " "8th "
Arrive at Panama " 5th* "
( Panama, New Zealand, and
( Australian Koyal Mail Co.
PANAMA, NEW ZEALAND, AND AUSTRALIAN MAIL CO. 207
Leave Colon, vid Jamaica) & ^ f h month
and Hayti, on or about ) ( R , M .-. otpam
Arrive at St. Thomas » 13th* «
Leave " " 15th* «
Arrive at Southampton " 29th*
Time from Wellington, 51 days.
Time from Sydney, 59 "
N.B. — The dates of arrival and departure marked thus * will be one day
earlier when the preceding month comprises thirty-one days.
Passengers for Auckland, Tasmania, Napier, Nelson, Picton, Canterbury,
Otago, and the Bluff, and for Sydney and Melbourne, will be conveyed per
the Company's steamers appointed to sail north and south, and direct to Syd-
ney, immediately on the arrival of the main-line packets at Wellington ; and
the local steamers will leave the above places in time to tranship mails^ pas-
sengers, and cargo into the homeward Panama vessel.
For farther information concerning intercolonial and interprovincial serv-
ices, see local time-tables and advertisements in the Sydney and New Zea-
land newspapers.
Through Passages.
Under an agreement with the Royal Mail Steam Packet Company, tickets
will be issued for through passages from Southampton and any of the ports
visited by the steamers of that Company, to all parts of New Zealand and
Australia, and vice versa.
Notice.
The respective Companies will not be responsible for any detention conse-
quent upon any occurrence of whatever kind which may prevent the vessels
meeting at the appointed places, nor for postal changes, nor for any delay
arising out of accidents, nor for any loss or damage arising from perils of the
seas, or from machinery, boilers, or steam, or from any act, neglect, or de-
fault whatsoever of the pilot, master, or mariners, nor for any consequences
arising from sanitary regulations or precautions which either or both of the
respective Companies or local government authorities may deem necessary,
or in the event of such sanitary regulations or precautions preventing em-
barkation or disembarkation. If, in consequence thereof, passengers should
have to be conveyed to their destination by a circuitous route, or to remain
(with the consent of the commander) on board the vessels of the Royal Mail
Steam Packet Company beyond the time at which, under ordinary circum-
stances, they would disembark, the last-named Company will, in lieu of addi-
tional passage-money, etc., charge only at the rate of 10s. per diem for vic-
tualing during the extra time each adult cabin passenger may have been on
board, and in proportion for second-cabin passengers.
PASSENGER FARES
Between Southampton and the Principal Ports in New Zealand and Australia,
and between Panama and New Zealand and Australia.
The rates for chief cabin include the use of bedding and linen, stewards'
fees, etc., etc., but are exclusive of wines, spirits, malt liquors, and mineral
waters.
Second-clsiss passengers arc supplied with berths and bedding, and other
ordinary requisites.
The through fares of both classes include the railway transit across the Isth-
mus of Panama. Outward passengers will be provided with the requisite
208 PANAMA, NEW ZEALAND, AND AUSTRALIAN MAIL CO.
passes before leaving England ; but homeward passengers will not receive
their tickets until their arrival at Panama, when they will be handed to them
by the Company's agent at that place.
The rates mentioned in column A are for a berth in any of the after cab-
ins of the Panama, New Zealand, and Australian Royal Mail Company's
ships, and for a berth in the after cabins on the main or lower deck of the
Royal Mail Steam Packet Company's ships (excepting only the outside cab-
ins on the main deck), or in the main-deck fonvard cabins.
Passengers occupying a berth in one of the outside cabins on the main
deck aft of the Royal Mail Steam Packet Company's ships have to pay an
additional charge of £5 each, which should be paid to the purser on board
the Southampton steamer.
The rates stated in column B are for a berth in one of the forward cabins
of the Panama, New Zealand, and Australian Royal Mail Company's ves-
sels, and for a berth in the lower deck forward of the Royal Mail Steam
Packet Company's ships.
The rates mentioned in column C are for a chief-cabin berth in any of the
after cabins, and those stated in column D for a berth in any of the forward
cabins of the Panama, New Zealand, and Australian Royal Mail Company's
ships.
The difference in the rates for a chief-cabin passage to any particular
place refers merely to the sleeping-cabins ; in all other respects the passen-
gers will be on precisely the same footing.
From Southampton to the following places, or
vice versd. Inclusive of Railway Transit
across the Isthmus of Panama.
From Panama to the follow-
ing places, or vice versd.
Chief Cabin.
2d
Cabin.
Each
Berth.
Chief Cabin.
2d
Cabin.
Each
Berth.
A.
Each
Berth.
B.
Each
Berth.
C.
Each
Berth.
D.
Each
Berth.
Wellington
Auckland
£
100
104
103
102
102
102
102
104
104
105
105
£
90
94
93
92
92
92
92
94
94
95
95
£
60
64
63
62
62
62
62
64
64
65
65
£
55
59
58
57
57
57
57
59
59
60
60
£
50
54
53
52
52
52
52
54
54
55
55
£
30
34
33
32
32
32
32
34
34
35
35
Taranaki
Napier
Nelson
Picton
Canterbury
Otago
Bluff
Sydney
Melbourne ...
A whole after cabin, ordinarily used for two persons, in the Panama, New
Zealand, and Australian Royal Mail Company's ships, and a whole after
cabin in the Royal Mail Steam Packet Company's ships (not being an out-
side cabin on the main deck), for the exclusive use of one passenger, will be
charged as a berth and a half, calculated at the rate shown in column A
above. The sum of £5 extra is payable to the Royal Mail Company for an
outside cabin on the main deck.
Any person desiring to occupy, exclusively, a cabin in the Panama, New
Zealand, and Australian Royal Mail Company's ships, fitted up for three or
four passengers instead of two, and a whole after cabin in the Royal Mail
PANAMA, NEW ZEALAND, AND AUSTRALIAN MAIL CO. 209
Steam Packet Company's ships, as above, must pay double the rate mention-
ed in the foregoing table.
No whole cabins on the main or lower deck forward of any of the Royal
Mail Company's ships are let as single cabins.
The Royal Mail Steam Packet Company have undertaken to reserve ac-
commodation in the vessels performing the Atlantic portion of the service
for a given number of passengers from the Australasian colonies, so that par-
ties taking through tickets in Sydney, Melbourne, or Wellington can make
sure of obtaining comfortable berths for the entire voyage.
Return Tickets.
Return tickets between Sydney, Melbourne, the various ports in New Zea-
land, and Panama and Southampton, are issued to chief-cabin passengers,
and to their servants accompanying them both ways, at an abatement of 25
per cent, on the total passage-money. Such tickets are to be paid for at the
time of being issued, and not to be transferable. To be available if the par-
ties holding the same embark on the return voyage within twelve calendar
months from the date of the commencement of their first voyage. No al-
lowance will be made if such parties do not make the return passage by the
vessels of the respective Companies. Should there be no available accom-
modation in the ships of either Company by which the holder wishes to em-
bark in the return trip, he will be entitled to a passage by the first subse-
quent opportunity. In all such cases a certificate must be obtained from the
agents or captains of either of the Companies, specifying the date of applica-
tion, and that no accommodation could then be afforded. Return tickets are
not issued to second-class passengers.
Children.
Of the children of cabin passengers under three years of age, one is to be
carried free of charge ; any other under that age to be charged as three years
and under eight ; those three years and under eight years to pay one fourth
the cabin-passage rate paid by their parents, and four such children are to
be entitled to one berth ; eight years and under twelve years to pay one half
ditto, and two such children are entitled to one berth ; but when their parents
have paid the £5 extra for a berth in an aft outside cabin, and a similar ad-
ditional berth is not assigned to the children also, the latter are only to be
charged at the proportion of the inner aft rate.
Of the children of second-class passengers under three years of age, one
is to be carried free of charge ; any other under that age to be charged as
three years and under eight ; those three years and under eight years to pay
one fourth the rate paid by their parents ; eight years and under twelve
years to pay one half ditto.
Servants.
Passengers' servants can not be booked as "servants" unless they accom-
pany their employers.
Passengers' male servants to pay one half, and female two thirds of the low-
est rate established for adult saloon passengers, and no abatement to be made
on account of age. Men-servants will be berthed in the fore part of the
ship ; women-servants will have beds made up in the ladies' saloon.
PASSENGER REGULATIONS, ETC.
Transatlantic and Transpacific Services.
Each ship carries a surgeon.
No berth is considered engaged until the whole fare is paid.
210 PANAMA, NEW ZEALAND, AND AUSTRALIAN MAIL CO.
Passengers not proceeding after taking their passage, to forfeit half the
passage-money.
Passengers are not allowed to take on board wines, spirits, or other liquors
for use during the voyage, an ample stock thereof being provided on board
at moderate prices.
The attention of passengers is directed to the "notice" on page 207.
No person can be received on board a vessel when suffering from any in-
fectious disorder. If, in the course of the voyage, any passenger should be
found to be suffering from a disorder of that character, he will be required,
at his own expense, to find accommodation at any port in which the vessel
may happen to be at the time of, or at the first port she may reach after dis-
covery of the existence of the disorder, it being understood that, when suffi-
ciently recovered, such passenger will be conveyed to his destination in the
Companies' vessels.
The captains will be most careful to avoid all personal preference or par-
tiality in allotting accommodation on board of the Companies' ships. With-
in the prescribed limits, priority is always to be given according to the dates
on which passengers were originally booked and the passage-money paid.
If paid through an agent of either Company, he will be careful, when he
hands the money to the captain, to furnish also the date when it is paid for
notation on the passage ticket.
No passenger booking for a berth in a cabin is to be accommodated in a
cabin by himself so long as he can be placed in a cabin of the same class or
price with another passenger or not booked for a whole cabin.
Passengers desiring it may, on taking their tickets, secure to themselves
the privilege of remaining at an intermediate port, between Southampton
and Wellington, from the time of arrival at such port till the next steamer
of the Royal Mail Company calls there, viz., for a fortnight or a month, as
the case may be ; but in such cases the place must be specified, and a cor-
responding notation made on the ticket ; upon the understanding, moreover,
that on re-embarking, the passengers must be content with inferior accom-
modation if there should be none vacant similar to that originally engaged.
In the event of there being no room on board the vessel by which the pas-
sengers may be entitled to proceed, they will be allowed accommodation by
the first subsequent vessel able to afford it.
Should any homeward-bound passenger, upon subsequent transhipment,
fail to obtain accommodation similar to that for which he originally paid, he
is to be charged the inferior rate throughout.
Whenever there may be more passengers than can be accommodated with
cabin berths, and who may, in consequence, be obliged to sleep in cots, or
otherwise not in any cabin, an abatement of £5 from the lowest cabin rate
will be made upon such occasions ; but no passengers will be allowed this
abatement so long as there is a cabin bed-berth unoccupied.
When passengers fail to obtain on board the ship conveying them to En-
gland from Panama the same sort of accommodation as that for which they
originally paid, the captain will furnish to each of such persons a certificate
specifying the description of berth paid for, and the accommodation subse-
quently afforded on the voyage to Southampton, which document will en-
title the respective parties, on its production at the office of the Royal Mail
Company in London, to payment of the abatement.
Should any outward-bound passenger upon subsequent transhipment fail
to obtain accommodation similar to that for which he originally paid (as
this can only occur when the voyage is nearly finished), he is to be allowed
a deduction of 5s. per day for every day he is compelled to occupy such in-
ferior accommodation.
PANAMA, NEW ZEALAND, AND AUSTRALIAN MAIL CO. 211
Should any outward or homeward bound passenger shift from the accom-
modation for which he was originally booked to a berth for which a higher
charge is established, or from a berth in a cabin to a whole cabin, he is to
be charged the superior fare throughout.
Although ladies may have sleeping- berths allotted to them in the ladies'
saloon, yet it is to be open for the use of all the ladies on board between 9
A.M. and 9 P.M. every day.
Passengers intending to embark abroad will apply to the agents, but the
passage-money is to be paid on board, either by the agents (if they have re-
ceived it) or by the passengers themselves. Second-class passengers are not
to frequent the saloon or to go on the quarter-deck.
Embarkation at Southampton.
The Royal Mail Company's steam tender will convey passengers on board
free of charge at Southampton, leaving the docks for that purpose not later
than 30 minutes after 11 A.M. on the day of sailing. Baggage, except
carpet-bags and hat-boxes, must be shipped the previous day. No heavy
baggage will be received on board on the day of sailing.
ISTHMUS OF PANAMA.
Trains now run frequently every day across the Isthmus, between Colon
(Aspinwall) on the east side, and Panama City on the west side, and the
transit occupies only four hours ; the railway stations at both places are close
to the landing-piers, and the arrangements made by the Panama Railroad
Company are most complete in every respect.
As the Company's vessels will be compelled to lie off about four or five
miles from the shore at Panama, a steam tender, comfortably fitted up and
of good capacity, has been specially provided for the conveyance of passen-
gers and goods, etc., to and from the steamers.
On the other side of the Isthmus, Colon (Aspinwall), the vessels lie along-
side the pier.
Baggage. — Any passenger who carries gunpowder or other goods of a
dangerous nature, for example, lucifer matches, chemicals, or any articles
of an inflammable or damaging nature, is liable not only to a penalty of
£100 (stat. 17 and 18 Vic., c. 104), but also for all damages resulting from
carrying such articles.
Baggage for shipment at Southampton must be addressed to the care of
shipping agents there, and, as before stated, must be shipped the day previous
to the ship's departure.
Arrangements have been made by which passengers can effect insurance
on their baggage at the office of the Royal Mail Steam Packet Company in
London.
Each adult saloon passenger is allowed to carry luggage, free of charge,
to the extent of 20 cubic feet measurement, children and servants in propor-
tion ; and each adult second-class passenger 15 cubic feet. With a view to
prevent mistakes on landing or transhipment, passengers are strongly rec-
ommended to label each parcel of their luggage with their name and desti-
nation.
All extra luggage to be charged as for measurement goods, but without
primage.
Merchandise can not be carried under the name of luggage, but must be
shipped according to the Companies' regulations for cargo, etc. Whenever
an attempt may be discovei'ed to carry merchandise as luggage, freight will
be charged at the rate of 12s. Gd. per cubic foot. All specie, bullion, jewelry,
212 PANAMA, NEW ZEALAND, AND AUSTRALIAN MAIL CO.
or other treasure carried by passengers must be shipped as treasure, and
paid for at the established rates of freight.
The respective Companies will not be responsible for any damage to, loss,
or detention of luggage, under any circumstances ; nor will they be respon-
sible for specie, bullion, jewelry, or other treasure belonging to passengers,
unless the same be shipped as such at the established rates of freight.
All luggage will have to pass through the Custom-house at the port of
destination.
Regulations. — Cargo, Specie, and Parcels.
In virtue of an arrangement with the Koyal Mail Steam Packet Company
and the Panama Railroad Company, through bills of lading and through
receipts for parcels are issued in England, and at certain ports in the West
Indies, Wellington, and the other ports in New Zealand, and for Sydney and
Melbourne.
Packages, of whatever description, sent to Southampton, must be forward-
ed to the care of shipping agents there, for delivery by them to the Royal
Mail Company.
Shippers are earnestly recommended to have their goods packed securely
in tin or wooden cases, to prevent the possibility of damage in shipment,
transfer, or disembarkation.
Brown paper parcels will not be received. The use of canvas wrappers is
strongly recommended to shippers as a means of security.
All deeds must be packed in tin cases.
The respective Companies decline to take on board their vessels medicinal
fluids, oil, balsam, molasses, spirits, gunpowder, vitriol, tar, pitch, turpentine,
acids, ether, chloroform, lucifer matches, percussion caps, or any other arti-
cles of a dangerous, damaging, or inflammable nature. Any person or per-
sons forwarding such commodities for shipment, without giving notice to
the Companies, will be liable, by the Merchant Shipping Act of 1854, not
only to a penalty of £100, but also for all damage resulting from such ship-
ments.
The respective Companies will not be responsible for the act of God, the
queen's enemies, fire on shore or afloat, or any other dangers and accidents
of the seas, rivers, and steam navigation; nor will either Company be an-
swerable for any parcel or package, in case of loss, damage, or detention, be-
yond the value of £5, unless by special agreement.
All goods and parcels must be applied for to the agents of the respective
Companies at the port of delivery, except those for St. Thomas, Havana.
Carthagena, Greytown, and Santa Martha, which must be taken from along-
side by the consignees at their risk and expense. All goods and parcels
subject to duty must be cleared from the Custom-house in the usual man-
ner by the consignees or parties to whom they are addressed, they paying
all duties, and other expenses attendant upon the same.
Wine and beer can be shipped at Southampton only by special permission
of the superintendent of the Royal Mail Company at that place.
Packages containing plants can not be shipped unless by special agree-
ment, exempting the Companies' from all liability in the event of damage.
Double freight will be imposed in all cases of detection where attempts
may be made, by smuggling specie, etc., to evade the established charges.
No article of any kind to be received on board without going through the
established Custom's regulations and formalities.
Packages on arrival at destination will be lodged in the Custom-house,
whence they will have to be retired by the consignees, or by agents com-
missioned by them to do so, at their expense.
PANAMA, NEW ZEALAND, AND AUSTRALIAN MAIL CO. 213
All packages must have the port of destination distinctly marked thereon,
or they can not be received for shipment.
Primage at the rate of £5 per cent, is charged on cargo and quicksilver.
No bills of lading will be given for a less freight than £2 2s.
The Companies reserve the right to charge for cargo and parcels by
measurement or by weight, entirely at their option.
Of jewelry only small packages are received in London.
Packages of treasure, cargo, or parcels, etc., forwarded to Southampton
for shipment, must be sent to the care of the shipping agents there, to be de-
livered by them to the Royal Mail Steam Packet Company.
Each package must be fully and distinctly addressed, and contents and
value declared. Parcels must not contain letters or bills. Packages for
Colon (Aspinwall) will not be received when consigned to order, but a con-
signee must be named.
No package above five hundred weight to be received, and none to exceed
a cube of 27 feet, nor in length 4 feet 4 inches.
For farther particulars respecting the shipment of treasure, cargo, etc.,
from England, apply at 55 Moorgate Street, or to Mr. J. K. Linstead, the
cargo superintendent of the Royal Mail Company at Southampton.
The foregoing regulations are to hold good, where applicable, to home-
ward and colonial traffic equally with outward traffic.
TIME FOR DELIVERY OP GOODS, ETC., TO THE ROYAL MAIL STEAM
PACKET COMPANY.
Cargo must be sent to Southampton (to the care of a shipping agent),
and must be there at latest at noon on the last day of each month, if for ship-
ment by the steamer of the 2cl ; but when the day of departure falls on a
Monday, the latest period will be one day previous to the above dates.
Parcels and periodicals, if sent to the care of an agent at Southampton,
can be received at the Company's office there until 10 A.M. on the day of
sailing.
Packages and parcels (not exceeding 5 cubic feet) must be delivered at
the London office before NOON upon the 28th if for the vessel of the 2d of
the following month.
Periodical publications, with the covers open at loth ends, can be booked in
the London office until noon on the day previous to the sailing of the packet,
excepting when the day of sailing falls on Monday, in which case not later than
noon on the previous Saturday.
Table of Rates for Bills of Lading and Parcel Receipts between Panama and
New Zealand and Australia, and for TJirough Bills of Lading and Parcel
Receipts between England, the West Indies, and New Zealand and Australia.
TREASURE.
From the ports named he-
low to any of the places
mentioned in the follow-
ing column, or vice versd.
Specie, Jewel-
ry, and Pre-
cious Stones.
Plate.
Quicksilver.
Copper Coin
From Panama
" London
On value.
1 per cent.
li "
On value.
2 per cent.
Per ton weight.
10
Per ton weight
£
12
" Southampton.
<: West Indian
Ports
4 «•
H "
3^ per cent.
3
16
16
18
18
214 PANAMA, NEW ZEALAND, AND AUSTKALIAN MAIL CO.
GENERAL MERCHANDISE.
To or from
From or to Panama.
From or to
Southampton.
From or to West Indian
Ports.*
Light
Goods,
per ton
measurem't.
Heavy
Goods,
per ton
weight.
Light
Goods,
per ton
measurem't.
Heavy
Goods,
per ton
weight.
Goods,
per ton
measurem't.
Coffee,
per ton
weight.
Cochineal
and Indigo,
per ton
weight.
Wellington...
Auckland....
Taranaki
Napier
£
12
I
14
14
£
10
11
12
12
£
20
21
22
22
£
16
17
18
18
£
18
19
20
20
£
16
17
18
18
30
31
32
32
Nelson
Picton
Canterbury ..
Otaco
Bluff.
Sydney • ••
Melbourne...
* St. Thomas, Havana, Jamaica, Barbadoes, Trinidad, Demerara, Greytown, Carthagena,
and Santa Martha.
PARCELS.
From London or
Southampton to Ports
in New Zealand and
Australia, or vice
versa.
From Panama to
Ports in New
Zealand and
Australia, or
vice versa.
1 cubic foot and under
Per package.
20s.
Per package.
10s.
Above 1 cubic foot, and not exceeding
2 feet
30s.
15s.
Above 2 cubic feet, and not exceeding
3 feet
40s.
20s.
Above 3 cubic feet, up to 14 feet, be-
yond which measurement no pack-
age can be received as a parcel
By weight, up to 5 cwt
12s. 6d. per foot.
22s. 6d. per cwt.
7s. per foot.
12s. per cwt.
NEW YORK, CANADA, BRITISH COLUMBIA, SAN FRANCISCO, CALLAO,
VALPARAISO, ETC., ETC.
Arrangements for through traffic to the above places are being made with
the Panama Railroad Company, the Pacific Steam Navigation Company,
and the United States Pacific Mail Steam-ship Company, and the rates will
be announced in due course.
The steamers of the Pacific Steam Navigation Company leave Panama
for the West Coast of South America on the 2d, 9th or 10th, and 25th of
the month, and arrive at Panama on the 4th or 5th, 20th, and 28th.
The vessels of the Pacific Mail Steam-ship Company on the Pacific route
leave Panama for San Francisco on the 9th, 19th, and 29th, and arrive at
Panama on the 1st, 12th or 13th, and 22d or 23d of the month. On the
Atlantic route, the steamers leave Colon (Aspinwall) on the 1st, 12th or 13th,
and 23d for New York, and leave the latter place on the 1st, llth, and 21st,
or on previous Saturday when these days fall on Sunday, arriving at Colon
on the 9th, 19th, and 29th.
THE PACIFIC STEAM NAVIGATION COMPANY. 215
Although eight days are allowed for the passage between New York and
Aspinwall, the run is frequently performed in six days.
The passenger fares between New York and Aspinwall are as follows :
Chief cabin, £16 ; second cabin, £10.
For the information of passengers coming to England via New York, it
may be mentioned that the steamers of the Cunard (British Mail) Line leave,
every Wednesday, New York and Boston alternately for Liverpool, and those
of the Inman Line sail from New York every Wednesday and Saturday.
The chief cabin fares per the former are from £22 to £26 ; ditto per the
latter, £15 15s.
The Cunard vessels perform the voyage to Liverpool ordinarily in 10 days,
and the Inman vessels in 12 days.
THE PACIFIC STEAM NAVIGATION COMPANY,
Plying between PANAMA, CALLAO, VALPARAISO, and the INTERMEDIATE
PORTS.
The steam-ships destined for the service are the following: Bogota, 1600
tons ; Lima, 1600 tons ; Callao, 1200 tons ; Valparaiso, 1200 tons ; Guaya-
quil, 1000 tons ; San Carlos, 1000 tons ; Bolivia, 800 tons ; Anne, 500 tons ;
Cloda, 900 tons ; New Granada, 750 tons ; Inca, 300 tons ; Morro, 150 tons.
Voyage to the South.
Days of each Month.
Departure from Panama 9th and 24th.
Arrival at Guayaquil 13th and 28th.
Departure from Guayaquil 14th, 29th, and 2d.
Arrival at Payta 15th, 30th, and 3d.
" Lambayeque 17th and 4th.
Departure from Lambayeque 18th and 5th.
Arrival at Pacasmayo 18th and 5th.
" Huanchaco 19th and 6th.
" Santa 20th.
" Samanco 7th.
Casma 20th and 7th.
Supe 21st and 8th.
Huacho 21st and 8th.
Callao 18th, 22d, 2d or 3d, and 9th.
Departure from Callao 20th, 26th, 5th, and llth.
Arrival at Cerro Azul 27th and 12th.
Islas de Chincha 21st, 27th, 6th, and 12th.
Pisco 21st, 27th, 6th, and 12th.
Chala 29th and 14th.
Islay 23d, 30th, 8th, and 15th.
Arica 24th, 31st or 1st, 9th, and 16th.
Pisagua 1st or 2d, and 17th.
....... Mejillones 1st or 2d, and 17th.
Iquique 1st or 2d, and 17th.
Tocopillo 2dor 3d, and 18th.
Cobija 25th, 2d or 3d, 10th and 18th.
Caldera 27th, 4th or 5th, 12th, and 20th.
Departure from Caldera 27th, 4th or 5th, 12th, and 20th.
Arrival at Carrizal bajo 5th or 6th, and 21st.
216
PACIFIC STEAM NAVIGATION COMPANY.
