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t. Marie, other nations would have to finish the Panama. However that may be, it has seemed worth while, to enable us to give due consideration to the whole question, to state what the canal on the isthmus is to be, if the great enterprise is ever carried out. Perhaps that can be best done by taking a ship over the route, as we have over that in which we have been specially interesting ourselves. We have to build our harbors, one at Brito on the Pacific and the other at Greytown on the Caribbean Sea. The other canal has two harbors made by nature: Panama on the Pacific and Colon on the Atlantic. These harbors are already connected by a railroad built long ago, while on the other route a doubletrack railroad will have to be built at once from the lake to both oceans before any work can be done. Transportation would otherwise be impossible in those almost uninhabited regions. From the harbor of Panama the ship is to go 7 1/2 miles on the sea-level to Miraflores, where she will be
England (United Kingdom) (search for this): entry nicaragua-canal
d constructed but with reduced dimensions of 72 instead of 125-feet bottom width for $110,000,000; that the Manchester Canal, executed, not in the tropics, but in England, was estimated at $50,000,000 for all expenses of all kinds, and cost more than $75,000,000, we can be sure that the element of uncertainty as to cost will be quie questions which depend upon other considerations as well as upon cost, though that is an important element. The Clayton-Bulwer treaty, it is claimed. gives to England at least the right to demand the same privileges we have. If so, we cannot use the canal, as suggested by Mr. Hepburn, to subsidize indirectly our merchant marie Nicaragua canal that these relations do not, as they stand now, admit such action on our part. Hitherto. the treaty in one way has been refused amendment by Great Britain, though thereto often requested. Even from the cursory description here given, liable, of course, to contain some inaccuracies, it will be seen that the fac
United States (United States) (search for this): entry nicaragua-canal
board announcing the estimate of $133,000,000 was subjected to some criticism by the Maritime Canal Company, the party then in interest, which was advocating a bill which contained the project of Menocal with a loan from the government of the United States. How thoroughly that criticism was met can be seen in the testimony before the House committee, where the canal board, and especially its chairman, then Colonel, afterwards General, Ludlow, showed a complete mastery of the subject, so far asile we lose sight of time it never loses sight of us, especially in the case of an interest account. If it should be found that two canals are ready to be built by private capital, or even one, the neutrality of one being guaranteed by the United States by the treaty of 1848, and both perhaps by the Clayton-Bulwer treaty, then we shall have to consider what we want further. If we want a canal built by the United States government under its own control, with power to fix discriminating rates
Nicaragua (Nicaragua) (search for this): entry nicaragua-canal
difference in distance to be traversed, the difference in the canals to be excavated is by no means so great. The Panama Canal is all excavation from one end to the other, except 11 1/2 miles of artificial lake, and is 46 miles in length. The Nicaragua route makes use of Lake Nicaragua, an inland sea which was one day connected with the Pacific and was a part of its vast expanse. The landlocked sharks of the lake are living testimonials of the fact. Besides the lake, a long stretch of riversay, but the experience of mankind is that where so much money has been spent more money has almost always gone, and such works are quite likely to get finished. Were we able to free ourselves from ancient obligations and treaties, and make at Nicaragua such a canal as our people really want, a canal which would be part of us like the Sault St. Marie, other nations would have to finish the Panama. However that may be, it has seemed worth while, to enable us to give due consideration to the wh
Greytown (Nicaragua) (search for this): entry nicaragua-canal
42 miles being taken out, there were left 26 or 27 miles of canal to be made. Of the 27 miles, 11 1/2 were to be on the Pacific side and the rest on the side of Greytown. These figures are not exact, but are sufficiently so for the present purpose. On this plan, a ship from the Pacific, at about half a mile from Brito, was to b feet by a lock, travel 3 miles farther, and then, being lowered 30 feet, go on another mile, drop 31 feet and then, after 19 miles of canal, reach the harbor of Greytown, which was to be made available by whatever expenditure might be necessary. It will be seen, even from this inadequate description, that it was not an exaggerathe route, as we have over that in which we have been specially interesting ourselves. We have to build our harbors, one at Brito on the Pacific and the other at Greytown on the Caribbean Sea. The other canal has two harbors made by nature: Panama on the Pacific and Colon on the Atlantic. These harbors are already connected by a
