PANORAMIC VIEW OF THE NICARAGUA CANAL Pacific Ocean BRITO TOLA BASIN LAJAS WESTERN DIVIDE Inactive Volcanoes OriBTBPB and MADBRA Lake Nicaragua SOLENTINAME IS. FORT SAN CARLOS RIO FRIO RIO SAN JUAN RIO SAN CARLOS OCHOA DAM EASTERN LOCKS SAN JUAN DEL NORTE Atlantic Ocean FORT CASTILLO DIVIDE OR OREVTOWN vccaii SAN FRANCISCO BASIN DESBADO BASINS WORLD'S COLUMBIAN EXPOSITION CHICKGO 1893 THE NICARAGUA CANAL with the compliments OF THE Nicaragua Canal Construction Company 44 Wall Street New York City THE REPUBLIC PRESS, S3Ó AND 538 PEARL ST., N. Y. "T'a THE NICARAGUA CANAL. The Maritime Canal of Nicaragua is the solution of the problem pro¬ posed by Columbus to himself and to the world four hundred years ago— the discovery of an ocean route westward to the Indies. General Explorations and Surveys for an Inter-Oceanic Canai. —During the four centuries which have elapsed since the first attempt of the great adventurer, the best energies of voyagers, explorers and scien¬ tists of Europe, and more lately of the United States, have been, from time to time, directed to the search for such a passage. Spain, France, and England have one after another sent out expedi¬ tions or individual explorers and have expended a considerable amount of treasure in the investigations. It was, however, reserved to the Govern¬ ment of the United States to make the first systematic and thorough ex¬ amination of all that portion of the American Isthmus which the partial explorations of earlier years had indicated as the region where, if any¬ where, transit by a waterway from ocean to ocean could be achieved. Surveys by the United States Government.—In 1854 Lieutenant Strain, with the permission of the United States Government, investigated the route between Caledonia Bay and the Gulf of San Miguel, and deter¬ mined its impracticability. In 1S57 Lieutenants Michler and Craven were detailed to make explorations and verify surveys, previously made by Lane and Kennish for Frederick M. Kelly, of a route for a canal utilizing the waters of the Atrato and Truando Rivers. Their investigations were made independently and resulted in contradictory reports. The out¬ break of the civil war in the United States prevented for a time any further exploration by the Government. In 1869 an appropriation was made by Congress for a thorough explora¬ tion of the entire Isthmian territory, and the work was committed to Capt. R. W. Shufeldt and Commanders T. O. Selfridge and E. P. Lull, all of the United States Navy. Capt. Shufeldt was charged with the examina¬ tion of the Isthmus of Tehuantepec; Commander Selfridge with the San Bias and Chepo Regions and all contiguous territory south and east, and Commander Lull with the survey, first of the route by way of Lake Nicaragua and afterwards of the Isthmus of Panama. In 1872, by virtue of a resolution passed by Congress, Gen. Grant, then President of the United States, appointed a commission, constituted of the Chief of En¬ gineers, U. S. A., the Superintendent of the Coast Survey, and the Chief of the Naval Bureau of Navigation, to consider the subject of communi¬ cation by canal between the waters of the Atlantic and Pacific Oceans 4 THE NICARAGUA CANAL. across the American Isthmus. The officers who filled the positions named and served upon the Commission, were Gen. A. A. Humphreys, Superintendent C. P. Patterson and Commodore Daniel Ammen. The Commission was instructed to examine into and to make reports and sug¬ gestions upon the subject of inter-oceanic ship canal communication. After the first of these surveys was completed, Major Walter McFarland, Capt. Wm. H. Heuer and Prof. Henry Mitchell of the U. S. Coast Survey were, at the instance of the Commission, appointed to make a further ex¬ amination of the route at Darien and at Nicaragua, and to report thereon. Commander Lull made a further survey of the Isthmus of Panama, and Lieut. Collins of what was known as the Atrato-Napipi route. These various surveys were completed and reports submitted to the Commission. The last report, that of Lieut. Collins, was dated December 20th, 1875. On the 7th of February, 1876, the Commission reported to the Presi¬ dent as follows : "The route known as the 'Nicaragua Route,' beginning on the At¬ lantic side at or near Grey town; running by canal to the San Juan River; thence following its left bank to the mouth of the San Carlos River, at which point navigation of the San Juan River begins, and by the aid of three short canals, of an aggregate length of 3.5 miles reaches Lake Nicaragua; from thence across the lake and through the valleys of the Rio del Medio and the Rio Grande to what is known as the port of Brito, on the Pacific Coast, possesses, both for the construction and maintenance of a canal, greater advantages, and offers fewer difficulties from engineering, commercial, and economic points of view than any one of the other routes shown to be practicable by surveys sufficiently in detail to enable a judg¬ ment to be formed of their relative merits, as will be briefly presented in the appended memorandum." Historical Review of Explorations Made by Others than the U. S. G-overumeut.—A brief summary of the numerous explorations which have been made will show how general and wide-spread was the interest in the subject. 1771. Survey of Tehuantepec route by Antonio Cramer, and Miguel del Corral, under orders from Spain 1780. British expedition to take possession of the Nicaragua canal route. After the capture of Castillo Viejo the enterprise was aban¬ doned. 1781. Exploration of the San Juan River, Nicaragua, by Manuel Galisteo under orders from Spain. This was followed by an order of the Spanish Cortes, in 1814, for construction of the canal. 1804. Baron Von Humboldt's investigations. 1824. Exploration of Tehuantepec by Gen. Orbegozo, for the Mexican Government. 1826. Surveys of the Nicaragua Route for Governor DeWitt Clinton of New York and associates. THE NICARAGUA CANAL. 5 1827, Survey at Isthmus of Panama by Engineers Lloyd and Falcmar, by order of Gen. Bolivar. Mr. Lloyd recommended the adoption of a line substantially that finally chosen for the Panama Railroad. 1838. Survey of the San Juan River and Lake Nicaragua route by Lieut. John Bailey for the Government of Central America. 1842. Survey of Isthmus of Tehuantepec by Don José de Caray under concession from the Mexican Government' 1843. Survey of route between Porto Bello and Panama by Napoleon Garella for the French Government. 1848. Surveys of the Nicaraguan route by Dr. Andreas Oersted of Copenhagen, who published a map. 1849. Explorations of Isthmus of Darien by Dr. Gullen. 1849. Survey by Col. Geo. W. Hughes of route for the Panama Railroad. This survey and the line of railroad constructed, was the basis upon which construction of a canal at Panama was commenced by M. de Lesseps. 