Days of each Month.
Arrival at Huasco 5th or 6th, and 21st.
" Coquimbo 28th, 6th or 7th, 13th, and 22d.
" Tongoy 6th or 7th, and 22d.
" Valparaiso 29th, 7th or 8th, 14th, and 23d.
Voyage to the North.
Days of each Month.
Departure from Valparaiso 3d, llth, 18th, and 27th.
Arrival at Tongoy 12th and 28th.
" Coquimbo 4th, 12th, 19th, and 28th.
" Huasco 13th and 29th.
" Carrizalbajo 13th and 29th.
" Caldera 5th, 14th, 20th, and 30th.
" Cobija 7th, 16th, 22d, 1st or 2d.
" Tocopillo 16th, and 1st or 2d.
" Iquique 17th, and 2d or 3d.
" Mejillones 17th, and 2d or 3d.
Pisagua 17th, and 2d or 3d.
Arica 8th, 18th, 23d, and 3d or 4th.
Islay 9th, 19th, 24th, and 4th or 5th.
Chala 20th, and 5th or 6th.
Pisco llth, 21st, 26th, and 6th or 7th,
Islas de Chincha llth, 21st, 26th, and6thor7th.
" Cerro Azul 21st, and 6th or 7th.
Callao 12th, 22d, 27th, and 7th or 8th.
Departure from Callao 14th, 24th, 29th, and 13th.
Arrival at Huacho 25th and 14th.
" Supe 25th and 14th.
" Casma 26th and 15th.
" Samanco 26th.
" Santa 15th.
" Huanchaco 27th and 16th.
" Pacasmayo 27th and 16th.
*' Lambayeque 28th and 17th.
" Payta.". 17th, 19th, and 1st or 2d.
" Guayaquil 30th.
" Panama 22d, and 6th or 7th.
Ratds of Passage.
First Second
Saloon. Saloon.
Panama to Guayaquil... $105 $100
" Payta 115 110
" Lambayeque 135 130
" Huanchaco.. 135 130
" Casma 140 135
Huacho 145 140
" Callao 160 150
Pisco 175 165|
First Second
Saloon. Saloon.
Panama to Islay $220 $210
Arica 230 220
Iquique 245 230
Cobija 255 240
Caldera 265 250
Huasco 270 255
Coquimbo... 275 260
Valparaiso.. 290 270
Passage for any of the above ports can be secured at the office of the
Panama Railroad Company, 88 Wall Street, New York.
The Pacific Steam Navigation Company will issue through bills of lading
for produce from the above-mentioned ports — To New York, to be conveyed
from Aspinwall by sailing vessels of the Panama Railroad Company; to Liv-
erpool, to be conveyed from Aspinwall by the vessels of the West India and
THE PACIFIC STEAM NAVIGATION COMPANY. 217
Pacific Steam-ship Company ; to Southampton, to be conveyed from Aspin-
wall by steamers of the KoyaV Mail Steam Packet Company.
An arrangement has also been made by which produce can be shipped
under through bills of lading from ports in Central America touched at by
steamers Guatemala and Columbus to the above ports on the west coast.
Rates of Freight in Dollars from Panama to Valparaiso and intermediate Ports.
Buenaventura.
'5
s'
5
Payta.
Lambayeque.
Huanchaco.
4
I
Huacho.
Callao.
£
>>
•53
s
•~
(
j
3
•oquimlio;)
0
1
Panama per ton.
20
...
25
20
25 25 25
20 25 25
12 15 15
... 1515
..J... 15
3030
2525
15 15
1515
15 15
1515
... 15
30
25
15
15
15
15
15
12
30
30
20
20
20
20
20
15
15
35
30
20
20
20
20
20
20
20
20
35
35
20
20
20
20
20
20
20
20
15
40
35
25
25
20
20
20
20
20
20
20
15
40
35
25
25
20
20
20
20
20
20
20
15
20
40
40
25
25
20
20
20
20
20
20
20
20
20
20
45
40
25
25
20
20
20
20
20
20
20
20
20
20
12
45
40
25
25
20
20
20
20
20
20
20
20
20
20
12
12
45
40
25
25
20
20
20
20
20
20
20
20
20
20
12
12
12
Buenaventura.... "
Guavaquil .... "
Payta "
Lambayeque "
Huanchaco '
Casma '
1 |
Huacho '
i
Callao '
Pisco '
I j !
Islay '
!
Iquique '
I
Cobija '
Caldera "
1
Huasco "
i
Coauimbo "
1
Kates of Freight in Dollars from Valparaiso to Panama and intermediate Ports.
Coquimbo.
j
Caldera.
§
i
1
cz*
t
Callao.
Huacho.
1
Huanchaco.
Lambayeque.
d
t
GuayaquU.
2
D
1
Panama.
Valparaiso per ton.
12
12
12
12
12
12
20
15
15
15
20
15
15
15
15
20
15
15
15
15
15
20
15
15
15
15
15
15
20
15
15
15
15
15
15
15
20
15
15
15
15
15
15
15
12
25
18
18
18
18
15
15
15
15
12
25
18
18
18
18
18
15
15
15
12
12
25
18
18
18
18
18
15
15
15
12
12
12
25
18
18
18
18
18
15
15
15
12
12
12
12
25
18
18
18
18
18
15
15
15
12
12
12
12
12
25
18
18
18
18
18
18
18
18
15
12
12
12
12
12
30
25
25
25
25
25
25
25
25
20
18
18
18
18
15
15
30
25
25
25
25
25
25
25
25
20
18
18
18
18
18
15
15
Huasco 4t
Caldera "
Cobija. '
Iquique '
Arica '
j
Islay «
Pisco '
I
Callao '
Huanchaco i
j
Payta ;
i i
Buenaventura... '
j
K
218
PACIFIC STEAM NAVIGATION COMPANY.
Through Rates of Freight from New York to Valparaiso and intermediate Ports .
The Panama Railroad Company are now prepared to issue through bills
of lading to all the ports touched at by the steamers of the Pacific Steam
Navigation Company, at the following rates :
&*$&
til
I General merchandise, and all goods embraced in first class
j of Panama Railroad tariff, per ton of 40 cubic feet, or
| 2240 Ibs. gross weight, at the option of the Company
'Beef and pork, per barrel
| " " per half barrel „....
! Flour, per barrel
" per half barrel
jBiscuit, per 100 Ibs
I Butter, lard, hams, bacon, cheese, salt fish, tallow, and rice,
I per ton of 2000 Ibs
Refined sugar, per ton of 2000 Ibs
Wines and other liquors, in boxes and barrels, per ton of 40
cubic feet
Manufactured tobacco, per ton of 40 cubic feet
Cigars, per ton of 40 cubic feet
Unbleached domestics, per ton of 40 cubic feet
Soap, per ton of 2000 Ibs
i Candles, per ton of 40 cubic feet
Carriages and furniture, per ton of 40 cubic feet
j Agricultural implements, per ton of 40 cubic feet
Pitch, tar, and rosin, per barrel
Earthen-ware and glass-ware (coarse), in crates and boxes,
per ton of 40 cubic feet
^Turpentine and oil in cases, per ton of 40 cubic feet
'Turpentine and oil in tins only, per ton of 40 cubic feet
$40
5
2
4
2
2
30
40
00 $50
00
75
00
25
50
00 35
00 40
00 45
75
50;
00
00
00
ooj
oo:
oo;
00 '
ooj
00
00
00
00
00
00!
All weights to be the gross weight.
Articles not enumerated to be charged at rates assimilating to the above.
From New York to Aspinwall shipments are made by the sailing vessels
of the Panama Railroad Company, leaving at intervals of from eight to ten
days.
All freight to be prepaid.
No bill of lading signed for less than five dollars.
Farther particulars may be learned on application to the secretary at the
office of the Panama Railroad Company, No. 88 Wall Street, New York.
Weekly Line between Callao, Lambayeque, and Guayaquil.
Departure from Callao 6th, 13th, 19th, and 24th of each month.
Arrival at Hnacho 7th, 14th, 20th, and 25th
" Supe 7th, 14th, 20th, and 25th
" Casma 8th, 15th, 21st, and 26th
" Samanco 26th
" Santa... .. 15th ..
PACIFIC STEAM NAVIGATION COMPANY.
219
Arrival at Huanchaco 9th, 16th, 22d, and 27th of each month.
" Malabrigo 9th and 22d ««
" Pacasmayo 16th, and 27th
" Lambayeque.... 10th, 17th, 23d, and 28th
Payta 29th
" Guayaquil 30th
Departure from Guayaquil 2d or 3d
Arrival at Payta 3d or 4th
" Lambayeque 4th or 5th
Departure fr. Lambayeque 10th, 17th, 23d, and 4th or 5th
Arrival at Pacasmayo 18th and 5th or 6th '
" Malabrigo 18th and 5th or 6th '
" Huanchaco llth, 19th, 24th, and 6th or 7th <
" Santa 20th
" Samanco 7th or 8th
Casma 12th, 20th, 25th, and 7th or 8th
Departure from Casma .... 12th, 20th, 25th, and 7th or 8th
Arrival at Supe 13th, 21st, 26th, and 8th or 9th
" Huacho 13th, 21st, 26th, and 8th or 9th
" Callao 14th, 22d, 27th, and 9th or 10th
Eates of freight : From Callao to Guayaquil and the intermediate ports,
$8 per ton ; from Guayaquil to Callao and the intermediate ports, $10 per
ton ; from Guayaquil, and the intermediate ports as far south as Callao, to
Valparaiso, $15 per ton.
Semi-monthly Line between Valparaiso, Talcahuano, and Puerto Monti.
Departure from Valparaiso.. 10th and 30th of each month.
Ai'rival at Constitucion 1 1th
" Tome 12th and 31st or 1st
" Talcahuano 12th and 31st or 1st
" Coronel 1st or 2d
Lota. 13th
" Valdivia 14th
" Ancud 15th
" Calbuco 16th
" Puerto Montt 16th
Departure from Puerto Montt 1 8th
Arrival at Calbuco 18th
" Ancud 18th
" Valdivia 20th
" Lota 21st
" Coronel 1st or 2d
" Talcahuano 22d and 2d or 3d
Departure from Talcahuano. 22d and 3d or 4th
Arrival at Tome' 22d and 3d or 4th
" Constitucion 23d
* * Valparaiso 24th and 4th or 5th
Monthly Line between Panama and Guayaquil — Steam-ship Anne.
Departure from Panama 12th of each month.
Arrival at Buenaventura 14th
Departure from Buenaventura 1 5th
Arrival at Tumaco 16th
" Esmeraldas 17th
" Manta 18th "
" Guayaquil 20th
220
PACIFIC STEAM NAVIGATION COMPANY.
Departure from Guayaquil 24th of each month.
Arrival at Manta 26th
" Esmeraldas 28th
" Tumaco 29th
" Buenaventura 30th
Departure from Buenaventura 3 1 st
Arrival at Panama 2d or 3d
Prices of Passage by the Anne.
Buenaven-
tura.
Tumaco.
Esmeral-
das.
Manta.
Guaya-
quil.
From Panama to .
$50 00
$60 00
$70 00
$80 00
$85 00
' ' Buenaventura to
30 00
40 00
50 00
60 00
" Tumaco to
20 00
30 00
40 00
" Esmeraldas to
20 00
30 00
" Manta to
25 00
Manta.
Esmeral-
das.
Tumaco.
liuenaven-
tura.
Panama.
From Guayaquil to
$25 00
$30 00
$40 00
$50 00
$85 00
" Manta to
20 00
30 00
45 00
80 00
" Esmeraldas to
20 00
35 00
70 00
" Tumaco to
30 00
60 00
" Buenaventura to
50 00
Rates of Freight.
From Guayaquil and intermediate ports to Panama $10 00 per ton.
" Panama " Guayaquil.. 12 00 "
The Pacific Steam Navigation Company was organized in April, 1839,
but the charter of incorporation was not obtained until February, 1840. In
November, 1839, the directors, under assurance that the charter would be
granted, contracted for two steam vessels, which were completed and dis-
patched from England for sendee on the Pacific in July, 1840, and com-
menced their voyages on the coasts of the Pacific in November of the same
year, since which time the line has been in regular and successful operation.
Its business has increased to such an extent that a fleet of eleven large
steam-ships, with a semi-monthly service, are now employed on the through
route between Panama and Valparaiso, besides a monthly steam-ship (the
Anne) plying between Panama and Guayaquil, a weekly line of four steam-
ships plying between Callao and Guayaquil, and a semi-monthly line between
Valparaiso and Puerto Montt, touching at the intermediate ports for the col-
lection of freight, which, from the increase of the through business, caused
too much delay for the ships of the through line.
The machine and repair shops, and other facilities for keeping the vessels
of the Company in order, are very extensive and well appointed. They are
situated on the island of Toboga, in the Bay of Panama.
The head-quarters of the Company are at
Liverpool WILLIAM JUST, General Manager.
Callao GEORGE PETRIE, Resident Manager on the Pacific.
Panama Agent.
THE CALLAO DOCK COMPANY.
221
CALLAO DOCK COMPANY.
DIRECTORS :
In England.
S. R. GRAVES, Esq., M. P. for Liver-
pool.
CHARLES ROWE, Esq. (Messrs. Gra-
ham, Howe, & Co., Liverpool.
WILLIAM JUST, Esq., Managing Di-
rector of the Pacific Steam Naviga-
tion Company, Liverpool.
At Cattao.
General MEDINA, Lima, Chief of the
Staff of the Army of Peru.
FRANCIS BRTCE, Esq., Callao.
HENRY HIGGINSON, Esq., Callao.
S. D. GREGORIO HURTADO, Callao.
GEORGE PETRIE, Esq., General Man-
ager of the Pacific Steam Naviga-
tion Company, Callao.
Principal Dimensions of the Iron Floating Dock.
Length 300 feet.
Extreme breadth 100 "
Inside 76 "
Height 38 " 3 inches.
Can be sunk to a depth of 33 "
And take in a ship drawing 21 "
Or weighing up to 6000 tons.
RATES FOR THE USE OP DOCK.
Steamers and Ships of War.
First day 1 sol per ton.
Four following days 75 centimes per ton.
All subsequent days 50 " "
Sailing Vessels.
First day 50 centimes of a sol per ton.
All subsequent days ... 25 "
The tonnage of a vessel will be reckoned according to the following rule :
Double-decked Vessels.
Take the length of every vessel, if double-decked, from the fore part of the
main stem to the after side of the stern-post above the upper deck, the breadth
at the broadest part above the main wales ; and half such breadth shall be
accounted the depth of every double-decked vessel. Then deduct from the
length three fifths of the breadth ; multiply the remainder by the breadth,
and the product by the depth ; divide the last product by 95, and the quo-
tient is the true tonnage ef such vessel.
Single-decked Vessels.
Take the length from the fore part of the main stem to the after side of
the stern-post above the upper deck, and the breadth at the broadest part
above the main wales, and deduct from the length three fifths of the breadth ;
take the depth from the under side of the deck-plank to the ceiling of the
hold ; multiply the remainder by the breadth, and the product by the depth ;
divide this last product by 95, and the quotient is the tonnage of such sin-
gle-decked vessel.s
[Ten tons of ballast, cargo, and (in the case of men-of-war) of guns and ammuni-
tion, will be allowed for every 100 tons of the above measurements ; any excess being
charged at the rate as tons' measurement.]
In docking and undocking, all vessels must conform strictly to the orders
of the dock-master. JAMES B. AIKEN, Secretary.
JAMES ANDERSON, Dock-master.
222 PANAMA RAILROAD CO.'S CENTRAL AMERICAN LINE.
THE PANAMA RAILROAD COMPANY'S CENTRAL AMERICAN
LINE OF STEAM-SHIPS,
Running semi-monthly between the PORTS OF GUATEMALA, SAN SALVA-
DOR, COSTA RICA, NICARAGUA, and PANAMA.
The steam propellers Guatemala, 1021 tons, J. M. Dow, commander, and
Salvador, 1200 tons, J. W. Rathbun, commander, arrive at and depart from
Central American ports on or about the following days of each month, form-
ing a semi-monthly line :
Departure.
Arrival.
From
Salvador.
Gautemala,
At
Salvador.
Guatemala
Panama
15th
18th
20th
21st
22d
22d
25th
26th
27th
30th
1st
3d
30th
3d
5th
6th
7th
7th
10th
llth
12th
15th
16th
18th
Punta Arenas....
Realejo. .
17th
19th
20th
22d
22d
23d
25th
27th
28th
30th
2d
5th
2d
4th
5th
7th
7th
8th
10th
llth
13th
15th
17th
20th
Punta Arenas....
Realejo
La Union
La Union
La Libertad
La Libertad
Acajutla
Acajutla
San Jose
San Jose . .
Acaiutla
La Libertad
La Libertad
La Union
Realojo
Realejo
Punta Arenas....
Panama
Punta Arenas....
Prices of Passage.
From Panama to Punta Arenas $40 00
" Realejo 65 00
" La Union 7000
" La Libertad 7500
" Acajutla 80 00
" San Jose de Guatemala 8500
Payable in American gold.
The Company has recently added to its service the steamer Parkersburgh,
700 tons, to run during portions of the year when freights are abundant.
PANAMA RAILROAD CO.'S CENTRAL AMERICAN LINE. 223
Prices of Freight (including Lighterage in Panama).
From Panama to Punta Arenas, per ton measurement..
" « Realeio. "
Realejo,
La Union,
La Libertad,
Acajutla,
San Jose,
...$14 00
.. 16 00
.. 16 00
.. 18 00
.. 18 00
.. 18 00
And five per cent, primage.
Prices of Return Freight (including Lighterage at Panama).
From San Jose, Acajutla, and La Libertad, to Panama : For cochineal and
indigo, 1£ cents per Ib. on the net weight ; hides, 32 cents each ; other mer-
chandise in cases, bales, etc., 45 cents per cubic foot ; and 5 per cent, prim-
age.
From La Union and Realejo to Panama : Cochineal and indigo, li cents
per Ib. net weight; hides, 30 cents each; merchandise in cases, bales, etc.,
40 cents per cubic foot ; and 5 per cent, primage.
From Punta Arenas to Panama: Coffee, £ cent, gross weight; hides, 24
cents each ; merchandise in cases, bales, etc., 35 cents per cubic foot.
Produce and other merchandise for Panama will be landed at the railroad
wharf, where it must be received by the consignees immediately ; in default
of which, it will be taken to the depot at the expense and risk of the owner.
All freight and passage payable in American gold or its equivalent.
Prices of Freight from the Ports of Central America to Aspinwall (Colon), in-
cluding the Expense of Landing and Transportation by the Railroad.
From San Jose, Acajutla, and La Libertad : Indigo and cochineal, 2f cents
per Ib. net weight ; hides, 47 cents each ; merchandise in cases, etc., 45 cents
per cubic foot, and the regular transportation charges established by the
tariff of the railroad.
From La Union and Realejo : Indigo and cochineal, 2| cents per Ib. net
weight ; hides, 45 cents each ; merchandise in cases, etc., 40 cents per cubic
foot, and the transportation charges established by the tariff of the railroad.
From Punta Arenas: Coffee, 1| cents per Ib. gross weight; hides, 39
cents each ; merchandise in cases, etc., 35 cents per cubic foot, and the trans-
portation charges established by the tariff of the railroad.
Through Rates of Freight from Central America to the South American Ports.
To Guayaquil, cochineal, per ceroon $3 75
" Callao, " " 4 75
" Valparaiso, " " 5 75
To Guayaquil, coffee, per pound H cts.
" Callao, " " 1| "
" Valparaiso, " " 2± "
To Guayaquil, crude sugar H cts.
" Callao " 1| "
" Valparaiso, " 2* "
224: PANAMA RAILROAD CO.'s CENTRAL AMERICAN LINE.
Rates o
of Through Freight from New York, by the Company's sailing Vessel*
to Aspinwali, including Lighterage in Panama.
S, £
11
I
Dry-goods, hats, boots, shoes, drugs, and other goods,
included in railroad tariff as first class, per ton of
40 feet
Unbleached domestics, per ton of 40 feet
Furniture, carriages, agricultural implements, wood-
en-ware, clocks, etc., per ton of 40 feet
Iron in bars, sheets, and bundles, iron castings, nails,
spikes, copper, zinc, and lead, per ton of 2000 Ibs.
Steel in bars and bundles, coarse machinery, com-
mon hardware, earthen-ware, sugar-mills, -moulds,
and -pans, shot, etc., per ton of 2000 Ibs
Butter, cheese, lard, fish, ham, soap, and candles,
per ton of 2000 Ibs
Refined sugar, per ton of 40 feet
Flour and rice, per barrel
' " per half barrel
Wine in boxes and baskets, per ton of 40 feet
" in casks, and other liquors, per ton of 40 feet
Tobacco, manufactured, per ton of 40 feet
" unmanufactured, per ton of 40 feet
Ship-bread, crackers, etc., per ton of 40 feet
$40 00 $42 00 $44
32 00
3000
30 00
34 00
35 00
30 00
4 20
2 20
32 00
35 00
40 00
32 00
28 00
34 00
32 00
32 00
36 00
37 00
32 00
4 50
2 35
34 00
37 00
42 00
34 00
30 00
00
36 00
34 00
34 00
38 00
39 00
34 00
4 80
2 50
36 00
39 00
44 00
36 00
32 00
Rates of Return Freights, by the Company's sailing Vessels from Aspinwall to
New York, including Lighterage in Panama.
To
Panama.
A^piu-
wall.
New
York.
Lumber from La Union per JVI
$20 00
18 00
U
32
30
24~
1
1
u
50
1
1
1
$0 02|
47
45
39
if
i*
2*
1 00
1*
1*
H
5 ; less
$0 031
62
60
54
li
2i
3
1 16
2i
2
11
than 25
" " Punta Arenas per M
Cochineal and indigo, from either port, per Ib. net.
Hides, from San Jose, Acajutla, and La Libertad,
Hides from La Union and Realejo each
« « Punta Arenas
Deer and goat skins, from Punta Arenas, per Ib...
" " " other ports, " ...
Cigars, balsam, and first class goods, per railroad
tariff per foot
India rubber
Cotton
Silver ore to New York, in lots of 25 tons and upward, $2
tons, $30 per ton of 2240 Ibs.
No primage on through rates.
Through bills of lading are given from Central American ports to Liver-
pool (by the steamers of the West India and Pacific Steam-ship Company,
limited) at 4 cents per Ib. on net weight of indigo and cochineal, and 2£ cents
per Ib. on gross weight of coffee ; and to London (by the Royal Mail Steam
CALIFORNIA, OREGON, AND MEXICO STEAM-SHIP CO. 225
Packet Company's steamers) at 2| pence sterling per Ib. on gross weight of
indigo and cochineal.
Produce and other merchandise for Panama will be landed at the railroad
wharf, where it must be received by the consignees immediately ; in default
of which, it will be taken to the depot at the expense and risk of the owner.
All freight and passage payable in American gold or its equivalent.
For farther information, apply to
Jos. F. JOY, Secretary, 88 Wall St., New York.
WM. NELSON, Commercial Agent, Panama.
CRISANTO MEDINA, Punta Arenas.
COURTADE Y CLAVERA, La Union.
H. J. FOOTE and J. MATHI, Sonsonate.
J. SARAGIA, San Jose de Guatemala.
Or to the commanders on board.
For a description of the countries touched at by the Central American
Line, also an account of the ports, port regulations and charges, tariffs, com-
merce, etc., etc., see page 222, et seq.
THE CALIFORNIA, OREGON, AND MEXICO STEAM -SHIP
COMPANY,
Running between SAN FRANCISCO and the PORTS OF OREGON, WASHING-
TON TERRITORY, and VANCOUVER'S ISLAND, tri-monthly, with a Southern
Branch, Monthly Service, between SAN FRANCISCO and the MEXICAN PA-
CIFIC COAST.
This line was established early in 1861 by Messrs. Holliday & Flint, of
San Francisco, who purchased the steam-ships Panama, of 1087 tons, Cor-
tez, 1117, Republic, 850, Columbia, 777, and Sierra Nevada, 1247 tons, from
the Pacific Mail Steam-ship Company, and took charge of the San Francis-
co, Oregon, Washington Territory, and Vancouver Route, heretofore man-
aged by the Pacific Mail Steam -ship Company, besides establishing a new
branch of service between San Francisco and the ports of Cape St. Lucas,
Guaymas, San Bias, Mazatlan, Acapulco, and other Mexican ports.
In 1866 it was formed into a joint-stock company, under the laws of New
York, with the title of the "Oregon, California, and Mexico Steam-ship
Company," with a capital of $2,000,000.
Officers.
BEN. HOLLADAY, President.
GEORGE DENNISON, Vice-President.
JOHN E. RUSSELL, Secretary.
Directors.
BEN. HOLLADAY.
PAUL S. FORBES.
S. L. M. BARLOW.
WM. B. DUNCAN.
W. R. TRAVERS.
GEORGE DENNISON.
JOHN E. RUSSELL.
This Company own the following steamers, running between San Fran-
K2
226 PANAMA RAILROAD CO.'S LINE OF SAILING VESSELS.
cisco and Portland, Oregon (connecting at Portland with steamer Active
from Victoria, Vancouver's Island) :
Steam-ship Oriflamme, Steam-ship Oregon,
" Sierra Nevada, " Continental,
making three trips per month.
