The child when born is first suckled, then fed with a spoon; in his next stage, his food is cut up for him, and he begins to help himself; for some years after that it is still carved under parental1 authority; and then at last he sits down to the full enjoyment2 of his own leg of mutton, under his own auspices3.
Our development in travelling has been much of the same sort, and we are now perhaps beginning to use our own knife and fork, though we hardly yet understand the science of carving4; or at any rate, can hardly bring our hands to the duly dexterous5 use of the necessary tools.
We have at least got so far as this, that we perceive that the leg of mutton is to be cooked and carved. We are not to eat hunks of raw sheep cut off here and there. The meat to suit our palates should be put on a plate in the guise6 of a cleanly slice, cut to a certain thickness, and not exceeding a certain size.
And we have also got so far as this, that we know that the world must be traversed by certain routes, prepared for us originally not by ourselves, but by the hand of God. We were great heroes when we first got round the Cape8 of Good Hope, when we first crossed the Atlantic, when we first doubled Cape Horn. We were then learning to pick up our crumbs9 with our earliest knives and forks, and there was considerable peril10 in the attempt. We have got beyond that now, and have perceived that we may traverse the world without going round it. The road from Europe to Asia is by Egypt and the Isthmus11 of Suez, not by the Cape of Good Hope. So also is the road from Europe to the West of America, and from the east of America to Asia by the isthmus of Central America, and not by Cape Horn.
We have found out this, and have, I presume, found out also that this was all laid out for us by the hands of the Creator,—prepared exactly as the sheep have been prepared. It has been only necessary that we should learn to use the good things given us.
That there are reasons why the way should not have been made absolutely open we may well suppose, though we cannot perhaps at present well understand. How currents of the sea might have run so as to have impeded12 rather than have assisted navigation, had the two Americas been disjoined; how pernicious winds might have blown, and injurious waters have flowed, had the Red Sea opened into the Mediterranean13, we may imagine, though we cannot know. That the world's surface, as formed by God, is best for God's purposes, and therefore certainly best for man's purposes, that most of us must believe.
But it is for us to carve the good things which are put before us, and to find out the best way in which they may be carved. We may, perhaps, fairly think that we have done much towards acquiring this knowledge, but we certainly know that there is more yet to be done. We have lines of railways from London to Manchester; from Calais across France and all the Germanies to Eastern Europe; from the coast of Maine, through the Canadas, to the central territories of the United States; but there are no lines yet from New York to California, nor from the coast of the Levant to Bombay and Calcutta.
But perhaps the two greatest points which are at this moment being mooted14, with reference to the carriage about the world of mankind and man's goods, concern the mode in which we may most advantageously pass across the isthmuses16 of Suez and Panama. These are the two land obstacles in the way of navigation, of direct water carriage round the earth's belt—obstacles as they appear to us, though in truth so probably locks formed by the Almighty17 for the assistance of our navigation.
For many years, it is impossible to say how many, but for some few centuries as regards Panama, and for many centuries as regards Suez, this necessity has been felt, and the minds of men in those elder days inclined naturally to canals. In the days of the old kings of Egypt, antecedent to Cleopatra, attempts were made to cut through the sands and shallow lakes from the eastern margin19 of the Nile's delta20 to the Red Sea; and the idea of piercing Central America in some point occurred to the Spaniards immediately on their discovering the relative position of the two oceans. But in those days men were infants, not as yet trusted with the carving-knife.
The work which unsuccessfully filled the brains of so many thoughtful men for so many years has now been done—at any rate to a degree. Railways have been completed from Alexandria on the Mediterranean to Suez on the Red Sea, and from Panama on the Pacific, to Aspinwall or Colon22 on the Caribbean Sea. These railways are now at work, and passengers are carried across with sufficient rapidity. The Isthmus of Suez, over which the line of railway runs for something over two hundred miles, creates a total delay to our Indian mails and passengers of twenty-four hours only, and the lesser23 distance of the American isthmus is traversed in three hours. Were rapidity here as necessary as it is in the other case—and it will doubtless become so—the conveyance24 from one sea to the other need not create a delay of above twelve hours.
But not the less are many men—good and scientific men too—keenly impressed with the idea that the two isthmuses should be pierced with canals, although these railways are at work. All mankind has heard much of M. Lesseps and his Suez canal. On that matter I do not mean to say much here. I have a very strong opinion that such canal will not and cannot be made; that all the strength of the arguments adduced in the matter are hostile to it; and that steam navigation by land will and ought to be the means of transit25 through Egypt. But that matter is a long way distant from our present subject. It is with reference to the transit over the other isthmus that I propose to say a few words.
It is singular, or perhaps if rightly considered not singular, that both the railways have been constructed mainly by Anglo-Saxon science and energy, and under the pressure of Anglo-Saxon influence; while both the canal schemes most prevalent at the present day owe their repute to French eloquence26 and French enthusiasm. M. Lesseps is the patron of the Suez canal, and M. Belly27 of that which is, or is not to be, constructed from San Juan del Norte, or Greytown, to the shores of the Pacific.
There are three proposed methods of crossing the isthmus, that by railway, that by canal, and a third by the ordinary use of such ordinary means of conveyance as the land and the waters of the country afford.
As regards railway passage, one line being now open and at work, has those nine points in its favour which possession gives. It does convey men and goods across with great rapidity, and is a reality, doing that which it pretends to do. Its charges, however, are very high; and it would doubtless be well if competition, or fear of competition, could be made to lower them. Five pound is charged for conveying a passenger less than fifty miles; no class of passengers can cross at a cheaper fare; and the rates charged for goods are as high in comparison. On the other side, it may be said that the project was one of great risk, that the line was from its circumstances very costly28, having been made at an expense of about thirty-two thousand pounds a mile—I believe, however, that a considerable portion of the London and Birmingham line was equally expensive—and that trains by which money can be made cannot run often, perhaps only six or seven times a month each way.
It is, however, very desirous that the fares should be lowered, and the great profits accruing29 to the railway prove that this may be done. Eventually they doubtless will be lowered.
The only other line of railway which now seems to be spoken of as practicable for the passage of the isthmus is one the construction of which has been proposed across the republic of Honduras, from a spot called Port Cortez, in the Bay of Honduras, on the northern or Atlantic side, to some harbour to be chosen in the Bay of Fonseca, on the southern or Pacific side. Mr. Squier, who was Chargé d'Affaires from the United States to Central America, and whose work on the republics of Central America is well known, strongly advocates this line, showing in the first place that from its position it would suit the traffic of the United States much better than that of Panama; as undoubtedly30 it would, seeing that the transit from New York to California, via Panama, must go down south as far as latitude31 7° north; whereas, by the proposed route through Honduras it need not descend32 below lat. 13° north, thus saving double that distance in the total run each way.* Mr. Squier then goes on to prove that the country of Honduras is in every way suited for the purposes of a railway; but here I am not sure that he carries me with him. The road would have to ascend34 nearly three thousand feet above the sea-level; and though it may be true that the grades themselves would not be more severe than many that are now to be found on railways in full work in other countries, nevertheless it must be felt that the overcoming such an altitude in such a country, and the working over it when overcome, would necessarily add greatly to the original cost of the line, and the subsequent cost of running. The Panama line goes through a country comparatively level. Then the distance across Honduras is one hundred and fifty miles, and it is computed36 that the line would be two hundred miles: the length of the Panama line is forty-seven or forty-eight miles.