1851. Survey by Col. O. W. Childs of Philadelphia, of the San Juan River, Lake Nicaragua and Brito route made for Cornélius Van- derbilt and associates. This was the first survey that fully con¬ formed to the requirements of engineering science. 1851. Survey of the Atrato-San Juan route, Darien, by J. C. Trautwine for Frederick M. Kelly of New York and his associates. 1853-4. Re-survey of the same and of the Atrato-Truando route by Por¬ ter and Lane, completed by Capt. Kennish, at personal expense of Frederick M. Kelly of New York. 1861. Survey of route between Caledonia Bay and the mouth of the Lara River by M. Bourdiol for the Société d' Etudes of France. 1864. Survey of the San Bias Route by McDougall, Sweet, Forman and Rude for Frederick M. Kelly and his associates. 1861-1865. Explorations made by De Puydt, Gogorza, de Lacharme and Flachat of the line between the Gulf of San Miguel and the Gulf of Uraba or Darien, under French auspices. Many of these surveys or explorations were made in connection with con¬ cessions granted for the construction of a canal. Tlioroiigli Investigations Warrant Conclusions of Commission.— From this and the preceding statement of explorations made directly under the control of the United States Government, it will be seen how thor¬ ough the investigation of the whole Isthmian territory has been, and what data were at the command of the United States Commission which re¬ ported the " Nicaraguan Route * * * * sesses both for the construction and maintenance of a canal, greater ad¬ vantages and offers fewer difficulties than any of the other routes" etc., etc. (See page 4.) Recent Surveys for an Inter-oceanie Canal.—Following the report of the commission and between October, 1876, and May, 1879, partial 6 THE NICARAGUA CANAL. surveys of the Darien and Panama territory were made by Lieutenants Wyse and Reclus of the French Navy, and a number of French and two Columbian Engineers on behalf of the Société Internationale de Canal In- ter-océanique, and in the following year the construction of the Panama Canal was recommended by the canal Congress at Paris, organized under the auspices of the owners of the Wyse concessions, this notwithstanding the opposition of many engineers present who denied absolutely the feasi¬ bility of the enterprise. Time has corroborated their predictions of failure. But the movement of Lieut. Wyse and his associates at Panama did not prevent further explorations, nor the suggestion of other projects. Surveys and examinations were continued as follows: 1876-77. Of the lower San Juan by A. G. Menocal, in connection with work for the Nicaraguan Government. 1880. Of the line between Lake Nicaragua and the Pacific Ocean, by A. G. Menocal for the United States Government. 1885. Re-survey of the Nicaraguan Route by Menocal, Peary and Cham¬ bers, for the United States Government. 1889 to date. Detailed surveys and location in connection with construc¬ tion, for the Maritime Canal Company of Nicaragua. The decision of the Paris Conference of 1879, and the following attempt by M. de Lesseps to construct a canal at Panama, in no way dis¬ turbed the opinion of American engineers either as to the impracticability of constructing such a work at that locality, or the advantages of the lake and river route at Nicaragua. In 1880-81, the novel project of Capt. Eads for the transportation of ocean-going steamers across the Isthmus of Tehuantepec by railway, was earnestly pressed upon the attention of the United States Congress and private capitalists, but the world looked upon the scheme as a colossal experiment, and upon the death of Mr. Eads the project was abandoned. Organization of the Present Canal Company.—In April, 1887, The Nicaragua Canal Association, consisting of private citizens of the United States, interested in the problem of inter-oceanic communication, obtained concessions for the construction of a ship canal, and applied to the United States Congress for incorporation. Early in 1889, a charter was granted and became a law b)' the signature of President Cleveland, F'ebruary 20th of that year. Preliminary Work.—In the month of May following, work prelim¬ inary to the construction of the Maritime Canal of Nicaragua was com¬ menced and from that time on has been diligently prosecuted. In the spring of 1890 Hon. Warner Miller, President of the Construction Com¬ pany, accompanied by a party of engineers. United States officers inofficial capacity, and others, inspected the work there accomplished and in pro¬ gress. The whole party expressed themselves as gratified with the thor¬ oughness with which the route had been surveyed and the intelligence with which the work had been initiated and prosecuted. THE NICARAGUA CANAL. 7 In November, 1890, a commission, appointed by the Government of Nicaragua, inspected the work and declared that the requirements of the concession had been fully complied with. This report confirmed the rights of the grantees under their concession. Thus, while the project of a canal at Panama has been proven futile by experience, and the scheme of a ship railway at Tehuantepec aban¬ doned, the construction of a maritime canal at Nicaragua has been com¬ menced and is demonstrated to be not only entirely feasible, but the only practical method for accomplishing the end proposed, viz., the transit of sea-going vessels between the Atlantic and Pacific oceans across the American Isthmus. Geographical and Physical Features.—The Maritime Canal of Nicaragua is located in the territory of the republic from which it takes its name. Nicaragua is one of the five States of Central America and lies between Honduras and Salvador on the north and Costa Rica on the south. It extends from Cape Gracias á Dios to the mouth of the San Juan River on the Caribbean Sea, and from the Gulf of Fonseca to the Bay of Salinas on the Pacific Ocean, occupying the width of the Isthmus from latitude 10 degrees 90 minutes North, to 15 degrees North, and from longitude 83 degrees 20 minutes West from Greenwich to 87 degrees 40 minutes West. It has an area of about 49,000 square miles and in point •of size is first among the Central American republics. Excepting the Department of Segovia, which borders on and resem¬ bles the central portion of Honduras, Nicaragua has a topography and climate differing widely from its neighbors. Its mountain system can scarcely be considered as resolved into ranges, although it is frequently so spoken of. The Cordillera, which traverses both continents, has nowhere in Central America the character of a single, clearly defined chain. The crest of the system is generally parallel to the Pacific shore- Although it occasionally diverges, it is never more than about 75 miles distant from the western coast, while in some portions of Nicaragua and Costa Rica it approaches within six or seven miles of the ocean. In Southern Honduras and Northern Nicaragua, instead of any characteristic chain or range, there is found a wide extent of country of generally high elevation, from which