Evening star. [volume] (Washington, D.C.) 1854-1972, 1929-09-27

A third hight OF locks, parallelinR the
present two flights. has been suggested
also as a method of increasing the pres
ent canal capacity. Proponents of this
10 per cent, thus fixing the maximum
capacity Of a high-level canal for all
time at approximately 100000, 900 tons
annually. According to engineering es-
Inmates, these changes would cost from
$l25, 100000 to $150,000,000.
Other Plan Faulty.
The cost of transforming the canal
into a sea-level waterway would be far
greater. I have, in fact, heard no esti-
mate for this under a billion dollars.
But even If the changes were completed
the great difference between the rise
and the fall of the tide in the Atlantic
and Pacific Oceans would still necessi-
tate tidal locks. Thus it seems apparent
that no matter how the Panama Canal
problem may be met there will still exist
a situation demanding early and prac-
tical consideration of the construction
of another waterway between the At
lantic and Pacific Oceans.
AS is generally known. the Nicaragua
Canal project was seriously contem-
plated among the earliest plans to open
a gateway between the two oceans.
When the Isthmian Canal Commission
in 1901 estimated the total cost of a
canal by the Panama route at approx
mately $3.50, 900. which included re-
imbursing the French, it also computed
at about $4,000, 900. or some $50, OO0,-
600 less. More recently the cost of
Nicaragua canal has been estimated at
figure as high as a billion dollars. but
that is, OF course. purely speculative.
Suryov NoaEAN E;rsk
1t is impossible to fix an accurate
cost Of the project until the survey for
which the legislation provides has been
completed. In proportion to the length
of the canal. comparatively little dredg-
ing would be required. BY actual COM
parison the Nicaragua Canal as con-
templated would be approximately 1873
miles in length as against the 41-mile
length of the Panama waterway, but
actual digging would be necessary only
through the IL miles separating Lake
Nicaragua from Brito, on the Pacific
Coast.
The San Juan River, connecting Lake
Nicaragua with the Atlantic Ocean.
would require dredging and excavation.
a feat presenting no extraordinary en-,
cheering difficulties. Suggestions that
earthquakes might destroy the work ap-
pear to be answered by the fact that
the City Of Granada, founded in the
sixteenth century, still stands intact in
what has been described as the earth
quake country. Modern reinforced
locks could doubtless resist whatever
tremors occurred, as the City Of Gran
ada has resisted them for four cen
turtles.
Difficulties Fewer.
Construction of the canal involves
difficulties no greater-if as great-than
those encountered in the building OF
so serious as the famous Culebra Cut.
The Nicaraguan route would pass
through the lowest gap in the Cordil-
leras. Its elevation would be 155 feet
above sea level, as compared with more
than 300 feet at Panama. OF the total
length of 1873 miles, 10 would be lake
and about 40 on lake level
extended above dam, as in the upper
end of Gatun. Nor Is the route I'M
healthy. It has been reported as un-
usually free from malaria and other
endemic diseases. Unquestionably there
are still other advantages for con-
structors. or the distinguished engineers
of the 1901 commission would not have
such canal. These TEA
lures must, of course. be studied in the
survey which will precede construction,
and cannot be adequately discussed at
this time.
Advantages Apparent.
What can be presented. however. are
the economic. military and diplomatic
advantages offered by the project. 1t
is automatic to say that an inter-
oceanic canal makes trafiic and in
creases commerce. This has been
proved by both the Suez and the Pan
anna Canals. Construction of the Mica.
raguan Canal. I am convinced. Will
prove of incalculable value to both our
industrial and agricultural industry. as
we'll as to a great portion OF Latin
America, the West Coast OF the United
States, the Orient and various Ameri-
can territorial possessions.
Consider, for example, the advantage
it would afford vessels travelling from
our Atlantic and our Gulf ports to
the West Coast or Alaska. Because OF
its more northern location the pro-
posed canal would open to those ships
a route 434 statute miles shorter than
the one now available through the
Panama Canal saving In time alone
of from two 10 three days.
Greater Time Limit.
This estimate allows for the fact that
because of greater length the passage
through the proposed canal would con-
sumo approximately % hours instead
of the 8 hours required to traverse
Panama. The advantage would not
apply, of course, to vessels between our
Atlantic, Coast and the west coast OF
South America, for which established
sea lanes make the Panama route
shorter. Recent reports show. however,
that only II per cent Of the present
canal trafic is in this category. The
remaining 70 per cent OF the vessels
are bound elsewhere. For the majority
of vessels included in this 79 per cent
the proposed canal could effect
tremendous saving In money as well
as in time. The United States Ship
ping Board estimates that the average
operating expense per sea day OF q
cargo shipper is $500. varying: OF
course, with the size and other char
acteristicS of the vessel. 1t may be
estimated that If 70 per cent Of the
ships now using the canal could save
two sea DAYS an annual saving in OPP
Grating expense alone amounting to
So. 400 900, or about 312 per cent on
500, 10000 would be effected.
Estimates Conservative.
It is, of course. logical to assume
that trafic through the new canal viii
far exceed such estimates. Our trade
with Latin America and other coun-
tries and territories is expanding at an
unprecedented rate. There is, further,
every indication that American ship
ping will increase to meet the new
demands The provisions of the Jones'