[*Not that we may take all that Mr. Squier says on this subject as proved. His proposed route for the traffic of the United States is from the western coast of Florida to the chosen port, Port Cortez, in Honduras; and he attempts to show that this is pretty nearly the only possible passage in those seas free from hurricanes and danger. But this passage is right across the Gulf37 of Mexico, and vessels38 would have to stem the full force of the gulf-stream on their passage down from Florida.
In all such matters where a man becomes warm on a scheme he feels himself compelled to prove that the gods themselves have pointed39 out the plan as the only one fit for adoption40, as the only one free from all evil and blessed with every advantage. We are always over-proving our points.]
The enormous cost of the Panama line arose from the difficulty of obtaining the necessary sort of labour. The natives would not work as they were wanted, and Europeans died there; so that, at last, labour was imported from the coast of New Granada. At the high level named as the summit of the Honduras route, the climate would no doubt be comparatively mild, and labour easy to be borne; but near the coast of the Bays, both of Honduras and Fonseca, the heat would be as great as at Aspinwall and Panama, and the effects probably the same.
As regards our British traffic, the route by the Isthmus of Panama is the better situated41 of the two. Looking at a map of the world—and it is necessary to take in the whole world, in order that the courses of British trade may be seen—it does not seem to be of much consequence, as regards distance, whether a bale of goods from London to Sydney should pass the isthmus by Honduras or Panama; but in fact, even for this route, the former would labour under great disadvantages. A ship in making its way from Honduras up to Jamaica has to fight against the trade winds. On this account our mail steamer from Belize to Jamaica is timed only at four miles an hour, though the mail to Honduras is timed at eight miles an hour. This would be the direct route from the terminus of the Honduras line to Europe, and matters would be made only worse if any other line were taken. But the track from Panama to Jamaica is subject to what sailors call a soldier's wind; even working to St. Thomas, and thereby42 getting a stronger slant43 of the trade winds against them, our mail steamers can make eight or nine miles an hour.
As regards our trade to Chili44 and Peru, it is clear that Honduras is altogether out of our way; and as regards our coming trade to Frazer River and Vancouver's Island, though the absolute distance, via Honduras, would be something shorter, that benefit would be neutralized45 by the disadvantageous position of the Bay of Honduras as above explained.
But the great advantage which the Panama line enjoys is the fact of its being already made. It has the nine points which possession gives it. Its forty-eight miles cost one million six hundred thousand pounds. It cannot be presumed that two hundred miles through Honduras could be made for double that sum; and seeing that the Honduras line would be in opposition46 to the other, and only be used if running at fares lower than those of its rival, I cannot see how it would pay, or where the money is to be procured47. I am not aware that the absolute cost of the proposed line through Honduras has been accurately48 computed.
As regards the public interest, two lines would no doubt be better than one. Competition is always beneficial to the consumer; but in this case, I do not expect to see the second line made in our days. That there will in future days be a dozen ways of commodiously49 crossing the isthmus—when we have thoroughly50 learned how best to carve our leg of mutton—I do not at all doubt.
It may be as well to state here that England is bound by a treaty with Honduras, made in 1836, to assist in furthering the execution of this work by our countenance51, aid, and protection, on condition that when made, we Britishers are to have the full use of it; as much so, at least, as any other people or nation. And that, as I take it, is the sole and only meaning of all those treaties made on our behalf with Central America, or in respect to Central America—Clayton-Bulwer treaty, new Ouseley treaty, and others; namely, that we, who are desirous of excluding no person from the benefits of this public world-road, are not ourselves to be excluded on any consideration whatever. And may we not boast that this is the only object looked for in all our treaties and diplomatic doings? Is it not for that reason that we hold Gibraltar, are jealous about Egypt, and resolved to have Perim in our power? Is it not true that we would fain make all ways open to all men? that we would have them open to ourselves, certainly; but not closed against any human being? If that, and such like, be not what our diplomatists are doing, then I, for one, misunderstand their trade.
So much for the two railways, and now as to the proposed canals. Here no happy undertaking52 can boast of the joys of possession. No canal is as yet open carrying men and goods with, shall we say, twenty-five per cent. profit on the outlay53. Ah, that is an elysium which does not readily repeat itself. Oh, thou thrice happy Colonel Totten, who hast constructed a railway resulting in such celestial54 beatitude!
The name of canals projected across the isthmus has been legion, and the merits of them all have in their time been hotly pressed by their special advocates. That most to the north, which was the passage selected by Cortes, and pressed by him on the Spanish government, would pass through Mexico. The line would be from the Gulf of Campechay, up the river Coatzacoalcoz, to Tehuantepec, on the Pacific. This was advocated as lately as 1845, but has now, I believe, been abandoned as impracticable. Going south down the map, the next proposition of which I can find mention is for a canal from the head of the Lake of Dulce through the state of Guatemala; the Lake or Gulf of Dulce being at the head of the Gulf of Honduras. This also seems to have been abandoned. Then we come to the proposed Honduras railway, of which mention has been made.
Next below this we reach a cluster of canals, all going through the great inland lake of Nicaragua. This scheme, or one of these schemes, has also been in existence since the times of the early Spaniards; and has been adhered to with more or less pertinacity55 ever since. This Lake of Nicaragua was to be reached either direct by the river San Juan, or by entering the river San Juan from the ocean by the river Colorado, which is in effect a branch of the San Juan; the projected canal would thus ascend to the lake. From thence to the Pacific various passages for egress56 have been suggested; at first it was intended, naturally, to get out at the nearest practicable point, that being probably at San Juan del Sur. They have San Juans and San Josés quite at pleasure about these countries.
Then came the grand plan of the present French emperor, bearing at least his name, and first published, I think, in 1846; this was a very grand plan, of course. The route of "transit" was to be right up the Lake of Nicaragua to its northern point; there the canal was to enter the River Tipitapa, and come out again in the northern Lake of Managua; from thence it was to be taken out to the Pacific at the port of Realejo. This project included the building of an enormous city, which was to contain the wealth of the new world, and to be, as it were, a new Constantinople between the two lakes; but the scheme has been abandoned as being too costly, too imperial.
