AND His Report on the subject of a SHIP CANAL ¡cross the Isthmus of Tehuantepee, to unite the ritt antic and I'acijtc Oceans. 1870. Report of J. J. Williams, Chief Engineer, upon the location of the TEHUANTEPEC RAILWAY and Carriage Road across the Isthmus of Tehuantepee, with the Map and Prof les as approved by the Government of Mexico, July 1st, 1870, HE- lisrary bureau of railway economics, vfallh1nctw;''l. d.-c, ■ MERWlli. S"^ APE 4 - 1M3 Report of J. J. Williams, Chief Engineer, ' upon the Location of the Tehuantepec Railway and Carriage Road across the Isthmus of Tehuantepec. With the Map and Profiles às approved by the Government of Mexico, July 1st, 1870. ENGINEER'S OFFICE, TEHUANTEPEC RAILWAY COMPANY, 114 cliamdebs St. new york, August 22li, 1870. simon stevens, Esq., President. Sir : In compliance with your instructions, and with maps, plans, profiles and other important documents, I left New York on the 14th of last April for the city of Mexico, where I arrived on the 2d of May. After having made the necessary preliminary ar¬ rangements with the Minister of Fomento, 1 proceeded, to the Isthmus of Tehuantepec, in company with Col. Eduardo Garay, the Engineer and Commissioner representing the Mexican government, for the pur¬ pose of establishing the location of the line of the Tehuantepec Rail¬ way. For a better understanding of the subject, I will first give a descrip¬ tion of tbe routs : Leaving Minatitlan, the proposed head of present ship navigation, twenty miles up the Goatzaeoolcos River from the Gulf, the line takes the slope of the ridge north of that village and posses just south of Cosuliaeaque, thence just south of Tesistcpee, following, with but slight variation, and for the purpose of correct alignment, the line of over¬ flow, thence curving to the soutli and cast of Lake Otiapn, thence curv¬ ing southerly to the eastward of the hacienda of Almagro, thence nearly slraight to within one mile west of Mount Encantada, thence curving westwardly and dfooet to the crossing of the Jnltcpes River, about five miles west of Súchil, known as Ilargousaiia. For this divis¬ ion of the road the line is quite direct, the curves of easy radius, and the grades gentle. The principle governing in this location being to preserve the grade from about three to five feet above the level of extreme over¬ flow and at the foot of the slope of the high land Which constitutes the- dividing ridge between the waters of the San Juan and Goatmeonleos Rivers, and following this line, to preserve the shortest practicable route, to the crossing of the Jaltepee. At Ilargousaiia the .Taltepec is crossed 2 at the level of one hundred and ten feet above high tide, at Ventosa. The line from thence south follows a depression in the ridge and rises for one and one-half miles at the rate of sixty feet to the mile to the summit, which divides the waters of the Jaltepec from those of the Jumuapa Itiver. This summit is just south of the Picadura to Súchil, and is two hundred and ninety feet above high tide at Ventosa.* The line thence running southerly descends for eight miles, crossing several branches of the jumuapa until it reaches the latter at Paso de la Puerta, with no grade exceeding sixty feet to the mile. Crossing the river at this place ata height of one hundred and fifty-five feet above tide, the line then follows a branch of the Jumuapa. which lies in the direction of the route to the summit between the valleys of the Jumuapa arid the Sarabia, a distance of six miles, two miles of which is at the rate of sixty feet to the mile, with a total rise in that distance of one hundred and ninety-five feet. From this summit the line continues di¬ rect to the Sarah i a River, a distance of four miles, over a gently un¬ dulating profile, and crossing the latter river at a height above tide of three hundred and five feet, or a fall of but forty-seven feet in four miles, curves to the eastward and following a branch of the Sarabiafor two miles, with a rise of twenty feet per mile, re iches the summit be¬ tween the Sarabia and the Malatengo Rivers, at a height above tide of three hundred and forty feet, thence following a tributary of the Mala¬ tengo over a gently descending grade, (Arroyo de los Venados, about two miles south of Boca del Monte), it crosses the latter river about two hundred and eighty feet above tide, and near its junction with the Rio Aim aloyo, and skirting the base of the upland between the two rivers, takes the valley of the Rio Alrnaloyo, which it follows to the plains of Chivela, a distance of twenty-four miles, rising in that distance four hundred and ten feet, or a mean rise of seventeen feet per mile, with no grade of over fifty feet per mile. Still following a branch of the Alrna¬ loyo, it crosses the Chivela plains and enters the Pass of Chivela at a height of seven hundred and seventy-three feet above tide, or a rise of eighty-three feet in four and one-half miles. This is the extreme height of the grade at the summit pass which divides the waters which flow into the Pacific from those which flow into the Atlantic. From the summit of the Pass of Chivela for a distance of three and one-half miles the liue descends a tributary of the Rio Verde on a grade of one hundred and sixteen feet per mile to the crossing of the Guichilona, thence by the valley of the Rio Verde three and one-half miles, on grades not exceeding fifty-three feet per mile, to Rancho de la Martar, at the base of the mountains on the Pacific plains. This point is two hundred and forty feet above high tide at Ventosa. The total distance from Minatitlan to Salina Cruz by this location is one hundred sixty- two and one-half miles, which is composed of sixty-two miles on the Atlantic plains, sixty-six miles through the mountain division, and thirty-four miles over the plains of the Pacific. The maximum grade is sixty-three feet per mile excepting the