Also steamer John L. Stephens, making a monthly trip to Cape St. Lu-
cas, La Paz, Mazatlan, and Guaymas, connecting at Mazatlan with steamer
Panama for Acapulco.
Also the fine new steamer Del Norte (built at San Francisco), making
tri-monthly trips between San Francisco and Crescent City and Humboldt
Bay.
Principal office of the Company, No. 35 William St., New York.
THE PANAMA RAILROAD COMPANY'S LINE OF SAILING
VESSELS BETWEEN NEW YORK AND ASPINWALL.
To accommodate shippers and facilitate trade, especially with the Pacific
coast, the Panama Railroad Company have established a line of sailing ves-
sels between New York and Aspinwall, composed of the following :
Bark Idaho Captain Chapman 410 tons.
Bolivia.
Xantho
American Eagle
Magdalena
Brig Bogota.
" Costa Rica.
Whiteberry 346
Conway 213
Harford 305
Searle 260
Lindsley 243
Cassidy 243
These vessels are all of the first class, sailing at intervals of from a week
to ten days. The average passage from New York to Aspinwall is twenty
days, and from Aspinwall to New York twenty-five days.
The freight from New York to Aspinwall is 15 cents per cubic foot, and 5
per cent, primage. The freight from Aspinwall to New York is from $6 to
$8 per ton.
Whale-oil will be received and forwarded from Panama to New York by
the road and the Company's Line of Sailing Vessels, at the rate of 7 cents
per gallon, if received in the harbor alongside from ship's tackles, and at 6
cents per gallon if received at the pier, in full of all expenses, charging for
the capacity of the cask, without allowing for wantage.
Whalebone will be taken from ship at Panama through to New York at
H cents per Ib.
By these vessels the Panama Railroad Company issue through bills of
lading to the ports of South America touched at by the steam-ships of the
Pacific Steam Navigation Company, at the following rates :
PANAMA RAILROAD CO.'S LINE OF SAILING VESSELS. 227
General merchandise, and all goods embraced in first class
of Panama Railroad tariff, per ton of 40 cubic feet, or
2240 Ibs. gross weight, at the option of the Company $40 00 $50 00
Beef and pork, per barrel 5 00 7 00,
" " per half barrel 275 3 75|
Flour, per barrel 4 00 5 00
" per half barrel 225 275;
Biscuit, per 100 Ibs , 2 50 3 50j
Butter, lard, hams, bacon, cheese, salt fish, tallow, and rice,
per ton of 2000 Ibs 30 00 40 00;
Refined sugar, per ton of 2000 Ibs 40 00 45 00
Wines and other liquors, in boxes and barrels, per ton of 40
cubic feet 30 00 40 00
Manufactured tobacco, per ton of 40 cubic feet 30 00 40 00
Cigars, per ton of 40 cubic feet 35 00 45 00
Unbleached domestics, per ton of 40 cubic feet 25 00 32 00
Soap, per ton of 2000 Ibs 30 00 40 00
Candles, per ton of 40 cubic feet 30 00 40 00
Carnages and furniture, per ton of 40 cubic feet 30 00 40 00
Agricultural implements, per ton of 40 cubic feet. 25 00 35 00
Pitch, tar, and rosin, per barrel 3 00 4 00
Earthen-ware and glass-ware (coarse), in crates and boxes,
per ton of 40 cubic feet 25 00 35 00
Turpentine and oil in cases, per ton of 40 cubic feet 30 00 40 00
Turpentine and oil in tins only, per ton of 40 cubic feet 35 00 45 00
All weights to be the gross weight.
Articles not enumerated to be charged at rates assimilating to the above.
The Pacific Steam Navigation Company will issue through bills of lading
for produce from the above ports.
Goods arriving at Aspinwall by the Company's vessels, and consigned to
parties at Panama, under through bills of lading, will be forwarded to them
free of charges and commissions by the Company other than such as are ex-
pressed in the bills of lading.
Residents and agents at Panama can forward goods through the commer-
cial agent of the Company at Panama to foreign ports beyond Aspinwall, on
through bills of lading, by the Company's line of sailing vessels to New York,
or by any other lines or vessels with which the Company has made the nec-
essary arrangements.
228 WELLS, FARGO, & CO.'S EXPRESS.
WELLS, FARGO, & CO.'S EXPRESS.
The express system, which had long been an indispens-
able necessity in the Atlantic United States, became, on the
discovery of gold in California, an equally valuable medium
of transportation between the Atlantic and Pacific.
Prompt, reliable, and responsible, the Express Company
occupies the middle ground between the shipper and the
railroad and steam-ship companies.
Issuing " through receipts," and giving careful supervi-
sion to the business, it insures to its customers the most
speedy delivery of their consignments, and, in case of loss
or damage, prompt and liberal adjustment.
The house of Wells, Fargo, & Co. has been engaged in
this business for the past fifteen years. Its first operations
were limited to California ; but with the extension and de-
velopment of our states and territories, and the demands of
commerce in the Pacific, they have been gradually and suc-
cessfully extended, until they now reach all the republics,
states, and territories bordering the eastern shores of that
ocean, together with Japan, China, the Sandwich Islands,
New Zealand, and Australia, and their connections.
Its capital, originally $300,000, has, with these require-
ments, been gradually increased to $10,000,000, with its
Board of Direction and principal office in New York City.
The Company owns and operates, under contract with the
Post-office Department of the United States, about 4000
miles of passenger and express stage-routes, extending from
the Missouri River westward through Denver and Salt Lake
City, to all the cities and towns of the interior territories of
Colorado, Utah, Idaho, Montana, and Washington, and the
states of California, Oregon, and Nevada.
WELLS, FARGO, & CO.'s EXPRESS. 229
Over these extensive routes passengers are carried, and
an " express" organized for the transportation and delivery
of treasure, packages, letters, and freight.
A prominent feature in their business is the " Collection
and G-eneral Agency Department," for the collection and
payment of money, attending to the execution, record, and
delivery of valuable papers and documents, the purchase
and sale of merchandise, receiving and transmitting prop-
erty subject to charges to be paid on delivery (C.O.D.) — in
fine, executing every conceivable commission.
Another prominent department is their "Banking and
Exchange" (domestic and foreign). They also make TELE-
GRAPHIC TRANSFERS OF MONEY between San Francisco and
intermediate points and New York.
This Company is also the sole freight agent of the "Pa-
cific Mail Steam-ship Company" and, as such, receives and
forwards by their steamers, via Panama, all freight destined
fqr the ports of the Pacific reached by that line and its ex-
tended connections.
For this purpose, " through bills of lading" are issued in
connection with the various steam-ship companies radiating
from Panama, viz. :
The " Pacific Steam Navigation Company," touching at
all the ports on the West Coast of South America.
The "Panama, New Zealand, and Australian Eoyal
Steam-ship Company," to all ports of New Zealand and
Australia.
The " Panama Eailroad Company's Steamer Line," touch-
ing at all the ports of Costa Eica, Nicaragua, San Salvador,
and Guatemala, and the " California, Oregon, and Mexican
Steam-ship Company."
At Aspinwalf connection is made with the various steam-
ship lines to Liverpool and Southampton, England, and St.
Nazaire, France.
230 WELLS, FARGO, & CO.'S EXPRESS.
Under this system, prompt and reliable shipments can
be made in all .directions, and, in like manner, return
freights can be made by the above lines, extending from
New York to Europe by the Cunard, Inman, and other
steamers.
By each California steamer Wells, Fargo, & Co. dispatch
a " fast package and letter express," which is made up at
their principal office, No. 84 Broadway. This express ex-
tends through all the steamer connections at Panama before
referred to.
Freight is received at pier 42 North River, foot of Canal
Street, where the tariff of rates and all other information is
furnished.
Officers of the Company.
LOUIS McLANE, President. I GEORGE K. OTIS, Secretary.
ASHBEL H. BARNEY, Vice-Pres. I CALVIN GODDARD, Treasurer.
Directors.
LOUIS McLANE,
ASHBEL H. BARNEY,
JAMES C. FARGO,
BEN. HOLLADAY,
DANFORTH N. BARNEY,
BENJAMIN P. CHENEY,
JOHNSTON LIVINGSTON,
WILLIAM H. FOGG,
EUGENE KELLY,
WILLIAM G. FARGO,
JOHN BUTTERFIELD.
The principal offices and agencies of Wells, Fargo, & Co. are
New York ... 84 Broadway.
Boston .... 39 and 40 Court Square.
San Francisco i Wells, Fargo, & Co., corner of Mont-
} ' ' I gomery and California Streets.
London .... Messrs. Erves & Macy.
Havre .... Messrs. Marcel & Co.
Havana . . . . E. Ramirez & Co.
: : :js.McNide,
Hong Kong . . P. H. Dumaresq.
Their minor agencies are to be found in every city and
town reached by their business.
The
American-European Express,
Forwarding, Commissioners, and Banking
Agency,
For all Parts of the United States, Great Britain, Canada.
California, and the Continent of Europe.
(ESTABLISHED IN 1849.)
The AMERICAN-EUROPEAN EXPRESS has special arrangements with the various
lines of transatlantic steamers for the conveyance of
Parcels, Merchandise, Jewelry, Personal Effects, &c., &c.,
between Europe and America ; and being the oldest of the transatlantic Expresses, and
long known for the regularity and promptitude of its transactions, is now recognized as the
leading and legitimate Express Conveyance between the two Continents.
Besides its own offices and branches, this Express is connected with and supported
by the
"Adams," "American," "United States," and other great inland Expresses of America.
" The London and Northwestern Railway Company,"
" The Continental Daily Parcels Express," and
" Wheatley's Oriental & Australian Agency."
The A. E. EXPRESS also undertakes the collection of bills, drafts, invoices, &c., and
commissions of a general nature appertaining to the Express business.
New York: AUSTIN, BALDWIN & CO., 72 Broadway.
Boston : STONE & DOWNEY (Agents), 28 State Street.
Philadelphia : H. L. LEAF (Agent), 320 Chestnut Street.
Paris : LHERBETTE, KANE & CO. (Agents), Place de la Bourse.
Havre : LHERBETTE, KANE & CO. (Agents), 21 Rue Corneille.
Liverpool : STAVELEY & STARR, 9 Chapel Street.
London: WHEATLEY, STARR & CO., 156 Cheapside (Agents
Pacific Mail Steamship Co. and Panama Railroad Co.)
Great Mail Route
BETWEEN
Europe and the North Pacific,
VIA THE
Royal Mail (West India) Steam Packet
Company,
Panama Railroad,
AND
Pacific United States Mail Steamship
Company.
Leaving Southampton, England, on the 2d and 17th of each
Month, and arriving at San Francisco in about
35 days.
For the comfort and convenience of passengers, arrangements have been made for issu-
ing u through tickets" from England to San Francisco, including transit across the Isthmus
of Panama, at
Greatly Reduced Fares.
This is now, in consequence of its being the shortest and most direct, the favorite route
for travelers between the above countries ; and intending passengers will please take notice
that those only holding " through tickets" will have the benefit of the reduction in fares,
which tickets can only be had in England of the undersigned, who are authorized by the
Companies to issue them.
For rates of passage and further information, apply to
WHEATLEY, STARR & CO.,
. Agents,
156 Cheapside, LONDON.
(Office of American-European Express.)
TOWEE OF SAN JEROME, AT OLD PANAMA.
BRIEF ACCOUNT
OF THE
REPUBLICS OF CENTRAL AMERICA,
CONNECTED WITH THE PANAMA KAILROAD BY THE
STEAMERS OF THE CENTRAL AMERICAN LINE.
THE course of the Panama Eailroad Company's Central
American steamers, for their upward voyages from Pana-
ma, is due south across the Bay of Panama to Point Mala,
its western boundary ; from thence, following the coast-line,
within distinct view of the rugged mountain range which
bounds it, a northwesterly course is pursued to San Jose de
Guatemala, the terminus of the route.
The 1st port of entry is Punta Arenas, in the Republic of COSTA RICA,
distant from Panama 450 miles.
The 2d port of entry is Realejo, in the Republic of NICARAGUA, distant
from Panama 692 miles.
The 3d port of entry is La Union, in the Republic of SALVADOR, distant
from Panama 762 miles.
The 4th port of entry is Libertad, in the Republic of SALVADOR, distant
from Panama 862 miles.
The 5th port of entry is Acajutla, in the Republic of SALVADOR, distant
from Panama 902 miles.
The 6th port of entry is San Jose de Guatemala, in the Republic of GUATE-
MALA, distant from Panama 966 miles.
COSTA RICA.
THE Eepublic of Costa Kica, lying between 8° 80' and
10° 40' K latitude, and 82° and 85° W. longitude, has an
area of about 23,000 sq. miles. Population about 150,000,
236 REPUBLICS OF CENTRAL AMERICA.
composed of whites of Spanish descent, Indians, Negroes,
and Mestizoes, the latter estimated at about one fifth of the
whole. Costa Eica is politically divided into five depart-
ments, viz., San Jose, Cartago, Heredia, Alajuela, and Pun-
ta Arenas.
The prevailing religion is Eoman Catholic. There are
about 50 churches in the republic. Protestants are pro-
tected from molestation or annoyance on account of their
religion by treaties with Great Britain and the United
States. Its educational facilities consist of a University,
with a government endowment of $46,310, besides one
fourth of the receipts of the tobacco monopoly ; there are
also reported about 80 primary schools in the republic.
The city of San Jose', the capital of the republic, is situ-
ated in the department of the same name, about midway
between the Atlantic and Pacific Oceans, on a table-land
4500 feet above their level. It is regularly laid out. The
buildings are generally of one story, on account of the
frequency of earthquakes. The University is located at
San Jose ; there are also a government palace, a hospital,
a mint, a national bank, and several churches. The city is
connected with Punta Arenas, the sea-port, by a cart-road
70 miles in length. On this road, five leagues from the
capital, is the government custom-house, at a place called
Garita del Eio Grande.
Punta Arenas, the only available sea-port of the Eepub-
lic of Costa Eica, is situated on a small peninsula in the
Gulf of Nicoya. This peninsula is a low sandy point a
little more than four miles in length by from one fourth to
a mile in breadth, its highest point about 16 feet above the
level of the sea. Upon this the town is situated, and con-
tains about 3000 inhabitants, one tenth of whom are Span-
ish, the remainder a mixed race of Spanish, Indian, and
Negro.
The soil of Costa Eica is exceedingly productive. On
COSTA RICA. 237
the "tierras calientes," or torrid lands, which run back
from the Pacific up to an elevation of 3000 feet, almost all
the tropical productions abound. Above these are the
" tierras templadas," which are terraces making out from
the main Cordilleras (following very nearly the longitudi-
nal axis of the state in a northwest and southeast direction),
and are from 3000 to 5000 feet above the level of the sea,
producing sugar-cane, potatoes, corn, coffee, oranges, etc.,
etc., in great perfection.
Still above the tierras templadas are the tierras frias, or
frigid lands, which are from 5000 to 6000 feet above the
ocean level, among which several volcanoes shoot up, vary-
ing from 8000 to 11,000 feet in height. The forests, which
extend over a large portion of the republic, abound in tim-
ber suitable for ship-building ; also mahogany, Brazil, and
various other valuable dye-woods.
The cultivated portion of Costa Eica lies principally with-
in the valley of the Kio Grande, which flows down the west-
ern slope of the main mountain range into the Gulf of Ni-
coya. " Fully seven eighths of all the inhabitants are here
concentrated, in a district not exceeding fifty miles in length
by an average of twenty in breadth."
CLIMATE.
" The topographical features of the country indicate the
variety of climate to be found in this state. In the district
around the capital the thermometer generally ranges dur-
ing the forenoon from 65° to 75° of Fahrenheit ; from noon
until 3 P.M., during the hottest season, sometimes as high
as 82° Fahrenheit ; during the night, at the coldest periods,
never below 57°. Upon both the Atlantic and Pacific
coasts the average mean temperature is, of course, much
higher, but on the Pacific the thermometer seldom rises
above 85° Fahrenheit. The seasons are well defined. On
the Pacific the dry season lasts from November to April,
238 REPUBLICS OF CENTRAL AMERICA.
and the rainy from April to November. On the Atlantic
slope these periods are nearly reversed. Here, too, a much
larger amount of rain falls, and the climate is hot and insa-
lubrious."* The Pacific coast has, however, the reputation
of being much more healthy, and the table-lands and up-
land valleys are, for a tropical country, said to be especial-
ly salubrious.
The mineral wealth of Costa Eica is almost wholly un-
developed. Mines of gold, copper, iron, lead, and coal have
been discovered, but no intelligent efforts have as yet been
made to ascertain their value.
The commercial products of Costa Eica are coffee, hides,
dye-woods, sarsaparilla, tortoise-shell, pearl-shells, and ma-
hogany. The principal of these, however, is coffee, which
is of very fine quality, and scarcely second to the celebrated
Mocha. The cultivation of this great staple was introduced
in 1829. By 1845 about five millions of pounds were ex-
ported; in 1848, ten millions; and in 1850, fourteen millions.
Up to the year 1856 the coffee was transported by a tedi-
ous and expensive voyage around Cape Horn to European
markets. Since the establishment of the Central American
Steam-ship Line, in connection with the Panama Eailroad,
much of the coffee-crop has been exported through this di-
rect channel, and not a small portion has thereby found its
way to the United States. Large quantities have been sent
to Panama for reshipment on the Pacific mail steamers for
the California market. The impetus given by greatly in-
creased facilities and increased demands have, notwithstand-
ing the disturbed political condition of the country, resulted
in a growing increase in the number and extent of the cof-
fee estates ; and almost solely by means of its coffee trade,
from one of the poorest, Costa Eica has become, relatively,
one of the richest of the Central American states. The
present export of coffee from Costa Eica yearly is estimated
* Squier's Central America.
COSTA KICA. 239
at over a million of dollars, and, with all its other exports
combined, about $1,350,000. Its imports, which are chief-
ly from Great Britain and the United States, present a total
of about $1,200,000 per annum. A bank of discount, de-
posit, and loans on real estate was established at the capital
in 1858, and its notes are the legal currency of the repub-
lic. The specie currency is mostly made up of Ameri-
can half eagles, British sovereigns, and French Napoleons :
the two former have a fixed value of $5 25, the latter a
conventional one of $4 25. The silver currency of the
country is the peso = $1, the real = 12^ cents, -J- and J
reals.
HAEBOR AND COMMERCIAL REGULATIONS.
The harbor at Punta Arenas is separated into two an-
chorage grounds by the point of land on which the town is
located. That between the town and the main land affords
accommodation only to vessels under seven feet draught.
Those drawing more anchor in the outer harbor, which
is protected by two small islands lying to the westward.
Goods from thence are brought by lighters to the landing-
place in the inner harbor, a distance of about two rniles, at
a cost of about $1 per ton.
Port Charges for both National and Foreign Vessels.
No anchorage or tonnage dues are imposed.
1. Quarantine fees, 75 cents for each foot of depth.
2. Clearance duty, $3.
3. Hospital dues, 50 cents per head.
No fees are exacted for the landing of passengers or their baggage, and a
free permit is granted except when the latter exceeds 2 cwt., when all above
that weight is subject to inspection.
All foreign merchandise in packages, when landed, is required to be depos-
ited in the public warehouses for the purpose of registry ; and, after being
duly entered, may again be withdrawn, the party interested presenting the
required certificates. The charge made for the above is 1 real (12£ cents) on
each gross cwt.
Merchandise may be deposited on storage for any length of time on pay-
240 REPUBLICS OF CENTRAL AMERICA.
ment of i real (6£ cents) per month per cwt. ; subject, however, to existing
laws.
Open articles of merchandiso, such as iron in bars and unpacked goods,
are exempt from registry.
Light-house dues are 6£ cents per ton.
Any vessel, whether foreign or national, may compromise the hospital and
light-house dues for $25 annually, paid in advance.
Municipal and bridge tolls (intended for turnpikes), 37£ cents for each
quintal (of 101 pounds).
A fine of $25 is imposed for violation of any one of the above regulations.
There is, besides, a heavy penalty for sealing in packages of powder or to-
bacco in quantities over 2 cwt.
CUSTOM-HOUSE REGULATIONS OF COSTA RICA (1857).
FREE LIST.
1st. All printed books for instruction or entertainment, if not in opposi-
tion to religion and morals ; all periodicals and papers.
2d. Foreign music and musical instruments.
3d. Foreign seeds and plants.
4th. Gold and silver in coins and dust.
5th. All kinds of complete machines, and iron wheels with teeth.
6th. Quicksilver, stone coal, pack-thread, empty sacks or sacking mate-
rials.
7th. Instruments of art and science.
8th. All kinds of carriages, coaches, cars, etc.
PROHIBITED LIST.
Imports.
1st. Tobacco in leaf or manufactured.
2d. All spirits of molasses or rum, such as is manufactured in Costa Rica ;
all books and other things offending public morals ; eatables of spoiled or
bad quality ; fire-arms and munitions of war, if not ordered by government.
By a decree bearing date September 21st, 1857, all foreign spirits are
placed upon the same footing as gunpowder, rum, and tobacco, which arc
contraband except when imported on account of the government.
The authorities are required to prosecute and punish those who sell liquor
clandestinely, and without previous permission.
The government will cause to be procured, on account of the state, all the
various kinds of foreign spirits in common use, in order that the same may
be expended in such public places as shall be instituted for this purpose, and
the proprietors of hotels and restaurants will purchase at wholesale in those
places for the supply of their establishments.
COSTA RICA.
241
Exports.
Tobacco in leaves or stems, unless by especial permit.
Gold in coin pays at exportation 2 per cent, ad valorem ; in ingots, dust,
or jewelry, 4 per cent, ad valorem; silver in coin, 8 per cent, ad valorem.*
Coffee pays export duty 12£ cents on 101 pounds, duty paid in 3, 6, or 9
months, according to amount.
All vessels arriving at Punta Arenas having any prohibited articles on
board are required to deposit them in a government store-house at a cost of
$2 per month for each cwt. (although they may be destined for other ports),
or to leave the port within twelve hours.
Coins and Weights.
Coins. — 1 peso fuerto, $1 ; 1 real, 12i cents.
Weights. — 1 quintal = 4 arrobas = 101-f^ Ibs. ; 1 arroba =25 Ibs. 7 oz. ;
1 libra = lioVb' ^°. 5 1 onza = 1 02.
Measure. — 1 vara, 33i inches.
Tariff" on Articles received in Costa Rica from the United States.
Denomination of Merchandise.
Bread ship
Number, Weight, or Meas-
ure.
l.OU Ib.
Rate of Duty.
$0 03
Brandv in bottles
of sugar-cane,
prohibited.
" " barrels
1.014 gall.
11
Candles tallow
1 014 Ib.
02
' ' stearine
n
03
Cider
in bbls. of 101 Ibs.
1 00
Copper manufactures of
101 Ibs.
(stills) 10 00
1 014 Ib.
07
" " colored
a
08
a
04
Cloths and cassimeres fine
n
25
Fish in oil
101 Ibs.
2 00
Flour
free.
Gold and silver coin
tt
101 Ibs.
1 50
Hides and skins
not defined.
Indigo
1.014 Ib.
03£
Pork salt
101 Ibs.
62^
free.
Paper writing
101 Ibs.
3 00
Rice
not defined.
Soap common ..
1.014 Ib.
02
Silk raw
n
20
Shoes calf-skin for men
a
25
" patent-leather
«
25
it
06
see Brandy.
Teas...
101 Ibs.
2 00
* A recent act is reported abolishing the export duties upon gold and silver in coin or
bullion, and jewels.
L
242
EEPUBLICS OF CENTRAL AMEEICA.
Denomination of Merchandise.
Tobacco, unmanufactured
" manufactured
Tin, crude
Wines in casks
Wood, manufactured as furniture ....
Number, Weight, or Meas-
ure.
prohibited.
101 Ibs.
Rate of Duty.
$2 00
2 00
5 00
Price Current of Commodities exported to the United States.
Coffee, per cwt., $8 to $10.
Lumber, cedar and mahogany, per M.
ft., $45 to $50.
Sarsaparilla, per cwt., $14.
Hides, dry, per cwt., $6 50 to $7.
Turtle-shell, per lb., $4 50
Old copper, per cwt. $15.
Freight to Atlantic States, $25 per ton; California, $!
California, $10 to $12 per ton. Terms : Cash on delivery.
Lumber to
Rates of Wages.
Clerks, $500 per annum; engineers, $1000 to $1500; wheelwrights, $5
per day ; carpenters, $3 50 ; blacksmiths, $2 to $3 per day ; seamen, $25
per month.
NICARAGUA.
THE Eepublic of Nicaragua has the states of Honduras
and Salvador on the north, and Costa Eica on the south,
the Pacific Ocean on the west, and the Caribbean Sea on
the east, and lies between 83° 20' and 87° 30' west longi-
tude, and 9° 45' and 15° north latitude, embracing an area
of about 48,000 square miles, and is estimated to contain a
population of 300,000 souls:*
Whites 30,000
Negroes 18,000
Civilized Indians 96,000
Mestizoes 156,000
This republic, like Costa Kica, is divided administrative-
ly into five departments :
* The last census, however, taken in 1 846, shows only 257, 000 ; but it fell
short of the true number, as the people feared it a preliminary step to taxa-
tion or conscription.