And now we have M. Belly's scheme; his scheme and pamphlet of which I will say a few words just now, and therefore I pass on to the others.
The line of the River Chargres, and from thence to the town of Panama—being very nearly the line of the present railway—was long contemplated57 with favour, but has now been abandoned as impracticable; as has also the line over the Isthmus of Darien, which was for a while thought to be the most feasible, as being the shortest. The lie of the land, however, and the nature of the obstacles to be overcome, have put this scheme altogether out of the question.
Next and last is the course of the River Atrato, which runs into the Gulf of Darien, but which is, in fact, the first of the great rivers of South America; first, that is, counting them as commencing from the isthmus. It runs down from the Andes parallel to the coast of the Pacific, and is navigable for many miles. The necessary surveys, however, for connecting this river with the Pacific have never yet been made; and even if this plan were practicable, the extremely low latitude at which the Pacific ocean would be reached would make such a line bad for our trade, and quite out of the question for the chief portion of the American "transit."
It appears, therefore, that there are insuperable objections to all these canal routes, unless it be to some route passing through the Lake of Nicaragua. By reference to a map of Central America it will be seen that the waters of this lake, joined to those of the San Juan river, comprise the breadth of nearly the whole isthmus, leaving a distance not exceeding twenty miles to be conquered by a canal. At first sight this appears to be very enticing58, and M. Belly has been enticed59. He has been enticed, or at any rate writes as though this were the case; anything worded more eloquently60, energetically, and grandiloquently62, than his pamphlet in favour of this route I have not met, even among French pamphlets.
M. Felix Belly describes himself as a "publiciste," and chevalier of the order of Saint Maurice and Lazarus, and of the order of Medjidie. As such he has made a convention with Don Thomas Martinez, President of the republic of Nicaragua, and with Don Juan Rafael Mora, President of the republic of Costa Rica, in accordance with which he, Chevalier Belly, is to cut a canal or water-route for ships through the territories of those potentates64, obtaining thereby certain vast privileges, including the possession of no small portion of those territories, and the right of levying65 all manner of tolls66 on the world's commerce which is to pass through his canal. And the potentates above named are in return to receive from M. Belly very considerable subsidies67 out of these tolls. They bind68 themselves, moreover, to permit no other traffic or transit through their country, securing to M. Belly for ninety-nine years the monopoly of the job; and granting to him the great diplomatic privilege of constituting his canal, let it be here or there, the boundary of the realms of these two potentates.
What strikes me with the greatest wonder on reading—not the pamphlet, for that is perhaps more wonderful in other respects—but the articles of the convention, is, that these three persons, the potentates aforesaid and the chevalier, should have among them the power of doing all this; or that they should even have had the power of agreeing to do all this; for really up to this period one seems hardly to have heard in England much about any one of them.
That there should be presidents of these two republics is supposed, as there are also, doubtless, of San Salvador and Venezuela, and all the other western republics; but it is to be presumed that as presidents of republics they can have themselves no more power to give away a ninety-nine years' possession of their lands and waters than can any other citizen. Mr. Buchanan could hardly sell to any Englishman, however enterprising, the right of making a railway from New York to San Francisco. The convention does certainly bear two other signatures, which purport69 to be those of the ministers of foreign affairs attached to those two republics; but even this hardly seems to give us a sufficient guarantee of power. What if we should put our money into the canal, and future presidents should refuse to be bound by the agreement?
But M. Belly's name stands on his side alone. No foreign minister or aide-de-camp is necessary to back his signature. The two potentates having agreed to give the country, he will agree to make the canal—he, M. Belly, Publiciste and Chevalier. It is to cost altogether, according to his account, 120,000,000 francs—say, four million eight hundred thousand pounds sterling70. Of a company, chairman, and directors we hear nothing. We cannot find that the shares are in the market. Probably they may be too valuable. On our own Stock Exchange the matter does not seem to be much known, nor do we perceive that it is quoted among French prices. Nevertheless, M. Belly has the four million eight hundred thousand pounds already in his breeches-pockets, and he will make the canal. I wonder whether he would drain London for us if we were to ask him.
But wonderful as is the fact that these three gentlemen should be about to accomplish this magnificent undertaking for the world, the eloquence of the language in which the undertaking is described is perhaps more wonderful still.
"On the first of May, 1858, at Rivas, in Nicaragua, in the midst of a concourse of circumstances full of grandeur71, a convention was signed which opens to civilization a new view and unlimited72 horizons. The hour has come for commencing with resolution this enterprise of cutting the Isthmus of Panama. … The solution of the problem must be no longer retarded73. It belongs to an epoch74 which has given to itself the mission of pulling down barriers and suppressing distances. It must be regarded, not as a private speculation75, but as a creation of public interest—not as the work of this people or that party, but as springing from civilization itself." Then M. Belly goes on to say that this project, emanating76 from a man sympathetic with the cause and a witness of the heroism77 of Central America, namely himself, possesses advantages—which of course could not attach to any scheme devised by a less godlike being.
It may be seen that I have no great belief in the scheme of M. Belly; neither have I in many other schemes of the present day emanating from Englishmen, Americans, and others. But it is not that disbelief, but my admiration78 for French eloquence which urges me to make the above translation. Alas79! I feel that I have lost so much of the Gallic fragrance80! The Parisian aroma81 has escaped from the poor English words!
Is not this peculiar82 eloquence used in propagating all French projects for increased civilization? From the invention of a new constitution to that of a new shirt is it even wanting? We, with our stupid, unimaginative platitudes83, know no better than to write up "Eureka" when we think we have discovered anything; but a Frenchman tells his countrymen that they need no longer be mortals; a new era has come; let them wear his slippers84 and they will walk as gods walk. How many new eras have there not been? Who is not sick of the grandiloquence85 of French progress? "Now—now we have taken the one great step. The dove at length may nestle with the kite, the lamb drink with the wolf. Men may share their goods, certain that others will share with them. Labour and wages, work and its reward, shall be systematized. Now we have done it, and the world shall be happy." Well; perhaps the French world is happy. It may be that the liberty which they have propagated, the equality which they enjoy, and the fraternity which they practise, is fit for them!
But when has truly mighty18 work been heralded86 by magniloquence? Did we have any grand words from old George Stephenson, with his "vera awkward for the cou"? Was there aught of the eloquent61 sententiousness of a French marshal about the lines of Torres Vedras? Was Luther apt to speak with great phraseology? If words ever convey to my ears a positive contradiction of the assertion which they affect to make, it is when they are grandly antithetical and magnificently verbose87. If, in addition to this, they promise to mankind "new epochs, new views, and unlimited horizons," surely no further proof can be needed that they are vain, empty, and untrue.
