National Republican., 1885-01-17

estimate of time may exceed theirs
slightly. 1t is certainly fairly full, and
perhaps in practice can be slightly les
sened. The objection to locks, therefore,
would appear to be based mainly on sem
timental considerations. l am at loss
to find any practical reasons that will
properly justify them.
The second objection to the proposed
route is that the canal has a length of
173 miles, and, being tortuous, great de-
lays must be encountered in the passage.
If the entire distance were to be
trayersed through On artificial channel
with q small prism, it would readily be
conceded that the rate of speed must
necessarily be very moderate, and the
time required for transit materially in
creased thereby; this, however, is not the
case.
The route cannot properly be called
n canal, it being combination of lake,
river, and canal, proportioned as follows:
Niles.
Canal o5
Lake 90
River VI
..'....'.'.'''''..'' 10
As it will be possible to navigate the
lake and river at q fair degree of speed,
the aboye-stated objection applies only
to the canal section. The practicable
rate of speed on this part of the naviga-
tion will be largely controlled by the
plans Of the prisms that may ultimately
be adopted; 1t is not, however, probable
that the rate will be less than three
miles per hour, and by the adoption Of
an increase of the size of the waterway
this may be readily increased to four or
four and half miles.
fpha t;ua ranuirpd for fha transit of n
steamer of 1000 tons / estimate as fol-
lows, making fair allowance for delays;
Hours
| Iockage-6 locks, at 40 minutes each..". 400
Lake transit, sc miles, at miles per hour Glib
| River transit, 81 miles at miles per hour lOlO
Canal transit, 90 miles at miles per hour lI4O
Delay l5'
Total. 1V3O
For sailing vessels Of same tonnage an
additional allowance of twelve hours
should be made.
The time OF transit may, therefore, bo
stated at from one and a-half to two
days. In view Of the great reliability of
the route, its favorable geographical posi-
ton, and the distances saved by the use
of an isthmian route, this amount of time
cannot be considered excessive.
The third objection: The absence of
/
however, 10 shared to greater or less
extent with the other proposed isthmian
routes. Perhaps it can be assumed that
the necessary works to form harbors will
be more costly in Nicaragua than ut tho
termini of the other routes. In which
case the difference in cost will measure
the force of this objection.
The examinations made by able engi-
ueers of large experience lead to the con-
clusions that 1t is entirely practicable 20
construct suitable and well protected har-
bors, and this is the vital point.
The precise amount of the cost of these
harbors cannot be accurately ascortained
without fuller detailed examinations, but
the data 80 far obtained tend to show that
the cost will not be unduly disprOportion-
ate either to the whole total expenditures
or to the magnitude of the interests in
volved.
Having stated the main objections that
have been urged against the route, pro-
pose now to mention those features that
appear TO be except 'ally favorable.
First, and above a. Others, Is the exist'
ence OF Lake Nicaragua, without which
the route would scarcely be feasible; stu
ate on the table land that separate the
two oceans, its position enables it to form
an essential part of tho chain of tho navi
CATION. Practically, 1t obiterates fifty
miles of canal distance, substituting
therefor spacious lake Again, il forml
an immense reservoir, which receives the
waters that flow into 1t from its tributaries
thereby insuring an unlailing supply fol
canal purposes in the dryest seasons. 1t
would be difficult to Overestipate the im.
. puttance Of this condition.
Another function that 1t performs Il
that of regulator of the heavy tropical