NICARAGUA. 243
Population.
The Oriental (census of 1846) 95,000
" Occidental 90,000
" Meridional 20,000
" Septentrional of Matagalpa 40,000
" " Segovia 12,000
The prevailing religion is Eoman Catholic, although all
other religious denominations receive the protection of the
government.
The educational interests are at a very low ebb. There
are reported two universities, one of which has a library
of 15,000 volumes. Their course of instruction is said to
be extremely defective. The expenses are paid partly by
old endowments, and partly by a fee of $12 from each pupil.
Besides the universities there are sixty primary schools,
with a total of 2800 pupils, and five schools for females in
the entire republic.
Its chief city and capital (though not invariably the seat
of government) is Leon, in the Occidental department, about
a day's journey from Eealejo, the Pacific sea-port of the re-
public. It was, under the ancient Spanish rule, one of the
finest cities of Central America, but has greatly declined,
though many marks of its former estate remain. It is reg-
ularly laid out, the houses usually of one story. The pub-
lic edifices are numerous and imposing: the great Cathe-
dral of St. Peter covers an entire square, and is said to have
cost $5,000,000; besides this there are sixteen churches,
two hospitals, and a University. Population about 35,000.
The capitals of the different departments are,
Population.
Rivas, in the Meridional department (census of 1846) 20,000
Granada, in the Oriental " 10,000
Matagalpa, in the Septentrional of Matagalpa 2,000
Segovia, in the Septentrional of Segovia 8,000
Massagua 15,000
Managua 12,000
Other considerable towns Granada 10,000
Chinandega 11,000
Realejo 1,200
244 REPUBLICS OF CENTRAL AMERICA.
Eealejo, the principal sea-port town, is situated at the
head of an estuary about three miles from the harbor of
the same name ; the low and swampy coast-lands prevent-
ed its establishment at a nearer point. It contains about
1200 inhabitants. The transportation between the harbor
and the town is by bongoes and canoes.
TOPOGRAPHY, CLIMATE, AGRICULTURE, AND NATURAL
PRODUCTIONS.
The northeastern portion of the republic is mountainous
in its character, with a climate of the temperate zone. It
abounds in mines of gold, silver, copper, iron, and lead.
Precious stones, such as the opal and jasper, have been dis-
covered ; also extensive beds of anthracite coal. None of
these deposits have yet been effectively worked, on account
of the ignorance and indolence of the inhabitants. The
great Sierra Madre range (bristling with high volcanic
peaks, several of which are active) passes through the west-
ern portion of the republic; it is broken, however, by a
broad valley, 300 miles in length by 150 in width, which
contains the Lakes of Managua and Nicaragua, the latter
well known as traversed by the old San Juan transit-route
in former times. This valley is made up of fertile slopes,
beautiful and productive plains, well adapted to agricul-
tural and grazing purposes, and contains within its limits
the chief cities and the greater portion of the inhabitants
of the republic. It has a tropical climate. The seasons
are divided into the wet and dry, the wet embracing the
months from May to November, and the dry the remaining
part of the year. The temperature is equable, seldom ris-
ing above 90°, or falling below 74°.
The soil is admirably adapted to the growth of all the
great staples of the tropics. Indigo, sugar, cacao, tobacco,
rice, coffee, cotton, etc., may all be successfully grown, but
ignorance, indolence, and political disturbance have so
'•" Of
SAN SALVADOK. 247
dwarfed the agricultural interests of the republic that at
present few articles are raised in amount beyond the im-
mediate necessities of the people. The chief exports are
indigo, sugar, cotton, hides, dye-woods, and bullion ; small
quantities of sarsaparilla, cacao, ginger, gum acacia, gum
copal, and caoutchouc are also exported. Crude sulphur is
obtained in considerable quantities from the vicinity of the
volcanoes, also nitre and sulphate of iron ; but the entire
exports of the republic do not exceed one million of dollars
annually.
The imports in manufactured goods and liquors amount
to about half that sum.
From Great Britain are imported calicoes and other man-
ufactured cottons, hardware, lead, gunpowder, etc., etc. ; and
from the United States, soap, candles, hardware, brandy, gun-
powder, etc.
SAN SALVADOR.
THE Eepublic of San Salvador has Guatemala on the
north and west, and Honduras on the east. It is separated
from Nicaragua on the southeast by the Bay of Conchagua.
It lies between 13° and 14° 10' north latitude, and 87° and
90° west longitude, embracing an area of about 9600 square
miles, and is estimated to contain 294,000 inhabitants —
Spanish whites, Indians, and mixed races. It is divided
into eight departments :
Departments.
San Miguel
Capitals.
San Miguel
Population.
80,000
San Vicente
56 000
La Paz
28 000
Chalaltenango
Chalaltenango )
Suchitoto
Suchitoto )* "
75,000
San Salvador ...
San Salvador
80 000
Sonsonate )
Santa Ana . . .
Santa Ana S
75,000
248 REPUBLICS OF CENTRAL AMERICA.
The capital of the republic is San Salvador, situated about
twenty-two miles from the port of La Libertad, on the Pa-
cific coast. Formerly it contained about 25,000 inhabit-
ants, having eight or ten fine church edifices, a flourishing
University, a female seminary, several hospitals, and the
buildings of the general government, and was a place of
considerable trade; but in 1854 it was almost totally de-
stroyed by an earthquake, when it was deserted by many
of its inhabitants, and the seat of government transferred to
Cojutepeque, twelve leagues distant. San Salvador is now
in process of rebuilding, its inhabitants having mostly re-
turned, and it promises speedily to regain its former condi-
tion.
TOPOGRAPHY.
San Salvador has a coast-line on the Pacific 160 miles in
length, along which, for the most part, lies a belt of low
alluvial land, varying in breadth from ten to twenty miles ;
back of this is a broad plateau, about 2000 feet above the
ocean level, and along which numerous high volcanic peaks
arise. Farther beyond is a broad and beautiful valley, from
twenty to thirty miles in width, and over one hundred in
length, drained by the Lempa (a large river, navigable for
vessels of light draught for upward of 100 miles, and emp-
tying into the Pacific). The northern border of the state
rises up into a range of mountains, which separates it from
Honduras. In the eastern and western portions are also
well-watered valleys of great beauty and considerable ex-
tent.
The soil of the mountain slopes, the valleys, and the
coast alluvions is fertile and productive in the highest de-
gree, and well adapted to the growth of the tropical sta-
ples. Cotton is cultivated to some extent along the coast,
and with good results. The chief productions, however,
are indigo, sugar, tobacco, balsam, cacao, maize, and fri-
SAN SALVADOR. 249
joles. The usual fruits of the tropical and several of the
temperate zones are abundant. Indigo is the chief article
of export. Under the Spanish rule this product was ex-
ported to the amount of over $3,000,000 per annum, but
since the independence of the state, owing to intestine wars
and political disturbances, but little more than $1,000,000
per annum has been produced. A district along the coast,
between the ports of La Libertad and Acajutla, called
" Costa del Balsimo," produces an article known commer-
cially as the " balsam of Peru." It is collected solely by
the aboriginal Indians who inhabit that district. About
20,000 pounds (valued at 50 cts. per pound) are obtained
for annual export.
The mineral productions of San Salvador are not exten-
sive. It has, however, in the northeastern part of the state,
valuable mines of silver and gold. Iron of a very superior
quality is abundant. Vast deposits of coal are also said to
exist there.
In general, the inhabitants of Salvador have more intel-
ligence and industry than those of the previously-described
states of Central America. Their government is more lib-
eral, and the rights of person and property are more re-
spected, and the privileges extended to foreigners are great-
er than those above mentioned. Under a treaty negotiated
by Mr. Squier, United States minister to Salvador in 1850,
all the rights, privileges, and immunities of the citizens of
Salvador in commerce, navigation, mining, holding and
transferring property, are extended to the citizens of the
United States in that republic.
"The commerce of San Salvador is chiefly carried on
through, means of fairs established by the government in
the districts best suited for the exhibition of the products
of the state. The principal fairs are held at Chalaltenango,
San Vicente, and San Miguel. The two former take place
on the first of November of each year ; the latter, called
L2
250
REPUBLICS OF CENTRAL AMERICA.
* Fair of La Paz,' on the 21st of the same month. It lasts
about two weeks, and is far the most important of any held
in the country. It attracts buyers and sellers not only from
all parts of Central America, but from nearly every part
of the Pacific coast, as well as from England, Germany,
France, and the United States. England sends calicoes,
shirtings, drills, linens, hosiery, cutlery, iron, and steel ;
France, silks, cambrics, wine, and spirits ; the United States,
coarse cottons, sperm-oil, and hardware ; Spain, paper, wine,
oil, and spirits ; Germany, glass, hardware, and toys ; Italy,
oil, preserves, and liquors ; Chili and Peru, hats, hammocks,
pellons, etc. About the only product given in exchange
for them is the staple of the state, indigo. A second fair,
called 'Ceniza,' takes place in San Miguel about the be-
ginning of February. To both of these fairs large num-
bers of cattle are brought from Honduras and Nicaragua.
In 1857 the number amounted to 17,844, averaging in
value from $5 to $8 each."* The amount and value of
the imports and exports of the state may be estimated from
the following table :
Years.
1854
Imports.
$1 015 925
Exports.
$ 786 711
1855
698 219
765 324
1856
1 046,720
1,285,485
1857...
860,104
1,304,102
TARIFF REGULATIONS.
Import Duties of San Salvador on Articles received from the United States.
Rate of Duty 24 per cent, ad valorem.
Denomination of Merchandise.
Bread, ship
Brandy in bottles
" in barrels
Candles, tallow
" stearine
Cider in bottles
Copper, manufactures of.
Cotton goods, white
" colored..
Number, Weight, or Meas
lire.
101 Ibs.
dozen,
gallon,
l.OHlb.
dozen,
101 Ibs.
yard,
Rate of Duty.
$3 00
2 50
1 00
prohibited.
30
2 00
25 to 37 cts.
12
12
* Squier's Central America.
SAN SALVADOR.
251
Denomination of Merchandise.
Cheese
Number, Weight, or Meas-
ure.
25 Ibs. 7 oz.
Rate of Duty.
$4 00
Cloths and cEssimeres fine
yard
1 00
Fish in oil
101 Ibs.
4 00
Flour
barrel,
4 00
free
dozen panes
38 cts to $1
Hides and skins
dozen
$12 to $24
not defined
Pork, salt
101 Ibs.
5 00
Printinfir-pr esses
free
ream
2 00
Rice
25 Ibs. 7 oz.
3 00
Soap connnon
101 Ibs
8 00
not defined.
Shoes calf-skin for men.
dozen
$6 to $18
" patent-leather ...
(4
<c
HARBORS.
San Salvador has three ports of entry :
1st. That of La Union, at the southeastern extremity of
the state, in the Bay of Fonseca. This possesses an excel-
lent and extensive anchorage-ground, from three to twelve
fathoms deep, free from shoals, and nearly ten miles in di-
ameter. It is surrounded on three sides by high lands, and
its entrance is protected by a number of islands. It is de-
cidedly the best harbor in Central America. Its waters
abound in fine fish and excellent oysters.
2d. La Liber tad, 100 miles from La Union, is an open
roadstead. It is connected with the city of San Salvador
by a cart-road 26 miles in length.
3d. Acajutla, 40 miles from La Libertad, is also a road-
stead. It is protected from all winds except from the
southwest; but there is frequently a heavy swell prevail-
ing, which often renders the landing difncult. It is con-
nected by a good road with Sonsonate (chief city of one of
the richest districts in the state), 12 miles distant.
COMMERCIAL REGULATIONS.
All vessels of the United States, no matter whence they
may have come or how laden, are to be treated in all the
252 REPUBLICS OF CENTRAL AMERICA.
ports of San Salvador, as to all duties of tonnage, light-
house, or any other charges of whatsoever denomination or
character, as national vessels. From this equality the coast-
ing-trade is excepted, which is reserved to the national
flag; but should any favors of navigation be hereafter
granted to any other foreign nation, it will immediately
apply to the United States.
Imports into San Salvador in vessels of the United States,
no matter whence imported or of what origin, to be sub-
ject to the same duties, charges, and fees of every descrip-
tion as similar imports in vessels of San Salvador ; and if
these imports consist of articles the growth, produce, or
manufacture of the United States, to be subject to no high-
er or other duties than other similar imports the growth,
produce, or manufacture of any other foreign nation.
POET CHARGES.
All sea-going vessels, without distinction of burden or
flag, pay $17, in full of tonnage and other port dues.
There are no pilots.
GUATEMALA.
THE State of Guatemala, lying between latitude 14° and
18° north, and longitude 89° and 93° west, is bounded north
by the Mexican provinces of Tobasco, Chiapas, and Yuca-
tan, east by the British establishment of Honduras, south
by the states of Honduras and Salvador, and west by the
Pacific Ocean, and embraces an area of 43,380 square miles.
It is estimated to contain about 907,500 inhabitants, made
up of between 7000 and 8000 whites (principally of Spanish
descent), 150,000 Ladinos, or mixed bloods, and 750,000
Indians.
The Pacific coast-line of Guatemala is about 250 miles in
GUATEMALA. 253
length, trending northwest, and is bordered by a strip of al-
luvial land from twenty to thirty miles in width, broken,
however, by occasional spurs from the coast-range of mount-
ains by which it is bounded, and which, spreading out into
broad table-lands, form the greater portion of the surface
of the state. These great plateaux in the southern part
have an elevation of from 2000 to 5000 feet, gradually at-
taining a still greater height toward the northeastern part,
frhere they are more than 8000 feet above the ocean level.
They are frequently separated by deeply-cut and extensive
valleys of great fertility. Toward the eastern boundary
they subside into the low lands bordering the coast of the
Bay of Honduras. Along the Pacific several volcanic peaks
arise, the highest of which is more than 14,000 feet above
the level of the sea.
There are several lakes in the interior, the largest of
which, that of Atitlan, in the department of Solola, is said
to be thirty miles in length by ten or fifteen in breadth,
and no less than 1800 feet in depth.
There are also numerous rivers in the state. These, for
the most part, flow into the Bay of Honduras or the Gulf
of Mexico. The rivers emptying into the Pacific are small
and few. None have much importance in a commercial
point of view.
CLIMATE.
The climate of Guatemala varies greatly with its vary-
ing elevations, from the tropical heat of the coast-lands and
lower valleys, through the intermediate spring-like temper-
ature of the interior plateaux and higher valleys, to the cold
and sometimes almost wintry climate of the most elevated
table-lands and mountains. The plateau on which the cap-
ital is situated is in the interior, about 90 miles from the
Pacific coast. There the average maximum temperature
throughout the year is 88.7° Fahrenheit, and the average
254 REPUBLICS OF CENTRAL AMERICA.
minimum is 38.9°. The average mean is 65°. The aver-
age temperature of the coast-lands is probably between 80°
and 85° Fahr., but data do not exist for exact calculation
of this. On the highest table-lands and mountains in the
northeastern part, ice and snow are not uncommon in cer-
tain seasons of the year. Here the productions of the tem-
perate zones abound. Wheat of a superior quality is pro-
duced, and sheep are raised extensively. The wool-crop
for 1857 was 1,500,000 pounds, but, from the lack of roads,
the expense of getting these products to market bars their
being raised for exportation. Cattle-raising is also carried
on to a considerable extent. On the lower plateaus and
valleys coffee, cochineal, tobacco, sugar-cane, and indigo
are luxuriantly grown, also the vegetables and fruits of
both tropical and temperate zones. On the low coast-lands
cotton and rice flourish. The chief staple production of the
state is the cochineal insect. The yearly produce of this
is variable, on account of various contingencies to which it
is subject. The crop in 1849 was 1,469,100 Ibs. ; in 1851,
1,231,610 Ibs. ; in 1852, 567,000 Ibs. ; in 1853, 312,700 Ibs. ;
in 1854, 1,757,300 Ibs. ; in 1855, 1,204,510 Ibs. It is nev-
ertheless abundantly profitable, as its cultivators aver that
if one crop is successfully gathered out of three raised, the
receipts from its sale repay for the entire labor and capital
expended on the whole. Cacao, silk, dye-woods, balsam,
various gums, and many other minor articles, are produced
to some extent.
The mineral productions of Guatemala are not extensive.
Deposits of gold, silver, copper, lead, and iron exist. Some
have been worked with considerable profit, but the mining
interest is greatly neglected.
The seasons are divided into the wet and dry, the former
commencing at about the middle of May, and continuing
until the middle or end of October; the dry season then
sets in, and lasts for the remainder of the year.
GUATEMALA. 255
POLITICAL DIVISIONS.
Guatemala is divided into seven departments, those of
Guatemala, Solola, and Quezaltenango extending along the
Pacific coast ; Sacatepequez and Totonicapam in the inte-
rior ; Ye'ra Paz, the largest of all, in the northern part ; and
Chiquimula in the eastern. The chief towns are :
In the Department of Guatemala— Guatemala City ; Escuintla, popula-
tion 6000 ; Amatitlan, population 15,000 ; and Jalpatagua.
In the Department of Solola— Solola; Atitlan; Masatenango.
In the Department of Quezaltenango— Quezaltenango, population 25,000 ;
San Marcos ; Tejutla ; Tapachula.
In the Department of Sacatepequez— Old Guatemala (or Antigua), popu-
lation 20,000; Chimaltenango ; Patsun.
In the Department of Totonicapam — Totonicapam, population 15,000;
Momostenango ; Gueguetenango ; Jacaltenango.
In the Department of Vera Paz— Salama ; Babinal ; Copan, population
14,000; Cajabon, population 4000.
In the Department of Chiquimula — Chiquimula, population 6000 ; Za-
capa, population 5000 ; Gualan, population 4000 ; Casaguastlan ; Esquipu-
las, population 1800; besides many other large towns.
Guatemala City, the capital of the state, is 90 miles dis-
tant from San Jose, the sea-port of the Pacific coast, and
220 from Izabal, on the Atlantic, and has a population of
about 40,000. It is beautifully situated on a broad table-
land 4372 feet above the ocean level. The volcanoes of
Agua and Fuego, 12,000 and 14,000 feet in height, tower up
on the northern side 40 miles distant ; the other sides pre-
sent low mountains and hills in beautiful variety. The
climate is one of perpetual spring, the thermometer aver-
aging 65° Fahrenheit, and perfectly salubrious. It is reg-
ularly laid out in a quadrilateral form, with its sides facing
the cardinal points ; the streets are forty feet broad, cross-
ing each other at right angles. The main plaza is 150
yards square, the east side occupied by the Cathedral, the
palace of the archbishop, and other buildings of the Church
authorities ; on the west is the government house, offices,
256 REPUBLICS OF CENTKAL AMERICA.
etc., of the government officials ; on the north, the cabildo,
or town-hall, prison, etc. ; and on the south a range of stores
of various kinds. In the middle of the square is a fountain,
elaborately and artistically sculptured of gray stone, fur-
nishing an abundant supply of water ; besides this, in each
of the seven or eight lesser squares are fountains well sup-
plied with water, which is brought to the city by two
aqueducts a distance of five and six miles. The dwellings
are all of one story. There are twenty-six churches, some
of large size, with elegantly ornamented interiors ; to sev-
eral are attached monasteries and convents; a University,
two colleges, one public and several private elemental
schools, three hospitals, one alms-house, two theatres (one
of which, just finished, is a large and elaborate Corinthian
building, said to have cost $200,000), and a large amphi-
theatre for bull -fights.
CHARACTER OF THE INHABITANTS.
The Indians are the cultivators of the lands, and are, in
general, industrious and peaceable; some are owners of
estates, but the landholders are principally whites. The
mixed bloods are mostly mechanics and petty traders. As
a people the Gruatemaltecos are courteous, affable, and hos-
pitable to strangers.
The prevailing religion is the Eoman Catholic, and there
are few countries in the world where the exercises and cer-
emonials of that Church aro more universally and elabo-
rately practiced.
THE PORTS OF GUATEMALA.
The commerce of Guatemala previous to the establish-
ment of the Panama Eailroad Company's line of steamers
on the Pacific coast of Central America was almost entire-
ly carried on through the port of Izabal, on the Atlantic.
This port is inaccessible except to vessels of very light
GUATEMALA. 257
draught. It is over 200 miles from the capital (surround-
ing and to the westward of which the great proportion of
the staples of the country are principally produced), and is
reached by mule-paths, through a mountainous and unin-
habited region, with great labor and expense. It is now,
however, rapidly losing its importance, on account of the
more accessible port of San Jose, on the Pacific, through
which much of the commerce of the state is already carried
on. San Jose lies in latitude 13° 56' north, and longitude 90°
42' west. It is an open roadstead. The coast is very clear,
running east and west. The anchorage is about three quar-
ters of a mile from shore, in eleven to fifteen fathoms of
water. The swell breaks very heavily upon the shore, and
out as far as forty or fifty fathoms, making it necessary to
use a girt-line for landing and leaving. The, currents are
very strong, and vary with each change of the moon, the
variations sometimes taking place within the short period
of six hours. From November to February the landing is
easy. In March the ebb and flow of the tide extends from
90 to 100 yards, and at the flood tide the surf is so heavy
as to dash up the beach a distance of 100 to 120 yards;
after March the sea is again calm until July, and from July
to December it is again rough, and the landing difficult.
An iron screw-piled pier is now, however, in process of con-
struction at this place by the government of Guatemala (if
it is not already finished), which will extend from the shore
to a point beyond the breakers, thus enabling the transpor-
tation between ship and shore to be performed at every
season of the year with facility and safety.
The town of San Jose* has a population of between two
and three hundred. Supplies for vessels are, however, pro-
cured with much difficulty here, unless provision be pre-
viously made to obtain them from Escuintla, a town forty
miles distant, on the road to the capital. There are no
means at this port for refitting or repairing vessels at pres-
258 KEPUBLICS OF CENTRAL AMERICA.
ent. The modes of conveyance from the port of San Jose
to the interior are by mules and stages, and the arrange-
ments are convenient and ample. Diligences for the trans-
portation of passengers are in waiting on the arrival of the
Panama Kailroad Company's steamers for conveyance to
the capital, 90 miles distant, and the intermediate points,
and the roads throughout the dry season are excellent. In
the wet season the journey from San Jose to Escuintla is
performed on mules, owing to the deep mud on the low
land to that place ; from thence to Guatemala City the dil-
igence is in operation throughout the year,
A small trade is carried on through the minor ports of
Santa Tomas on the Atlantic and San Luis on the Pacific.
HARBOR REGULATIONS.
•
"Every vessel which shall anchor in the ports of this re-
public, no matter whence it may come, shall pay a tonnage
duty of two reals (25 cents) for each ton of measurement.
This measurement shall be ascertained from the register,
the certificate of nationality, the patent or clearance under
which it sails."
"Shall be free of tonnage duty: 1st. Small vessels engaged
in transporting merchandise from one port to another of
the republic ; 2d. Vessels which shall anchor in ballast to
take in water, provisions, or fruits of the country, provided
they discharge no cargoes ; 3d. Vessels of war, and regular
mail or steam packets, provided they do not discharge mer-
chandise over twenty tons; 4th. Merchant vessels which,
exceeding 150 tons measurement, discharge not exceeding
twenty tons of merchandise ; 5th. Vessels which receive on
board for exportation produce of the country, excepting
cochineal." Cochineal pays an export duty of five reals on
each ceroon to the Church.
GUATEMALA.
259
TARIFF EEGULATIONS OF GUATEMALA.
PROHIBITED LIST.
Guns, muskets, and all other arms for military purposes ; munitions of
war, as lead, balls, gunpowder, and rifles ; prints, cuts, pictures, etc., bear-
ing against public morals and religion; books, manuscripts, etc., especially
interdicted.
FREE LIST.
Anchors, cable, rigging, and all other articles belonging to ships' mate-
rial not comprehended in the tariff; quicksilver, barometers, fire-engines,
staves and heading of all kinds ; scientific instruments and agricultural im-
plements ; books, music, maps, and geographical charts ; machines and
steam-engines; gold and silver coins; barrels, hogsheads, etc., etc., for ex-
porting the products of the country.
Duties on Articles received from the United States.
Denomination of Merchandise.
Bread, ship
Brandy in bottles
" in barrels
Candles, tallow
" stearine
Cider
Copper, manufactures of.
Cotton goods, white ,
" colored....,
Cheese
Cloths, cassimeres, fine..,
Fish in oil
Flour
Gold and silver coin
• Glass, window
Hides and skins
Indigo
Pork, salt
Printing-presses
Paper, writing
Rice
Soap, common
Silk, raw
Shoes, calf-skin, for men
" patent-leather
Sheathing, metal
Spirit in casks
Teas ...
Tobacco, unmanufactured
Tin, crude ,
Wines in casks
Wood, manufactured as furniture
Number, Weight, or Measure,
arroba of 25 Ibs. 7 oz.
dozen,
15 to 18 gallons,
1.014 Ib.
ii
dozen bottles,
1.014 Ib.
yard,
101 Ibs.
yard,
1.014 Ib.
25 Ibs. 7 oz.
box of from 137 to 150 Ibs.