occasional peaks rise still higher, attaining at times altitudes of 4,000 or 5,000 feet above the sea, but appearing less lofty than they really are because of the high platform from which they spring. This mountain mass extends from Honduras into Nicaragua in the depart¬ ment of Segovia, and thence southeasterly, subsiding gradually into low hills, until it is completely interrupted by the San Juan 01^ its course to the sea from its source in Lake Nicaragua; the mountain declivities, towards the shores of the lakes, are often abrupt, but not precipitous; on the east they fall off in gentle undulations and wooded plains towards the Mosquito ■shore, and farther south the hills gradually rise into the lofty mountain masses of Costa Rica. This is the true Cordillera of the continent ; the fact that its continuity is interrupted by the valley of the San Juan, and 8 THE NICARAGUA CANAL. that there is but an insignificant barrier west of the lake, is a fortunate provision of nature, so far as an inter-oceanic canal is concerned. West¬ ward, along the whole Pacific coast, there is found a hilly region com¬ monly known as the coast range, but the highest elevations are not of suf¬ ficient magnitude and continuity to entitle them to be considered as a mountain chain. Across this ridge, which parts the waters flowing to the Atlantic and Pacific, there are several low and easy passes, of which that between the mouth of the Rio Lajas in Lake Nicaragua and Brito on the Pacific Ocean is the lowest that exists anywhere across the continental divide from the Arctic Ocean to the Straits of Magellan. It has an eleva¬ tion of only 153 feet above the sea. The Lake Valley •—Between the Cordillera and the Coast range is found the great geographical feature of Nicaragua, a remarkable depres¬ sion about 70 miles wide and nearly 200 miles long, its major axis parallel to the Pacific coast. Here are found the broad and beautiful lakes of Nicaragua and Managua, and the fertile plains of Leon and Conejo, ele¬ vated but a few feet above the lakes. In this depression, the bottom of which is below the sea level, are gathered the waters which flow from the mountains and plains on either hand. The surplus is discharged by a single outlet, the San Juan River, which, traversing a valley between low and wooded hills, flows through the break in the Cordillera and then through the lowlands of the coast into the Atlantic Ocean. The valley of this river, the inland waters of the great central plateau, and the low pass across the coast range, are nature's route for inter-oceanic communication. The Trade Winds' Beneficent Infiuence.—The San Juan River valley, extending from the great lake to the Atlantic, between the moun¬ tains to the northward, and the still loftier peaks of Costa Rica to the southward, together with the low altitude of the coast range, afford a natural pathway through which the northeast trades, blowing from the Caribbean Sea, sweep continually over the coast and valley region, chang¬ ing, cooling and purifying its air, and modifying its temperature to such a degree that early writers, carried away with the delights of its climate, spoke of it as the Paradise of Mahomet. Lake Nicaragua.—The lake makes the construction of a ship canal practicable at this locality. It is a beautiful sheet of water 110 miles long and 40 miles wide, with depth sufficient for navigation by the largest ships. Together with its outlet, the San Juan River, it drains a water¬ shed of 8,000 square miles. It is an enormous natural reservoir, which, by distributing over its broad surface the rainfall of the territory which it drains and discharging gradually and without any excessive flow, renders practicable the use of the river for purposes of canalization. But for this provision of nature a canal might be as impracticable here as elsewhere, for in the absence of the great storage basin of the lake, the river would be as uncontrollable a torrent in time of flood as the Chagres at Panama. Climate.—It has been stated that the climate of Nicaragua is modi- THE NICARAGUA CANAL. 9 fied by its topography; it might be added that its salubrity, which is no¬ table, is largely due to the fact that the country lies entirely within the zone of the trade winds, the southern limit of which is approximately lo degrees north. The "Trades" blow almost continuously up the river valley, and although the temperature may rise to 95 degrees at mid-day, it is still comfortable in the shade, and the heights are cool and pleasant. The effect of these winds is more marked on the lake, and in the country between the lake and the Pacific, than in the river valley and the Atlantic region; they dissipate all miasma and exhalations, such as have proved so pernicious in that part of the isthmus which lies a few degrees farther south. They not only lower the temperature of the whole country, but give to it an exceptional uniformity. At Rivas the maximum temperature recorded during a tern of years was 95 degrees Fahr., and the minimum 65 degrees, while the greatest variation in any one year was 26.5 degrees, and the least 16.2 degrees. At Granada, as determined by observations recorded at the National Institute in that city, the variations are about 2 degrees less. The temperature records of the Canal Company cover the period from January, 1889, to February, 1893. At San Juan del Norte from the ist of June to the ist of November, 1890, the maximum was 89.5 degrees, the minimum 71 degrees, showing an extreme range during that time of only 18 degrees. In general terms it may be said that the temperature in the shade rarely rises above 90 degrees and rarely falls below 70 degrees; the ordinary variation is thus about 20 degrees only, while the extreme variation does not exceed 26 degrees or 27 degrees during the entire year. Immunity of Employees From Disease.—No better proof of the healthfulness of the country can be asked than the practical experience of the men who have been employed in surveys of the route and on actual work of construction. The surveys were made through dense forests and jungle where every foot of advance was gained by the use of the axe or machete, and through swamps and streams where the men were often com¬ pelled to work up to their waists in water. The report of the surveying party of 1885, under Mr. A. G. Menocal, published by the United States Government, says; "During the four months we remained in the coun¬ try, of which more than three months were of constant arduous work, ex¬ posure and privation, no officer of the party was ever affected by sickness due to climatic causes; and as for the natives attached to the party, their only ailments were due to bruises caused by want of protection for their feet or limbs. It is proper to add that our work was confined to the un¬ inhabited, and what is generally considered the most unhealthful, portion of the country." Medical Statistics.