The daily union. [volume] (Washington [D.C.]) 1845-1857, 1847-09-07

'uoes' 10 Vi IN detail, ana WIN
rect reference to established facts than have hereto
fore SEEN We think question may be considered as
settled-that canal across the isthmus is practical
measure but we believe with the writer OF the remarks
which follow, that it would be premature, with pres
ent information to decide upon the dimensions OF the
canal its Examinations, or its probable cost
we perceive, also, that the right of making this canal
or of making railroad, is now an individual right, be-
yond the control of the Mexican government
IsTHNIUs OF TEHUANTEPEC.
The curiosity of the public has been lately much
cited IN reference to this isthmus, as aorng the best
route for conneXon by canal railroad, between the
waters OF the Pacific and those of the Atlantic
1t not in our Judgment necessary to give an account
of he various notions which have been entertained of
this pass, by whom and when. We shall therefore, at
once commence the few remarks we have to make on
the subject, with the report OF very recent period and
with the most authentic examination in the form of
survey that has been made
The entire distance the ishmus, from sea
that is, from the Pacific to the Gulf of Mexico between
the points at which these will have TO be connected
according to the views OF every writer on the subject
does not exceed IN straight line 100 miles; and i is
not supposed that the deviations from straight ne
which the route would experience would extend the dis
lance to more than 200 miles. It may be stated there
lore, think with safety, that the total internal nav
CATION, artificial and natural, by lagoons by canal and
byrver from landing TO landing would not exceed 200
miles
In 1912, Don Jose de Garay proposed 10 the Mexican
government the construction of the canal route of this
line, and obtained the following privileges:
ls The territory in FEE simple" ten leagues wide, of
unoccnpied lands both sides of the proposed route
bracng according the engineers report, about $1,000,
OOU acres.
I'd The right of making settlements within fifty
leagues OF the line, on either side OF it.
Sd The exclusive right OF navigation by steam across
the sthmus for sixty years, or OF transportation by rail
road cars.
it'll The right OF all transit duties for fifty years. at the
expiration OF which period they are TO revert TO the gov
ernment but during these fifty years the government is
receive fourth of the net produce Of dues for the
right OF transit.
9th. Garay to make all surveys at his own expense
the surveys be completed within eighteen months from
the date OF the decree IN his favor The work to be
commenced within ten months after In this shall
not be done, these exclusive privileges to cease The
time for commencing the work afterwards extended
one year. No time is specified for completing the work.
The survey has been made--that Is, survey adequate
to fulfil the conditions OF the grant; and no doubt com
menceenl has been made OF the work, to perfect
the title of Garay grant. The right, therefore, OF
constructing this canal is individual right, pos
sessed by Don Jose GaTay without whose consent no
government individuals can make the work. He
has already been at much expense in the prelim
nary operations necessary to perfect his grant, and
is now endeayoring to enlist English capital and
enterprise in the work. We are not sure OF the
fact, but we have strong reasons for believing that an
English company has been organized and for some time
has had engineer in IFS employ, examining the lshmus
who has lately returned England communicate the
result of his Investigations 20 his employers. Whether
this result will be encouraging or not we do not pretend
10 say
The OF the route, under Oraray's grant,
made in 1Sl2'3 under the direction of the engineer
Moro, assisted BY several others named in the report OF
his operations which report was printed in London,
first, think, in 1916 but the edition which is the basis
of present remarks is OF 1916. 1t certainly
survey, but rather OF that character which may be class
ed instrumental or scientific Reconnaissance adapted
TO determine the bare paclicablty OF the question al
issues but without that exacness which would justify
plan estimate, the tracing of the route reliable
statement of its probable cost The eye and Judgment OF
the engineer, with few points determined by the baron
eter have been considered sufficient TO Indicate the line
ofteeder to the ummt-leve from which the practcaby
of distributing the the directions could read
lily be decided We admit that these data are sufficient
TO Justify opinion that canal practicable; but they
are not sufficient in our Judgment, to determine what
kind OF canalthat is, of what dimensonscan be made,
its probable We, therefore, think the plan of canal
and the estimate of the engineer Moro rather prema
tue and we doubt if he Will be able to sustain either OF
his views on these points, even by the facts OF his
report.
The results OF his survey induce him to present three
projects:
st To lead the waters of the Osuta and the Chicapa
to the table land OF Tara from thence souhwardy, by
canal, to the upper lagoon" OF the Pacific; and north
wadly to the Coatzacoalcos, at the mouth OF the Mala
tengo; from whence TO the gulf the Coazacoalcos is
be made navgable For this plan only estimate has
been furnished.
ID To pass from the summit feeder to the Porto OF
1arIfa then 20 directly practicable to the river CHI
capa and thence that river having rendered it nav
gable, to the upper lagoon of the Pacific. The north
extension from the summit, if understand the |
engineer correctly would be, in this project the
IN the istlo the mouth OF the Malaengo by canal,
thence BY the Coazacoalcas to the gull
Sd "After having conveyed to the immediate neigh
boheod OF Iara the waters OF the Ostuta and Chcapa
by means shown in the first project, the next consdea
ton would be TO take advantage OF the beds OF the rivers
which, IRON that point, proceed towards both oceans
regulating their courses TO make them navigabe."
THIS plan, if understand the views OF the engineer
would be 10 establish lockand dam navigation the
watecourses adopted and the water of the sum
mt as an additional supply.
Vi the second and third projects, feel utterly made
quate 10 give opinion. The absence of all knowledge
oi the WAREHOUSES; which would have be used the
south OF laria to the upper lagoon, the north TO
the junction of the Maatengo with the Coazacoalcos
leaves US without any means OF forming Judgment OF
either OF these plans; and the knowledge which we
have acquired OF these streams from other sources in
duceS Us 10 consider either OF them comparatively i'm
practicable, and as seriously inferior 10 the first PLAN even
IN reference TO economy OF cost.
The reader will bear mind that all of these projects
nave reference to shp-canal twenty feet deep-the
oaedona canal OF Scotland being adopted the type OF
any plan by the engineer Moro. Views, therefore, OF
cost and practcabty, refer entirely to plan of that
kind.
The hst project being therefore in our Judgment the
best not the only that can be considered pracca
Die IN reierepce TO reasonable cost and TO ia utltv
Wheh MAZE, we Will now give some attention to it.
An essential point in all canals is the ouantv of
water which can be commanded. This sole po;nt in
fact, determines whether the be or
speculative 1t Is not sufficient show that water can
be conducted to summit but the quantity which can be
conducted there should be shown; then the ouant;t,
which an active trade and the unavoidable wasaoe ri
the canal VIII require; then, by comparison OF quantities
OF water which can be commanded and which will be
required reliable inference of the practicabitv of the
ta drn1r Ilnpn tho.. =