grade through Chivela pass, which, ascending toward the Gulf, is 116 feet per mile, but only for a distance of three and one-half miles, and in operating the road a pushing engdne will be required to be used in assisting heavy northern bound trains over the summit. This should not be considered a very unfavorable feature in the route from the fact that on one of the greatest thoroughfares in the United States—the Baltimore and Ohio—the same grade was ^adopted in crossing the Alleghanies for a distance of sixteen miles. The maximum curvature is 7° or a radius of 819 feet, and this is only used in the pass of Chivela. In estimating the cost of the Teliuantepec Railway, I have before me the report of General Barnard containing* my original estimates, and also the reports of the Chiefs of parties under General Sidell. * When reference is made to high tide, it means high tide at Ventosa. 3 ■With these I am able to make you the following approximate estimate of the cost of construction. Auxiliary and carriage road between Minatitlan and the Jaïtepeo River .. .. . .. $62,000 CO Auxiliary road from the Jaltepec to Salina Crni 41,000 00 Clearing, grabbing, graduation, masonry, and bridging —Minatitlan to the Jaltepec ......... 1,200,000 00 Do. do Jaltepec to Salina Cruz 4,120,000 00 Superstructure—Minatitlan to Salina Cruz 1,211,922 28. Stations, buildings, and water fixtures 216,000 00 Engines and cars s 332,180 00 Engineering and contingences, 10 per cent. 720,000 00 Total cost $7,963,072 28 "Or say in round numbers $8,000,000. This is the maximum cost, bnt during the construction of the road, in working up the location, and in the modification of the grades, tan¬ gents and curves, for the minimum expenditure, it may be consider¬ ably reduced. Article Ko. 23 of the genera! regulations governing the construc¬ tion of all railroads in the Republic of Mexico, gives tlie Company the right to make such changes in the line of location as they may deem proper and useful. It is very seldom that a railroad is con¬ structed without some modification of the original location. In the examintion and location of the line as above described, Col. Garay, the Commissioner representing- the Mexican Government, ex¬ pressed his surprise at finding so favorable and practicable a route, particularly in going through the Pass of Chivóla, bj- far the most difficult portion of the whole line. He said the engineer!ng difficulties there are not one-tentli part as formidable as those in the passes through the Chiqaihultcs and Cambres Mountains on the "Vera Cruz and City of Mexico Railroad," of which he is also the Government In¬ spector. CARRIAGE-ROAD FROM MISATITLAN THE PRESENT HEAD OF SHIP NAVI¬ GATION ON THE GULF—TO SALINA CRUZ. The wagon or carriage road, which it is in contemplation to com¬ plete previous to the construction of the railroad, will serve not only as an auxilary to the latter, but as a means of developing the resources of the Isthmus ; and the Company will as much as possible avail itself of the expenditures which have already been made for that purpose. The location will be as follows:— From Minatitlan to Cosuliacnque, thence to Sayula, thence passing 1| miles west of the hacienda of Almagro tn Pavious Montería, thence to Ilargousana on the south side of the Jaltepec river, thence to Tortugas, thence to Sarabia, thence to Antigua Hacienda, thence to the Almaloyo and Otate, thence to Chívela, thence to the Rio Verde, thence to Ban Goroniino, thence to the city of Teliuantepec, thence to Salina Cruz, a total distance of 210 mijes. The road bed to be cleared and ditched where necessary ; culverts to be built at the stream-crossings the Jaltepec, Tortugas, Puerta, Sarabia, Malatcngo, Arroyo de Xoebiapa, Almaloye, Torrent» de Gui- chilona, Rio de los Perros and Teliuantepec rivers to be bridged with substantial timber truss bridges on pile bent or stone abutments, and piers. The timber to be cleared fur a width of 50 feet, and the road bed to be properly graded for wheel travel for a width of at least 18 feet. The best assurance of the proper character of this portion of the work will rest in the fact, that the economy with which the railroad construction will progress will bo largely dependent upon the efficiency of this road, and its ability to sustain the heavy traffic of material and supplies which will seek it at all Unies. It will be perceived that the railroad takes the valley of the Almaloyo, while the carriage road 4 passes over tlio plains of Xochiapa, and through Nisi Conejo pass dis¬ tant from the railroad-line some live miles. It may therefore be found advisable on fnrthcr examination, and in order to facilitate the opera¬ tions of constructing the railroad, to change the route of the carriage road from the plains of Xochiapa to the valley of the Aimaloyo, As a preparatory step toward the commencement of the works in November next, we made a pretty thorough examination as to the condition of the wagon or carriage road, from ÍSiichil to the head of shoal water navigation on the Goatzacoalcos(05J miles above Minatitlan), to Salina Cruz. We found it a good deal chocked up with nnder-growth and fallen trees, more especially between l'nso de la I'uerta and Súchil, where for the middle portion of this distance we could not make our way through it on horseback. Some considerable grading will he necessary at various places along the route, and particularly in repairing washes over the Xochiapa hills, and through the Chívela pass. I have estimated an amount not to exceed $11,000, which will be amply sufficient to place it in fair running order. Having completed our labors on (he Isthmus in the inspection and location of the railway and carriage road, tire Mexican Commissioner returned with me to the city of Mexico, where lie wrote to the Minister of Interior, recommending the location of the railway and carriage road to the approbation of Iiis Government. I also wrote the Minister of Interior the following letter: " Mexico, June 28th, 1870. Sr. D. Blas Balcarcel, Ministro de Fomento. Sir : In the name of the Tehuantepec Ilnilway Company, I have the honor to present to you the ^following maps, plans, and pro¬ files, made from the surveys of Generals Barnard and Sidell, showing the location adopted by the Company, of its proposed railway and carriage road. 1st. A large and complete topographical map of the Isthmus of Tehuantepec, showing the line of location of the railway and carriage road, as adopted by the Tehuantepec liailway Company, with a profile of said location on the same map. 2d. A profile from Minatitlan over the Atlantic Plains to the Jaltepec River. 