1.014 Ib.
(C
25 Ibs. 7 oz.
ream,
25 Ibs. 7 oz.
<(
1.014 Ib.
pair,
(i
1.014 Ib.
12 to 15 gallons,
1.014 Ib.
4 per cent, on the invoice
value, with an addition of
20 per cent, on the aggre-
gate amount.
101 Ibs.
12 to 15 gallons,
40 per cent, ad val.
Rate of Duty.
$0 50
72
3 44
03
05
05
m
02J-
03
2 88
78
04fc
25
free.
3 60
12
2 00
48
free.
25
24
72
72
04
57
08
3 44
18
5 00
2 16
260 REPUBLICS OF CENTKAL AMERICA.
IMPORTS AND EXPORTS.
The official statement of the imports into Guatemala for
the year 1860 shows the amount to have been $1,495,191 ;
exports, $1,870,631. Imports from Great Britain, $802,305 ;
France, $295,651 ; Germany, $108,649 ; the United States,
$50,235 ; Spain, $47,702 ; and small amounts from various
other countries. Of the exports about two thirds were of
cochineal, the remainder consisting of ores, sugar, coffee,
sarsaparilla, dye-woods, and hides. The following compar-
ative statement will show the increase of trade since the
establishment of the Central American Steam-ship Line in
1856:
Value. Value.
Ores exported in 1855 $6,600; in 1860... $92,575
Sarsaparilla exported in 1855... 1,890; ' ... 13,800
Dye-woods " " ... 5,000; « ... 27,672
Hides " « ... 26,000; < ... 76,582
Sugar " " ... none; ' ... 52,377
Coffee " " ... none; * ... 15,352
The coffee of Guatemala is of very fine quality, and
promises soon to become a prominent article of export.
By a contract between the government of Guatemala
and the Panama Railroad Company, a drawback of ten
per cent, on tariff rates is allowed on all merchandise pass-
ing over the Panama Eailroad en route for that state.
Rates of wages are much the same as in Costa Rica (p.
196). Laborers on estates receive from 1-J to 2 reals per
day.
HONDURAS. 261
HONDUEAS.
THE Kepublic of Honduras has Nicaragua on the south,
the Bay of Honduras and the Caribbean Sea on the north
and east, Guatemala on the north and west, and San Sal-
vador on the south and west. It lies between latitude 13°
10' and 16° north, and longitude 83° 11' and 89° BO' west,
and contains an area of about 42,000 square miles, with an
estimated population of 350,000. In its mineral resources
Honduras ranks first among the Central American States ;
mines of gold, silver, lead, copper, and iron are abundant,
but the inhabitants, mostly Indian, have done comparatively
little toward developing their wealth. All the productions
of the tropics flourish in Honduras, among which mahoga-
ny, dye-woods, sarsaparilla, and tobacco form the chief ar-
ticles of export. Besides these, bullion, cattle,* hides, and
tortoise-shell comprise the chief exports, the total estimated
at $1,125,000 per annum, most of which formerly passed
through its Atlantic ports Omoa and Truxillo. Since the
establishment of the Panama Kailroad line of Central Amer-
ican steamers, a large proportion of the trade has found
its way out of the country through the port of La Union,
State of Salvador, which is at the junction of three states
on the Pacific. Its only sea-port on the Pacific is Amapala,
on Tigre Island, a few miles distant from La Union. It is
not, however, a port of entry for the Panama Eailroad
steamers.
The imports of Honduras, which consist chiefly of pro-
visions, coarse cottons, and miscellaneous merchandise, may
* About 20,000 head of cattle are annually driven from Honduras to the
great fair at San Miguel, Salvador.
262 REPUBLICS OF CENTRAL AMERICA.
be roughly estimated at $1,000,000 per annum, chiefly from
Great Britain. The great obstacle to the development of
Honduras is the want of roads, the interior transportation
being wholly effected by means of mules.
The business returns of the Panama Eailroad Steam-ship
Company from Honduras are included in those of Salvador.
REPUBLICS OF SOUTH AMERICA
CONNECTED WITH THE PANAMA BAILROAD.
NEW GRANADA.
GRANADA, the most northerly, as well as the most
important of the South American republics, is situated
mostly between the equator and 12° north latitude, and be-
tween 70° and 83° west longitude, containing an estimated
area of 480,000 square miles. Its greatest length is about
800 miles, and its greatest breadth about 600. It is bound-
ed on the north by the Caribbean Sea, on the east by the
Kepublic of Venezuela, on the southeast by Brazilian Gui-
ana, on the south by the Eepublic of Ecuador, and on the
west by the Pacific Ocean. Along the western portion, the
Andes, divided into three great chains, pass in a northeast
and southwest direction through the republic. To the east
of the most eastern chain the country is spread out into
vast llanos or plains, about 300 feet above the ocean level,
gradually descending to the Kiver Orinoco, one of its east-
ern boundaries. These immense plains are said to be un-
fit for cultivation, but large herds of cattle and horses are
raised upon them. The wet season on the llanos lasts from
November till April, and the dry the remainder of the
year. The average annual temperature is 80° Fahrenheit ;
the wet season averages about 8° hotter than the dry. This
section is principally watered by the tributaries of the
River Orinoco.
264 REPUBLICS OF SOUTH AMERICA.
Upon the sides and summits of the Cordilleras are vast
table-lands, varying in climate and productions with their
elevation, and embracing every grade of temperature, from
that of the torrid zone to the regions of perpetual snow and
ice, and, with the exception of the snowy regions, these
plains are said to be remarkably fertile, producing in great
abundance and perfection the fruits and agricultural staples
of every zone. Between the mountain ranges are broad
and beautiful valleys : that of Magdalena between the east-
ern and central ranges, and Cauca and Atrato between the
central and western. These valleys are drained each by
large navigable rivers of the same names. In the terri-
tories comprehended between the eastern and western An-
des there are two wet and two dry seasons, the wet coming
on at the approach of the equinoxes, and the dry at that
of the solstices ; each continues about ninety days.
The northeastern portion of the republic, bordering the
Atlantic, is low and unhealthy, but of great fertility. At
the northwestern portion the Cordilleras become depressed,
and frequently disconnected, forming the low hill and val-
ley country of the Isthmus, where, like the northeast por-
tion, the climate is hot, and, in the lower lands, insalubrious,
but richly productive. The seasons in these portions of
the republic are divided into the dry and rainy, each occu-
pying about six months of the year.
The population of New Granada, which has increased
greatly during the past few years, is now estimated at
2,747,500, of whom 1,648,519 are said to be whites, most-
ly of Spanish descent; 183,166 pure Indian; 97,583 Ne-
gro ; 366,332 Mulattoes and Samboes ; 451,900 of differ-
ent races mixed with Indian.
The Eepublic of New Granada is politically divided into
eight states, viz. :
NEW GRANADA.
265
Panama
Population.
168 500
Capitals.
Panama
Cauca
404 000
Cundinamarca
635 000
Bogota
Boy aca
465 000
Tunja
Santander
463 000
Magdalen a
89 900
Santa Martha
222,100
Carthagena.
Antioquia...,
300,000
Medellin.
Agriculture holds the first place in the industrial inter-
ests of New Granada. Kice, cotton, coffee, tobacco, cocoa,
sugar, and the tropical fruits are the principal cultivated
productions of the low valleys and coast-lands, which also
produce spontaneously caoutchouc, vanilla, anise, balsams,
dye and cabinet woods, ivory-nuts, Peruvian bark, etc.
The elevated valleys and plains yield wheat, maize, and al-
most all the other products of the temperate zone. The
cultivation of the soil is, however, very rudely and indif-
ferently managed, and the reclaimed lands bear a very
small proportion to the whole.
The manufacturing interests of the republic are also in a
very low condition, and consist of little more than coarse
woolen and cotton cloths, earthen-ware, and cigars for the
use of the lower classes, and the straw hats known in com-
merce as Panama hats.
The mineral productions of the republic are gold, silver,
and platinum ; it also possesses valuable mines of emeralds
and of salt ; but the mining interest is sadly neglected, be-
ing mostly left to the lower classes. Turtle-shell and pearls
of fine quality are procured in considerable abundance.
The entire annual exports are estimated as follows :
Cacao $200,000
Caoutchouc, maize, cot-
ton, ivory-nuts, anise,
rice, balsam, etc 200, 000
Sugar, flour, preserves,
rough woolen and cot-
ton cloths, brandies,
etc 50,000
$14,350,000
Gold
$5 000 000
Platinum, silver ore, and
emeralds
1,000,000
Pearls and turtle-shell...
Tobacco
800,000
3,500 000
Straw hats . . .
1 400 000
Peruvian bark
600 000
Coffee
600 000
Hides
500 000
Dye and building woods
500,000
M
266 REPUBLICS OF SOUTH AMERICA.
Education in ISTew Granada is at a low ebb, though, nom-
inally, liberal provisions for public instruction are made by
the government. By law a free public school is established
in every parish throughout the republic; in all there are
said to be 800 public schools, and 60 high-schools and col-
leges, and 47 printing-offices.*
The capital of the republic is Bogota, in the State of Cun-
dinamarca, in lat. 4° 36' 6" north, and long. 74° 10' west,
which is situated on a broad plateau 8655 feet above the
level of the sea. It is regularly laid out, the houses mostly
built of sun-dried bricks, and of two stories, and is amply
supplied with water. It contains twenty-four churches,
one fine cathedral, a national college, with a library of
33,000 volumes in fourteen different languages, mostly an-
cient, an observatory, eleven high-schools, besides a semi-
nary, and two public schools in each ward (eight), fourteen
hospitals, three lazarettos (both the schools and hospitals
are very indifferent), seven printing-offices, three litho-
graphic offices, a fine theatre, one manufactory of woolen
cloths, and one of earthen- ware. It has a good market, sup-
plied with fruits and vegetables of both the temperate and
tropical zones. Population 60,000. The city of Bogota
is distant from the nearest sea-port on the Atlantic (Car-
thagena) about 700 miles, and from Buenaventura, on the
Pacific, 800. From Carthagena the route is up the Mag-
dalena Eiver by steam-boats to Honda, 700 miles distant,
and from thence 100 miles to Bogota by mules : this is the
usual route for merchandise and passengers from foreign
ports to the capital. That from Buenaventura is long, dif-
ficult, and expensive, much of the distance over the Cordil-
leras having to be accomplished on mules or the backs of the
natives. The roads throughout the republic are very bad.
* The foregoing statistics of population, exports, etc., were made out from
official data kindly furnished by Sefior Raphael Pombo, Secretary of New
Granadian Legation.
NEW GRANADA. 267
The rivers of New Granada are numerous and impor-
tant. The rivers Eio Negro, Caqueta, and Putumayo con-
nect the eastern and southeastern portions of the republic
with the Amazon. The Guaviare, the Meta, and their af-
fluents, connect the east and southeast with the Orinoco.
The Orinoco and the Amazon are connected at the bound-
ary of New Granada with Venezuela by the Eio Casse-
quiare. Commercially, the most important rivers are the
Magdalena and its tributary, the Cauca, each over 1000
miles in length, and crossing almost the whole of the most
fertile and productive portion of the republic from south
to north. The Magdalena empties by three mouths into
the Atlantic, and is navigated by steam-boats for 700 miles
of its length. It is through this river and the Cauca that
the principal part of the interior commerce of the country
is carried on. At its western mouth is the port of Saba-
nilla. It also communicates with the port of Carthagena
by a dike or connected chain of lagoons 92 miles in length,
and navigated by boats and small steamers.
The Kio Atrato, in the State of Antioquia, is about 300
miles in length, and is navigable for small vessels for about
150 miles. It empties into the Gulf of Darien. Besides
these, emptying into the Atlantic, are the Chagres, in the
State of Panama, and several other small rivers at present
of little commercial importance. Emptying into the Pa-
cific are the rivers Patia and San Juan, draining rich and
extensive regions in the State of Cauca.
The principal sea-ports of the republic of New Granada
are Eio Hacha and Santa Martha in the State of Magda-
lena, Sabanilla and Carthagena in Bolivar, and Aspinwall
in the State of Panama, on the Atlantic coast ; and Panama
in Panama, and Buenaventura and Tumaco in the State of
Cauca, on the Pacific.
Eio Hacha is an open roadstead. Vessels have to an-
chor one and a quarter miles from shore, at which distance
268 REPUBLICS OF SOUTH AMERICA.
large vessels can ride. Cargoes are landed by means of
bongoes or canoes. This can only be done between 8
A.M. and 2 P.M., on account of northeast winds, which
prevail almost all the year. The landing of cargoes is best
effected during the summer season.
The aspect of the town is very pleasing, as most of it
is of recent construction. Its business is principally with
the interior, through the Indians of La Goajira. Its prin-
cipal exports are divi divi, dye-woods, hides, skins, and
mules. Population between 3000 and 4000.
Santa Martha, 90 miles southwest from Eio Hacha, has
a good harbor, with the exception of being exposed to the
northeast winds. Vessels are laden and unladen at the
wharves. Merchandise is shipped from this port in large
decked boats up the Magdalena Kiver, from the mouth of
which it is distant about 40 miles. Besides the staples of
the country, from this place are exported considerable num-
bers of horses, mules, and cattle to Jamaica and other West
India islands. It ranks as one of the first ports of New
Granada.
The city of Santa Martha is the capital of the State of
Magdalena. There is a good hospital, a college, and a
printing-onice here. Population 4340.
Sabanilla, at the western mouth of the Magdalena Eiver,
is a roadstead. On account of a bad bar at the mouth of
the Magdalena, goods have to be transhipped for their
transportation up the river. The town is low and un-
healthy. The residences of the principal merchants .are at
Baranquilla, twelve miles interior.
Carthagena is the finest port and harbor and the chief
naval arsenal of New Granada, and is connected with the
Magdalena by the canal before mentioned, navigated by
steamers of light draught. It is the principal depot for the
products of the provinces watered by the Magdalena and
Cauca Eivers, and exports sugar, cotton, coffee, tobacco,
NEW GRANADA. 269
hides, specie, bullion, Peruvian bark, anise, balsams, dye-
woods, etc., etc. The port is defended by two forts, and
is the only port of New Granada on the Atlantic which
has facilities for the repair of vessels. Yessels are laden
and unladen by means of flat-boats and bongoes. The
town is well fortified and well laid out, the houses mostly
of stone. It has a massive citadel, several churches, a col-
lege, various seminaries, and two hospitals. Population
10,000. There is a charity hospital at Carthagena, where
sick American seamen are admitted at a charge of 40 cents
per diem; accommodations very indifferent. The usual
charge for storage of dry goods is about one per cent, on
gross sales ; drayage from wharf to store, 28 to 30 cents
per ton ; boat for landing, cartage to wharf, and storing at
custom-house, about 11 cents per barrel. From the United
States to this port are imported flour, codfish, hams, butter,
cheese, glass-ware, earthen-ware, iron-mongery, pitch, tar,
rosin, cordage, copper, and a great variety of articles from
France, Spain, Italy, and Germany.
The ships of the Eoyal Mail Steam Packet Company,
plying between Southampton, the West Indies, and the
east coast of South and Central America, stop here month-
ly with mails, passengers, and freight. See Itinerary of
said Company, p. 189, et seq.
Aspinwall, the Atlantic terminus of the Panama Bail-
road, in the harbor of Navy Bay, is a free port. The
shelter here for shipping is extensive, and the anchorage
good. Nothing obstructs the entrance to the harbor for
vessels of the largest draught. No pilots are required.
The wharf and storage accommodations are ample. Kef-
erence to connections of Panama Eailroad, page 148, will
give the principal maritime movements of this port. Har-
bor regulations, freight, wharfage, storage, light dues, etc.,
etc., will be found on page 143, et seq.
Panama is a free port. This port derives its importance
270
KEPUBLICS OF SOUTH AMEEICA.
from being the Pacific terminus of the Panama Kailroad.
It is situated in the Bay of Panama, latitude 8° 56' north,
longitude 79° 37' west. Its harbor is protected by a group
of islands of considerable extent, distant about two and a
half miles from the place of embarkation. The nearest se-
cure anchorage for vessels of heavy draught is distant from
shore one and three quarters of a mile, on account of coral
reefs which extend for that distance out into the bay. The
average tides at this point have a rise and fall of twelve
feet,* and transportation between ship and shore is carried
on at from one half to high tide by means of small steam-
ers and large iron-decked launches, which discharge at the
wharves of the Panama Kailroad Company. Storms are
unknown in the harbor of Panama, and the transportation
between ship and shore is performed at every season with
perfect ease and safety. The group of islands before men-
tioned furnishes the rendezvous for the vessels of the Pacific
Mail and Panama Kailroad Steam-ship Companies. About
nine miles to the southeast of the harbor is the beautiful
and productive island of Toboga, at which place is the ren-
dezvous of the British Pacific Steam Navigation Company.
At this place facilities are afforded for the repair of vessels
*
Table of the Tides on the
Pacific at Panama.
Atlantic
at Aspimvall.
May and June.
Nov. and Dec.
Aug. and Sept.
Greatest rise of tide
Feet.
17.72
7.94
12.08
0.759
9.40
C.55
6.25
4.73
14.08
9. GO
Feet.
21.30
9.70
14.10
0.140
10.12
9.40
6.73
5.26
17.30
12.40
Feet.
l.GO
0.63
1.16
Least " "
Average " "
Mean tide of Pacific above mean
tide of Atlantic
High spring tide of Pacific above
high spring tide of Atlantic
Low spring tide of Pacific below
low spring tide of Atlantic
Mean high tide of Pacific above
mean high tide of Atlantic
Mean low tide of Pacific below
mean low tide of Atlantic
Average rise of spring tides
" . " neap tides .
NEW GRANADA. 271
of the heaviest draught by means of a "gridiron," which is
rented at reasonable rates to vessels of all nations. There
is also at Toboga a large machine-shop, where repairs for
the largest varieties of machinery are effected at moderate
charges. No pilots are required in the harbor of Panama.
Fresh provisions and water are furnished to shipping in
abundance, and at moderate rates.
Labor is cheap and easily procured ; wages from eight to
ten reals per day.
The city of Panama is a place of considerable commer-
cial importance. Several mercantile houses of large capi-
tal are established here, which collect from the interior and
the North and South Pacific coasts the various staple pro-
ductions of South and Central America for exportation
over the Panama Eallroad to the United States and Eu-
rope, and receive from thence large quantities of merchan-
dise for the use of the interior towns and different ports in
the Pacific. For the maritime commercial movements of
this port, see connections of Panama Eailroad, page 148.
Population of the city of Panama, 10,000.
Aboiit sixty miles southeast from the port of Panama is
the group of islands called " Islas de las Perlas," or Islands
of Pearls, where a pearl-fishery is carried on, producing
about $100,000 worth of a fine quality of pearls per an-
num.
Besides Panama, on the Pacific coast of New Granada,
are the ports of Buenaventura and Tumaco, in the State of
Cauca, from which are exported Peruvian bark, cocoa, to-
bacco, hides, etc., to Panama, principally by the vessels of
the Pacific Steam Navigation Company, which touch at
each- bi-monthly. The trade of these ports is chiefly with
Panama, receiving from thence merchandise from the
United States and Europe suitable to the demands of the
country.
272 REPUBLICS or SOUTH AMEEICA.
PORT EEGULATIONS.
The port regulations of the Republic of New Granada
are such as are deemed necessary, as well in view of the
general convenience and safety of vessels as to answer
proper police and harbor discipline.
There are no quarantine regulations at any of the ports
of New Granada, and, consequently, no bills of health are
required. Tonnage dues, port dues, pilotage, and visit fees
are the same in all the ports of the republic, with the ex-
ception of the free ports of Aspinwall and Panama. Every
vessel pays $6 40 for the visit of the captain of the port,
and $11 pilotage in and out, besides $1 60 for an inter-
preter.
Every vessel pays 40 cents per New Granadian ton for
her capacity for the first 100 tons, and 20 cents for every
ton over the same. There are no light dues, except at the
port of Aspinwall, where light fees are charged by the Pan-
ama Eailroad Company (see p. 145). The river naviga-
tion of New Granada is free to flags of all nations, with the
exception of vessels propelled by steam, the monopoly of
which last is granted to certain individuals under contract
with the government.
Tariff of New Granada on Articles received from the United States — 1855.
Under this tariff weights and measures are, 1 pound — 1.014 pound ; 100
pounds — 4 arrobas; 100 pounds = 101^ pounds avoirdupois; 1 vara = 33£
English inches; 1 quintal = 101. 44 pounds; 1 kilogramme = 2£ pounds; 1
miriagramme — 26 Ibs. 9 oz. 10 pwt.
Money. — 1 peso = 8 reals = 100 cents = $ 1.*
Denomination of Merchandise.
Beef
Beer, ale, porter, in bottles.
" " " in casks..
Brandy in bottles
in casks.
Candles, wax.
Number, Weight, or Measure.
1.014 lb.
u
1 kilogramme, or 2£ Ibs.
n
2i Ibs.
Kate of Duty,
free.
$0 OOJ
0 00§-
0 16
0 16
0 40
* The French decimal system of weights, measures, and currency has been recently
adopted by the New Granadian government.
NEW GRANADA.
273
Denomination of Merchandise.
Candles spermaceti
Number, Weight, or Measure.
2£ Ibs
Rate of Duty.
$0 20
Cheese of all kinds
(i
0 02
Cider in bottles
same as beer
" in casks ...
«(
Codfish
free.
Copper manufactures of ...
21 Ibs
0 15
" in bars '.
free
Cotton raw
" manufactures of
21 Ibs
0 40
free
Glass window
box of from 100 to 125 Ibs
2 40
Hams and bacon
free
Hats straw
0 60
Household furniture
6 00
a n
1 lounge
12 50
it it
1 table
5 00
Indian corn .
free
Lard
«
Lead in bars and. sheets
1 miriagram 26 Ibs 9 oz
0 32
" manufactures of
21 Ibs
0 05
Nails, iron
26 Ibs 9 ox
0 48
Oils whale and other fish . .
1 014 Ib
0 06i
Pitch
t't
0 OOi
Paper writing . . .
0 40
' ' printing ... - . .
free
Paints
2| Ibs
0 12
Pork
free
Rice
M
Rosin ....
u
0 001
Soap, common
26 Ibs. 9 oz.
0 72
' ' perfumed
2£ Ibs
0 50
Shoes and boots, leather
(10 per cent, additional to
Sugar refined. •
\ the duty on leather.
1 014 Ib
0 024
Tallow
101 Ibs
2 00
Tar
26 Ibs 9 oz
0 08
Teas
2| Ibs
0 20
a
0 20
' ' cigars Havana
n
0 80
" " others
K
0 80
Umbrellas silk . .
each
0 60
" cotton
dozen
2 00
"Wax raw white
21 Ihs
0 20
" " yellow
it
0 20
Wood, boards, pine
free.
«
Wines, red
2£ Ibs
0 06
" white...
(i
0 10
Goods imported into the Isthmus of Panama, although a part of the New
Granadian Republic, are exempt from duty ; but if imported from the Isth-
mus into New Granada, they are charged the regular duties as if coming
from foreign countries.
M 2
274 KEPUBLICS OF SOUTH AMERICA.
FREE LIST.
Animals for breed ; beaver and other skins ; bee-hives and bees ; books,
printed ; carts ; casks ; coal ; gold, silver, and platina, in dust ; implements
for agriculture and mining; scientific and surgical instruments; medals;
mills ; paintings and engravings ; paper for printing ; plants ; seeds ; stat-
ues and busts ; steam-engines ; wool ; effects of embassadors, and equipage
of travelers.
PROHIBITED LIST.
Arms ; obscene books and prints ; coin, defaced or clipped ; rum ; tobac-
co, raw.
Coasting trade free to foreign vessels.
By virtue of the tariff act which came into force in New Granada, June
25, 1856, an increase of duty from 25 to 100 per cent, was imposed on near-
ly every article of import, presenting an exception to the tariff modifications
of almost every other commercial country for years past. The percentage
increase of rates on the principal articles of merchandise, by virtue of this
act, on the rates previously levied, has been noted as follows, fractions being
disregarded :
On the following articles the increase is 25 per cent. : steel, not manufac-
tured ; needles and fish-hooks of certain descriptions ; indigo ; sugar-candy ;
phials ; cocoa, manufactured ; cocoanuts ; padlocks of iron or brass ; can-
dlesticks of glass or crystal ; brushes for the teeth, nails, etc. ; locks ; beer ;
copper in sheets; glasses, small, for liquors, cut or not; knives for shoe-
makers, etc. ; spurs, cast iron ; chisels ; bottles ; large forge bellows ; car-
bine hooks ; buckles of metal ; watchmakers' tools ; common lead-pencils ;
china-ware, small articles ; mirrors of certain sizes ; hammers of all kinds ;
mills, small, and coffee-mills, etc. ; razors ; brown paper ; Jamaica pepper ;
pipes of clay, for smoking ; dishes of glass or crystal ; lead in pigs, plates,
balls, and shot ; metallic pens ; reins for bridles ; castors for tables, etc. ;
tallow or stearine ; ink in powder, paste, or liquid ; glasses, watch, magni-
fying, etc.
