New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1879-06-28
EADS ON THE SHIP CANAL.

constructed the ietties at the mouths of the
Mississippi, proposes in the letter appended
TO substitute for the contemplated ship
canal at Panama railroad by which
the largest vessels may be conveyed across
the Isthmus. He claims that this project is
entirely practicable, that 1t would cost con-
siderably less than canal, and may be COM
pletcd in three or four years.
CAPTAIN EADS OUTLINES HIS PROJECT.
PLAN TO CARRY SHIPS ACROSS THE IsTHMUs oN
RAILRoAp-ONE THOUSAND WHEELS WITH A
ROAD BED FORTY FEET WIDE AND EIGHT OR
TIN RAILS-NoRE PROFITABLE THAN CANAL
OF ONE-FOURTH TBE COST, AND CAPABLE or
COMPLETION IN THREE OR FOUR YEARS
To the EdttOr Of The TribuHe.
SIR: The Isihmus Canal Congress recently held
m the City Of Paris. has presented TO the civilized
world an the results of the various surveys and
Inmates which have been thus far made. / believe
in the effort TO overcome the great barrier inter
posed by the American Isthmus to interoceanic
navigation.
The fact that the congress comprised among its
members many of the most able and distinguished
engineers and scientists in Christendom is at once
an assurance that its estimates and opinions are en-
titled 10 the highest respect From these it appears
that the most economic solution of this great ques
ton by means Of a canal must involve the expeud-
turc Of at least ~ 10000 900, and possibly much
more, and that the execution of the work will
cupy from fifteen to twenty-five years from the
time the work is commenced. These facts Justify
the conclusion 1st. That the amount of capital
required is so vast that it will not pay to execute
the work with private means alone 2d. That the
amount cannot probably be obtained unless the
governments of the several maritime nations
4 b. D.. I'D, IN
contribute literally in aid of the enterprise. 81.
That the time required for consummating the work
is so great that tho enjoyment Of the completed
canal must necessarily be reserved to the mex, gem
Grafton.
In view of these facts is it not wise to carefully
consider other engineering cXpedicutS which have
been OF which may be suggested for the transPOrta-
ton of ships aud their cargoes across the isthmus'
II is. as ] am informed recommended by the Paris
Congress that the isthmus be cut down below the
level of the two to such depth is needed for
the passage of ships from TO sea, and thus
avoid theusc of locks in the canal. To do this in
wolves the construction of a tunnel four miles long
through the Cordiller.s, of such dimensions that
the one under Mount Gents dwiudles into insgulf-
canoe when compared with it, This method has
been Justly termed "the heroic treatment The
term, however, Is not limited III It's application,
and suggests similar treatment to the Panama Rail
road, or to some other road which may be con-
srutcd for transportation of the largest ships with
their entire cargas overland from ocean to ocean.
NJ, own studies have satisfied me Of the entire
feasibility of such transportation by railroad and
have no hesitation in saying that for sum not eX-
c.,duc oncthrd of the estimated cost Of the canal,
namely about $50 OO,OOO the largest ships which
enter the port of New-York can be transferred,
when fully loaded with absolute safety across the
i,thmus. on a railway constructed for the purpose
within twcnty-four hours from the moment th"y
are taken iu charge IN one sea until they are de-
Hvercd into he other ready to depart on their
journey,
now SPEED MAY BE RAISED.
On such a railway across the isthmus there need
be no grades sleeper than those our chief lines OF
railroads and the road bed need not be over forty
feet wide nor have more than eight OF ten rails
laid upon it to sustain the cradle upon which
the ship placed. The vessel should be lifted from
the sea to the level of the road By lock orby other
well known hydraulic devices, and placed upon
car or cradle of ample strength to sustain the
sci with her cargo without the possibility Of injury.
The loci, should be twice the length of the ship,
and only one-half Of ITS length should be deep
enough TO receive the ship from the sea. The bot
tom of the other half of the lock should be at the
sea level. and on tins the railway should com
pencc Into this upper part of the lock the cradle
10 carry the ship should De run, and the gates at
tie land end should then be closed. The ship
sLouId then be ioated into the deep end of the
lock and the sea gates closed, after which water
.bouId be admittedto fill the lock 20 height suf-
fcicnt to float the ship the car in the upper hft
after which the water should be drawn off and the
gates of the land end opened. and the ear and its
burden be then started on its journey by rail- At the
other end Of the road the car should be run into
4
those nj the sea end Of the lock closed also. This
bainr done the lock would be ready for filling,
after which the ship could be hoated off the car
and moved to the deep end of the lock- The water
vouId then be allowed to escape from the lock, the
shin lowered 10 the ocean level, the gates
opcncd. and the vessel would be then ready to re-
sumo her voyage in the other
Another method of transfer between the sea and
the railway equally practicable and perhaps less
expensive, would be to have platform of iron of
sufficient strength to support first, portion of the
railway: second. the car or cradle 10 receive the
shin: and third, the ship itself. This platform
sbouId be supported on each side by of large
iron columns sunk into the bottom of the haTDor
and cxtendingup above water 10 receive the hydro
static cylinders with which the platform would be
raised and lowered. BY this hydraulic apparatus
fine pIatform should be lowered to a depth sufficient
to permit the ship to be 1oatel in over the railway
car ON the platform, after which the hydrostatlc
prcsses would lift platform, car and ship, until
the railway track on the platform wonid CORE.
spond in height with and form an integral part of
the railway extending across the lsthmuS The plat
form | have thus briefly eudeayOred 10 explain
would simply be a huge elevator on which the ter
,nip,s of the railway wOuld be laid OF course such
an elevator would be constructed in a harbor at
each end of the railway The purpose OF such ee-
tors would be 20 lift the ship out Of the sea at one
and of the route, and lower il into the at the
other and thus avoid using steep grade into the
son like the marine railways which are seen in
almost every navy yard Many shipsarc very long,
and any change of grade would have a tendency to