—The experience of the Company by which all the later surveys and the work of construction up to the present time have been carried on, has been equally satisfactory. The Chief Surgeon in an annual report says: "It has been generally supposed that this country teems with fatal maladies, and that the employés are exposed to severe 10 THE NICARAGUA CANAL. and dangerous types of fever. After a professional experience of ten years, most of which have been spent in the tropics, and being familiar with nearly every climate of the globe, I can state that Nicaragua is exception¬ ally exempt from any fatal endemic disease." His report as tocases treated and their result is as follows: "During these fourteen months there have been admitted into headquarters hospital 1,669 patients, of which 1,347 were medical and 322 surgical. Of the whole number there have been discharged cured or improved 1,646. The total number of deaths has been 23, or 1 38-100 per cent, of those admitted. These deaths were subdivided as follows: Due to accidents, - - 5 or 0.30 per cent, of patients treated Due to chronic diseases contracted before entering the Company's employ, - - 6 or 0.36 " Due to climatic diseases contracted while in the employ, 12 or 0.72 " Total, 23 or 1.38 " This fact I wish to emphasize, viz. : That out of over 1,600 patients, only 12 have died from diseases that may be termed climatic." A better sanitary record cannot be shown in any city of the temper¬ ate zones. Final Location and Physical Features.—The route of the canal as finally located is as follows : Its termini are San Juan del Norte (more commonly known as Greytown) on the Atlantic coast, latitude 11 degrees North, longitude 83 degrees 40 minutes West from Greenwich, and Brito on the Pacific, latitude ri degrees 15 minutes North, longitude 85 degrees 55 minutes AVest from Greenwich. Both points are north of the region of tropical calms and within that of the trade winds. The distance from port to port is 169 miles, of which 27 miles will be excavated channel and 142 miles in lake, river and basins. The summit level, Lake Nicaragua, is no feet above the sea. This level will extend from the last of the eastern series of locks, which is within about 13 miles of the Atlantic, to the first of the western series, within two and one-half miles of the Pacific terminus, a distance of 154 miles. The Atlantic Terminus.—The restoration of the harbor of San Juan del Norte, the eastern terminus of the canal, is in progress. More than thirty years ago this harbor, previously one of the best on the Caribbean Sea, was entirely closed by the formation of a sand spit across its entrance. To effect the restoration, the construction of a breakwater, projecting seaward at right angles to the shore line, and the excavation of a channel to leeward of it, was proposed. The breakwater was com¬ menced, as the first requisite to successful prosecution of the work, and about one thousand feet of it have been constructed. When it had been extended about six hundred feet, the protection afforded against the mov¬ ing sands permitted the natural reopening of a channel across the sand THE NICARAGUA CANAL. barrier, which had attained a height of three or four feet above sea level. The channel thus formed was subsequently deepened by dredging and the old harbor was made accessible to vessels drawing twelve to fourteen feet. Dredging.—For nearly ten miles westward from the harbor the canal traverses low lands raised but little above the sea level; here con¬ struction will be entirely by dredging. Two miles of the route has already been excavated and the material is found to be entirely of sand and clay easily worked and maintaining well the slopes given the banks. The Locks.—The first of the eastern series will be nine miles from the harbor, and will have a lift of 31 feet; the second, about a mile beyond, a lift of 30 feet, and three miles still beyond will be the third, with a lift of 45 feet. These locks raise the canal to the level of 110 feet, at which it will be maintained by dams hereinafter mentioned. The western locks are located closer to each other ; the first and second of this series are within two and one-half miles of Brito and adjoining. They will have lifts of 42 1-2 feet each. The last of the western series will be about two miles farther on, with a variable lift of from 21 to 29 feet, according to the movement of the ocean tides. The locks are alike in their dimen¬ sions, 650 long, 80 feet wide and 30 feet deep, with variable lifts as above stated. Their foundations will be in stiff, tenacious red clay or on rock, and they will be built of masonry and iron. The Basins.—The small streams which fiow across the line of the canal, and the gaps between the foot hills, will be dammed or closed with substantial embankments, and the vallet's flooded thereby will be con¬ verted into basins requiring but slight excavation in two or three locations to make them available for canal uses. The Eastern Divide.—To the westward of the third and last of the eastern locks, a rock cutting is required, nearly three miles long and averaging one hundred and forty feet in depth. The rock from this cut will be used in building the breakwater at San Juan del Norte, for embank¬ ments, for dams, for locks and for other works of construction; if not obtained in this way the material would have to be quarried elsewhere and transported greater distances to points where needed for construction. After passing the divide, the canal route continues twelve miles in a ■direct line to the River San Juan, near its junction with the Costa Rican river, San Carlos, at a point called Ochoa. Slack Water Navigation.—At Ochoa a large dam will raise the waters of the rivers, fifty-six feet, to the lake level. This will submerge several rapids above in the channel of the San Juan, and will flood its valley, thus securing deep slackwater navigation all the way to the lake. Nearly a mile, in lineal extent, of weirs and sluices are provided to in¬ sure immunity of the works from injury by surplus or flood discharges. From Ochoa, the route follows the broad and deep waterway occupying the San Juan River valley for 64 miles to the lake, which it traverses by 12 THE NICARAGUA CANAL. a sailing line of 56 miles, to the mouth of the Rio Lajas, where excava¬ tion is again required. Some dredging to secure the requisite depth of channel near the east shore of the lake and some excavation at the western shore will be necessary, but across the lake, of which the bed is below the level of the ocean, there is already free navigation. The Western Divide.