On the following articles the increase is 26 per cent. : spirits from cane
and its compounds, in those provinces in which this article is not a monop-
oly ; spirits of turpentine ; scented waters of all kinds ; iron wire ; white
lead in powder or oil ; raw cotton in bulk and in seed ; trunks with mer-
chandise ; bottles and demijohns ; brooches for clasps, etc. ; shoe-brushes,
etc. ; copper in bars or cakes ; compasses ; fine penknives ; spoons of tin,
iron, copper, etc. ; large knives, and knives of ivory, etc., and balance-handle
knives with forks ; thimbles ; snuffers ; screw-drivers ; fowling-pieces ; mir-
rors with gilt frames ; tin, pewter, etc., in bars or cakes ; felts for hats ; nails,
brads, etc. ; liquor cases ; saddle-trees ; toilet soap ; sealing-wax ; files ;
ECUADOR. 275
linen manufactures, common ; mustard ; mainsprings for clocks and watches;
paper, writing, hanging, etc. ; umbrellas of silk of all sizes ; pincers of all
sorts ; pistols, common ; earthen pitchers, jars, etc. ; salt-cellars of glass or
crystal ; saws, pit and frame ; scissors, small, etc. ; turpentine ; zinc, manu-
factures of.
On the following articles the increase is 27 per cent. : cruet-stands ; nee-
dles of wire, bone, etc. ; silver, brass, and piano wire ; door-bolts, small ; car-
peting in pieces ; cotton manufactures ; curry-combs of iron ; plate-holders ;
pin-cases ; chandeliers of glass or metal ; harness for two beasts ; trunks
without merchandise ; scales ; bridle-bits ; copper pumps for engines ; silk
brocade ; wax candles ; bedsteads ; sofas ; sieves of wire, silk, etc. ; clothes-
brushes, etc. ; cranks of iron ; clothes-presses ; watch-guards ; swords ; small
looking-glasses ; iron pickaxes ; stirrups ; pianos ; flasks ; decanters ; small
buckles for braces, etc. ; whips; lawn; lace; fringes, etc., of linen; porce-
lain ; manufactures of German silver ; saddles ; dial-plates ; razors in cases ;
organs ; gilt paper-hangings ; cotton umbrellas ; pistols ; powder-flasks ; bot-
tle-stands ; watches ; manufactures of silk of all kinds ; fine scissors ; gold
braid; window-glass.
On a certain description of needles, packing, sailmakers', etc., the increase
is 100 per cent. ; on irons for carpenters' planes, etc., and small hand-bel-
lows, 150 ; on fine gold wire, 154 ; and on sperm-oil, manufactured, 160
per cent.
There is a decrease of duty on buttons of from 40 to 80 per cent. ; on
chairs, of 68 ; augers, 36 ; common glass bottles, 40 ; gloves of buckskin,
etc., 54 and 52 ; stirrup-leathers, 37 ; and on a few other unimportant ar-
ticles.
ECUADOR.
THE Kepublic of Ecuador, joining that of New Granada
on the south, is situated between latitude 1° 35' north and
5° 50' south, and has its name from its position under the
equator. Its eastern boundary is formed by a portion of
New Granada, Brazil, and Peru ; its southern by Peru, and
its western by the Pacific Ocean. Estimated area 250,000
square miles.
The three ranges of the Andes pass through the extent
of the western part of the republic from north to south.
As in New Granada, they abound in high fertile valleys
276 REPUBLICS OF SOUTH AMERICA.
and elevated plains of great productiveness and salubrity ;
they also shoot up into frequent lofty volcanic peaks, many
of which are in active eruption : 17 of these have an average
height of over 16,000 feet each, while several others range
from 17,000 to 21,000 feet, their summits covered with per-
petual snow. The lower valleys and plains yield all the sta-
ples and fruits of the tropics, while the higher produce the
grains and fruits of the temperate zone, and afford the finest
pasturage for numerous herds of cattle, horses, sheep, lamas,
guanacos, and vicunas. Here the Peruvian bark, sarsapa-
rilla, balsam of tolu, vanilla, canella, copaiva, gentian, and
many other medicinal productions, are indigenous. There
are also vast tracts of wooded lands, producing the finest
timber for ship-building and cabinet-work, besides many
excellent varieties of dye-woods, and numerous fibrous
plants suitable for the manufacture of hats, cordage, cloth,
paper, etc.
The mineral productions of Ecuador are gold, silver, mer-
cury, iron, tin, lead, copper, antimony, manganese, sulphur,
and salt.
Gold is abundant in the sands of almost all the rivers.
From not being properly or efiiciently worked, the produce
from the mining interest of Ecuador is inconsiderable.
The navigable rivers of Ecuador are numerous. Flow-
ing into the Pacific are the Esmeralda, the Eio Guayaquil
and its tributary the Daule (emptying into a gulf of the same
name), and the Tumbez, forming a part of the southern
boundary, all of considerable importance, draining rich and
productive districts, and affording for a considerable por-
tion of their extent an easy passage for the productions of
the Pacific slope to the coast. Flowing westward into the
valley of the Amazon and uniting with that river are th<
Putumayo, navigable for the greater part of its extent ; th<
Napo, navigable for steam-boats for 550 miles ; the
for 230 miles ; and the Santiago, 400 for steam-boats, an<
ECUADOR. 277
120 more for smaller vessels. The Amazon, which forms
a large portion of the southern boundary of the republic, is
navigable for large vessels as far as the Kiver Tigre (about
midway of the southern boundary), making the navigable
portion of that river in Ecuador about 350 miles for steam-
boats, and nearly 300 farther for rafts or balsas.
The climate of Ecuador varies with the situation of differ-
ent portions ; that along the Pacific coast is decidedly trop-
ical and insalubrious; but as the slopes of the Andes are
ascended, the temperature is decreased, until, reaching the
valleys and plains at a height of nine or ten thousand feet,
a perpetual spring prevails. The valley of Quito, in which
the capital is located, is said to possess the most equable and
delightful climate in the world, having a temperature vary-
ing.from 56° to 62° Fahrenheit.
The year is divided into two seasons. In the elevated
lands the winter commences in December and lasts until
May, and is a season of clear skies, with a delightful temper-
ature ; the summer begins in June and ends in November :
during this season high winds prevail. In the low land the
temperature is hot and moist, and in the winter incessant
rains prevail.
The population of Ecuador is estimated at about 800,000,
composed of
Whites of European descent 351,672
Indians, descendants of the "Quiches" 274,440
Indians of the Orient 135,000
Negroes 7,831
Mixed races 31,057
800,000
The whites are the principal landholders, traders, etc.
The Quiches are mostly mechanics and agriculturists.
The Indians of the Orient are wild, and warlike, and un-
civilized.
The prevailing religion is Eoman Catholic, and the open
profession of no other is tolerated, but foreigners are not
278 REPUBLICS OP SOUTH AMERICA.
molested on account of their religious faith. Education is
at a low ebb.
The chief city and capital is Quito, and is situated 9453
feet above the level of the sea, in a valley of the same name,
150 miles from Guayaquil, the chief sea-port. It is well
built, and has several handsome squares, in one of which
are the cathedral, the town hall, and palaces of the arch-
bishop, etc. There are also in this city many churches and
convents, a work-house, an orphan asylum, a university, and
a large hospital. It has manufactories of coarse cotton and
woolen goods, lace, hosiery, jewelry, etc., and a large trade
in corn and other agricultural produce, which, with some
of its manufactured goods, are sent by way of Guayaquil to
Central America in return for indigo, iron, steel, and to
Peru in return for brandy, wine, oil, and precious metals,
etc. There is said to be much wealth among its inhabitants.
The markets are well supplied. Population 50,000.
The chief sea-ports and harbors of Ecuador are Guaya-
quil, Manta, and Esmeralda.
Guayaquil, the principal port, is situated at the head of a
bay of the same name, and at the mouth of the Eiver Guay-
aquil, 50 miles from the sea. The harbor is excellent, and
affords great facilities for ship-building, excellent timber
being found within a few rods of the river, where building-
yards of capacity for the largest ships have been construct-
ed. The city consists of the old and the new town, and is
intersected by five small creeks which are crossed by wood-
en bridges. The houses are mostly of wood. The principal
edifices are a cathedral, several churches, two hospitals, and
two colleges. The city is defended by three forts. It is
unhealthy, with a mild, humid climate : mean annual tem-
perature 88° Fahr. Population 22,000. Guayaquil is an
important entrepot for the trade between Lima and Quito.
The ports of Manta and Esmeralda are chiefly ports of
export for silver ore and the produce of the country sur-
ECUADOK. 279
rounding. The towns are of small size and of but little im-
portance. The regular ships of the Pacific Steam Naviga-
tion Company touch at Guayaquil on the 13th and 28th of
each month, and a special steamer plies monthly between
Guayaquil and Panama, touching at the ports of Manta
and Guayaquil (see Itinerary, page 215). In 1856 the for-
eign exports by the ports of Manta and Guayaquil were
$2,333,141 50, of which $67,562 12 was silver and silver
ore. The exports across the country to New Granada were
about $300,000, and to Peru $100,000. The imports for
the same year were, through the port of Guayaquil,
$2,374,439 38; through Manta, $112,267 39; from New
Granada, $40,000 ; and from Peru, 100,000.
The chief exports consist of silver and silver ore, cacao,
sombreros (or Panama hats), tobacco, cascarilla, sarsaparilla,
agave fibre, tamarinds, caoutchouc, canes, coffee, hammocks,
etc. ; the imports, textiles of cotton, wool, flax, and silk,
wine, spirits, flour, hardware, paper, furniture, musical in-
struments, etc., etc.
Port Regulations at Guayaquil. — There are no quarantine
regulations. Tonnage dues, 25 cts. ; light money, 6J cts. ;
hospital, 50 cts. per day. Vessels lie in the stream, and are
loaded or discharged by means of rafts, $4 to $5 per load.
The commercial charge for storage is 1 per cent. Mer-
chandise is carried on by porters, who charge from 10 to
50 cents, according to bulk.
Passengers, on landing, are obliged to present themselves
at the police-office, where their passports are examined.
Their baggage is examined at the custom-house, and no fees
are exacted with the exception of those for a new passport
on leaving the country.
The currency is the same as in Mexico.
Coin. — 1 peso = 100 cents = $1 00.
Weights. — 1 quintal =4: arrobas of 25 Ib. 7 oz.
Measures. — 1 vara=33£ inches English.
280
REPUBLICS OF SOUTH AMERICA.
Tariff on Articles received in Ecuador from the United States — 1856.
I
Printed books and music, map
fire-engines, surgical and mathem
tools of emigrants, useful machine
Denomination of Merchandise.
Alcohol
REE LIST.
s, ships' materials, fresh fri
atical instruments, agricultu
s, inventions, etc.
Number, "Weight, or Measure,
gallon,
quintal (101 Ibs.),
dozen,
gallon,
dozen,
gallon,
101 Ibs.
1.014 Ib.
•i
a
101 Ibs.
dozen,
gallon,
101 Ibs.
1.014 Ib.
101 Ibs.
it
yard,
barrel, about 200 Ibs.
box of 100 feet square,
101 Ibs.
each, for ladies,
1 table,
101 Ibs.
a
it
n
tt
gallon,
ream,
(i
101 Ibs.
(i
n
n
n
I pair,
101 Ibs.
dozen cakes,
101 Ibs.
<(
a
1.014 Ib.
101 Ibs.
1000,
lits, vegetables,
ral implements,
Rate of Duty.
$1 50
2 00
75
25
2 00
50
37*
18f
03
06i
2 00
1 00
25
3 00
06i
2 50
50
(drills) 02£
6 00
1 00
50
2 00
4 50
1 00
4 50
1 00
1 50
1 00
05
25
75
2 00
30
2 00
3 00
20
1 50
1 50
12fr cts. to 25
4 00
2 00
25
18i
10 00
5 00
Beef
Beer, ale, porter, in bottles
« « " in casks
Brandy in bottles
" in casks
Cables and cordage
Candles wax .
" tallow
" spermaceti . .
Cheese of all kinds
Cider in bottles
" in casks
Codfish
Copper manufactures of . ...
Cotton raw
" manufactures of
Flour wheat
Hams and bacon
Hats, straw
Household furniture
Indian corn
Lead in bars and sheets
" manufactures of
Nails iron
Oil whale and other fish
Paper writing
' ' printing
Paints ....
Pitch
Pork
Rice
Rosin
Shoes boots leather . . ..
Soap common
Sugar refined
Tallow
Tar
Teas*
Tobacco unmanufactured
* Teas, when imported direct from the place of production in American or equalized ves-
sels, are free.
PERU.
281
Denomination of Merchandise.
Umbrellas, silk
" cotton
Wax, raw, white
" yellow
Wines, red
" white
Wood, boards, pine
" shingles
Number, Weight, or Measure.
one,
dozen,
101 Ibs.
gallon,
1 foot,
1000,
Rate of Duty.
$1 00
2 00
9 00
9 00
15
15
02
3 36
The duties are to be paid within 10 days when they
amount to $100 ; within 30 when from $100 to $500 ; with-
in 45 from $500 to $2000 ; within 75 from $2000 to $6000 ;
100 from $6000 to $12,000; over $12,000, 150 days. Be-
sides the duties small sums are levied as toll tax.
Export duties : gold, J per cent, ad valorem ; silver, 1 per
cent. ; manglewurzel, 50 cents per 100 Ibs. ; straw for hats,
10 per cent, ad valorem.
PERU.
THE Eepublic of Peru, between latitude 8° 25' and 21°
48' south, and longitude 68° and 81° 20' west, embraces an
area of 520,000 square miles, and had, by the census of
1852, a population of 2,106,492. Peru is bounded on the
north by Ecuador, on the east by Brazil and Bolivia, on
the south by Bolivia and the Pacific, and on the west by
the Pacific Ocean, and has a coast-line on the Pacific of
1240 miles.
The double Cordillera of the Andes traverses Peru from
northeast to southwest, separating it into three regions. The
central has an elevation of about 12,000 feet ; the eastern
forms a part of the great plain of South America ; and the
western, between the Andes and the Pacific, has a breadth
of from 60 to 70 miles. The Andes and their branches are
estimated to occupy about 200,000 square miles of the sur-
face of Peru. The whole of the coast region is arid and
282 REPUBLICS OF SOUTH AMERICA.
barren ; the upland or central region abounds in fertile val-
leys and plains. To the east of the mountains the country
is covered with vast forests, which have as yet been but
imperfectly explored. Between the coast regions and the
mountains are numerous valleys and plains of great fertili-
ty, where tobacco, sugar, maize, cotton, indigo, cocoa, cochi-
neal, and various tropical fruits are produced, besides the
copaiva, vanilla, balsams, etc., and valuable cabinet woods,
which are indigenous. Here rain rarely falls, but fogs and
dews are frequent. In the central region the grains of Eu-
rope are successfully cultivated, and the finest pasturage for
sheep and cattle is abundant. The lama, alpaca, guanaco,
and vicuna are natives of this region, where they abound
in great numbers ; their wool, especially that of the alpaca,
is said to be the finest in the world except the Cashmere,
and forms an important article of export. Here also are
found the cinchona-trees, from which the Peruvian barks
of commerce are obtained.
The mineral wealth of Peru is very great : gold, silver,
copper, tin, iron, and saltpetre are found in abundance ; the
region between the mountain ranges is especially rich in
mineral products.
A very great source of wealth to Peru is its deposits of
guano, which occur on the islands of Chincha and Lobos
along its coast. These were estimated in 1842 to contain
no less than 46,632,000 tons, valued at $20 per ton; the
annual consumption was then assumed to be about 300,000
tons.
Peru is politically divided into eleven departments and
two littoral provinces, as follows, from north to south :
Departments.
Amazonas ....
Libertad
Ancach
Junin
Lima
Iluancavelica
Population.
43,074
266,553
219,145
222,949
259,801
70,117
Capitals.
Chachapoyas.
Truxillo.
Iluaras.
Ccrro de Pasco.
Lima.
Iluancavelica.
PEKU.
Departments.
jA.yacu.cho
Population.
132,921
Capitals.
Huamanga.
349,718
Cuzco.
Puno... .
285,661
Puno.
Arequipa
119,336
Arequipa.
Mociuega
61,432
Tacna.
Province littoral de Callao
8 453
" " " Piura
76,332
Total...,
2,106,492
The population consists of Spaniards, native Indians, Ne-
groes, and the mixed races resulting therefrom: whites
about 400,000 ; Indians, 1,000,000 ; the remainder Negroes
and mixed bloods.
Education in Peru is in a very low condition, though
there are many Lancastrian schools in the republic, where
the elemental branches are taught. At Lima, the capital,
there is a University and several colleges, but they are
poor and thinly attended. " Superior education is confined
to a very few among the whites, and the ornamental al-
most universally takes the precedence of useful instruction.
There are at the capital some good libraries and a medical
college."
"The established religion is Eoman Catholic, though
other denominations are now tolerated. The clergy are
said to be careless of their duty and lax in their morals."
Agriculture is in a very primitive state. Manufactures
are also in a backward condition, principally confined to
ponchos, or loose cloaks (some of which are of great fine-
ness and beauty), coarse blankets, mats, hats, cordage, and
the beautiful filigree silver-work for which the interior of
Peru is celebrated.
Lima, the capital of Peru, is situated on a beautiful and
extensive plain 560 feet above the ocean, and from Callao,
its sea-port, distant about eight and a half miles. It is
about two miles in length, about the same in breadth, and
is surrounded by massive brick walls. The Eiver Eimac
flows through the city, and is crossed by a fine stone bridge
530 feet in length. The streets are regularly laid out, the
284 REPUBLICS OF SOUTH AMERICA.
houses low, and built of sun-dried bricks. The grand plaza
is about 500 feet square, in the centre of which is a hand-
some stone fountain, surmounted by a bronze statue ; be-
sides this there are about thirty other open squares in the
city. There are two foundling asylums and eleven public
hospitals, one of which has 600 beds. The city contains
fifty-seven churches, sixteen nunneries, and twenty-five
chapels, many of which are rich in decorations of gold and
jewels. The church of the Dominican convent is 300
feet in length by 80 in breadth, and has a steeple 180 feet
in height. The convent of St. Francis covers two whole
squares, and has magnificent cloisters. Lima has a Uni-
versity, numerous primary and two high schools, also three
Latin schools, and four colleges. There are two theatres,
an amphitheatre for cock-fighting, and another for bull-
fights capable of accommodating 12,000 spectators. The
manufactures, which are very limited, consist of gold lace
and fringes, glass, cotton cloth, cigars, chocolate, and paper.
Its population is about 100,000, one fourth of whom are
white, one fourth Negroes, and the remainder Indians and
mixed races. The climate of Lima is delightfully mild and
equable, ranging from 60° to 80° Fahrenheit. Rain is ex-
tremely rare. The communication between Lima and Cal-
lao, its sea-port, is by a railway eight and a half miles in
length, built in 1850-51 by English engineers, with mate-
rials brought from England. There is another railway
running from Lima to Chorillas, a favorite bathing-place
on the coast, nine miles distant. The country in the vi-
cinity of Lima is exceedingly pleasing and fertile, produc-
ing all the fruits and vegetables of the temperate zone in
abundance. Earthquakes occasionally occur, but are usu-
ally so slight that they rarely create alarm.
The chief sea-ports of Peru are Payta, San Jose', Hu-
anchaco, Callao, Islay, Arica, and Iquique. These are the
ports of entry for foreign commerce, and are called " los pu-
PERU. 285
erto mayores" or major ports. There are, besides these, open
to the coasting trade and for the exportation of the prod-
ucts of the country, the minor ports of Ylo, Chala, Pisco,
Huacho, Casma, Pacasmayo, and Tumbez, and the small
harbors of Sechura, Samano, Santo, Supe, Huarmes, Echi-
nique, Chancay, Ancon, Cerro Azul, Chincha, Cancato, Nas-
ca, Quilca, Cototea, Morro de Sama, and Pisaque.
The steam-ships of the Pacific Steam Navigation Com-
pany touch at all the principal and at most of the minor
ports of Peru (see Itinerary, p. 215, et seq.).
The chief staple of export from Peru is guano ; crude
wools, bar silver, copper, and tin, Peruvian bark, nitrate of
soda, are exported in considerable quantities. The average
annual value of exports, in round numbers, is $12,000,000.
The chief imports are textiles of silk, linen, cotton, wool,
gold and silver ornaments, fruits, provisions, timber, furni-
ture, wines, and liquors. The average annual value of im-
ports, in round numbers, is $9,500,000. Of this the United
States imports to Peru about $500,000 per annum, and ex-
ports about $2,000,000.
The chief trade of Peru is with Great Britain.
PORTS.
The principal sea-port of Peru is Callao. The town is
badly built, and contains about 7000 inhabitants. It is
connected with Lima, the capital, by a good carriage-road
and a single-track railway, which last is used almost exclu-
sively for passengers. Callao possesses good shelter for
shipping. Vessels lie at anchor in the harbor and discharge
their cargoes by lighters and launches. There is a circular
mole into which the launches go to be unloaded by cranes
and winches upon a railroad track, which takes all goods
to the custom-house, where they are deposited in the pub-
lic stores for an indefinite time, under fixed rates of stor-
age, from three to twelve cents a package per month.
286 REPUBLICS OF SOUTH AMERICA.
The general features of commercial transactions at Cal-
lao, and at the ports of Peru generally, are set forth in a
communication of a late date from the consul of the United
States at that port as follows: "The most valuable arti-
cles imported into this consulate are assorted merchandise
from England, France, Italy, and the United States, Chili,
Spain, and Ecuador, viz., cottons, linens, silks, wines, hard-
ware, etc. ; from the United States, domestic cottons, furni-
ture, lumber, provisions, etc. The export trade of Peru
consists chiefly of guano, which is sent to England, the
United States, France, and Spain, and in smaller quanti-
ties to Italy, India, and the West Indies. Crude wools are
largely exported, but the high duty on them in the United
States throws nearly all that trade into Europe, mostly to
England, where wool is duty free. The same remark also
applies to the barks of Peru and to copper. The bar sil-
ver all goes to England, because there is no direct steam
navigation with the United States. Nitrate of soda is large-
ly exported — at least 600,000 quintals annually, valued at
$2 per 100 pounds ; much of this goes to the United States.
Dry and salted hides and straw hats are exported in small
quantities."
Pisco, a port for exportation, about 100 miles south of
Callao. A railway has been projected to connect this port
with " Yea," a city in the interior, distant about 40 miles;
this, when completed, will bring to the sea the products of
a very rich agricultural district.
Arica, a major port, through which a large business for
Bolivia is transacted, and the outlet of a large mining dis-
trict. A railway was constructed in 1854-5 for an En-
glish company from Arica to Tacna, a distance of 40 miles,
by Walton W. Evans, Esq., an American engineer. Six
and a half per cent, on $2,000,000 was guaranteed by the
government of Peru. This road overcomes an elevation
of 1800 feet in its course. Over it large quantities of goods
PERU. 287
are carried to Bolivia. From the interior of Bolivia, coffee,
tin, and copper barilla are brought over it to Arica for ex-
portation ; besides this, all of the calisaya bark and alpaca
wool known to trade finds its way to the sea through the
same channel.
Iquique. — From this port immense quantities of nitrate
of soda (saltpetre) are shipped to the United States and
England, said in amount to exceed 30,000 tons annually.
Out of a population of 15,000, more than four fifths are en-
gaged in this trade. A railroad is projected from this port
to " Terrapaca," the centre of the saltpetre region, distant
from the sea-coast about fifty miles : this road, when com-
pleted, will greatly increase the trade.
There are no navigable rivers in Peru ; the interior trans-
portation is effected principally by means of mules.
There are no pilots (the nature of the ports rendering
them unnecessary), no quarantine system, no light-houses,
no hospital fees in Peru. There are no facilities for the re-
pair of ships in Peru.
Tonnage dues in the ports of Peru are 25 cents per ton.
Port charges, exclusive of tonnage, amount to about $25
at Callao, and $40 at Payta.
Passengers are allowed to land at all the ports of Peru
as soon as the captain of the port has made his visit on
board. ~No passports are required on arriving, but they are
usually required on leaving Peru, and cost $3 at the offices
of the local authorities. Passengers take their baggage on
shore with them, or on board of vessels in the port ; the in-
spector examines the luggage on the wharf. No fees are
exacted.
CUEKENCY.
The circulating currency, representing silver, and now
the only money in common use in Peru, is below the nom-
inal standard about 52 per cent. The rate of exchange
288 REPUBLICS OF SOUTH AMERICA.
fluctuates from five to fifteen per cent, on the dollar. The
dollar of Peru in invoices of export to the United States is
usually valued at from 80 to 85 cents of United States cur-
rency. The Peruvian dollar of pure silver (not in circula-
tion) is worth about 87-J cents United States currency.
Gold coins of Peru are not now in common use. Patriot
doubloons pass current at $17, and of late are worth three
per cent, premium, and but few to be obtained.
TARIFF REGULATIONS.
The tariff is that of November 25th, 1854, modified by a decree of May
1st, 1855.
Money. — 1 peso = 100 cents =$1.
Weights and Measures. — 1 quintal =4 arrobas of 25 Ibs. 7 oz. each =100
libras=101.45 Ibs. ; 1 pound= 1.014 Ib. English.
FREE LIST.
