Evening star. [volume] (Washington, D.C.) 1854-1972, 1879-07-16
the accompanying memorandum prepared by


the commission
The accompanying memorandum states that
at the time OF the appointment OF the commits
canal across this Continent had been made by
different parties, and others were in progress
under the Navy department. No formal meet
Ing occurred until the surveys in progress were
completed, their results presented in the shape
OF REPORTS maps, and plans, upon aud routes
which, as presented, appeared the most practi-
cable
Captain Shufeldt and Commanders II. O. Self
ridge and E. P. Lull. OF the navy, were invited
and appeared before the commission for the
purpose OF making verbal explanations relating
charge. Capt. R. w. Shufeldt bad charge OF
those on the Isthmus OF Tehuantepec; CsmmaG-
Ger T. o: Selfridge of those including the San
east Of that line; and Commander E. P. Lull OF
those via the Nicaragua lake, and afterward OF
those on the Isthmus Of Panama, as will be
mentioned hereafter.
1t was agreed to take up the discussion of the
routes from the north toward the south, and to
request the assignment OF army engineers for
sonal examination OF The relative practicability
of two of the proposed routes, and also to ex-
anime and report upon whatever related prac-
tcally to the execution Of the works.
The commission, therefore, asked the aid of
the honorable Secretary OF the Navy, who
kindly supplied the necessary facilities for the
desired examination through our naval vessels;
the proper officers who had been engaged In
those surveys were also detailed to facilitate
the examination, and several civil engineers
were invited to accompany the parties and to
report their views after personal Inspection.
A discussion OF the Nicaragua and Atrato-
Napipt routes, after the receipt of the preliml-
nary reports of these gentlemen, induced the
commission to ask close instrumental survey
on the 1sthmus OF Panama. In this manner the
collection OF Information Was completed as
deemed necessary for decision upon the sub
geographically, from the north toward the
South, are situated In the following order:
1, the Isthmus of Tehuantepec; 2, the Mica
OF Panama; A. the San Bias and Chepo route;
8, Caledonian and MOru routes; g. CaledOnian
and SucuDu route; !, the so-called, 'Du Puydt"
route; S, the Cacar1ca and Tuyra route: 9, the
Atrato and Fernando route; 10, the Atrato-
Napipi route.
THE TEHAUNTEPEc ROUTE.
This route has been sufficiently examined by
Capt. r. w. Shufeldt, U. s. N, aided by corps
of junior officers and Civil Engineer A. G. Tuer-
tes, to admit OF a satisfactory general discus
sion and comparison Of its character and merits
with those OF other routes. 1t has summit level
OF 154 feet which it is proposed to reduce to 1872
feet at Tarifa. A harbor must be constructed
on each coast.
The Coatzacoalcos river must be improved to
about 35 miles One hundred and forty-fOur
miles OF canal must be built, with 14O locks OF
10.4 feet lift. There is some question as to the
efficiency OF the water supply. Assuming a
common standard of dimensions OF canal and
locks and Of price OF materials and labor for all
the routes, the estimated cost OF this route
would largely exceed that OF the Nicaragua
route.
THE NICARAGUA ROUTE.
Commander E. P. Lull, U.S.N., with corps Of
junior officers and Civil Engineer A. G. MenOcal,
made the survey Of this route. The summit
level is designed to be 1O7.62 feet above the
two Two oceansathe 81 surface ria OF Lake Nicaragua
dam at Castillo.
Two harbors must be constructed, one at or
near Greytown, the other at Brito on the Pa
ctfc. The eastern division is 1888 miles long.
OF which 42 miles is canal, extending from the
proposed harbOr on the eastern coast to and
along the San Juan river to the mouth OF the
river Of San Carlos. at which point slack.water
navigation OF the San Juan begins and by the
aid OF three short canals, having an aggregate
length Of 3.5 miles, around the proposed dams
IN the San Juan Qour In number), reaches to
Lake Nicaragua, q distance OF 63 miles Of slack
water navigation.
More difficulties exist on the eastern coast
and q smooth anchorage would be desirable for
vessels awaiting transit but even there the an
chorage, although disagreeable without shelter,
would be regarded as safe. Here as on the west
coast it is requisite that the entrance to the
only be secured by the construction OF ample
breakWaterS.
No doubt exists as to the entire practicaoility
Of an snip va
with ability and honesty, 1t could be completed
within moderate period OF time, and at cost
that would prove commercially profitable by
the payment OF TOLLS moderate when compared
with the loss OF time, wear and tear, deteriora-
t1on of cargo, insurance, &C., that belong to
voyages via cape Horn or the Straits OF Magel-
Ian. The cost OF construction OF the canal and
haTbOrs with all their necessary adjuncts-locks
400 feet in length and 26 feet depth OF water
may be set down as at least one hundred million
dollars.
THE PANAMA ROUTE.
This proposed route is AL miles long; has a
n1 pP 400
above the ocean,; requires dam and feeder
1916 miles long; retained dam at Obispo Sta
ton; an aqueduct across the Chagres river;
cut at the summit N eye 4s miles long
depth OF 1871 feet; the construction Of the lift
locks necessary to overcome the summit level,
and, what is common to all OF the routes, the
construction Of harbors on each coast. The
deep cut would probably be subject to land
slides, from which the Panama railroad has
suffered seriously, and the canal would be ex-
posed to serious injury from flood. The exca-
vation OF the deep cut, involving the handling
and transport OF millions of cubic yards of ma
ter1als, Is, itself, very great undertaking, es-
pecially In such climate as that of the
Isthmus.
The cost OF the whole work, including that
necessary in the harbor OF Panama and at
ASp1nWall, Is estimated to exceed nearly fifty
per cent. that OF the Nicaragua route.
THE ATRATO- -NAPIPI ROUTE.
The construction OF harbOr at the mouth of
the Urala zone OF the mouths Of the Atrato) Is
pense; thence to the mouth OF the Napipi, dis
lance OF 100 miles, the navigation Is unimpeded
for any class OF commercial vessels.
The proposed interOceanic canal begins at
the mouth Of Nap1pi river and for distance OF
21.4 mile no special obstacle exists to its con-
structtOn. At this point 1t is proposed to cross
the Napip1 by means OF dam and basin at q
surface level Of 143 feet above the oceans
The Naptpi at this point is mountain
stream, subject to extreme floods, and bearing
along at such times large quantities OF debris
The deep cutting in the valley OF the Doguado
begins about 1900 feet after crossing the Nap1pf
The mean depth OF cut from the crossing Of the
river to the entrance OF tunnel is 80 feet q dis
tance OF 4S miles; maximum depth OF this cut
being 245 feet, and at entrance of tunnel 225
feet.
Finally, were the work actually built. the
cost OF its permanent maintenance would be
greater than upon the other routes. The esti-
mated cost OF this work upon the same basis OF
cost OF material and labor exceeds by at least
so per cent. tho estimated cost OF the canal by
the Nicaragua route.
TENTATIVE SURVEYS.
Commander Il. o. Selfridge, with q CORDS of
junior officers four assistants of the Coast
Survey, considerable working party, and
a large guard OF marines, made tentative
surveys OF all the water sheds from
the Bay OF San Bias to the headWaters OF the
Chepo river from Caledonia bay to the Morlf.
and from the same vicinity on the eastern coast
fO nn