—From the mouth of the Lajas for nine miles westward the canal is in excavation ; it traverses a low pass across the western dividing ridge, which, as before stated, is the lowest in the moun¬ tain chain between the Arctic Ocean and the Straits of Magellan, rising only 43 feet above the level of the lake. Nine miles to the westward the canal enters the Tola Basin, to be created by a dam and locks as are the basins of the eastern division. The average width of the sailing line in this basin is one mile, and the depth of water from 30 to 70 feet. Its length will be five and a-half miles leading to the western locks, within two and a-half miles of the Pacific terminus at Brito. Pacific Harbor.—Brito, the western terminus, is not now, strictly speaking, a harbor, but may readily be converted into one, both safe and commodious. It is at the mouth of the Rio Grande. The course of the river for nearly a mile and a quarter from the beach, is through a low val¬ ley, which evidently once formed a large bay. To the north of its mouth, a rocky headland projects into the ocean, which will be farther extended by a breakwater 900 feet long. To the south, another breakwater will be constructed, the two enclosing a considerable area for harbor uses, which may be increased, as there is need, by dredging out the adjoining lowlands, now submerged at high water; but for harborage purposes it is probable that the capacious Tola Basin will be used more than the port at Brito. Magnitude of the Work.—In this project there are no unsolved problems. Engineers, who have examined and carefully studied the de¬ tailed plans, and practical builders and contractors all say that it is a simple undertaking of considerable magnitude, involving the removal of a certain number of yards of rock and of earth, the construction of locks and embankments and dams, and the making of harbors, presenting no physical or engineering difficulties that have not been readily overcome elsewhere, and the whole being costly merely on account of its propor¬ tions. Estimates of the Cost of the Work.—A careful and detailed es¬ timate, at unit values established before the recent improvements in methods of dredging and excavation, placed the actual cost of con¬ struction at sixty-five million dollars. A board of eminent, disin¬ terested engineers, after reviewing these estimates and adding a liberal allowance for unforeseen contingencies, advanced the estimate to eighty- eight million dollars. If to this be added interest upon capital during construction, and until the canal is opened for transit, the total cost may be placed at one hundred million dollars. But rock excavation, which five years ago cost over a dollar and NICARAGUA CANAL m SAN MIGUCLITO GENERAL PLAN showing LOCATION OP SHIP CANAL from the ATLANTIC TO THE PACIFIC 1893 A.G.MEKOCAL. CHIEF Enginsbr SCALE or MI1JE8 camal in cxcavation frcc navioation railroad dam Balsillas Is FORT SAN CARLOS CISTERN OIVIOC CROM SCCttOH MEAN DEPTH croes sccmon in earth rock SA^ PfiAftCl SCO OCSCAOO BASlñtS RIVAS Balsillas (s SONATC 1 S. rtocK 3AN JUAN OSlTsinL WESTERN OIVIOE CROSS SICTiOM MAXIMUM OCRTH -t ik) Number of Locks, Greatest Lift of Lock, Dimensions of Locks, Depth of Canal, - - - 6 45 feet - 650ft. long, SO ft. wide - - SO feet Least Width on Bottom, - - _ _ _ 1OO feet Time of Transit from Ocean to Ocean, - - 28 hours Length of Lake Nicaragua 1 I O Miles, Average Width, 40 miles Surface Area of Lake, - - About 2,600 square miles 26.8 miles 2 1.6 miles 64.5 miles 56.5 miles 1 69.4 miles 1 42.6 miles I 1 O feet 1 54.2 miles Area of Watershed, Estimated Cost of Canal, Estimated Time for Construction, Estimated Traffic at Opening, 8,ODO square miles $ 1 00,000,000 6 years 5,000,000 tons Canal In Excavation, Length of Basins, River San Juan, Lake Nicaragua, Total Dstancefrom Ocean to Ocean, - Free Nivigation in Lake, River and Basins. Elevatiln Summit Level of Canal above Sea, LengthDf Summit Level, _ - - - X. IMACTtVt VOL ADERA 4 8 00 FT. vol. METEPE 5 0 ft. /to rr SLCVA T/QN LAH£ N/CARAOUA 51-5 M/i.£S SAUNAS BAY -A THE NICARAGUA CANAL. 13 a-quarter per cubic yard, and for which allowance is made in the canal estimates at one dollar and a-half per yard, can now be done, and is actually being done, at a cost of only sixty cents per yard. The dredg¬ ing and earth excavation and pier work already accomplished by the Construction Company have also been done at a cost materially below estimates. From these facts it will readily be seen that the computed cost of the work is liberal in the extreme, and not at all likely to be exceeded. Commercial Importance of the Canal.—The argument in favor of a ship canal across the American Isthmus is very simple. It is the raison a'être of all such works. The extension of trade in the products of any territory is limited by the cost of transportation which the value of such products in the market of the consumer will permit, so that, after pay¬ ment thereof, there may still remain to the producer a compensative margin of profit. Other things being equal, the shortening of the routes of transportation not only reduces the cost of carriage of goods, but serves also to extend and develop commerce. Such is the argument, briefly stated, in favor of a maritime canal. The commercial importance and financial success of the Suez Canal are indisputable demonstration of the accuracy of the proposition. Necessity for a Canal.—The opening of the Nicaragua Canal will provide a gateway and a direct route between the Atlantic and Pacific Oceans for the commerce of the world, but especially for the commerce of the United States. By it the States east of the Rocky Mountains will be brought into closer business relations with the 500,000,000 people inhabiting the countries bordering on, and the islands of, the Pacific. The ports of the American continents on that ocean will also be brought nearer to Europe, the saving of distance varying from one to ten thousand miles. The countries and islands of the Pacific have to-day an aggregate com¬ merce of over twelve hundred million dollars. To what extent the addi¬ tional facilities offered by the Nicaragua Canal will increase this com¬ merce is more forcibly demonstrated by a presentation of the results of similar facilities elsewhere than by any argument that can be offered. Influence of tlie Suez Canal Upon Trade Routes.—Until the con¬ struction of the Suez Canal, the commerce of Europe and of the United States with Asia and Australia necessarily took either the route via Cape Good Hope or that via Cape Horn. Prevailing winds and currents made whichever route was most advantageous as to the port of destination, about equally convenient for both continents. The opening of the Suez Canal changed these conditions materially and gave to the commercial nations of Europe an advantage in distance over the United States of the width of the Atlantic in the competition for trade, except for that of the western coast of the American continents and of some of the islands of the Pacific. As most of the commerce of the United States with Asia is car¬ ried in British bottoms it is not possible to ascertain from existing sta- 14 THE NICARAGUA CANAL. tistics the effect of the canal upon it, but the influence of the route upon the commerce of the world is apparent from the fact that, whereas in 1870, the first full year of its operation, there passed through the canal 486 vessels, registering 436,600 tons, the number of vessels passing in 1891 was 4,207, registering 8,700,000 tons. The most significant fact in this enormous increase is that the average sÍ3e of the vessels using the Canal in 1870 was but a little over 1,300 tons register, while in 1891 it had increased to over 2,090 tons, and in 1892 to 2,200 tons. Suez Traffic Statistics.