3d. A profile from the Jaltepec River over the middle division to Rancho de la Martar, at the base of the mountains on the Pacific Plains. 4th. Profile from Rancho de la Martar over the Pacific Plains to Salina Cruz. 5th. A certified copy of the original topographical map of the Barnard and Sidell surveys, from Minatitlan to Salina Cruz, now in possession of the Company, showing the line of location of the pro¬ posed railway and carriage-road. The whole made pursuant to the 5th, 6th, nod 7th articles of the concession of Jauuary 2d, 1869. I, therefore, respectfully solicit your approbation of the same. I have the honor to be, Very respectfully, your ob't serVt, J. J. Williams, Chief Engineer Tehuantepec Railway Co. These maps, plans, and profiles, accompanied with a complimentary letter bearing the approbation of the Mexican Government, and show¬ ing the hearty co-operation of the Minister of Interior, were returned to me, in the city of Mexico, on the 4th of Jnly, 1870. The next morning I left for New York, where I arrived on the 21st, and on the 22d of July, delivered them all to you, at this office, having suc¬ cessfully accomplished the principal object of ray mission. I desire to mention that much of the success, which attended me s on my recent expedition to Tehuantepec, is due to Col. Eduardo Garay, the Mexican Commissioner. As your instructions directed me to obtain as much additional information as possible, bearing on the subject of the railway across the Isthmus, I take occasion to say that, notwithstanding all that has been said and written about Tehuantepec, I do not think that the Isthmus has yet been folly described. In the first place a map should be made upon which can be laid down the coast and lateral railway lines which may be built to act as feeders to the main trunk line, across Tehuantepec ; and in order to do this the plan should include on the west as much of the States of Vera Crus and Otoñen a will tnke in the cities of the same names; on the east, the States of Tobasco, Chiapas, and n portion of Guate¬ mala bordering on the Pacific; upon such a map should be projected thè following connecting or branch lines: First, a road should start at or in the neighborhood of Soledad, a station on the Vera Cruz and city of Mexico railroad, about twenty miles from the former city, and run down to the lagoons connecting with the harbor of Alvarado. This piece of road, which might be a branch of the Vera Cruz and city of Mexico railway, would be about thirty miles long, and, as I ara informed, almost ou a dead level the whole distance. The next should commence at or near San Nicholas, a hacienda on the San Juan River, at the head of steamboat navigation, about forty miles by water above the beautiful city of Tlacotalpan, thence by the valley of the same river fifty miles to the town of Pago San joan, thence by the same valley, as far as it goes iu the proper direction, thirty-five miles to Hargonsana, on the Jaltepee ltiver, there join¬ ing tiie Tehuantepec Railway. This line would be composed of eighty-five miles of railway and about seventy miles of Inland navi¬ gation, and pass by the very doors of the cities of A1 varado arid Tlacotalpan, and without the necessity of going on' the Gulf at all. A good line may also be continued from the Valley of the San Juau over an easy profile to Minatitlan, thus connecting the whole of the interior Atlantic slope of Mexico with its rich possessions on the Pacific coast, by way of the proposed railway (acting ns a funnel) across thè Isthmus of Tehuantepec, and, without exaggeration, pass¬ ing through one of the most productive regions in the world. To give you an idea of a portion of this route, I will mention that Col. Garay. the Mexican Commissioner, and myself, when on our way down the San Juan River in a canoe, estimated about 100,000 head of splendid cattle in this valley ; but on our arrival at Tlacotalpan, Mr. Sclileskie, one of the Oldest, wealthiest, and mast respectable inhabit¬ ants at that place, informed us that we were entirely below the mark, as there were at least 500,000 head in that and its connecting valleys. In the construction of the road this will he an important item. The second branch railway should start from Rancho de hi Martar, or from the point where the trunk line will enter the mountains from the Pacific plains, and run 'easterly down the coast, over nearly level ground, to the harbor of Tonala, and continue through that part of the State of Chiapas bordering on the Pacific, to the frontier of Guate¬ mala. Such a line as this would put the Tehuantepec Railway in direct communication with one of the richest and most beautiful countries iu the world. I am informed by intelligent gentlemen on the Isthmus, who live in Chiapas, that that State alone produces on the Pacific coast annually about 5,000 bales of indigo, 5,000 batos of tobacco, 50,000 arabas of sugar, 5/XJ0 bales cacao, 15,000 bales india-rubber, 5,000 bales cotton, 6,000 sacks coffee, 50,000 hides, to say nothing of the corn, ginger, vanilla, snrsaparilla, and the Huméase amount of Brazil wood and other valuable products, nil of which will bo sent to