But the language in which this proposal for a canal is couched is hardly worth so much consideration—would be worth no consideration at all, did it not come before us now as an emblem88 of that which at this present time is the most pernicious point in the French character; a false boasting of truth and honesty, with little or no relish89 for true truth and true honesty.
The present question is whether M. Belly's canal scheme be feasible; and, if feasible, whether he has or can attain90 the means of carrying it out.
In the first place, it has already come to pass that the convention signed with such unlimited horizons has proved to be powerless. It is an undoubted fact that it was agreed to by the two presidents; and as far as one of them is concerned, it is, I fear, a fact also that for the present he has sufficient power in his own territory to bind his countrymen, at any rate for a time, by his unsupported signature. Don Juan Rafael Mora, in Costa Rica, need care for no congress. If he were called dictator instead of president, the change would only be in the word. But this is not exactly so in Nicaragua. There, it seems, the congress has refused to ratify91 the treaty as originally made. But they have, I believe, ratified92 another, in which M. Belly's undertaking to make the canal is the same as before, but from which the enormous grant of land, and the stipulations as to the boundary line of the territories are excluded.
In M. Belly's pamphlet he publishes a letter which he has received from Lord Malmesbury, as Secretary of State for Foreign Affairs—or rather a French translation of such a letter. It is this letter which appears to have given in Central America the strongest guarantee that something is truly intended by M. Belly's project. Both in the pamphlet, and in the convention itself, repeated reference is made to the French government; but no document is given, nor even is any positive assertion made, that the government of the emperor in any way recognizes the scheme. But if this letter be true, and truly translated, Lord Malmesbury has done so to a certain extent. "And I am happy," says the letter, "to be able to assure you that the stipulations of the treaty made between Great Britain and the United States, commonly called the Clayton-Bulwer Treaty, are in my opinion applicable to your project, if you put it in execution."* And then this letter, written to a private gentleman holding no official position, is signed by the Secretary of State himself. M. Belly holds no official position, but he is addressed in his translation of Lord Malmesbury's letter as "Concessionnaire du Canal de Nicaragua.
[*See note to page 29, 12th edition. I have not happened to meet with any earlier edition of the work.]
Such a letter from such a quarter has certainly been very useful to M. Belly. In the minds of the presidents of the republics of Central America it must have gone far to prove that England at any rate regards M. Belly as no adventurer. There are many of the clauses of the convention to which I should have imagined that the English Secretary of State for Foreign Affairs would not have given an assent93, although he might not be called on to express dissent94. In the 26th Article it is stipulated95 that during the making of the canal—which if it were to be made at all would be protracted96 over many years—two French ships of war should lie in the Lake of Nicaragua; it having been stipulated by Art. 24 that no other ships of war should be admitted; thus giving to France a military occupation of the country. And by Art. 28 it is agreed that any political squabble relative to this convention should be referred to a tribunal of seven; two to be named by the company, and one each by France, England, the United States, Nicaragua, and Costa Rica. It is, I imagine, hardly probable that the English government would send one member to such a tribunal, in which France would have three voices to her one, two of which voices would be wholly irresponsible.
Of course the letter does not bind Lord Malmesbury or any secretary for foreign affairs to the different articles of the convention; but if it be a genuine letter, I cannot but think it to have been imprudent.*
[*M. Belly speaks of his convention as having been adopted by France, England, and the United States. "Adopted, as it already is, by the United States, by England, and by France, and as it soon will be by the contracting Powers of the Treaty of Paris, it will become"—the saviour97 of the world, &c. &c. What basis there is for this statement, as regards France and the United States, I do not know. As regards England, I presume Lord Malmesbury's letter affords that basis.]
The assistance of Lord Malmesbury has been obtained by the easy progress of addressing a letter to him. But to seduce98 the presidents of Central America a greater effort has been made. They are told that they are the wisest of the earth's potentates. "Carrera, of Guatemala, though an Indian and uneducated, is a man of natural genius, and has governed for fifteen years with a wisdom which has attracted to him the unanimous adherence99 of his colleagues." "Don Juan Mora, of Costa Rica, the hero of Rivas, has not had to spill a drop of blood in maintaining in his cities an order much more perfect than any to be found in Europe. He is a man, 'hors de ligne,' altogether out of the common; and although he counts scarcely forty years, but few political examples of old Europe can be compared to him." And as for General Martinez, President of Nicaragua, "since he has arrived at the direction of affairs there, he would have healed all the wounds of the country—had not the fatal influence of North American spirit paralyzed all his efforts." What wonder that Presidents so spoken of should sign away their lands and waters?
But presuming all political obstacles to be removed, and that as regards the possession of the land, and the right of making a canal through it, everything had been conceded, there remain two considerable difficulties. In the first place, the nature of the waters and land, which seems to prohibit the cutting of a canal, except at an expense much more enormous than any that has been ever named; and secondly100, the amount of money to be collected, even if M. Belly's figures be correct. He states that he can complete the work for four million eight hundred thousand pounds. From whence is that sum to be procured?
As regards the first difficulty, I, from my own knowledge, can say nothing, not being an engineer, and having seen only a small portion of the projected route. I must therefore refer to M. Belly's engineer, and those who hold views differing from M. Belly. M. Belly's engineer-in-chief is M. Thomé de Gamond, who, in the pamphlet above alluded101 to, puts forward his calculations, and sends in his demand for the work at four million eight hundred thousand pounds. The route is by the river San Juan, a portion of which is so shallow that canoes in their course are frequently grounded when the waters are low, and other parts of which consist of rapids. It then goes through the lake, a channel through which must be dredged or cleared with gunpowder102 before it can carry deep-sea ships, and then out to the Pacific by a canal which must be cut through the mountains. There is nothing in the mere103 sound of all this to make a man, who is ignorant on the subject as I and most men are, feel that the work could not be done for the sum named. But before investing cash in the plan, one would like to be sure of the engineer, and to know that he has made his surveys very accurately.
Now it appears that M. Thomé de Gamond has never set foot in Central America; or, if he has done so now—and I do not know whether he has or has not—he never had done so when he drew out his project. Nor, as it would appear, has he even done his work, trusting to the eyes and hands of others. As far as one can learn, no surveys whatsoever104 have been taken for this gigantic scheme.
The engineer tells us that he has used marine105 charts and hydrographical drawings made by officers of various nations, which enable him to regard his own knowledge as sufficiently106 exact as far as shores and levels of the rivers, &c., are concerned; and that with reference to the track of his canal, he has taken into his service—"utilisé"—the works of various surveying engineers, among them Colonel Child, the American. They, to be sure, do leave him at a loss as to the interior plateau of the Mosquito country, and some regions to the east and south of the lake—the canal must enter the lake by the south-east;—but this is a matter of no moment, seeing that all these countries are covered by virgin107 forests, and can therefore easily be arranged! Gentlemen capitalists, will you on this showing take shares in the concern?