—The Suez Canal was opened to traffic in 1869. The growth and present magnitude of its business is shown in the following table: Year. Number of Ships. Net Suez Tonnage. 1870 486 436,609 187Í 1,494 2,009,984 1880 2,026 3,057,421 1885 3,624 6,335,752 1890 3,389 • 6,890,094 1891 4,207 8,698,777 St. Mary's Falls Canal Statistics.—The Sault Ste. Marie Canal, which connects Lake Superior with Lake Huron was constructed in 1855. Its advantage to internal commerce became so apparent that in 1881 the United States Government became the owner of it and increased its depth and the lift of its lock to 18 feet. Its depth as originally constructed was but twelve feet, which was increased to sixteen before the purchase by the Government. The growth of traffic has been such as to demand still fur¬ ther facilities, and the Government is now engaged in further deepening the canal and in constructing there the largest lock in the world. It is to be 800 feet long, 100 feet wide and to have a depth of 21 feet over the mitre sills. Until 1881 the growth of traffic appears to have been re¬ stricted by the limited facilities offered, but since the increase of the capa¬ city of the canal, the increase of business has been phenomenal, as will appear from the following table, the freight stated in 2,000 lb. tons; Season of Actual Freight Season of Actual Freight 1881 1,410,347 1887 5,494,649 1882 2,029,521 1888 6,411,423 1883 2,267,105 1889 7,486,022 1884 2,874,557 1890 9,041,213 1885 3,256,628 1891 8,888,759 1886 4>527,7S9 1892 11,214,333 Influence of Cheap Transportation upon Commercial Devel¬ opment.—The foregoing tables are forcible demonstrations of the effect upon commerce of increased facilities for its transaction. But in the case of the Sault Ste. Marie Canal, another most important principle is also demonstrated conclusively. The aggregate value of the 11,214,333 N. B.—In any comparison of the two foregoing tables it must be borne in mind that the Sault Ste. Marie returns are in net tons of 2,000 pounds each freight^ while the Suez tables are in net Suez tonnage of the vessels passed. For instance, in the Suez table the. tonnage of 1S91, 8.698,777 represents 12,217,986 of gross tonnage. THE NICARAGUA CANAL. 15: tons of freight carried in 1892 was $135,117,267, an average of $12 per ton. Its principal constitutents were coal, flour, grain and ore, the last commodity constituting about 55 per cent, of the whole, and the coal about 35 per cent; both are articles of low valuation, which could only be carried the distance requisite because of the low cost of deep water trans¬ portation. The opening of the canal has thus created this vast traffic by making it possible to transport to a market of consumption products of low value which could not afford the more expensive carriage by rail ; and this it is done in a locality where the thermometer frequently registers 65 degrees of frost and where traffic is suspended because of ice for nearly five months in the year. (The open season of 1892 lasted 233 days.) Cheap Transportation Diverts Trafiic.—There cannot fail to be an enormous and immediate diversion, to the new route, of maritime commerce already existing, to which the advantage of distance offered by the canal will be very much greater than that which has secured to Suez its traffic; and the diversion will be immediate, for all experimental ques¬ tions, which might otherwise delay the change, have been already answered by practical experience at Suez. Cheap Transportation Encourages Settlement of Unoccupied Territory.—The effect of the new route on emigration and colonization, in view of the favorable conditions of climate and fertility of the terri¬ tory made available to settlement, cannot be estimated. All precedents, and especially what has been accomplished by the Sault Ste. Marie under physical conditions the reverse of favorable, give assurance of an enor¬ mous developement. Summary of Deductions.—With the completion of the Nicaragua Canal we shall have another demonstration of the principles heretofore stated, that new routes cheapening transportation and bringing closer to each other producer and consumer,— First, Promote the development of existing commerce. Second, Open new and previously unproductive commercial fields; and. Third, Permit and aid in the settlement of unoccupied territory. Distances Saved by tlie Canal.—The Nicaragua Canal, in connec¬ tion with Suez, will provide a maritime highway for the circumnavigation of the world by a route as nearly direct as is possible for all points in the northern hemisphere. The actual circumference of the earth on a great circle is 21,600 nautical miles (about 25,000 statute miles). Before the opening of Suez the practical route for circumnavigation, starting from New York, then around Cape Good Hope to Hong Kong and home around Cape Horn, was 30,796 nautical miles; when Suez was pierced the distance was reduced to 28,363 nautical miles; the Nicaragua Canal will shorten it to 22,309 miles; a gain of two aiid one-half times what was deemed sufß,cient to warrant the construction of the canal at Suez. This diagram drawn to the scale of 4,000 miles to the inch is a graphic illustration of the comparative distances. Actual circumference of globe, --------- 21,600 Nautical Miles. Circumnavigation before opening of Suez Canal, ------ 30,796 Nautical Miles. Circumnavigation via Suez, --------- 28,363 Nautical Miles. Circumnavigation via Suez and Nicaragua, ------- 22,309 Nautical Miles. "»-.JO«»* ICOTKS: iPrfisent Jloutes in Jßlach New Routes via yicnragua Canal In Red îîew York and San Francisco, " '■ Putfct Sound, " *' Sitka, •' " BerluK Strait, " " Acapulco, " '* Mazatlau, *' •' Honpr Kodí?, " " Yokohama, " " Melbourne, " " Auckland, N.Z., •' " Honolulu, S. Is., " " Callao, " •' (iuayay 4.9.)7 r>,06.5 7!402 .3,045 3,675 10,692 9,227 9,«52 «,462 6,417 3,744 3,227 5,014 10,753 3,068 5.990 3,898 4.1.38 7,063 8,267 8.270 8,262 8,303 8,.510 8,462 Len^h of Canal, in Nautical Miles, New York to Eastern Port of Canal, Liverpool '* " ** Hamburg " " ** Havre " ** " New Orleans " *' " 2,998 3,137 6,873 5,896 7,073 3,426 147 2,060 4,780 5,127 4,691 1,300 New Orleans and San Francisco, "■ Acapulco, Mazatlan, Callao, Valparaiso, Liverpool and San Francisco, " Acapulco, " Mazatlan, " AucKland, *' (Tuavaquil, " Callao, " Valoaraiso, " Honolulu, " YoKüüaina, Western Port of Canal to San Francisco, " " " " Portland, " " " " Puget Sound, " •• " Valparaiso, " '• " " <00 4,147 11,853 2,286 2,915 2,984 4,2.54 7,627 7,993 6,765 6 395 I3,;f.7 11 182 948 5,947 6,464 7,7.34 1,646 9,137 14,505 11,947 9,,392 9,6;V) 7,021 4,.551 6,867 6,110 5,962 737 4,673 3,496 1,026 4,473 2,558 2,700 3,345 8,458 2,807 1,537 7,020 Longitude Longiiude Longitude I e THE NICARAGUA CANAL. 