market over the Tehuantepec Railway. And then, too. the entire population G and producta of the Pacific slope, for some two hundred miles east and west of the Isthmus, would find the same outlet to market; and when the Vera Cruz and City of Mexico Kail way is completed, would be placed in direct and easy communication with the Capitol and the whole interior of the Republic. The third lateral railway should start on the Pacific coast in the State of Oaxaca, at or near the outlet of the valley in which is situated the city of the same name, and run down to the harbor of Iluatulco, thence to Salina Cruz, to connect with the Teh u ante pec Railway. This would place the whole silver mining regions of the State of Oaxaca, as well as the city itself, in easy communication with the Gulf, coast, and the city of Mexico by way of the Isthmus of Tehuantepec. The great advantages of the proposed tributary roads are their extreme feasibility and the comparative ease and cheapness with which they can be constructed, the ground over which they would pass, for the greater portion of the distance, being nearly all level plains. The above, together with what has been said by General Barnard, in his report, pages 139 to 142, ought to convince the most sceptical that the local Oud/iexa alone would make the Tehuantepec Railway a paying investment, to say nothing of the through traffic, from which a very large income may be expected with reasonable certainty. I have the honor to be, Very respectfully, J. J. "WILLIAMS, Chief Engineer Tehuantepec Railway Co. Report of J. J. Williams, Chief Engineer of the Tehuantepee Railway, on the Subject of a Ship Canal across the Isthmus of Tehuantepee. ENGINEER'S OFFICE, Tehuantepee Railway Company, 174 CHAMBERS STREET. JS'eiv York, September 10, 1870. Simon Stevens, Esq., President. Sir : Pursuant to your instructions, I proceeded to the Isthmus of Tehuantepee, in company with Col. Eduardo Garay, the Mexican Com¬ missioner, for the purpose of estaolishing the location of the line of the Tehuantepee Railway. Those instructions directed me also to obtain as much additional information as time would permit regarding the feasibility of a Ship Canal. I herewith, submit iny report, and beg to mention that I have ascertained facts, which, in my opinion, Ought definitely to settle th.3 question of its proper location. I con¬ sider Tehuantepee the proper place for an interoceanic Ship Canal, for the following reasons : First. No tunnel will be required on the entire route. Second. It will require no very deep cuttings. The summit reach of the Canal may be about five miles long, through a nearly level plain, with a depth of cutting but little more than sufficient to contain the water to pass the ships. Third. There is a large extent of contiguous territory with an elevation above the summit, which, it is believed, contains streams that will afford water sufficient to supply the summit level. According to Moro's survey, the natural surface of the ground at the summit of Tarifa is 68-1 feet above the sen. The town of Tarifa, 5 miles north of this, is somewhat elevated, in the midst of ground so level that in the rainy season it becomes inundated, for which reason this plain has been .called the Lake of Tarifa. Señor Moro took advantage of this circumstance to save the trouble of a new line of levels between the latter place and the pass of the same name, since the line indicated by the waters subsiding clearly showed that the two points were nearly on the same level. Consequently, it is ascertained that, with a cut of a few feet at the summit of the pas3, the waters to the south of the town of Tarifa would flow toward the Pacific, whilst those on the north side naturally run over gently descending ground, as far as the Goatzacoalcos, on their way to the Gulf. The Railway, as located, crosses the Almaloya River six miles north of Chívela, which point Í3 on. the saine level with the summit of Tarifa—hence it has been suggested that the waters of the Almaloya, 8 ami of the other streams to the west of Tarifa, might be brought by trenches to tlie summit level of the canal. The feasibility of obtaining a supply of water from these sources involves only a question of cost to be compared with the cost of bringing water from the Chicapa and Ostuta on the cast of Tarifa. There is scarcely a doubt that, from these combined sources, a suflicient quantity of water can be obtained to supply a ship canal, estimating its highest probable requirements. Possibly either source would give suflicient. The streams on the east of Tarifa, from which it is proposed to bring the water by means of feeders, to the summit level, are the Chicapa and Ostuta. Oil the former, at a place called " Ultimo Rancho," the elevation is also on the saine level with the summit at Tarifa. A short distance higher up, the river forms a cascade of about 23 feet. In making the surveys to solve the problem of the water supply for the summit, it will be advisable first to make an accurate survey for a base line of operations to which all lines for feeders should be referred. For this purpose I would run a transit line from the mouth of the Chicapa, where it enters the upper lagoon, following up the west hank ofthat river to the west of" La Venta ck Chicapn," thence to the "Rancho de A pua escondido," thence to the summit of Tarifa, thence across the plains to the town of Tarifa, thence down the valley of Tarifa Jîiver to its junction with the Chichihua, thence to the Malatengo, on a total distance of 50 miles—the estimated length of the artificial canal. Over this line I would run very accurate levels, at intervals of 100 feet, taking high tide as a reference plain. Such a line as this would show the exact height of the ground above high , tide in the la¬ goons for every 100 feet, for the whole distance from the mouth of the Chicapa over the summit, down the