The National tribune., 1905-10-26
WASHINGTON THURSDAY
r,AvIGATING THE CANAL.
\ Trip Through the Proposed Waterway
VIII He Slow at Best.
November Century,


November Century,
To make 1t possible to pass ship
from ocean to ocean, even by a high
level design. will require from six to
eight years. and by one at sea level 10
years. though possibly IL. Which Of
the two types, all things considered. is
the better is a question requiring great
thought for the proper answer. On the
one hand, there are required a greatly
increased investment of capital and
some delay in time. although the latter
in the life of such an enterprise is prob
ably OF small amount. The deciding
factor will probably be the practical
usefulness of the type when completed.
No matter what the design, the canal
cannot be navigated it's entire length by
large steamers with the freedom tina
they pass up and down a broad river.
1t is contemplated that the width of
the canal at the bottom shall be about
] so feet, giving a width on the surface
of from 200 to $50 feet. according to
the f1atness of the side slopes. dependent
on the varying local character Of the
rock or earth through which the canal
will be dug. AS large modern steamers
have a beam of rs feet, 1t is obvious
that two such vessels cannot pass each
other in the regular channel.
On arriving at either terminus the
ship will report to the HarbOr Master
for permit to pass, and, if she be a
sailing vessel. for tug to take her
through. After an inspection, the TAX
ing on of coal. supplies and a pilot, and
being measured for and paying toll
charges the vessel will then receive
an order emitting her to proceed This
| order will be like a train order on a
single-track railway, giving authority to
go to a certain point, and there either
to meet and pass a ship coming from
the other end or to draw to one side
and permit the other ship to pass, or to
get other orders to proceed further. The
passing of ships will be arranged by
constructing "sidings;" that is, widen
ings Of the channel into which vessel
can draw and moor to clusters Of piles.
When the passing is made the vessel
then advances to the next siding where
| a vessel is expected, all Of which will be
controlled by Geographic orders from
a central Dispatcher's office. where
there will be a chart showing the exact
position Of any ship at any time, cor
rccted Instantly by advices received
from the local stations Along the banks
, there will be semaphOre signals by day
and lights by night, indicating the posi-
| ton Of distractions or vessels ahead,
| SO as to prevent collisions.
On arriving at a lock, the steamer
will find a structure similar in principle
| to the small canal locks with which
| the reader is familiar, but vastly larger.
These locks will have a length Of about
1000 feet and q width in the clear Of
| 100 feet, in order to accommodate not
| only the steamers 500 feet long now
| building, but to allow for such increase
in size AS may be realized. The gates
closing the locks at the downstream
end will have a height equal to the
depth Of the canal, the height to lift,
and, say, 10 feet of surplus, or a total
of Is to perhaps 100 feet, according to
onditions-dmensions far in excess of
those of any other lock gates in the
| world. AS soon as the lock is entered
and the ship made fast SO that 1t cannot
| be moved about by the in or outrushing
| water, and yet may rise or fall with the
change Of level the great gates behind
her will be closed and water admitted
| into the lock from the higher level or
drawn off into the lower as the vessel
| is ascending or descending. When the
new level is reached the other gates are
| opened, and once more the vessel con-
| tinues ner journey between banks
crowded to the waters edge with the
wild tangle Of a tropical jungle or the
long -leafed banana trees set out in reg
ular rows in plantations. On arriving
at the far terminus the pilot is dropped
and the vessel disappears at sea.