17 Natural obstacles forbid that there should be any other route so nearly direct as that at the location designated for the Maritime Canal of Nicar¬ agua. Its advantages, therefore, cannot be surpassed, and it must always remain the short and cheap highway for ocean transportation westward from the shores of the Atlantic as the Suez Canal is eastward, until the two routes meet at a point antipodal to the port of departure. Can Vessels Afford to Pay the Canal Tolls?—The limitations to the use of a canal imposed by toll charges are in some degree indicated by the fact that steamships trading between Melbourne and other Australian ports and Great Britain, make use of the Suez Canal at a cost for tolls, etc., of about $1.90 per ton, to save 1,230 miles of increased distance involved in doubling Cape Good Hope. Other Suez routes show greater advantages, but none that compare in importance with those offered by the Nicaragua route. The greatest gain in distance by Suez is realized in the voyage from Liverpool to Bombay where the distances are as follows: via Cape Good Hope, 10,698 miles,—via Suez, 6,217 miles. Possible saving 4,481 miles, while the construction of the Nicaragua Canal will save a distance of nearly 10,000 miles between two points of our own country. New York and San Francisco. The advantages of distance by this canal over the present routes are shown on the map, facing this page. Estimated Revenue.—It has been computed that the traffic, at present existing, to which the canal would afford advantages offsetting the cost of transit, exceeds 8,000,000 tons, which, at a toll of $2 per ton, would yield a revenue of $16,000,000, subject to the cost of operation. The entire operation of the Sault Ste. Marie Canal, which has one lock, was $45,417 for the year 1890-91. Allowing $50,000 per annum for each of the six locks of the Nicaragua Canal and a proportionately liberal allow¬ ance for maintenance, administration and all other expenses, the total annual cost, exclusive of interest, cannot exceed $1,250,000, which would leave a net revenue of $14,750,000, amounting to 6 per cent, upon more than $245,000,000 of capital, or two and one-half times the most liberal estimate of the cost of its construction. The ablest engineers of the United States and England have expressed their opinion that the cost of the Nicaragua Canal canno't under any con¬ dition exceed $100,000,000, including interest upon money during the process of construction. Will the Nicaragua Canal Pay?—The same question was asked in regard to the Suez Canal when first projected. The annual net revenues of the Company for a series of years have^been upward of $12,000,000, and for the year 1891 were over $16,000,000. The cost of maintenance - id operation was a fraction over a million dollars annually. Interest the obligations and dividends on the stock of the Company are gularly paid and the quotation for the $100 shares, par value, of the ez Company on the Paris Bourse is over $500. The dividends paid i8 THE NICARAGUA CANAL. on the shares in 1891 were about 18 per cent, on their par value. The cost of the canal was about $100,000,000. Shall the Canal be Owned hy Americans?—This account of the Nicaragua Canal would be incomplete without some mention of the dispo¬ sition of the people of the United States at large and of the Government to become actively interested in the work of its construction. Private in¬ terest is evident in the fact that several million dollars have already been expended by public-spirited and enterprising men who have prosecuted the undertaking to its present condition of advancement, and in so doing have demonstrated the correctness of their plans and the entire feasibility of the project. But in the public mind in this country there always has been associated with the idea of isthmian transit an inherent and implicit, if not always definitely expressed, conviction, that whenever and however the work might be accomplished, the interests of the United States should not be subordinated to those of any other nation, and what may be called the national view was formulated in the treaty between the United States and New Granada of December 12th, 1846. Under this agreement the Panama Railroad was subsequently constructed, and repeatedly protected from violence by American arms. Government Interest Shown.—On more than one occasion, the subject of an Inter-oceanic Canal was discussed between the governments of the United States and of some of the Central and South American States, but without arriving at a definite conclusion; yet these negotia¬ tions always indicated the existence of a public opinion upon the matter which was seeking practical expression. Fish-Cardenas Negotiations.—In 1876 Señor Cardenas was accred¬ ited Special Envoy from Nicaragua to this country, mainly with a view to arranging a treaty with reference to such a work, but Nicaragua was unwilling to grant certain conditions which the United States considered requisite, and the negotiations failed of the hoped-for result. Freylinghuysen-Zavala Treaty.—In 1884 another attempt was made in the same direction. Señor Zavala was accredited Special Envoy from Nicaragua to the United States, with powers like those conferred on Dr. Cardenas. A treaty was negotiated between Señor Zavala and the Sec¬ retary of State of the United States, known as the Freylinghuysen-Zavala treaty, by which the United States practically assumed a protectorate over Nicaragua and undertook the construction and the sole charge and con¬ trol of the Canal, sharing with Nicaragua the earnings, and receiving a considerable grant of Nicaraguan territory. This treaty was considered by the Senate in executive session, but failed of ratification under the two-thirds rule; a change of five votes only would have confirmed it. A motion to reconsider was entered, and the treaty remained before the Senate, but after President Cleveland took office the following March, it was withdrawn for further consideration. It was urged by opponents THE NICARAGUA CANAL. 