The best real survey executed with reference to any kindred project was that made by Colonel Child, an officer of engineers belonging to the United States. I believe I may say this without hesitation108; and it is to Colonel Child's survey that M. Belly most frequently refers. But the facts, as stated by Colonel Child, prove the absolute absurdity109 of M. Belly's plan. He was employed in 1851 by an American company, which, as it went to the considerable expense of having such work absolutely done, was no doubt in earnest in its intentions with reference to a canal. Colonel Child did not actually report against the canal. He explained what could be done for a certain sum of money, leaving it to others to decide whether, in effecting so much, that sum of money would be well laid out. He showed that a canal seventeen feet deep might be made—taking the course of the San Juan and that of the lake, as suggested by M. Belly—for a sum of thirty-one millions of dollars, or six million two hundred thousand pounds.
But when the matter came to be considered by men versed7 in such concerns, it was seen that a canal with a depth of only seventeen feet of water would not admit of such vessels as those by which alone such a canal could be beneficially used. Passengers, treasure, and light goods can easily be transhipped and carried across by railway. The canal, if made at all, must be made for the passage of large vessels built for heavy goods. For such vessels a canal must hold not less than twenty-five feet of water. It was calculated that a cutting of such depth would cost much more than double the sum needed for that intended to contain seventeen feet—more, that is, than twelve million four hundred thousand pounds. The matter was then abandoned, on the conviction that no ship canal made at such a cost could by any probability become remunerative110. In point of time it could never compete with the railway. Colonel Child had calculated that a delay of two days would take place in the locks; and even as regards heavy goods, no extreme freight could be levied111, as saving of expense with them would be of much greater object than saving of time.
That this decision was reached on good grounds, and that the project, then, at any rate, was made bona fide there can, I believe, be no doubt. In opposition to such a decision, made on such grounds, and with no encouragement but that given by the calculations of an engineer who has himself made no surveys, I cannot think it likely that this new plan will ever be carried out The eloquence even of M. Belly, backed by such arguments, will hardly collect four million eight hundred thousand pounds; and even if it did, the prudence112 of M, Belly would hardly throw such an amount of treasure into the San Juan river.
As I have before said, there appears to have been no company formed. M. Belly is the director, and he has a bureau of direction in the Rue35 de Provence. But though deficient113 as regards chairmen, directors, and shareholders114, he is magnificently provided with high-sounding officials. Then again there comes a blank. Though the corps115 of officers was complete when I was in Costa Rica, at any rate as regards their names, the workmen had not arrived; not even the skilled labourers who were to come in detachments of forty-five by each mail packet. The mail packets came, but not the skilled labourers.
Shortly before my arrival at San José, there appeared in the journal published in that town a list of officers to be employed by M. Felix Belly, the Director-General "De la Compa?ie Del Canal Atlantico-Pacifico." The first of these is Don Andres Le Vasseur, Minister Plenipotentiary, Veteran Officer of the Guard Imperial, Commander of the Legion of Honour, and Knight116 of the Order of St. Gregory. He is Secretary-General of the Direction. Then there are other secretaries. In the first place, Prince Polignac, Veteran Officer of the Cavalry117 of the Cazadores in Africa, &c. He at any rate is a fact! for did I not meet him and the O'Gorman Mahon—Nicodemus and Polyphemus—not "standing118 naked in the open air," but drinking brandy and water at the little inn at Esparza? "Arcades119 ambo!" The next secretary is Don Henrique Le Vasseur. He is Dibujador fotografo, which I take to mean photographical artist; and then Don Andres L'Heritier; he is the private secretary.
We next come to the engineers. With reference to geology and mineralogy, M. Belly has employed Don José Durocher, whose titles, taken from the faculty120 of science at Rennes, the Legion of Honour, &c., are too long to quote. Don Eugénio Ponsard, who also is not without his titles, is the working engineer on these subjects. And then joined to them as adjutant-engineer is Don Henrique Peudifer, whose name is also honoured with various adjuncts.
The engineers who are to be intrusted with the surveys and works of the canals are named next. There are four such, to whom are joined five conductors of the works and eight special masters of the men.
All these composed an expedition which left Southampton on the 17th of February, 1859,—or which should so have left it, had they acted up to M. Belly's promises.
Then by the packet of the 2nd of March, 1859, there came—or at least there should have come, for we are told that they sailed—another expedition. I cannot afford to give all the names, but they are full-sounding and very honourable121. Among them there was a maker122 of bricks, who in his own country had been a chief of the works in the imperial manufactory of porcelain123 at Sèvres. Having enticed him from so high a position, it is to be hoped that M. Belly will treat him well in Central America. There are, or were, hydrographical engineers and agricultural engineers, master carpenters, and masters of various other specialties124.
I fear all these gentlemen came to grief on the road, for I think I may say that no such learned troops came through with the mail packets which left Southampton on the days indicated.
Then by the following steamers there would, it is stated, be despatched in succession an inspector125 of telegraphs, an engineer for making gas, an engineer to be charged with the fabrication of the iron way, an agriculturist-in-chief, a scientific commission for geology, mineralogy, meteorology, and natural history in general. And attached to all the engineers will come—or now long since should have come—the conductors of works and special masters of men, who are joined with them in their operations. These are to consist principally of veteran soldiers of the Engineers and the Artillery126.
These gentlemen also must, I fear, have been cast away between Southampton and St. Thomas, if they left the former port by either of the two mail steamers following those two specially127 indicated. I think I may say positively128 that no such parties were forwarded from St. Thomas.
The general inspection129 of the works will be intrusted ultimately to a French and to an English engineer. The Frenchman will of course be M. Thomé de Gamond. The Englishman is to be "Mr. Locke, Member of Parliament." If, indeed, this latter assertion were true! But I think I may take upon myself to say that it is untrue.
All the above certainly sounds very grand, especially when given at full length in the Spanish language. Out there, in Central America, the list is effective. Here, in England, we should like to see the list of the directors as well, and to have some idea how much money has been subscribed130. Mankind perhaps can trust M. Belly for much, but not for everything.