Principal articles: tar; live animals; quicksilver; iron chains and ca-
bles; salted pork and beef in barrels; stone coal; geographical charts;
lumber for house-building ; cooking apparatus for vessels ; scientific collec-
tions and objects of curiosity; staves and heading of all kinds; oakum;
fresh fruits; printing-presses; scientific instruments of all kinds; cordage
and tow ; bricks ; iron bars ; timber for ship-building ; hops ; machines for
agricultural and mining purposes ; printed music ; sheathing copper in
sheets ; seeds of all sorts.
If imported through the ports of Iquique, Arica, or Islay : fresh or salted
meat ; barley ; beans ; lard ; lentils ; and Indian corn.
In the port of Iquique, foreign goods in national vessels, if consisting of
iron nails, steel, wood, tallow, and articles of food (flour excepted), pay only
one half the ordinary duty. Empty sacks, gunny cloth, yarn for making
bags, wood and stone coals, are free under all flags.
PROHIBITED LIST.
Gunpowder ; all kinds of fire-arms and munitions of war ; books offend-
ing public morals, and eatables of bad quality.
All merchandise imported direct from Europe, Asia, or North America,
through the larger ports of the republic, are permitted to pay 10 per cent,
of the total amount of duties levied in government bonds. Gold and silver
in bullion or coin are exempt from export duty.
PEEU.
289
Tariff on Articles imported into Peril from the United States.
Denomination of Merchandise.
Beef
Number, Weight, or
Measure.
101 Ibs
Fixed Value on.
$6 50
Percentage on
fixed Value.
$0 03
Beer, ale, and porter, in bottles
" " in casks..
Brandy in bottles
dozen,
gallon,
dozen over 30°
specific duty,
«
«
1 50
0 25
1 50
gallon, "
«
1 50
« n
gallon under 30°
(i
1 00
Cables and cordage
free
Candles tallow
1 014 Ib
0 124-
' ' spermaceti
it
n '
0 12^-
Cheese of all kinds
101 Ibs
«
400
Cider in bottles ...
Ci
1 50
" in casks
gallon
a
0 25
Codfish
101 Ibs
$5 00
0 10
Copper, manufactures of ...
1.014 Ib.
0 37
0 15
" in sheets
free
Cotton, raw. .
101 Ibs
$4 00
0 01
" manufactures of
fustian dozen
6 00
0 15
Flour, wheat
101 Ibs.
specific duty,
2 00
Glass, window
valuation
0 25
Hams and bacon
1.014 Ib.
20 cts.
0 03
Hats, straw . . .
free
" other kinds
valuation
0 30
Household furniture
a
0 30
Indian corn
101 Ibs
$1 50
0 20
Lard
ii
specific duty
1 00
Lead in bars and sheets
n
free
" manufactures of
u
$7 00
0 20
Nails, iron
«
5 50
0 06
Oil, whale and other fish
gallon
0 35
0 20
Paints common
101 Ibs
7 00
0 90
" fine in pots
dozen
0 75
0 20
Paper, writing
valuation
0 20
" printing
for music
ti
0 10
Pitch
free
Pork salted
«
«
Rice
specific duty
2 00
Rosin
barrel,
$4 00
free
Shoes and boots leather . .
dozen
8 00
0 30
Soap, perfumed
101 Ibs
25 00
0 20
Sugar refined . .
arroba 2 5 Ibs 7 oz
specific duty
0 30
Tallow
101 Ibs
<«
1 50
Tar
$4 00
free
Teas*
1 014 Ib
specific duty
0 18f
Tobacco, unmanufactured
" cigars, Havana
" « others
101 Ibs.
1.014 Ib.
<(
«
(C
20 00
0 62£
0 69£
dozen
$40 00
0 20
" cotton
a
10 00
0 20
\Vax, raw white <
101 Ibs
50 00
0 20
" " vellow....
(i
30 00
0 20
* Teas of all kinds, when imported direct from the place of production in American or
equalized vessels, are free of duty.
290 KEPUBLICS OF SOUTH AMERICA.
Denomination of Merchandise.
Wines, red.
white.
Wood, boards, pine
shingles.
Number, Weight, or
Measure,
dozen bottles,
Fixed Value on.
specific duty,
tt
free.
Percentage on
fixed Value.
$1 50
1 50
BOLIVIA.
THIS republic extends from 10° 30' to 25° south latitude,
and from 57° 50' to 71° 30' west longitude, with an area
of 473,298 square miles. Its greatest length is estimated
at about 1000 miles, and its greatest breadth at 800. It has
about 250 miles of sea-coast. Population, according to latest
authorities, 1,425,758. Bolivia, in the general characteris-
tics of its topography, soil, climate, productions, and inhab-
itants, does not differ materially from Peru, already de-
scribed. Its facilities for internal navigation on the east
of the Cordilleras are very great through the Eiver Mar-
more and its affluents, whose waters flow into the Amazon,
and the Pilcomayo, whose waters empty into the Paraguay,
thereby affording communication with the Atlantic Ocean.
The very liberal inducement offered to foreigners by the
government of Bolivia for navigating these rivers and set-
tling her rich and extensive eastern plains promise, at no
distant day, to aid in developing her vast resources. By a
decree promulgated by President Belzu in January, 1853,
navigation through the above-named rivers was declared
free and their ports free to all nations ; a bounty of $10,000
to be awarded to the first steamer reaching any of her river
ports from the Atlantic, and from one to twelve leagues
square of Bolivian territory to the individuals or companies
who, sailing from the Atlantic, shall arrive at any of the
river ports and desire to found near them agricultural or
industrial establishments. The commerce of Bolivia is car-
ried on through its only available sea-port, Cobija, and
BOLIVIA. 291
through the port of Arica in Peru. All of the alpaca wool
and calisaya bark known to commerce is produced in Bo-
livia, and finds its way to the market across the narrow
strip of Peruvian territory which separates Bolivia from the
Pacific at Arica. Deposits of guano exist along the coast,
and form a considerable article of export. The mineral pro-
ductions of Bolivia are similar to those of Peru. Its silver
mines are world-famed, though from inefficient working
their produce has of late years greatly declined ; at pres-
ent the export of silver and gold amounts only to about
$1,400,000 per annum. The entire exports are estimated
at $4,000,000 per annum. The imports by Cobija amount
to about $500,000 per annum, and the internal traffic with
Peru and Chili to about $1,500,000. Manufactures are car-
ried on on a small scale : woolen and cotton cloths, hats made
from the vicuna wool, tin-ware, and fire-arms, are the chief.
Agriculture is in low condition. Cocoa, cotton, rice, in-
digo, coffee, sugar, ginger, and tobacco, all of excellent qual-
ity, are cultivated.
Cobija, or "Puerto del Mar" the only legal sea-port of Bo-
livia, is a small town with a population of 2000. The har-
bor is bad, and the transportation of merchandise from this
place to the interior, performed by means of mules, is diffi-
cult and expensive, from which cause most of the trade of
Bolivia is carried on through the Peruvian port Arica. The
steam-ships of the British Pacific Steam Navigation Com-
pany touch at Cobija four times a month on their upward
and downward voyages (see Itinerary, page 215).
PORT CHAEGES.
There are no pilots or wharves, but it is necessary to pay
mole and tonnage dues — rates not ascertained. Passengers,
before entering Bolivia, are required to have passports.
Money, weights, and measures, the same as in Peru.
292
REPUBLICS OF SOUTH AMERICA.
TARIFF ON IMPORTS INTRODUCED INTO BOLIVIA
By way ofArica. Ad val:
Clothing, and men's boots and
shoes SOpr.ct.
Perfumery, clocks, playing-
cards, cigars, women's shoes,
caps, and bonnets, iron and
brass bedsteads, sofas, mir-
rors, lamps, candlesticks,
and all other articles not
enumerated in this class.... 20 pr.ct.
Woolens, silks, and linens 15 "
All cotton goods except tucu-
y as or cotton shirtings 12 "
Tucuyas 40 "
Earthen-ware, glass-ware, and
writing-paper 8 "
Silver and gold plate, jewelry,
and watches 16 "
Books 12 "
Quicksilver, musical instruments (ex
cept guitars), agricultural imple-
ments, and for the arts and trades,
free.
Liquors and wines pay duty to Peru, as
if intended for consumption there.
By way of Cobija. Ad val.
lothing, and men's boots and
shoes, saddles, hats, tucuyas.20pr. ct.
All kinds of wines, liquors, etc. 18 "
Perfumery, clocks, playing-
cards, cigars, women's shoes,
caps, and bonnets, iron and
brass bedsteads, sofas, mir-
rors, lamps, candlesticks,
chandeliers, gold and silver
lace, all kinds of haberdash-
ery, and all other articles
not enumerated in this class. 1 0 pr. ct.
Cotton goods, except tucuyas. 5 "
Earthen-ware, glass-ware, writ-
ing-paper, silver or gold
plate, jewelry, and watches.. 3 "
Quicksilver, iron not manufactured
or wrought for manufactures, mu-
sical instruments (except guitars),
implements of agriculture, the arts,
and trades, carriages and printing-
presses, types, etc., printed books
(except the 2 per cent, on the libra-
ry), free.
Specific Duties on Imports both by Arica and Cobija.
Description of Goods.
Quantities.
Rates.
Description of Goods.
Quantities.
Rates.
Galloons ... .
ounce
$0 50
bass')
pair.
dbo KQ
Caps of fur
each,
1 00
Sugar
arroba,
50
Caps of silk or
Boots
dozen
6 00
straw
(i
1 50
Bootees for men
ci
n
4 00
1 50
Caps for children..
Horseshoes . .
(4
dozen
50
4 00
Trunks
pair,
5 00
Toys of all kinds...
box,
15 00
Nails ...
pound
12|
Picklocks
dozen,
1 50
Locks and keys
Cicars ...
dozen,
1000,
1 50
2 00
Trunks of hide......
pair,
pound,
2 00
50
Wax
arroba
1 00
Saddles
, '
each,
6 00
2 00
Hats
u
2 50
tt
1 50
Hat-bodies
(1
2 00
Matches
cross
2 00
Shoes for women...
dozen,
1 50
Saddle-frames
each,
2 00
" men
<t
3 00
There is no transit duty through Peru. The custom-
house charges amount to about two per cent. The higher
duties by Arica are for the purpose of encouraging com-
merce through the port of Cobija. All the foregoing du-
ties took effect in November, 1849. On the 26th of June,
CHILI.
293
1854, five per cent, ad valorem was added to the rates by
Cobija. All the ad valorem duties are on the value of
goods at Pacific ports. Duties on all goods by Cobija are
adjusted and paid there, for which bonds are received, pay-
able one half in 30 and the other in 120 days. Payment
may be made two thirds in the small coin and the other
third in government scrip, issued for a contingent reserve
from salaries, worth from 25 to 50 per cent. The duties on
all goods by Arica for La Paz are adjusted and paid at La
Paz, and those for all other points at Oruro.
CHILI.
THIS republic extends along the Pacific coast from lati-
tude 24° to 56° south, varying in breadth from 80 to 130
miles. The Pacific Ocean forms its western and southern
boundaries, Bolivia its northern, and the Andes its eastern,
embracing (according to Lieut. Gilliss, U. S. N.) an area of
146,300 square miles. Population, by the census of 1857,
1,468,448, besides the tribes of independent Indians, esti-
mated at 25,000 or 30,000.
Chili is divided into thirteen provinces and three colo-
nies, named in the order of their situation from north to
south, as follows :
Atacama Pop. 55,567 Nuble Pop. 110,219
CoQuimbo
119,991
121,654
203,113
124,600
206,919
84,461
168,807
122,281
48,995
31,983
65,743
136
3,826
153
Araucania
Santiago
Valdivia
Chiloe
Colchagua
Juan Fernandez Colony.
Llanquihue
Magellanic "
Maule
1,468,448
The great Andean chain (which attains its maximum el-
evation in Chili) occupies quite two thirds of the surface of
the republic. The two most northern provinces, Atacama
294 REPUBLICS OF SOUTH AMERICA.
and Coquimbo, are occupied by mountain ranges rich in
mineral deposits, but mostly barren in their agricultural
productions, and do not supply the necessities of one half
of their limited population. But the remaining eleven
provinces of the republic possess much fertile and culti-
vated land; besides raising enough for their own wants
and supplying the northern deficiency, they export agricul-
tural produce to the amount of over $2,250,000 annually.
Santiago, Valparaiso, Colchagua, Nuble, Concepcion, and
Chiloe comprise the chief agricultural districts. The prin-
cipal grains raised are wheat, barley, oats, and maize ; ex-
cellent potatoes are also produced. In the provinces of
Aconcagua, Santiago, and Valparaiso fruits of both the tem-
perate and tropical climates are abundant. Nuble, Concep-
cion, Valdivia, and Chiloe produce large quantities of valu-
able timber. In Aconcagua, Santiago, Colchagua, Maule,
Nuble, Concepcion, and Araucania cattle-raising is exten-
sively carried on.
Almost the whole extent of the Eepublic of Chili is rich
in mineral productions, but the chief mining districts are
in the provinces of Atacama and Coquimbo. The exports
of gold, silver, and copper are estimated at over $15,000,000
per annum.
Coal of fair quality is abundant and extensively mined
in the province of Concepcion. These mines were opened
in 1840, at a heavy expense, by the Pacific Steam Naviga-
tion Company, and now produce over 300,000 tons an-
nually.
The entire exports of the republic for the year 1857,
which may be considered as the annual average, were as
follows :
CHILI. 295
Bars of gold and gold coin... $497, 736 Butter and cheese $36,055
Silver and silver ore 4, 725, 655 Tallow and lard 2,729
Copper and copper ore 10,760,589 Hides, horns, and hoofs.... 501,104
Wheat 1,050, 718 Goat, sheep, and chinchil-
Flour 798,112
la skins 40,861
Biscuit, bread, and frango-
lio 108,223 Assorted provisions 27,189
Barley 25 7, 970 Dried fodder 41,790
Beans 24,904 Cords, rope, and rigging.. 18,464
Potatoes 35,506 Planks and lumber 265,287
Wine andchicha 1,612 Coal 176,765
Nuts, dried and fresh fruits 89,052 Guano 5,600
Salt beef. 10,880 Miscellaneous 143,009
Jerked beef 104,173 Making a total of... .$20, 12 1,626
The climate is equable and healthy. The interior is hot-
ter than the coast. In the former, at the northern portion
of the republic, the thermometer often rises to 90° and 95°
in the shade during the summer months of January and
February ; on the latter, at the same season, it is seldom
higher than 85°. North of the parallel of 27° it seldom or
never rains, but heavy dews are frequent. In the central
portion of the republic, during June, July, and August (the
winter months of the southern hemisphere), occasional rains
occur, and the thermometer falls as low as 49° Fahrenheit;
and in December, January, and February it rises to about
90°. During these months no rain falls, but the night
breezes from the sea render the temperature refreshing.
The mean annual temperature at Santiago is 70°. From
thence southward the mean temperature declines, and the
humidity of the atmosphere increases, until, at the extreme
southern portions, rains are frequent and severe at almost
every season. Earthquakes are common.
The inhabitants of Chili are mostly descendants of the
Spaniards, the aboriginal tribes, and admixtures of these.
It is estimated that not more than one fourth are of pure
Spanish blood. There is a small proportion of Negroes and
Mulattoes. The foreign population was estimated in 1854
at 19,699, viz. : 11,324 natives of the Argentine Republic,
1934 English, 1929 Germans, 1650 French, 680 Americans,
915 Spaniards, 399 Italians, 168 Portuguese, 599 Peruvians,
and 71 Chinese. •
296 REPUBLICS OF SOUTH AMERICA.
Agriculture and mining are the chief employments of
the Chilenos. Manufactures of cotton, wool, glass, silk
laces, fringes, gold and silver embroidery (wrought by
hand), utensils and ornaments of gold and silver, copper
utensils, leather, etc., are carried on to some extent, but do
not form an important item in the resources of the country.
The Chilenos are more enterprising than the inhabitants
of most of the South American states, and the haciendados,
or planters, and merchants often accumulate large amounts
of property. With the exception of those destined for the
learned professions, they have generally but little educa-
tion. Their educational system is, however, more efficient
than any of the other South American states. There are
in the republic 562 schools for males and 295 for females.
The books are furnished by the government. There are
two normal schools in a flourishing condition ; a govern-
ment university and theological seminary, a school of ag-
riculture, a naval school under the direction of the minis-
ter of marine, and a military school under the care of the
minister of war : these last are all at Santiago, the capital,
where is also a government library of 22,000 volumes,
founded by the Jesuits.
The established religion is Roman Catholic. While the
public services of other denominations are not permitted,
their private exercise is not interfered with.
The city of Santiago, situated 100 miles in the interior,
southeast from Valparaiso, is the capital of the republic
and seat of government. It occupies nearly seven square
miles. It is regularly laid out into squares of 420 feet
each way. Most of the houses are of one story, and built
of sun-dried brick, plastered and whitewashed. Santiago
possesses quite a number of fine public edifices, among
which the Mint is the most extensive and imposing. Its
architecture is of the Doric style, and covers about 400
square feet. It was built by the Spanish government at
CHILL 297
the close of the last century, and cost nearly a million of
dollars. It has numerous churches, several extensive hos-
pitals and alms-houses, and several institutes of learning,
which have been already referred to. Connected by rail-
way with the chief sea-port, Valparaiso, it is the chief mart
for the interior commerce of the republic. Population
about 90,000. An astronomical observatory was establish-
ed at the city of Santiago by Lieut. Gilliss, U. S. K, under
orders from the United States government, in 1851.
The ports of chief importance in Chili from north to
south are as follows, viz. :
Caldera. — Here is a fine bay of nearly square form, about
a mile across, with neither internal nor external dangers,
and deep water. At the southeast quarter is a long pier,
which serves for loading and discharging vessels. The ex-
ports are silver and copper. The Copiapo Eailway, which
was commenced in 1850 and completed in 1852, under the
direction of Mr. William Wheelwright, connects Caldera
with the city of Copiapo, fifty miles in the interior, since
which time it has been run with great success, developing
the wonderful mineral wealth of that region, and paying
16 per cent, dividends on its capital, which is equal to 20
per cent, on its cost. It overcomes 1300 feet elevation. Its
chief business is bringing copper and silver ore to the coast,
and carrying to the interior coal for smelting purposes, also
provisions and building materials. In 1854 this railroad
was extended to a point 24 miles, in the interior, and 2195
feet above the sea. This extension, as well as the original
line, was built and is still owned by a Chileno Company.
In 1858 Walton W. Evans, Esq., of New York, constructed
for an English company a branch line to this railway, 26
miles in length, terminating at Chanarcilla, one of the rich-
est silver mining districts known. The summit is more
than 1300 feet higher than any other summit in the world
over which a locomotive has climbed, its elevation above
298 REPUBLICS OF SOUTH AMEEICA.
the sea being 4467 English feet. Another branch to the
Copiapo Eailway is contemplated and has been surveyed ;
it is to connect Copiapo with the rich silver mining district
of Tres-Puntas, in the desert of Atacama, and, if built, will
give great activity to rich copper and gold mines in that
region. It will be 54 miles in length, and terminate at a
point 6400 feet above the level of the ocean.
Huasco is a port of entry, though scarcely more than an
open roadstead. It exports copper and copper ore, and im-
ports supplies for the mining population of this portion of
the province of Atacama.
Coquimbo. — The business of this port is the same as Hu-
asco. There is good shelter for vessels. A railway is in
course of construction from the port to Serena, 8 or 9 miles
in length ; it is intended to extend this to a rich copper dis-
trict, and terminate it at 30 or 40 miles from Coquimbo.
Large quantities of rich copper ores are found in this region.
Tongoy, a small port for coasting trade, 30 miles south of
Coquimbo. A railway has been surveyed from this port
to the rich copper mines of Tamaya, and thence to Ovalle,
a town in the interior, about 40 miles from the sea-coast.
If built, this road will assist in developing one of the richest
copper districts in the world. Senor Don Jose Y. de Ur-
menita, of Chili, has a mine in this region which yields a net
revenue of over $500,000 annually. The copper vein in
this mine is about 15 feet thick, and yields ores from 30 to
70 percentum of pure metal.
Valparaiso. — This is the greatest port and city of the
whole South. Pacific coast. It is situated in latitude 33° 2'.
The port is a semicircular bay about two miles in breadth,
and open to the westward. Shelter is secure except in the
winter months.
The great depth of water near the shore has thus far pre-
vented the establishment of wharves for loading and dis-
charging cargoes, and these operations are safely accom-
CHILI. 299
plished by means of launches, to and from which all pack-
ages are carried through the surf on men's shoulders. The
harbor is well defended by several forts.
The city stands upon a steep declivity and in the ravines
along its bay to the northward. It is mostly constructed
of adobe or sun-dried bricks. It is well paved, but has few
remarkable edifices. There is an English church, where the
Episcopal service is performed every Sabbath ; also a free
Protestant chapel has been permitted. The hotels are nu-
merous, but indifferent. There are two clubs, conducted
after the English fashion. There is also one large theatre.
The city is lighted with gas, and is supplied with good wa-
ter from basins built on the eminences back of the town,
and conveyed throughout the city in iron pipes ; both these
improvements are due to Mr. "William Wheelwright, an
American gentleman, whose name is identified with almost
every important internal improvement which has been es-
tablished in Chili for the last twenty years. Valparaiso
monopolizes most of the foreign trade of Chili. Its direct
imports in 1850 were $11,110,844, against the entire imports
of the republic for that year, amounting to $11,500,968, or
over -|f ths of its entire importing trade. There is a mag-
netic telegraph line connecting Valparaiso with Santiago,
the capital and seat of government of the republic, 100 miles
in the interior. There is also a railway in process of con-
struction from Valparaiso to Santiago. Forty miles of this
road (with the exception of one tunnel) has been completed
and opened for travel ; the remainder has progressed but
slowly of late, on account of the difficulties attending its
construction and the disturbed political state of the country.
It is now in the hands of the government, and they pro-
pose to complete the whole line in three years, but this is
very doubtful. The population of Valparaiso is about
45,000.
Constitution, at the mouth of the River Maule, is the out-
800 KEPUBLICS OF SOUTH AMERICA.
let of a rich and productive agricultural district. Popula-
tion of the city between 4000 and 5000.
Tom£j a small port, with a business similar to Constitucion.
Talcahuano possesses a fine harbor, and is the entrepot
for the trade of a large and fertile surrounding district.
The town is well built and flourishing. Population 5000.
Extensive coal deposits exist in the vicinity of Talcahuano.
It is proposed to connect Talcahuano with Concepcion, a
city of considerable importance about 12 miles in the in-
terior. Its business will be in passengers and general mer-
chandise.
Coronel and Lota. — At these ports extensive deposits of
coal exist, and form a large item of export. At Lota is a
coaling depot for the steam-ships of the Pacific Steam Nav-
igation Company.
Valdivia is a secure harbor, formed by the estuary at the
mouth of the river of the same name. The export trade
here is in the agricultural products of the rich surrounding
country. Lumber is largely exported. The city of Val-
divia is 8 miles from the rnouth of the river, which is nav-
igable for large vessels to this point, and navigable for boats
for 12 leagues farther. A colony of Germans have settled
in this vicinity.
Ancud and Albuco, ports of the island and province of
Chiloe, and Puerto Montt — these three are all small ports
of export for lumber and provisions.
The ships of the Pacific Steam Navigation Company
touch at all the above-mentioned ports (see Itinerary, page
215, et seq.).
The imports of Chili consist chiefly of distilled spirits,
ale and porter, alpaca goods, baizes, bedsteads, books, but-
tons, cabinet-ware, calicoes, candles, canvas, carpets, car-
riages, cassimeres, cigars, clothing, cotton and woolen goods,
crape shawls, drugs, earthen and glass ware, gloves, gold in
bars and coin, gunpowder, horned cattle and horses, house-
CHILI.
301
hold furniture, indigo, iron and iron goods, jewelry and cut-
lery, leather, linen goods, machinery, matches, mate, merino
cloths, muslins, molasses, oils, paints, paper, perfumery, pi-
anos, quicksilver, raisins, rice, rigging, salt, satin goods,
shoes and boots, silks, silver coin and bars, soap, steel, straw
goods, sugar, tea, tobacco, umbrellas and parasols, velvets,
watches, wax, wines, and wool shawls. Among the coun-
tries furnishing these goods, England holds commercially
the first rank, France the second, United States the third.
Grermany, Switzerland, Belgium, Spain, Central America,
Peru, and Bolivia also export to Chili certain of their man-
ufactures and productions. Previous to the establishment
of the Panama Eailway the European trade with Peru was
all carried on around Cape Horn, but since the completion
of that road in 1855 large amounts of the most valuable
goods have been sent by the direct route to the port of
Aspinwall, and across the Isthmus by the Panama Eailway,
and from thence, by the steamers of the Pacific Steam Nav-
igation Company, to the ports of Peru. The transportation
by this route to South America for European goods, as well
as American, is steadily and rapidly increasing.
Tariff of Chili on Articles received from the United States.
Denomination of Merchandise.
Beef.
Number, Weight, or Measure,
quintal (101 Ibs.)
Eate of
Duty.
$7 00
Percentage,
Duty on
fixed Value,
free
Beer, ale, porter, in bottles
" in casks..