19 of the measure that direct ownership of the Canal by the United States might involve international complications, and as President Cleveland at a later date, in speaking of the Canal, made reference to the national policy of avoidin- "entangling foreign alliances," it may be inferred that such was the reason why it was not again presented. United States CJiarter of the Present Canal Company was granted to the promoters of the enterprise now before the public, by a special act of incorporation, dated February 20, 1889, as has already been men¬ tioned. Work was commenced shortly afterward with means provided by parties interested, and later on negotiations for the capital required to complete the undertaking were instituted in Europe, but these negotia¬ tions were suspended at the instance of members of the Senate Committee on Foreign Relations of the Fifty-first Congress, upon the representation to the Company that the Canal should be a national work, built and con¬ trolled by American skill and capital, and that a measure designed to se¬ cure these results was then under consideration. On January loth, 1891, the Foreign Relations Committee unanimously reported a bill authorizing the guarantee by the United States of the Company's bonds to the amount of $100,000,000 and securing to the government such a voice in the ad¬ ministration of the Company's affairs as would protect its financial respon¬ sibility. The measure was designed to avoid the question of foreign alli¬ ance and international complications, and its provisions were adjusted ac¬ cordingly. The bill was ably discussed and strongly supported, but as it involved financial questions of considerable magnitude, and other busi¬ ness of importance occupied attention, there was not time for action, and it was not brought to a vote. Technical Report by a Government Officer Ordered.—In March, 1892, the Secretary of War, submitted to the Senate a report by Maj. C. E. Button of the Army on the Nicaragua Canal. This paper contained the results of a personal examination of the work and plans for the canal ; it was printed about the same time by the Government. The California State Convention, composed of leading citizens of California, was held in San Francisco in the Spring of 1892. A memorial to Congress urging action was adopted, and also resolutions requesting the Governor of the State to call a National Nicaragua Canal Convention to meet at St. Louis, Mo., on the 2d day of June, 1892. On April nth, in conformity with the resolutions, the Governor of California issued a call for such convention, requesting the Governor of each State and Territory to appoint delegates, and expressing his personal interest in the move¬ ment. The St. Louis Nicaragua Canal Convention met at St. Louis on the 2d and 3d of June, 1892. Some 300 delegates were in attendance from thirty States and Territories. Resolutions were unanimously adopted calling upon Congress to aid in the construction of the Canal, and an ex- 20 THE NICARAGUA CANAL. ecutive committee was appointed with definite duties, among others to report at a future convention, which it was empowered to call. The National Coiiveiitioiis of the two great political parties assem¬ bled later in the month to nominate candidates for the Presidency, and each made reference in its platform to the political and commercial im¬ portance of the Canal. The candidates themselves subsequently made fuller recognition thereof in their letters of acceptance. The New Orleans Nicaragua Canal Convention assembled at New Orleans on the 30th of November, to further consider the question of the immediate construction of the Canal under the protection and control of the United States. The Associated Press reports say that delegates were present from every State and Territory in the Union, the aggregate number reaching 600. Governor Fostei of Louisiana, Judge Jones of Arkansas, Judge Estee of California and many others addressed the Con¬ vention. Senator Morgan of Alabama, now Chairman of the Senate Committee on Foreign Relations, amid a scene of great enthusiasm, made a full and clear statement of the whole question in its diplomatic, political, strategic and commercial relations, and of the safety with which the Gov¬ ernment might lend its aid. Resolutions were unanimously adopted call¬ ing upon Congress to aid in the construction of the Canal, and to take such steps as would ensure the result at a minimum cost of time and money, and a committee was appointed to visit Washington and to urge upon Congress the early consideration of the project. A Bill Providing for Participation in the Work by the Uni¬ ted States was introduced on the 23d of December by Senator Sherman, of the Committee on Foreign Relations; it had been prepared by the committee after long and careful investigation and full consideration of the whole subject. It provided, as did the bill of 1891, for the guarantee by the Government of bonds of the Canal Company, but stipulated that in consideration thereof the United States should receive in full owner¬ ship and without payment therefor $80,500,000 of the capital stock of the Company, and have the perpetual right to name ten members of the Board of Directors. The measure was also introduced in the House of Repre¬ sentatives. Several days were given to its consideration in the Senate and a number of able speeches were made in its favor, but the pressure of business growing out of the change of administration and the shortness of the session again prevented a vote upon the measure. State and Other Petitions or Resolutions.—The record of reso¬ lutions adopted by Boards of Trade and Chambers of Commerce, of con¬ ventions assembled in the interests of commerce, of instructions by State Legislatures to their representatives at Washington, and of petitions to Congress, is too large to be embodied in this paper. They are the unanimous expression of multitudes of our people, demanding the con¬ struction of the Canal and urging the necessity of its remaining under THE NICARAGUA CANAL. 21 American control. That importance cannot be better stated than in the remarks of Senator Morgan made before the United States Senate, January 7, 1892. Senator Morgan's Appeal.—" Now, let us bring the borders of our nation together; let our coast line be practically unbroken from the State of Maine to the State of Washington; let the East join hands with the West through this Nicaragua Canal or some other waterway. If any man can find a better plan than this, I will most cheerfully adopt it, but after years of most patient investigation, I have found nothing that approxi¬ mates it. Indeed, it seems to me that if the Divine hand of Providence had placed the Lakes of Nicaragua and Managua upon the summit line of the Cordillera, between these two seas, with a view of extending an invi¬ tation to the genius of the American people and to the intrepidity of their enterprise, to encourage them to make a construction there which would honor this country more than any public work in which she has ever en- ^ gaged; which would be worth more to the United States than all the ter¬ ritory we acquired from Mexico; would give to the Mississippi River another mouth in the Pacific Ocean, and would cause all the commerce of the East and West, which seems to be invited by the very laws of nature themselves and the arrangement of the geography of that country, to fioat backwards and forwards through the Nicaragua Canal."