In the month of May Don Juan Rafael Mora, the President of Costa Rica, left his dominions131 and proceeded to Rivas, in Nicaragua, to assist at the inauguration132 of the opening of the works of the canal. When I and my companion met him at Esparza, accompanied by Nicodemus and Polyphemus, he was making this journey. M. Belly has already described in eloquent language how on a previous occasion this potentate63 condescended133 to leave his own kingdom and visit that of a neighbour; thus sacrificing individual rank for the benefit of humanity and civilization. He was willing to do this even once again. Having borrowed a French man-of-war to carry him from Punta-arenas, in his own territories, to St. Juan del Sur, in the territory of Nicaragua, he started with his suite33, of whom the Prince and the O'Gorman were such distinguished134 members. But, lo! when he arrived at Rivas, a few miles up from San Juan del Sur—at Rivas, where with gala holiday triumph the canal was to be inaugurated—the canal from whence were to come new views and unlimited horizons—lo! when he there arrived, no brother-president was there to meet him, no M. Belly, attended by engineers-in-chief and brickmakers from Sèvres, to do him honour. There was not even one French pupil from the Polytechnic135 School to turn a sod with a silver spade. In lieu of this, some custom-house officer of Nicaragua called upon poor Don Juan to pay the usual duty on bringing his portmanteau into Rivas. Other new views, and other unlimited horizons had, it seems, been dawning on M. Belly.
One of the first words of which a man has to learn the meaning on reaching these countries is "transit." Central America can only be great in the world—as Egypt can be only great—by being a passage between other parts of the world which are in themselves great. We Englishmen all know Crewe; Crewe has become a town of considerable importance, as being a great railway junction136. Men must reach Crewe and leave Crewe continually, and the concourse there has rendered labour necessary; labourers of all sorts must live in houses, and require bakers137 and grocers to supply them. So Crewe has grown up and grown important; and so will Central America become important. Aspinwall—Colon, as we call it—has become a town in this way within the last ten years.
"Transit" in these parts means the trade of carrying people across Central America; and a deal of "transit" has been done and money made by carrying people across Nicaragua by way of the great lake. This has hitherto been effected by shallow-bottomed boats. I will say one word or so on the subject when I have done, as I very soon shall have done, with M. Belly.
Now it is very generally thought that M. Belly when he speaks of this canal means "transit." There can be no question but that a great carrying trade might be opened, much to the advantage of Nicaragua, and to the advantage of Costa Rica also though not to the same extent. If all this canal grandiloquence would pave the way to "transit," might it not be well? What if another agreement could be made, giving to M. Belly and his company the sole right of "transit" through Nicaragua, till the grand canal should be completed—a very long lease; might not something be done in this way? But Don Juan Mora there, Don Juan of Costa Rica, that man altogether "hors de ligne," grand as he is, need know nothing about this. Let him, left quite in darkness as to this new view, these altered unlimited horizons, go to Rivas if he will, and pay his custom dues.
It may be that I have written at too great length, and with an energy disproportionate to the subject, on this matter of the Nicaraguan canal scheme. I do not know that the English public generally, or at any rate that portion of it which may perhaps read my book, is very deeply interested in the subject. We hear now and then something of the Clayton-Bulwer treaty, and a word or two is said about the Panama route to Australia, but the subject is not generally interesting to us, as is that of the passage through Egypt. We can reach Australia by another and a shorter route; and as for Vancouver's Island and Frazer River, they as yet are very young.
But the matter will become of importance. And to a man in Central America, let his visit to that country be ever so short, it becomes at once important. To me it was grievous to find a work so necessary to the world as this of opening a way over the isthmus, tampered138 with, and to a degree hindered by a scheme which I cannot but regard as unreal. But unreal as it may be, this project has reached dimensions which make it in some way worthy139 of notice. A French ship of war was sent to take the President Mora and his suite on their unfortunate journey to Rivas; and an English ship of war was sent to bring them back. The extension of such privileges to the president of a republic in Central America may be very well; but men, seeing on what business this president was travelling, not unnaturally140 regarded the courtesy as an acknowledgment of the importance of M. Belly's work.
I do not wish to use hard names, but I cannot think that the project of which I have been speaking covers any true intention of making a canal. And such schemes, if not real, if not true in the outward bearings which they show to the world, go far to deter141 others which might be real. And now I will say nothing further about M. Belly.
As I have before stated, there was some few years since a considerable passenger traffic through Central America by the route of the Lake of Nicaragua. This of course was in the hands of the Americans, and the passengers were chiefly those going and coming between the Eastern States and California. They came down to Greytown, at the mouth of the San Juan river, in steamers from New York, and I believe from various American ports, went up the San Juan river in other steamers with flat bottoms prepared for those waters, across the lake in the same way, and then by a good road over the intervening neck of land between the lake and the Pacific.
Of course the Panama railway has done much to interfere142 with this. In the first place, a rival route has thus been opened; though I doubt whether it would be a quicker route from New York to California if the way by the Lake were well organized. And then the company possessing the line of steamers running to Aspinwall from New York has been able to buy off the line which would otherwise run to Greytown.
But this rivalship has not been the main cause of the total stoppage of the Nicaraguan route. The filibusters143 came into that land and destroyed everything. They dropped down from California on Realejo, Leon, Manaqua, Granada, and all the western coast of Nicaragua. Then others came from the South-Eastern States, from Mobile and New Orleans, and swarmed144 up the San Juan river, devouring145 everything before them. There can be no doubt that Walker's idea, in his attempt to possess himself of this country, was that he could thus become master of the passage across the isthmus. He saw, as so many others have seen, the importance of the locality in this point of view; and he probably felt that if he could make himself lord of the soil by his own exertions146, and on his own bottom, his mother country, the United States, would not be slow to recognize him. "I," he would have said, "have procured for you the ownership of the road which is so desirable for you. Pay me, by making me your lieutenant147 here, and protecting me in that position."
The idea was not badly planned, but it was of course radically148 unjust. It was a contemplated filching149 of the road. And Walker found, as all men do find, that he could not easily get good tools to do bad work. He tried the job with a very rough lot of tools; and now, though he has done much harm to others, he has done very little good to himself. I do not think that we shall hear much more of him.
And among the worst of the injuries which he has done is this disturbance150 of the Lake traffic. This route has been altogether abandoned. There, in the San Juan river, is to be seen one old steamer with its bottom upwards151, a relic152 of the filibusters and their destruction. All along the banks tales are told of their injustice153 and sufferings. How recklessly they robbed on their journey up the country, and how they returned back to Greytown—those who did return, whose bones are not whitening the Lake shores—wounded, maimed, and miserable154.
Along the route traders were beginning to establish themselves, men prepared to provide the travellers with food and drink, and the boats with fuel for their steam. An end for the present has been put to all this. The weak governments of the country have been able to afford no protection to these men, and placed as they were, beyond the protection of England or the United States, they have been completely open to attack. The filibusters for a while have destroyed the transit through Nicaragua; and it is hardly matter of surprise that the presidents of that and the neighbouring republics should catch at any scheme which proposes to give them back this advantage, especially when promise is made of the additional advantage of effectual protection.