Brandy in bottles
dozen, specific duty,
gallon,
dozen "
1 00
0 25
3 00
" in casks
gallon, "
1 00
Cables and cordage
valuation
$0 25
Candles, wax
1 014 Ib.
$0 50
0 25
" tallow
101 Ibs
16 00
0 25
" spermaceti
1 014 Ib.
0 40
0 25
Cheese of all kinds
ti
0 18|
0 25
same as beer.
' ' in casks
a
Codfish
101 Ibs.
6 00
0 25
Copper, manufactures of..
" in bars
1.014 Ib.
101 Ibs
0 40
13 00
0 25
0 25
Cotton, raw
101 Ibs picked,
8 00
0 25
" manufactures of...
Flour, wheat...
lib.
quintal, if price is under $4.
0 37i
0 25
0 25
302
REPUBLICS OF SOUTH AMERICA.
Denomination of Merchandise.
Glass, window
Hams and bacon
Hats, straw
Household furniture
Indian corn...
Lard
Lead in bars and sheets...
1 ' manufactures of.
Nails, iron
Paints
Paper, writing
" printing
Pitch
Pork
Rice
Rosin
Shoes, boots, and leather.
Soap, common
" perfumed
Sugar, refined
Tallow
Tar ,
Teas
Tobacco, unmanufactured
" cigars
Umbrellas, silk
" cotton
Wax, raw, white
yellow
Wines, red
" white
Wood, boards, pine
Number, Weight, or Measure.
100 superficial feet,
1.014 Ib.
fanega, if price is under $3,
" " over $3,
1.014 Ib.
101 Ibs.
1.014 Ib.
101 Ibs.
101 Ibs.
it
Carolina, 101 Ibs.
101 Ibs.
dozen, for men, calf-skin,
101 Ibs.
1.014 Ib.
arroba of 25 Ibs. 7 oz.
101 Ibs. (raw)
pound, specific duty,
monopoly.
per pound,
each,
dozen,
101 Ibs.
gallon, specific duty,
n n
1000 feet,
Rate of
Duty.
Percentage,
Duty on
fixed Value.
$3 00
$0 25
0 14
0 25
valuation,
0 25
u
0 25
0 25
free.
$0 m
0 25
free.
6 00
8 to 121-c.
$6 00
0 25
valuation,
0 25
M
0 25
$2 00
free.
8 00
«
5 50
0 25
2 00
free.
18 00
0 15
6 00
0 25
0 40
0 25
2 00
0 25
7 00
0 06
2 00
free.
0 25
0 75
2 50
0 25
6 50
0 25
0 50
0 25
0 50
0 25
0 25
0 37i
35 00
free.
PORT CHARGES.
The port charges of Chili are as follows : Tonnage dues,
25 cents per ton ; light dues (where light-houses exist), 3-J
cents per ton ; captain of the port's fees, $4 ; harbor-mas-
ter's feesf $8. National or foreign vessels of war, national
or foreign steamers, whale-ships, vessels in distress or in
ballast, or discharging under twenty packages, are exempt
from tonnage and light dues. When tonnage dues have
been paid at one port, they are not levied in another.
MEXICO.
THE chief and almost the sole communication between
the Pacific coast of this country and the Panama Eailroad
is by the vessels of the Pacific Mail Steam-ship Company
and the steamers of Flint and Holliday's Oregon and Cali-
fornia Line.* Occasional British men-of-war, however,
bring shipments of silver from the Mexican Pacific coast
to Panama for transportation over the railroad for English
ports.
Acapulco, the first Mexican port of entry of the Pacific
Mail Steam-ship Company's steamers on their upward voy-
age, is situated in latitude 16° 55' north, 1440 miles from
Panama. Its harbor is one of the finest on the whole Pa-
cific coast. The Pacific Mail Steam-ship Company have
established an agency there, and a depot for coals, from
which their vessels are supplied on their upward and
downward voyages; they also take in occasional supplies
of fresh provisions at that port.
Although the State of Guerrero, in which the port of
Acapulco is situated, is rich in mineral resources, possess-
ing extensive deposits of silver, gold, and copper, and a
soil and climate capable of raising the tropical staples in
abundance, its commerce has for many years been very
small. Its exports of silver for the year 1860, by the Pa-
cific Mail Steam-ship Company's steamers, amounted to a
little more than $200,000, chiefly the returns from foreign
* The offices of this Company are at No. 35 William St., New York, and
407 Washington Street, San Francisco.
304 MEXICO.
goods for Acapulco and the interior. In 1856 the legal re-
turns of specie exported from the port of Acapulco amount-
ed only to $32,485. Eecently, however, the government
roads from Acapulco to the city of Mexico have been re-
opened, and regular weekly communication established
with the city of Mexico, which has given a fresh impetus
to trade at this port. Population of Acapulco about 4000.
About 325 miles to the northeast from Acapulco is the
port of Manzanilla, situated in the State of Colima, and is
the port of export and import for a wide extent of rich
mining country in the interior. The city of Colima, the
capital of the state, 28 leagues in the interior, is a flourish-
ing city, containing about 32,000 inhabitants. The ex-
portation of silver from Manzanilla previous to the year
1860, according to the custom-house records of that port,
amounted to about $500,000 per annum ; but recently, on
account of the difficulty and danger attending transporta-
tion of goods and treasure to the Gulf ports, via the capi-
tal, from the adjoining states Jalisco and Michoacan, a large
portion of their trade has been carried on through the port
of Manzanilla, and the exports of silver have increased to
over four millions of dollars for the year 1860, with a pros-
pect of much greater increase for the present year, 1861.
Silver, the chief export of the Pacific ports of Mexico, is
the only export at Manzanilla ; this is shipped on the vessels
of the Pacific Mail Steam-ship Company, which touch there
on their downward voyages, for Panama. From Panama
it goes to Aspinwall by the Panama Railroad, and from
thence to England by the British West India Mail Line.
The remaining Pacific ports of Mexico — San Bias, in
the State of Jalisco, 228 miles northeast from Manzanilla ;
Mazatlan, in the State of Sinaloa, 140 miles northeast from
San Bias; Guaymas, in the State of Sonora, 400 miles
northeast of Mazatlan ; and Cape St. Lucas, 220 miles
southwest from Guaymas, and 1066 miles from San Fran-
MEXICO. 305
CIBCO, are touched at by the steamers of the San Francisco
and Oregon Line, and will connect with the Pacific Mail
Company's steamers at Manzanilla. Correct commercial
data of these ports are not at present attainable. The
British government keeps constantly on the coast of Mex-
ico a ship of war, which receives from mercantile houses at
the various ports above mentioned (brought from the min-
ing districts of the interior) silver in coin and bars, vary-
ing in amount from three to six millions of dollars per an-
num, which is taken to the port of Panama for transporta-
tion over the Panama Eailroad to Aspinwall, and from
thence to England by the ships of the British West India
Mail Line. All this treasure is consigned to the Bank of
England. So soon as the recently organized line from San
Francisco to these Mexican ports shall have become thor-
oughly established, it is expected that a large portion, if
not the entire amount, of this treasure will find its way to
the port of Manzanilla for reshipment to Panama by the
Pacific Mail Steam-ship Company's steamers.
The merchandise for the Pacific Mexican ports has, until
very recently, reached them chiefly from England via Cape
Horn ; but large amounts of goods have, during the past
year, been received at the port of Aspinwall by the Pana-
ma Railroad's line of sailing vessels from New York, and
by Holt's propeller line from England, and transported
over the road for shipment by the Pacific Mail Steam-ship
Company's steamers, and this trade is rapidly increasing.
Through bills of lading are now issued at the office of
the Panama Eailroad Company in New York for goods
from thence to the Mexican ports of Acapulco and Man-
zanilla at rates varying from $50 to $60 per ton of forty
feet.
The Pacific Mail Steam-ship Company's steamers now
stop at the port of Manzanilla monthly, on their upward
and downward voyages, leaving New York and San Fran-
306 MEXICO.
cisco on the llth, and arriving at Manzanilla about the
28th of each month.
PASSENGER REGULATIONS AT THE MEXICAN PORTS.
" Every passenger arriving at the ports of the republic
shall be free to land without passport or letter of security,
and shall be at liberty to take ashore a small bundle of
wearing apparel.
" Every passenger can enter free of duty ten pounds of
cigars or cigarettes, one bottle of snuff, two bottles of wine
or liqueur, two watches, with their chains and seals, one
pair of pistols, one sword, one rifle, musket, or carbine, and
a pair of musical instruments, except pianos or organs.
" Passengers are prohibited the introduction with their
luggage of goods by the piece, jewelry, gold or silver
wrought, unless of personal wear, or of any other commer-
cial commodity specified in this ordinance ; but should
they, through ignorance or as presents, bring in small
quantities of any of these articles, by making, before the
commencement of the examination, a declaration on oath
of the fact, the officer of the customs shall appraise the ar-
ticles, and collect corresponding duties.
"The dispatch of private apparel and jewelry is at the
discrimination of the custom-house officers, with due re-
gard for the character and personality of travelers.
" Operatic or comic artists shall be permitted, besides the
exemptions already conceded to passengers, to introduce
free of duty their scenic costumes and ornaments, provided
the same make a part of their luggage and be not excess-
ive. Should the officers consider the amount in excess,
they shall collect 30 per cent, ad valorem, or by appraise-
ment, to be practiced in the manner prescribed for goods
entered under appraisement. The supreme government
will ordain what is convenient as regards the privileges
and exemptions to be extended to emigrants or colonists."
MEXICO.
307
Currency of Mexico.
Weights.
—$16 00
1 onza
. — 1 ounce
peso silver
— 1 00
1 marco
real ... " .
.... — 0 12£
1 libra
— i lb.
— o 06|:
1 arroba
— 25 Ibs
ouartillo copper
. — 0 03£
—100 Ibs.
tlaco ' '
1 carga .
—300 Ibs
16
1 faneea...
...= 2 bushels.
Measures.
I foot =0.928 feet English.
1 vara =2.784 "
1 legua=5000 varas =2.636 miles.
CALIFORNIA, OREGON, VANCOUVER,
WASHINGTON TERRITORY, ETC.
THE port of San Francisco, California, the great commer-
cial entrepot of the United States possessions on the Pa-
cific, is situated in the Bay of San Francisco, in latitude
37° 47' 35" north, and 122° 26' 15" west longitude. Its
harbor is one of the best of the Pacific Ocean. Through
the port of San Francisco nearly all the foreign trade of
California, Oregon, Washington Territory, and the British
possessions is carried on.
The city of San Francisco, situated on the eastern slope
of the ridge which divides the Bay of San Francisco from
the Pacific Ocean, is handsomely laid out and well built,
containing many fine public edifices and private dwellings
of brick and stone, and is the centre of the wealth and
commerce of the Northern Pacific coast. Population
80,000.
The great mineral resources of the State of California,
the fertility and productiveness of its soil, its varied and
delightful climate, are so familiar to the world that it is not
thought worth while to give in this place more than such
a brief summary of its commercial transactions as will en-
able the reader to form an estimate of their influence upon
the great channels of steam communication between the
Pacific coast and the United States, the resources of which
it is the particular object of this volume to set forth.
310
CALIFORNIA, OREGON, VANCOUVER, ETC.
EXPORTS.*
The great staple product of California is gold ; but the re-
cent discoveries of vast deposits of silver on the eastern
slope of the Sierra Nevada Mountains at Washoe it is
thought will, in time, make the exports of this metal rival
the gold in commercial importance.
Quicksilver is also largely exported.
Next in importance among the exportable commodities
of the state are hides, wool, and grain. The entire product
of hides and wool go to the New York market. The
grain, consisting of wheat, barley, and oats, have for the
last five years found a market in New York, the west
coast of South America, the East Indies, China, Australia,
and the Pacific Islands.
Wool is a large and growing article of export. The ex-
ports of this article in 1856 amounted to 600,000 pounds ;
in 1860 the amount was 2,981,000 pounds.
The exports of gold from the port of San Francisco since
its discovery in 1848, according to Custom-house manifests,
were as follows :
Year.
Shipments to all
Quarters.
Shipments to
New York.
Rec'tsatU.S.Mint
and its Branches.
Estimated Yield of
California Mines.
1848
1849
1850
1851
1852
1853
1854
1855
1856
1857
1858
1859
I860
$ 60,000
8,000,000
33,000,000
55,000,000
57,000,000
69,000,000
64,000,000
65,000,000
70,000,000
70,000,000
70,000,000
70,000,000
70,000,000
$ 4,921,250
27,676,346
45,582,695
46,586,134
57,331,024
51,328,653
43,080,211
48,887,543
48,592,743
47,548,025
47,640,463
42,325,916
$ 5,232,249
28,206,226
57,138,980
51,470,675
62,838,395
46,719,083
47,419,945
56,379,901
55,217,843
51,494,311
52,000,000
27,037,919
$47,916,448
46,289,649
38,730,564
39,765,294
35,287,778
35,578,236
39,831,937
35,661,500
* The commercial statistics of California are taken, by permission, from
advance sheets of the Annual Report of the New York Chamber of Com-
merce for 1861.
CALIFORNIA, OREGON, VANCOUVER, ETC.
311
Exported
New York $
to
35,661,500 37
57,795 93
2,672,936 20
3,374,680 27
94,200 00
75,659 94
300,819 00
40,679 57
19,400 00
3,145 00
25,100 00
New Orleans
England
China
Japan
Panama . . .
Sandwich Islands
Mexico
Costa Rica .... ..
Vancouver Island
Total... ,...fl
42.325.916 28
Statement of Amounts and Destination of Treasure exported from San Francisco
during the Year 1860.
To New York.
In January $3,360,296 25
' February 3,126,183 77
'March 2,177,395 67
'April 2,692,728 88
' May 2,905,028 40
'June 3,709,755 01
' July 1,969,435 05
'August 2,502,070 47
'September 3,157,303 59
'October 2,958,784 19
"November 2,982,704 78
" December 4,119,814 31
$35,661,500 37
Exports of Silver. — The exports of silver ore during the
year 1860, according to the San Francisco Custom-house
records, were of the value of $416,613. This is, however,
no guide as to what the ores yielded. In addition to the
ores exported, several hundred tons were smelted at two
establishments in San Francisco, yielding about $150,000.
When it is considered that the Washoe mining district was
a howling wilderness at the commencement of 1860, and
that every necessary of life, even the material for habita-
tions, had to be transported across the Sierra Nevada on
the backs of mules, it must be conceded that vast progress
has been made in opening the mines, and, without doubt,
their product this year (1861) will ascend to millions.
Exports of Quicksilver.
Years.
To New York.
To other Countries.
Years.
To New York. | To other Countries.
Fhksks.
Flasks.
Flasks.
Flasks.
1853
1854
1855
1856
i',500
18,800
20,963
27,165
22,240
1857
1858
1859
1860
8,374
3,559
250
400
18,888
20,573
3,149
8,948
Total...
14,083
140,726
From the above it appears that the total amount of
quicksilver exported from the state during the past eight
years was 154,809 flasks; there was consumed within the
312
VANCOUVER, ETC.
state, during the same period, 16,000 flasks, making a total
production (almost entirely from the New Almaden mine)
of 170,809 flasks of 75 pounds each. The price ranged
from 1853 to 1860 from 75 to 50 cents per pound.
Table of Exports of leading Articles of California Produce to New York for
the last five Years.
Articles.
1856.
1S5T.
1858.
1859.
1860.
Barley 84-lb sacks
97,675
51,103
97,947
16,510
Hides, number
132,032
170,447
142,399
151,364
200,116
Quicksilver flasks
2,414
8 374
3 559
250
400
1,506
798
876
975
939
' ' number
9 313
26 363
3 812
2 874
Salmon barrels
256
212
906
250
1,112
Tallow packages
3
826
194
888
518
Wool Ibs
600,000
1,100,000
1,428,351
2,378,250
2,981,000
Wheat. 100-lb. sacks ...
12.054
203.528
Exhibit of the Exports of a few leading Articles of California Produce to all
Countries in 1860.
Barley, 84- Ib. sacks
Beans, 50-lb. " 1,397
Flour, barrels 121,688 Skins,
Hides, number 200,116 Tallow
Hay, bales 9,
Lumber, M. feet 3,976 Wool
136,916 Oats, 55-lb. bags 76,590
Potatoes, 110-lb. bags 34,161
packages 580
, packages 2,181
637 Wheat, 100-lb. sacks 1,135,098
,lbs 3,060,000
The value of the exports of California, other than treas-
ure, during the last five years, has been as follows :
1859 $5,533,411
1860 8,532,489
1856 $4,270,260
1857 4,369,758
4,770,163
IMPOSTS.
The following statement of the tonnage arriving at San
Francisco from Atlantic ports, from 1856 to 1861, will
show the extent of the imports from that quarter for a se-
ries of years. The statement exhibits, 1st, the number of
vessels ; 2d, the aggregate registered tonnage ; 3d, esti-
mated tons of cargo at sixty per cent, over register ; 4th,
total amount of freight moneys paid in each year :
CALIFORNIA, OREGON, VANCOUVER, ETC.
313
Where from.
No. of
Vessels.
Registered
Tonnage.
Tons of
Cargo.
Amount of
Freight paid.
1856 • New York
79
103,532
165,652
$2 167 045
37
42,200
64,320
924,957
Other ports
7
5,602
8,963
144,867
Total for 1856
1857' New York
123
61
151,334
74 402
238,935
119 043
$3,236,869
$1 309 244
Boston
28
33,802
54 083
469 798
^Philadelphia . .
1
1 219
1 950
22 390
Total for 1857
1858: New York
90
66
109,423
77,882
175,076
124 611
$1,801,432
$1 503 955
Boston
34
32 166
51 370
607 329
Other ports
5
4,345
6,952
68,919
Total for 1858
105
114 393
182 933
$2 180 203
1859: New York
90
107,276
171,641
$2 107 924
Boston
43
44 799
71 678
892 704
Other ports
8
5,001
8,002
92,582
Total for 1859
141
157 076
251 321
$3 093 210
1860: New York
76
93,240
149,184
$1,777,802
Boston
30
30 661
49,057
624 396
Other ports
9
6,341
10,145
82,988
Total for 1860
115
130,242
208,386
$2,485,186
The bulk of the imports of California come from the
United States in sailing vessels via Cape Horn, but large
quantities of light goods and provisions are sent via the
Isthmus of Panama. The total value of shipments per
steamers, and via the Panama Kailroad, in 1860, according
to Custom-house records, was but little short of eight mil-
lions of dollars.
The following figures exhibit the passenger movement
of the port of San Francisco since 1856 :
Arrivals.
185T.
1858.
1859.
I860.
From Panama
" other countries
17,637
6,963
40,739
26,907
11,276
20,092
10,619
Total arrivals
24,600
40,739
38,183
30,711
Departures.
12,367
27,994
19,030
10,084
" other countries
4,584
5,751
4,492
Total departures
16,951
27,994
24,781
14,576
o
314 CALIFORNIA, OREGON, VANCOUVER, ETC.
On the 5th of March, 1860, the rates of fare were re-
duced, and a tri-monthly communication via Panama was
established, instead of the previous semi-monthly trips,
which accounts for the great increase of the inward passen-
ger traffic for the year 1860.
OREGON, WASHINGTON TERRITORY, VANCOU-
VER ISLAND, AND BRITISH COLUMBIA.
THE commerce of this region, which is almost entirely
carried on through the port of San Francisco, California, is
yet in its infancy. Oregon, with an area of about 80,000
square miles, and possessing on its Pacific coast broad and
fertile valley-lands, rich in agricultural resources, has as
yet but about 50,000 inhabitants ; the tide of emigration
from the "Western United States is, however, going on with
vigor, and the time is probably not far distant when its
population will be sufficient to develop an important ex-
porting trade. Already large quantities of grain, lumber,
etc., are exported to California. Cattle, fresh and dried
fruits, salmon, eggs, butter, lard, hams, etc., are also be-
coming noticeable articles of export. Deposits of coal,
iron, copper, and gold have been found in Oregon. Wash-
ington Territory, joining Oregon on the north, has an area
of 113,821 square miles. Its white population in 1854 was
only about 5000. Since that time it has been slowly but
steadily increasing. It possesses much land well adapted
to agriculture and grazing. It abounds with fine timber,
and its rivers with excellent fish, which at present form its
chief exports. Joining it on the north, at the parallel of
49°, is British Columbia, covering an area of about 200,000
square miles. This is also a country of great agricultural
promise, and possesses a vast wealth in its salmon fisheries,
its forests of fine timber, and its rich deposits of coal and
gold ; the latter, mined from the vicinity of Frazer River,
CALIFORNIA, OREGON, VANCOUVER, ETC. 315
has been exported to a considerable extent since its discov-
ery in 1856.
SEA-PORTS.
The sea-ports of Oregon, Washington Territory, and the
British possessions which have direct communication with
San Francisco by the California and Oregon Line of Steam-
ships are as follows, viz. : in Oregon,
Eureka, the most southern port of entry in Oregon, dis-
tant 238 miles northeast from San Francisco, is situated in
Humboldt Bay, a deep and narrow indentation of the coast,
with a dangerous shifting sand-bar at its entrance. The
town of Eureka is about four miles to the north side of the
entrance of the bay: There is a United States government
fortification here, and an Indian reservation in the vicinity.
It is a thriving town, and has a large lumber-trade with
San Francisco.
Trinidad, 28 miles north from Eureka, is situated in a
small bay protected only from the northeast winds. The
town contains but few inhabitants. The chief export is
lumber. The land in this vicinity is rich, and well adapt-
ed to agriculture. There is gold in the neighborhood.
Crescent City, 43 miles northward from Trinidad, on Cres-
cent City Bay, is one of the most dangerous roadsteads on
the whole coast. The town of Crescent City is the depot
for the supplies of miners working the gold diggings on
the Kalmath, Trinity, and Salmon Kivers, in the interior ;
it is also the centre of a large and rich agricultural district.
It contains about 1500 inhabitants.
Port Orford, 70 miles from Crescent City, is a good road-
stead. A large lumber-trade is carried on here. A much-
esteemed variety of the white cedar abounds in this vicin-
ity, and is exported in considerable quantities under the
name of the Port Orford cedar.
Gardiner City, 75 miles to the northward from Port Or-
ford, is on the Umpqua Kiver, five miles from its mouth.
316 CALIFORNIA, OREGON, VANCOUVER, ETC.
A United States custom-house is located here, besides
which there is only a small wharf and one house. A
steam-boat runs from Gardiner City to Scottsburg, a town
of 1000 inhabitants, fifteen miles farther up the river.
Astoria, 83 miles from Gardiner City, is the most north-
ern port of Oregon. It is situated on the Columbia Eiver
(which separates Oregon from Washington Territory), nine
miles from its mouth. The river at Astoria is between
three and four miles in width. Population of Astoria 800.
There is a dangerous bar at the mouth of the Columbia
River which interferes greatly with its commercial growth.
Portland, the chief sea-port and chief town of Oregon,
is situated on the Willamette Eiver, a branch of the Co-
lumbia, 100 miles from Astoria. Population 2700. It is
the centre of a rich and well-cultivated agricultural region.
Large numbers of cattle are exported from Portland to
Yancouver's Island. About forty miles south of Portland,
on the Willamette, is Salem, the capital of Oregon. Pop-
ulation 1500.
The next port of entry northward is Esquimault, on the
British island of Vancouver, 270 miles from Portland.
Here is said to be one of the finest harbors on the Pacific
coast. The neighboring country is very fertile. The fish-
eries in this section are extensive. Lumber is of excellent
quality and abundant. There is a British naval station at
Esquimault, and it is the rendezvous for the small steam-
ers running on Frazer River.
Port Townsend, 35 miles from Esquimault, the most
southern port of entry in Washington Territory, is favor-
ably situated at the termination of the Straits of Fuca, at
the outlet of the waters of Admiralty Inlet, Puget's Sound.
The town contains about 500 inhabitants. A military post
has been established two and a half miles from this place.
In the vicinity of the town are some good farms. The
principal export is lumber.
ETC. 317
Olympia, 80 miles from Port Townsend, is situated at
the head of a deep inlet six miles long by three quarters
of a mile wide. It is a thriving town, and the capital of
Washington Territory. Its principal business is in agri-
cultural products and lumber. The total distance made by
the vessels of the California and Oregon Steam-ship Com-
pany on their route from San Francisco to Olympia, the
northern terminus of the route, is 1022 miles.
THE END0
RETURN
CIRCULATION DEPARTMENT
198 Main Stacks
LOAN PERIOD 1
HOME USE
2
3
4
^
6
ALL BOOKS MAY BE RECALLED AFTER 7 DAYS.
Renewls and Recharges may be made 4 days prior to the due date.
Books may be Renewed by calling 642-3405.
DUE AS STAMPED BELOW
IIH np tqqp
til n U '
A On -t
flpR 1 3 2002
APR 1 2 20UJ
JUL 2 I 2903
FORM NO. DD6
UNIVERSITY OF CALIFORNIA, BERKELEY
BERKELEY CA 94720-6000
BERKELEY LIBRARIES
C03Slfl2fl33
Live Music Archive
Librivox Free Audio
Metropolitan Museum
Cleveland Museum of Art
Internet Arcade
Console Living Room
Books to Borrow
Open Library
TV News
Understanding 9/11