Tarifa and Chichihua rivers to the .Malatengo. Such a line wouid form an excellent base of ope¬ rations, and would probably demonstrate the practicability, by deep¬ ening the summit cut, of bringing the whole volume of the waters of the Chichihua to the summit level of the canal; in which case the sum¬ mit reach might possibly he made as much as eight miles long, and thus avoid thenecessity of bringing feeders from the Chicapa, Ostuta, Citune, or Almaloya rivers. Lateral transit and level lines should he run from Tarifa through the pass of Convento to " Ultimo Rancho," or to a point on that river high enough to allow its waters to flow through a trench to the sum¬ mit at Tarifa. F ye and instrumental examinations should then he made to ascertain the practicability of uniting the waters of the Ostuta with those of tire Chicapa, in order that the two volumes might, if required, be poured into the summit level of the canal. Transit and level lines should also be run from Tarifa, by way of " San Tingo" and the Chívela Plains to the rail waj- crossing of the Aluialoya, for the purpose of accurately testing its elevation, as determined by former surveys, and the practicability of running a feeder from this point through the " Timbón" range east of the Ahnaloya to the plains of Tarifa, and thence to the summit level of the canal. It will thus he seen that there are uo less than four principal rivers, the waters of which, in the absence of instru¬ mental surveys, it is reasonable to calculate, may be brought, if neces¬ sary, to the summit. As Principal Engineer of the Commission under General Barnard, while making explorations and a survey for a railroad across the Isth¬ mus in 1851, I took occasion to examine the dividing ridge over which Moro had made his surveys for a ship canal in 1S13; and al¬ though I did not pass over the eutire route as surveyed by Moro for a ship canal, still I was at Tarifa, the summit, and on the most difficult ground over which he proposed to construct it, and I think I am safe iu pronouncing the route, as surveyed by him, the most practicable of any yet explored, and it is very doubtful if any other will be found 9 witli like good harbors at each terminus, that can be built for less money, or be of more general benefit to the world, notwithstanding the often quoted opinion of Rear Admiral Charles II. Davis, as ex¬ pressed in his late able literary report to Congress on the subject of Interoceanic Canals. As the on!}7 objection that can be made against the Tehuantepee canal is the number of its locks (estimated to be from 60 to 68 on each side of the summit, depending upon the depth it may be thought necessary to excavate the summit cut), I will mention here that each lock of the Caledonia Ship Canal cost upon an average, 40,000 dollars. This amount, by 136 the greatest number estimated as required on Tehuantepec, would give a cost of 5,340,000 dollars. The cost of the Caledonia Canal, exclusive of the locks, was $152,000 per mile. This amount by 173—50 miles of canal proper and 123 of slack water navi¬ gation, both estimated at the same rate per mile to be on the safe side —would give $26,296,000 dollars, and with the cost of the locks in¬ cluded, $31,636,000 as the total cost of a ship canal across Tehuante¬ pec. This is estimated precisely on the basis of the Caledonia Ship Canal. See statement iu the Encyclopedia Britannica, 7th edition, vol. 19, page 750. To show that the number of locks required on Tehuantepec is very far from being an insurmountable obstacle in the way of the con¬ struction of the canal, I append to this report atable marked "A" showing the length, height of lockage, and number of locks on some of the principal canals in the world. In view of this I would ask any civil engineer, however able and practical he might he, supposing the canals mentioned in the table to have been built with an amount of lift varying from 188 to 3,129 feet, and with locks numbering from 28 to 398, if he can reason himself into the belief of the impracticability of the Tehuantepec Ship Canal, provided, of course, that there is sufficient wTater at the summit. Supinóse we take for example, the Chesapeake and Ohio Canal, with its 398 locks and its height oflockage of 3,129 feet, who will say, with the before-mentioned advantages in view, that a canal across Tehuan¬ tepec, with one-third the height of lockage and less than one-third the number of locks (provided, of course, there is no lack of meaos), cannot be constructed of twice its width and three or four times its depth, or sufficiently large to pass ordinary ships. It may be necessary, to provide against a scarcity of water in the dry season, to construct storage reservoirs and double transit locks on each side of the summit level, as far down as the feeders furnish a supply. But it has occurred to me, that in the event of the govern¬ ment surveys finding an abundance of water for the summit level, that the advantages of making all the locks double transit might be worthy of consideration. It would probably enhance the cost over the single lock system about 60 per cent. The side walls would be nearly the same for a double as lor a single lock, and the increase in cost would mainly consist in foundation and in the construction of a mid¬ dle pier or partition-wall dividing the lock into two chambers. Some of the advantages of a double over a single lock canal would be : 1st. It would materially shorten the time of the passage of vessels from one ocean to the other, for the reason that they would not be required to wait for each other at the locks, thus greatly increasing the business capacity of the canal. 2d. In a single lock canal the whole of the lockage water used passes oft" at once into the lower reaches with its attendant abrasive action, whereas, in a double lock, in some cases, only one-half of it would bo used in raising ascending ships. 