A Project Of Canalization Which Unites The Double Advantage Of Connecting The Havannah And Batabano By A Navigable Line, And Diminishing The High Price Of The Transport Of Native Produce, Merits Here A Special Mention.

The idea of the Canal of Guines had been conceived for more than half a century with the view of furnishing timber at a more moderate price for ship-building in the arsenal of the Havannah.

In 1796 the Count de Jaruco y Mopox, an enterprising man, who had acquired great influence by his connection with the Prince of the Peace, undertook to revive this project. The survey was made in 1798 by two very able engineers, Don Francisco and Don Felix Lemaur. These officers ascertained that the canal in its whole development would be nineteen leagues long (5000 varas or 4150 metres), that the point of partition would be at the Taverna del Rey, and that it would require nineteen locks on the north, and twenty-one on the south. The distance from the Havannah to Batabano is only eight and a half sea-leagues. The canal of Guines would be very useful for the transport of agricultural productions by steam-boats,* because its course would be in proximity with the best cultivated lands. (* Steam-boats are established from the Havannah to Matanzas, and from the Havannah to Mariel. The government granted to Don Juan O'Farrill (March 24th, 1819) a privilege on the barcos de vapor.) The roads are nowhere worse in the rainy season than in this part of the island, where the soil is of friable limestone, little fitted for the construction of solid roads. The transport of sugar from Guines to the Havannah, a distance of twelve leagues, now costs one piastre per quintal. Besides the advantage of facilitating internal communications, the canal would also give great importance to the surgidero of Batabano, into which small vessels laden with salt provisions (tasajo) from Venezuela, would enter without being obliged to double Cape Saint Antonio. In the bad season and in time of war, when corsairs are cruising between Cape Catoche, Tortugas and Mariel, the passage from the Spanish main to the island of Cuba would be shortened by entering, not at the Havannah, but at some port of the southern coast. The cost of constructing the canal de Guines was estimated in 1796 at one million, or 1,200,000 piastres: it is now thought that the expense would amount to more than one million and a half. The productions which might annually pass the canal have been estimated at 75,000 cases of sugar, 25,000 arrobas of coffee, and 8000 bocoyes of molasses and rum. According to the first project, that of 1796, it was intended to link the canal with the small river of Guines, to be brought from the Ingenio de la Holanda to Quibican, three leagues south of Bejucal and Santa Rosa. This idea is now relinquished, the Rio de los Guines losing its waters towards the east in the irrigation of the savannahs of Hato de Guanamon. Instead of carrying the canal east of the Barrio del Cerro and south of the fort of Atares, in the bay of the Havannah, it was proposed at first to make use of the bed of the Chorrera or Rio Armendaris, from Calabazal to the Husillo, and then of the Zanja Real, not only for conveying the boats to the centre of the arrabales and of the city of the Havannah, but also for furnishing water to the fountains which require to be supplied during three months of the year. I visited several times, with MM. Lemaur, the plains through which this line of navigation is intended to pass. The utility of the project is incontestable if in times of great drought a sufficient quantity of water can be brought to the point of partition.

At the Havannah, as in every place where commerce and the wealth it produces increase rapidly, complaints are heard of the prejudicial influence exercised by them on ancient manners. We cannot here stop to compare the first state of the island of Cuba, when covered with pasturage, before the taking of the capital by the English, and its present condition, since it has become the metropolis of the West Indies; nor to throw into the balance the candour and simplicity of manners of an infant society, against the manners that belong to the development of an advanced civilization. The spirit of commerce, leading to the love of wealth, no doubt brings nations to depreciate what money cannot obtain. But the state of human things is happily such that what is most desirable, most noble, most free in man, is owing only to the inspirations of the soul, to the extent and amelioration of its intellectual faculties. Were the thirst of riches to take absolute possession of every class of society, it would infallibly produce the evil complained of by those who see with regret what they call the preponderance of the industrious system; but the increase of commerce, by multiplying the connections between nations, by opening an immense sphere to the activity of the mind, by pouring capital into agriculture, and creating new wants by the refinement of luxury, furnishes a remedy against the supposed dangers.

FINANCE.

The increase of the agricultural prosperity of the island of Cuba and the influence of the accumulation of wealth on the value of importations, have raised the public revenue in these latter years to four millions and a half, perhaps five millions of piastres. The custom-house of the Havannah, which before 1794 yielded less than 600,000 piastres, and from 1797 to 1800, 1,900,000 piastres, pours into the treasury, since the declaration of free trade, a revenue (importe liquido) of more than 3,100,000 piastres.* (* The custom-house of Port-au-Prince, at Hayti, produced in 1825, the sum of 1,655,764 piastres; that of Buenos Ayres, from 1819 to 1821, average year, 1,655,000 piastres.

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