It is much to be desired, on all accounts, that this route should be again opened. Here, I think, is to be found the best chance of establishing an immediate21 competition with the Panama railway. For although such a route will not offer the comfort of the Panama line, or, till it be well organized, the same rapidity, it would nevertheless draw to it a great portion of the traffic, and men and women going in numbers would be carried at cheaper rates; and these cheaper rates in Nicaragua would probably at once lessen155 the fares now charged by the Panama railway. Competition would certainly be advantageous15, and for the present I see no other opening for a competitive route.
A railway along the banks of the San Juan would, I fear, be too expensive. The distance is above one hundred and fifty miles, and the line would be very costly. But a line of rails from the Lake to the Pacific might be made comparatively at a small outlay, and would greatly add to the comfort and rapidity of the passage.
To us Englishmen it is a matter of indifference156 in whose hands the transit may be, so long as it is free, and open to all the world; so long as a difference of nationality creates no difference in the fares charged or in the facilities afforded. For our own purposes, I have no doubt the Panama line is the best, and will be the route we shall use. But we should be delighted to see a second line opened. If Mr. Squier can accomplish his line through Honduras, we will give him great honour, and acknowledge that he has done the world a service. In the mean time, we shall be very happy to see the Lake transit re-established.
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1
parental
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| adj.父母的；父的；母的 | |
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enjoyment
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| n.乐趣；享有；享用 | |
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auspices
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| n.资助，赞助 | |
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carving
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| n.雕刻品，雕花 | |
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dexterous
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| adj.灵敏的；灵巧的 | |
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guise
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| n.外表，伪装的姿态 | |
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versed
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| adj. 精通，熟练 | |
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cape
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| n.海角，岬；披肩，短披风 | |
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crumbs
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| int. (表示惊讶)哎呀 n. 碎屑 名词crumb的复数形式 | |
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peril
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| n.(严重的)危险；危险的事物 | |
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isthmus
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| n.地峡 | |
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impeded
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| 阻碍，妨碍，阻止( impede的过去式和过去分词 ) | |
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Mediterranean
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| adj.地中海的；地中海沿岸的 | |
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mooted
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| adj.未决定的，有争议的，有疑问的v.提出…供讨论( moot的过去式和过去分词 ) | |
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advantageous
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| adj.有利的；有帮助的 | |
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isthmuses
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| n.地峡( isthmus的名词复数 ) | |
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almighty
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| adj.全能的，万能的；很大的，很强的 | |
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mighty
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| adj.强有力的；巨大的 | |
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margin
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| n.页边空白；差额；余地，余裕；边，边缘 | |
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delta
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| n.（流的）角洲 | |
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immediate
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| adj.立即的；直接的，最接近的；紧靠的 | |
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colon
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| n.冒号，结肠，直肠 | |
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lesser
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| adj.次要的，较小的；adv.较小地，较少地 | |
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conveyance
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| n.(不动产等的)转让，让与；转让证书；传送；运送；表达；（正）运输工具 | |
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transit
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| n.经过，运输；vt.穿越，旋转；vi.越过 | |
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eloquence
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belly
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| n.肚子，腹部；(像肚子一样)鼓起的部分，膛 | |
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costly
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| adj.昂贵的，价值高的，豪华的 | |
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accruing
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| v.增加( accrue的现在分词 )；（通过自然增长）产生；获得；（使钱款、债务）积累 | |
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undoubtedly
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| adv.确实地，无疑地 | |
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latitude
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| n.纬度，行动或言论的自由(范围)，(pl.)地区 | |
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descend
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| vt./vi.传下来，下来，下降 | |
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suite
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| n.一套(家具)；套房；随从人员 | |
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ascend
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| vi.渐渐上升，升高；vt.攀登，登上 | |
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rue
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computed
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gulf
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vessels
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pointed
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| adj.尖的，直截了当的 | |
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adoption
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| n.采用，采纳，通过；收养 | |
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situated
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| adj.坐落在...的，处于某种境地的 | |
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thereby
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| adv.因此，从而 | |
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slant
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| v.倾斜，倾向性地编写或报道；n.斜面，倾向 | |
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chili
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| n.辣椒 | |
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neutralized
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| v.使失效( neutralize的过去式和过去分词 )；抵消；中和；使（一个国家）中立化 | |
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opposition
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| n.反对，敌对 | |
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procured
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| v.（努力）取得， （设法）获得( procure的过去式和过去分词 )；拉皮条 | |
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accurately
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| adv.准确地，精确地 | |
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commodiously
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| adv.宽阔地，方便地 | |
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thoroughly
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| adv.完全地，彻底地，十足地 | |
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countenance
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| n.脸色，面容；面部表情；vt.支持，赞同 | |
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undertaking
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| n.保证，许诺，事业 | |
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outlay
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| n.费用，经费，支出；v.花费 | |
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celestial
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| adj.天体的；天上的 | |
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pertinacity
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| n.执拗，顽固 | |
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egress
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| n.出去；出口 | |
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contemplated
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| adj. 预期的 动词contemplate的过去分词形式 | |
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enticing
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| adj.迷人的；诱人的 | |
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enticed
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| 诱惑，怂恿( entice的过去式和过去分词 ) | |
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eloquently
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| adv. 雄辩地(有口才地, 富于表情地) | |
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eloquent
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| adj.雄辩的，口才流利的；明白显示出的 | |
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grandiloquently
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63
potentate
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| n.统治者；君主 | |
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64
potentates
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| n.君主，统治者( potentate的名词复数 )；有权势的人 | |
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65
levying
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| 征（兵）( levy的现在分词 )； 索取； 发动（战争）； 征税 | |
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66
tolls
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| （缓慢而有规律的）钟声( toll的名词复数 )； 通行费； 损耗； （战争、灾难等造成的）毁坏 | |
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67
subsidies
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| n.补贴，津贴，补助金( subsidy的名词复数 ) | |
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68
bind
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| vt.捆，包扎；装订；约束；使凝固；vi.变硬 | |
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69
purport
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| n.意义，要旨，大要；v.意味著，做为...要旨，要领是... | |
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70
sterling
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| adj.英币的(纯粹的，货真价实的)；n.英国货币(英镑) | |
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71
grandeur
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| n.伟大，崇高，宏伟，庄严，豪华 | |
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72
unlimited
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| adj.无限的，不受控制的，无条件的 | |
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73
retarded
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| a.智力迟钝的，智力发育迟缓的 | |
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74
epoch
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| n.(新)时代；历元 | |
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75
speculation
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| n.思索，沉思；猜测；投机 | |
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76
emanating
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| v.从…处传出，传出( emanate的现在分词 )；产生，表现，显示 | |
