The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1889-01-06
A WORD FOR PANAMA.
What an Authority on Waterways. Says
About De Lesseps's Long Ditch.

About De Lesseps's Long Ditch.
Chicago Journal.
Hon. A. j. Galloway, of this city, has
given great deal of attention during his
life to the subject of waterways, and is al
ways an interesting talker on the subject.
Following is an interview with him on the
Panama canal:
"You say you do not believe the Panama
canal enterprise has finally. failed. What
are your reasons for that OpiniOnw
In the first place, the tide-water canal,
or artificial strait, is only forty miles long,
and less than One-third the length of any
other practicable route. Next, the work
has SO far progressed that an equal or less
additional amount than that already ex-
pended vii! complete a tide-water channel
or strait, which can be navigated in four
hours, and when ultimately enlarged in
much shorter time. Thirdly, it is some
greatest volcanic movement in Central
America, and when completed without
locks would be unframed by any eruption
of less force than that which occurred in
the Straits OF Sundel in the Dutch East In
dIa islands a few years ago, whereas,
slight disturbance would derange cut-stOne
masonry and render lift locks worthless I'M
til reconstructed. Fourthly, The times are
ripe for this great work of more than 800
denced by the favor bestowed upon
the projects for ship railroad across the
lsthmus of Tehuantepec and the high-level
canal through Lake Nicaragua, neither of
which have 1.-THE OF the merits of short,
open strait through the Panama ridge"
lis not your fourth reason rather boldly
assumed, when eminent American engineers
have, after many. careful surveys, decided
IN favor OF the Nicaragua route as the most
practicable and feasible one for connecting
the navigation between the two Oceans?D
There is probably no problem within en-
cheering possibility which cannot procure
the Endorsement of eminent engineers, as
IfVpnr II -
glish channel to connect France with Eng
land, and the collection and control of the
whole water-pOwerO of Niagara river and falls
to generate electricity to be used to drive ma
chlnery or illuminate cities hundreds OF
even thousands of miles distant. 1t would
be waste of time and space to enter at
length in q discussion of the difficulties to
be overcome in ship-railroad scheme.
Suffice 1T to say that, like the Great Eastern
steamship, 1T is too huge thing for prac-
teal utility.
The Nicaragua canal project deserves
more respectful consideration, but at the
risk of furnishing ammunition to the same
influences which have so persistently fought
the Panama canal, and will fight any FEAST
BILE project for waterway across the 18TH
mus. | will mention a few objections
First, the route is three and a half times as
long as that at Panama and much more
feet of Ioekage, requiring six
or eight locks, with some thirty
or forty feet lift at each lock, and chamber
locks not less than forty-five feet. and prob
ton to coping These locks, to stand the
pressure of more than one atmosphere, or
say forty pounds to the square inch. would
require to be built of massive cut stone
masonry; to which the immense gates
would have to be accurately adjusted.
1t is well known that this route
is directly in line with the axis of
greatest volcanic energy, and has been Sc
verely shaken since work on the Panama
canal was begun. Each recurrence of such
disturbance could hardly fail to destroy or
seriously impair some or all Of such locks
until the walls could be taken down and
rebuilt; and in the meantime all navigation
of the canal would be suspended.
1T would require some three days to get
vessels through this canal even when in
perfect order, and sails would be of no use
during the passage through it; and when
bound for ports upon the western coast of
counter all the Gains in the equatorial lati-
tudes. But steam is so rapidly superseding
sailing vessels upon all great commercial
lines of communication that the question
of Gains cuts but a small figure in the
$50 utterly insignificant is any other line
of communication between the two oceans
when compared with short open strait,
cannot see how any man of common sense,
much less scientific engineer, can fail to
realize it.
'Such strait should be opened to the
use of the civilized world, and by no means
under the exclusive control of any one ma
ton.
THAT its construction can be tortured
into an infringementOf the Monroe doctrine
is, to say the least, very far-fetched. AS
well might we claim that the expenditure
of foreign capital in the construction of our
railways, or the foreign ownership of a con-
trolling interest in the stock of any
one of them, were such an infringe
ment. The truth is that all the for
eign capital so expended here rebound
ed greatly to our advantage; and none
such would be more beneficently realized
than the construction of a free ocean high
way through the American isthmus, open to
the commerce of the world upon the pay
ment of reasonable dues, to gradually re-
turn the capital expended, or at least to
pay moderate interest upon the same.
"A nation of Is, 000, 900 habitants, en-
lowed with all the energy and intelligence
of the AnglO-Saxon race, and doubling in
population and quadrupling in wealth each
thirty years, need have no fear that any
power upon the face of the earth could de-
prive It of the free use of such waterway
for period of ninety days. Indeed, the
moral influence of such q Nation would Sc
cure it immunity from all danger except in
| cases of actual war, when it may be pre-
| sumed we could take care of ourselves"
A Fashionable Fiat.