Grenada (Mississippi, United States) (search for this): entry nicaragua-canal
one-half finished. Vast sums of money have been spent there, and still more wasted or worse. It is estimated that $100,000,000 additional will now push it from ocean to ocean. Whether this is a sound estimate or not we do not know, for, unlike the Nicaragua route, there have been no other investigations made than those by the company through its employes. This matter will be investigated by our people, and we have a right to make all proper inquiries, because by the treaty of 1846 with Grenada we guaranteed the neutrality of this canal. The Panama Canal was originally intended to be a sea-level canal, running on that one level without locks from ocean to ocean. It is not needful for the present purpose to relate the history of its failures and of the disgrace and scandal connected with it. As a sea-level canal it was a failure, and no one now proposes to take up the enterprise in that form. To some, perhaps to many, Americans, it will be a surprise to know that, while the en
ty-fifth Congresses, contributes the following authoritative description of the plan of the proposed canal and criticism of the same: Ever since the time when the bewildered successors of Columbus failed to find the transit to the East, by which they meant to pass by the land they had discovered to reach the far countries of the Orient they originally sought, the isthmus which connects the northern and southern continents of the Western Hemisphere and separates the Atlantic from the Pacific Ocean has been the subject of the deepest interest, and the scene of a wonderful amount of research, considering the difficulties of topography and climate. At first, all were reluctant to surrender the old idea, which had hardened itself into a tradition, with imaginary maps and charts, that, somewhere in the lagoons and tropical forests, was a passage-way already made by nature, which was only waiting the sails of the bold man who should discover or rediscover the highway of nations throug
Ochoa (New Mexico, United States) (search for this): entry nicaragua-canal
e navigation on the 110-feet level. On the Atlantic side, he proposed a dam at Ochoa on the San Juan 64 miles from its source, which is the lake, which would have epth necessary to reach rock bottom, though Menocal contemplated surface dam. At Ochoa, the route was to branch off into the valley of the San Francisco, where, by a saster. The dam at La Flor on the Pacific side, and the dam and embankments at Ochoa, together with the embankments of the San Francisco Basin, were well calculatedould prefer to construct a lock and dam at Machuca Rapids, about 20 miles above Ochoa, and lock down 25 or 30 feet so as to reduce the height of the San Francisco eminate the basin. It should be added that various other routes, after leaving Ochoa, are to be considered in the light of these facts and such further investigatio as may be found necessary. It may be that, instead of leaving the San Juan at Ochoa, it could be left at Tambour Grande, 10 or 12 miles lower, thus saving all the
Clayton, Ala. (Alabama, United States) (search for this): entry nicaragua-canal
at the canal board had made the very objections which the maturer subsequent examination sustained. Much has been said about the feasibility of the canal, and it would be well to understand what that term means. When the canal has been pronounced feasible it simply means that with time and money it can be built. Whether it should be built, when, and how, and by whom, are the questions which depend upon other considerations as well as upon cost, though that is an important element. The Clayton-Bulwer treaty, it is claimed. gives to England at least the right to demand the same privileges we have. If so, we cannot use the canal, as suggested by Mr. Hepburn, to subsidize indirectly our merchant marine by giving them lower tolls or making the canal free to them alone. In time of war, a blown — up dam or embankment might shut up a war vessel. In time of peace, however, there would be but small chance of damage. As to the possible tonnage which would pass through, the subject
Obispo, where she begins to descend towards the Atlantic. At Obispo three locks lower her 65 1/2 feet, at which point she will reach the artificial lake to be made by damming the Chagres River, an artificial lake which covers an area of 21 square miles. Through this lake the ship will journey 13 miles to Buhio, where two locks will lower her 65 1/2 feet to the canal, which thereafter will be again at sea-level, and 15 more miles at the sealevel will bring the ship to Colon and to the Atlantic Ocean. One more detail needs to be mentioned, for we shall want to know how the high level is maintained which constitutes 6 1/4 miles of the journey. At Alhajuala, 10 miles northeast of Obispo, north of the canal-line, the upper Chagres is to be dammed and a lake formed which will store 130,000,000 cubic yards of water. A canal 10 miles long, beginning 190 1/2 feet above the sea, will conduct the water to the high level, which begins at Obispo and ends at Miraflores. It will be over a roug
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