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77
heroism
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| n.大无畏精神，英勇 | |
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78
admiration
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| n.钦佩，赞美，羡慕 | |
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79
alas
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| int.唉(表示悲伤、忧愁、恐惧等) | |
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80
fragrance
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| n.芬芳，香味，香气 | |
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81
aroma
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| n.香气，芬芳，芳香 | |
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82
peculiar
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| adj.古怪的，异常的；特殊的，特有的 | |
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83
platitudes
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| n.平常的话，老生常谈，陈词滥调( platitude的名词复数 )；滥套子 | |
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84
slippers
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| n. 拖鞋 | |
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85
grandiloquence
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| n.夸张之言，豪言壮语，豪语 | |
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86
heralded
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| v.预示( herald的过去式和过去分词 )；宣布（好或重要） | |
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87
verbose
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| adj.用字多的；冗长的；累赘的 | |
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88
emblem
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| n.象征，标志；徽章 | |
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89
relish
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| n.滋味，享受，爱好，调味品；vt.加调味料，享受，品味；vi.有滋味 | |
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90
attain
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| vt.达到，获得，完成 | |
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91
ratify
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| v.批准，认可，追认 | |
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92
ratified
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| v.批准，签认（合约等）( ratify的过去式和过去分词 ) | |
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93
assent
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| v.批准，认可；n.批准，认可 | |
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94
dissent
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| n./v.不同意，持异议 | |
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95
stipulated
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| vt.& vi.规定；约定adj.[法]合同规定的 | |
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96
protracted
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| adj.拖延的；延长的v.拖延“protract”的过去式和过去分词 | |
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97
saviour
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| n.拯救者，救星 | |
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98
seduce
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| vt.勾引，诱奸，诱惑，引诱 | |
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99
adherence
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| n.信奉，依附，坚持，固着 | |
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100
secondly
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| adv.第二，其次 | |
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101
alluded
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| 提及，暗指( allude的过去式和过去分词 ) | |
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102
gunpowder
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| n.火药 | |
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103
mere
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| adj.纯粹的；仅仅，只不过 | |
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104
whatsoever
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| adv.（用于否定句中以加强语气）任何；pron.无论什么 | |
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105
marine
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| adj.海的；海生的；航海的；海事的；n.水兵 | |
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106
sufficiently
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| adv.足够地，充分地 | |
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107
virgin
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| n.处女，未婚女子；adj.未经使用的；未经开发的 | |
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108
hesitation
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| n.犹豫，踌躇 | |
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109
absurdity
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| n.荒谬，愚蠢；谬论 | |
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110
remunerative
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| adj.有报酬的 | |
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111
levied
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| 征（兵）( levy的过去式和过去分词 )； 索取； 发动（战争）； 征税 | |
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112
prudence
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| n.谨慎，精明，节俭 | |
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113
deficient
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| adj.不足的，不充份的，有缺陷的 | |
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114
shareholders
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| n.股东( shareholder的名词复数 ) | |
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115
corps
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| n.(通信等兵种的)部队；(同类作的)一组 | |
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116
knight
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| n.骑士，武士；爵士 | |
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117
cavalry
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| n.骑兵；轻装甲部队 | |
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118
standing
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| n.持续，地位；adj.永久的，不动的，直立的，不流动的 | |
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119
arcades
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| n.商场( arcade的名词复数 )；拱形走道（两旁有商店或娱乐设施）；连拱廊；拱形建筑物 | |
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120
faculty
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| n.才能；学院，系；(学院或系的)全体教学人员 | |
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121
honourable
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| adj.可敬的；荣誉的，光荣的 | |
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122
maker
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| n.制造者，制造商 | |
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123
porcelain
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| n.瓷；adj.瓷的，瓷制的 | |
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124
specialties
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| n.专门，特性，特别；专业( specialty的名词复数 )；特性；特制品；盖印的契约 | |
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125
inspector
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| n.检查员，监察员，视察员 | |
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126
artillery
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| n.(军)火炮，大炮；炮兵(部队) | |
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127
specially
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| adv.特定地；特殊地；明确地 | |
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128
positively
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| adv.明确地，断然，坚决地；实在，确实 | |
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129
inspection
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| n.检查，审查，检阅 | |
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130
subscribed
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| v.捐助( subscribe的过去式和过去分词 )；签署，题词；订阅；同意 | |
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131
dominions
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| 统治权( dominion的名词复数 )； 领土； 疆土； 版图 | |
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132
inauguration
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| n.开幕、就职典礼 | |
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133
condescended
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| 屈尊，俯就( condescend的过去式和过去分词 )； 故意表示和蔼可亲 | |
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134
distinguished
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| adj.卓越的，杰出的，著名的 | |
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135
polytechnic
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| adj.各种工艺的，综合技术的；n.工艺(专科)学校；理工(专科)学校 | |
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136
junction
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| n.连接，接合；交叉点，接合处，枢纽站 | |
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137
bakers
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| n.面包师( baker的名词复数 )；面包店；面包店店主；十三 | |
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138
tampered
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| v.窜改( tamper的过去式 )；篡改；（用不正当手段）影响；瞎摆弄 | |
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139
worthy
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| adj.(of)值得的，配得上的；有价值的 | |
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140
unnaturally
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| adv.违反习俗地；不自然地；勉强地；不近人情地 | |
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141
deter
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| vt.阻止，使不敢，吓住 | |
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142
interfere
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| v.(in)干涉，干预；(with)妨碍，打扰 | |
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143
filibusters
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| n.掠夺兵( filibuster的名词复数 )；暴兵；（用冗长的发言）阻挠议事的议员；会议妨碍行为v.阻碍或延宕国会或其他立法机构通过提案( filibuster的第三人称单数 )；掠夺 | |
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144
swarmed
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| 密集( swarm的过去式和过去分词 )； 云集； 成群地移动； 蜜蜂或其他飞行昆虫成群地飞来飞去 | |
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145
devouring
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| 吞没( devour的现在分词 )； 耗尽； 津津有味地看； 狼吞虎咽地吃光 | |
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146
exertions
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| n.努力( exertion的名词复数 )；费力；（能力、权力等的）运用；行使 | |
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147
lieutenant
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| n.陆军中尉，海军上尉；代理官员，副职官员 | |
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148
radically
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| ad.根本地，本质地 | |
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149
filching
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| v.偷（尤指小的或不贵重的物品）( filch的现在分词 ) | |
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150
disturbance
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| n.动乱，骚动；打扰，干扰；(身心)失调 | |
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151
upwards
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| adv.向上，在更高处...以上 | |
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152
relic
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| n.神圣的遗物，遗迹，纪念物 | |
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153
injustice
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| n.非正义，不公正，不公平，侵犯（别人的）权利 | |
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154
miserable
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| adj.悲惨的，痛苦的；可怜的，糟糕的 | |
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155
lessen
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| vt.减少，减轻；缩小 | |
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156
indifference
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| n.不感兴趣，不关心，冷淡，不在乎 | |
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