3d. It would be a double security against the detention of vessels on account of locks getting out of order, for the reason that if the use of one was suspended for repairs, the opposite one could be used. 4th. The additional facilities, over a single lock, which it would offer to the present commerce of the world, in the speedy and sure 2 10 transitif fillips, would induce an increase of trade between the two oceans which it would be difficult to estimate.. Commercial traffic in¬ creases directly in proportion to the increase of facilities offered in transportation and in the inverse ratio of the time of transit. It should be borne in mind, in considering double transit lochs, that it will not be required to make the excavations for the canal any larger than for the single lock system, as the reaches on the latter are neces¬ sarily made sufficiently wide for ships to meet and pass each oilier. In other words, the increase of cost will mainly consist in making a single into a double lock, by means of a division wall, dividing the locks into two chambers, thus giving the canal advantages analogous to a double track railroad. Such work as this should be carried out on a scale commensurate with the magnitude of the enterprise, the wants of commerce and the advancement of modern engineering science. The next point which claims attention is harbors and the capacity of the rivers for ship navigation. First, with regard to the Goatzacoalcos. The fact of there being no delta at the mouth of the river, and the constancy of the depth upon the bar, (from 12 to 16 feet, depending upon the winds and tides), which has remained unchanged, according to the history of the country, for nearly three centuries, proves that it has attained its reghncn, and indicates that any improvement, by deepening the chan¬ nel to 18 or 20 feet, may be relied on as permanent. This being done, large vessels could, with some inexpensive improvements of the upper part of the channel, ascend the river 34 miles. I have seen ships opposite Minatitlan, 20 miles up the river, loading mahogany, from raits alongside. The Uspanapa, also a large river, empties into the Goatzacoalcos, some sixteen miles above the Gulf, and is navigable for vessels for some 20 miles or more above its mouth. It may, therefore, be said that we have, now, on the gulf side of the Isthmus of Tehuantepec, at the terminus of the proposed railwajT and ship canal, two rivers, the united lengths of which will form a harbor of over 50 miles in extent, sufficient, to say the least, to accommodate a very large number of ships, if not enough for the whole commerce of the world. As to the harbors on the Pacific, the lagoons can be made into one of the best in the world. Boca Barra, the outlet of the lower lagoon to the sea, can be deepened to the required depth by dredging and by utilizing the outward currents, and a channel dredged through them, where the depth of water is not sufficient, to the southern ter¬ minus of the railwajT and canal, on the north side of the upper lagoon, or a channel/some two and a half miles long, may be cut and dredged across Tilema to the upper lagoon, at some point between Boca Barra and Iluaxontlan del Mar. A few of the large steam dredges, such as were used on the Suez Canal, would easily do the work. In other words, if Möns. Lesseps can excavate and dredge his canal some fifty miles through the lagoons and sands of Arabia, we ought, certainly, to find no difficulty in deepening the lagoons of Tehuantepec. The route of the canal to connect the Atlantic and Pacific harbors would commence on the gulf side at the foot of the island of Taca- michapa, the head of present ship navigation, 34 miles from the Gulf, and follow the meanderings of the river by means of locks and dams, or slack water navigation, 123 miles—about 60 by an air line, upon which it may yet be thought advisable to make an artificial canal— to the month of the Malatcngo. The fall of the river on this distance is 130 feet, or a little more than one foot to the mile, mostly above the S arabía, requiring only 13 locks. From the mouth of the Mal atengo, where the proposed route of the canal proper commences, for 30 miles by way of the Malateng'o, the valley of the Chichihua and Tarifa Rivers, to the natural summit of Tarifa Pass, the rise is 530 feet, requiring at most 53 locks. From the summit, 20 miles, down to the 11 lagoons, the fall is 660 feet, requiring not to exceed 63, in all 130 locks. This number may be considerably reduced by cutting down the summit. For instance, if it should be thought advisable to cut down the summit 60 feet, it would make a saving of 12 locks, in which case the total number of locks would be reduced to 118—59 on the Atlantic and the same number on the Pacific slope. The most difficult portion of the canal to be built is embraced be¬ tween the Malateiigo and the foot of the mountains on the Pacific: plains, and is only about 3o miles long. In the construction of a great work like this, the health of the cli¬ mate is of the utmost importance. The route upon which the heaviest work is to be done, extends mostly through a piney woods region, everywhere noted to be healthy. In fact, history for three hundred years has demonstrated that Tehuantepcc is much more healthy than any other Isthmian route. For more full information as to the health of the climate, I refer you to General Barnard's Report of 1852, pages 162 and 173. The Isthmus belongs, in its greatest part, to the State of Oaxaea, w hich has a population of 600,000, and the rest to the State of Vera Cruz, which has 300,000, and is bounded on the east by the State of Chiapas, which has 200,000. In these three States alone, from 8,000 to 10,000 good and hardy acclimated laborers, who are superior in strength and morality to the Chinese, can be had for less than 50 cents per day of 12 hours, and they board themselves ; and besides from these sources, labor, to any extent that can be utilized, may be had from other parts of Mexico. This great enterprise itself would then give work to thousands of the sons of that Republic, who are now without employment, and therefore restless. According to your plan, the dimensions of the canal are assumed to be sufficiently large to allow ships drawing 18 feet of water to pass safely, but where ships of a greater draught arrive at either terminus to go through the canal, a part of their cargo can be taken out and run across by railroad and restored on the other side of the Isthmus. Thus the railway will not only be of great use in the construction of the canal, but will forever be a valuable auxiliary. The use of the lagoons as a harbor would probably save a break¬ water and reduce the cost of the proposed railroad over the route to Salina Cruz, say one million dollars, or enough to open Boca Barra, or the canal across Tile m a, as may be thought best, and make the lagoons a good harbor. The Tehuantepec Ship Canal, above all others, is the one in which the United States is the most directly interested. It debouches into the Gulf of Mexico, our own Mediterranean, and, it may almost be said, right at our very doors. It is alleged by reliable statisticians, that the United States alone loses 35,000,000 dollars every year for the want of it—thus giving a principal of nearly six hundred millions of dollars, one-half of which, at least, our government could afford to expend in its construction. Jt is only necessary to look at a map of the world to be convinced of the immense relative advantages in position, above all others, which a ship canal across the Isthmus of Tehuantepec would offer to the commerce of the world, and more especially to that of the United States. By this route the products of the valley of the Mississippi may be shipped from the gulf ports direct for China, Japan, west coast of North and South America, and the islands of the Racific, and the im¬ ports from these countries may be brought home to the ports of Texas, New Orleans, Mobile, Pen sacóla, and from thence transhipped to Mem¬ phis, Cairo, St. Louis, Louisville and Cincinnati, and be distributed throughout the Southern and Western States, even to the frontier of British America, at one-third the cost of transportation of the same 12 articles by the Pacific Railroad. In a word, the completion of the ship canal across Toll nan tepee, will not only open a direct outlet from the Gulf of Mexico and the Atlantic to India and China, but also from the Mississtypi River and tributaries, whereby the sea going vessels jfiying upon those waters will be able to proceed with safety to any port on the Pacific. Thus giving to St. Louis, the Queen city of the West, and the whole valley of the Mississippi, direct water communi¬ cation with the Pacific side of North, Central, and South America. In a word, the completion of the Tehuantepcc Ship Canal would be the opening of the mouth of the Mississippi Hiver into the Pacific Ocean —another world of waters. The following statement, condensed from official tables, shows the saving to the trade of the world, in insurance on vessels and cargoes, profits on time saved, interest on cargoes, saving of wear and tear of ships, saving of wages, provisions Ac., by using the Teh 11 an tepee Canal. United States ; .§85,993,930.00 England 9,950,348.00 Fran ce 2,18 3,930.00 Other countries 1,400,000.00 Total yearly saving §49,530,208.00 If the trade increases annually fen per cent., or one hundred per cent, in the next decade, the saving to the world will then be double the above amount. As the annual increase of the trade of Great Britain, France, and the United States, is, together, more than ten per cent., the saving to the maritime powers of the world of §49,530,208.00 in one year, at the end of ten years will be §99,060,416.* Assuming the trade only of the three powers to increase in the same proportion, the aggregate total amount saved, at the end of ten years, will be over seven hundred millions of dollars. Suppose the average tonnage of ships to be 1,000 tons each, then, as per the tables in this report, 3,049 ship3 would be requisite to carry the freight which would now annually seek the Isthmus route. Abert, estimating for Darieii or Panama, makes the annual saving for each ship §15,420.00, giving as the aggregate saved upon the tonnage which would pass the Isthmus the sum of §47,709,480 ; and the sav¬ ing of one year, at the end of ten years, would be §95,418,960, sums sufficiently near the first to establish their correctness. Again, by a comparison of time and money, in the passage of a 1,000 ton ship from New York to California via Cape Horn, with what it would be by way of Teh u ante pec, it is estirnatedf that the saving on the ship and cargo would be 13,300 dollars, or 13.30 dollars per ton, against a toll not to exceed 2.50 per ton. Allowing the ship to make but four trips per annum, of 45 days each, via the canal, it would give a yearly saving of 53,200 dollars. Deducting 10,000 dollars, the toll on the four trips, there results a net annual saving on a single one thousand tons ship, of 43,200 dollars. Whale ships and coasting vessels have been estimated generally at forty dollars per ton. The United States and European commerce around the capes, is conducted in first-class ships, which often cost eighty dollars per ton. Fifty dollars has therefore been taken as a fair average value, in the construction of these tables, which do not include coasting trade nor the trade of any of the powers of the world, except England, France, and the United States. * See Report of S. J. Abert,C. E., entitled "Is a ship canal practicable?1' + Tide " Engineering," London, Vol. V., first half yearly. v 13 The following tables show the trade of the United States, England and France, which would probably pass through the Isthmus Canal if now finished, taken from the official returns of 1857 and 1858. Trade of the United States which must pass through the canal. Countries traded vrith. Dutch East Indies British Australia and N. Zealand British East Indies«, French East Indies Half of Mexico , Half of New Granada. ......»... Central America.... .......... Chili Peru..... Ecuador Sandwich Islands China Other Ports in Asia and Paeific.. Whale Fisheries. California to East United States . Value of cargoes. Total tonnage. Value of ships at §50 per ton... Total yalue o£ ships and cargoes. Tonnage. ' 5,738 16,58» 52,105 177,121 3,663 34,673 131,708 36,599 63,749 193,131 1,079 33,876 123,578 4,549 110,730 861,698 1,837,485 Trade of France which would pass through the canal. Countries traded with. Tonnage. Chili...., Paru Half of Mexico Half of New Granada Ecuador. Bolivia, California China. Dutch East Indies Sandwich Islands. Philippine Islands. Australia Í Outward only. 25,688 35,096 10,004 2,389 1,650 1,000 8,997 2,028 20,400 4,119 1,463 50,000 Value of cargoes Total tonnage Valus of ships at |50 per ton. Total valae of ships and cargoes... 162,735 14. Tkade ok England which would pass through tlie Cima], Countries tnnled wit Ii. Half uf Mexico , Hall* of Central America.. Half of New G ranada Chili Peru Ecuador China *1 Java v Out ward only., Singapore J Australia Sandwich Islands........ California Value of cargoes Total tonnage Value of ships at §50 per ton. Total value of ships and cargoes. Tonnage. 11,833 5,015 10,188 118,311 214,310 1,820 08,530 10,003 10,300 322,420 1 ,«50 11,800 1,029,295 Exports and Imports. *2,175,137 1,244,817 2,437,005 15,480,110 20,173,520 360,015 7,077,390 3,821,110 4,3(14.070 78,210,095 520,500 2,378,105 139,184,831 51,464,750 *190,019,584 The value uf the tonnage which would take the Tehuantepec route is, according to the above tables: United States *92,874,250 England 51,464,750 France 8,136,750 §152,475,750 Total Value of Exports and Imports taking the same route is: United States *193,168,937.00 . England 190,649.584.00 France 67,210,609. Ou Total value of trade of the three powers passing the Isthmus *451,029,132.00 Estimated Tonnage to pass through the canal: United States 1,857,485 England 1,029,295 France 162,735 Total tonnage 3,049,515 Upon the above tonnage, the yearly income, at *2 per ton, would be *6,099,030.00, which is the estimated annual gross receipts from tolls upon ships belonging to the United States, England and France. This calculation does not include the United States coasting- trade on both oceans, nor the trade that might be expected from the other nations of the world not mentioned. The amount of *2,500 toll, now charged on a ship of 1,000 tons, on the Suez Canal, would increase the above estimated yearly income on Tehuantepec, to *7,625,000.00. This amount based upon the yearly ten per cent, increase would double itself in ten years. In I860, the maritime movement between Europe alone and the East, by way of the Cape of Good Hope, amounted to 7,250,000 tons. The ascertained rate of progress would give for 1S70 a total of 11,000,000 tons, one-half of which, at least, would pass through the Suez Canal, and possibly a fifth by way of the American Isthmus. 15 Taking' these facts into consideration, and bearing m mind that none of the trade of the Western Hemisphere is included in the 11,000,000 tons, it remains for commercial men to say whether or not we are correct in estimating an annual amount of 3,000,000 tons as likely to pass through the American Isthmus. I have the honor to be, very respectfully, your obedient servant, J. J. WILLIAMS, Chief Engineer Tehuantepec Railway Co. TABLE A. Showing ths Length, Height of Lockage in Feet, and Number of Locks of some of the principal Canals in the World. NAMES OF CANALS. Chesapeake and Ohio Delaware and Hudson Du Midi Burgundy Rhone to Rhine ,.. Hantes to Brest London to Liverpool Liverpool «and Leeds Caledonia. Teliuantepec (proposed)... United States United States France. France France Franco England England Scotland Mexico CHARACTERISTICS. hen fit h Height of in Miles. Leckage in Feet. Has 33 miles feeders, 4 miles tunnel. Canal and slack water Forty nine miles feeders | Deficient of water. .■ . . J St. Jean de Losne to near Strasbourg • j Between the Loire and Brest ; Connecting the Faddinglon and Grand Junction lias h locks, with 174 feet lift each Dimensions: top, 122; bottom, 50; depth, 20.. . Connecting Gulf of Mexico with Pacific Ocean. Dimensions same as Caledonia No. of Lock?. 307 3129 398 109 1073 110 150 829 100 141 1585 191 203 1203 164 21S 1711 238 26-1 1439 ' 185 127 901 23 188 28 50 1184 i 120 MINATTTLAN1 ; / à \ 220 Rio Ocaxztapc V- \\ R ioApcpacfde- f f y r_ Rio Ocazuapc )- Rio-4pepactey¡ 7ESISTEPEC S £ MM/îwêêê l¿»¥¡Éííu -t. It to S!Antonio, ¡ 28o ENCANTADA, o O iNCAJflADA Vi- H -H-i C HIH AMECÀ;q'"j"x ort apa côsuiiacaciue Jh to ni* ACAYUCAM OL)JTA t/j tr f: F— Arrtno de. leí FoUinÁ j 72/0 JAl.lTIFEcf : 1 s . -fe 1-* V s Artovo ln GuevtcA / « i-—, Arrovo CulebraA £ f-7 Arroyo de la Foiling a RIO JALTEPECXy IL'/?. H anch o 'te la Co, n t lo/ P¡\ xidirmf M- Arrot o 7'ortugeroi- riojumuapa) f wosarablCM ArrmoTortugewy RIO. TTMVAPA % .— fe 5 72WAVIÄ4BZ4/ vd t \ \ -Arroyo de la Vennadasi . AJO MALA TENGO} 178 ¡ RIOMALATESQÓV? K ■i RioMa/atengo -Arrovo Gticilol moALuown PJ,¡ AIMOJ-OYA'S n • r•> RÍO A/MOJ.OYA tos jtwMir. \Arrt)¡)0 deMacke j " 78J Rio lii&Jïam ruon 795 ArTQ^odeXisi Conejo - — M 855 ßArrtipdeX Wl&CCf.NEJO 0 FJOALMOUmÁ — [KÎÔÂlAtÔLÔi J 684 broi odeRnaca muya. X CHIVELA1 ■ S r\ "5¿ , ^ -Prospect Creí RIO GriCHILOX J. LAMARTAR ^ "j>. ¿00 Arroyer^dc Mollvno- * Arroyo Jua LA MARTAR r Este/o Zopilua\ * S !S7»S'72K«ttS| JTJCHITAN] Estero de Catnotepec Rancho Carillo Reputed tbrmer Ch annd of Tch uan tepee Riser huilotepecj TOO TRHUANTBPBÖ} •j Sierra San. Diego y Bayou Txoiwhot royo de Palangana 770 ÇHIVKT.P 7.