report
OF
Hon. WILLI/M J, Mc>LPINE,
CONSULTING ENGINEER,
' KEL.VTIXG TO
THE TEHUANTEPEC INTER-OCEAN
RAILROAD AND HARBORS.
MAY 26th, 1881
Is"ew-York, May 26, 1881.
Hon. Edward Learííed,
President of the
Tehuantepec Inter-Ocean Railroad Company :
Sir,—Agreeably to yonr request, I anticipate the com¬
pletion of the formal and detailed report of my recent
examinations of the harbor sites upon the Pacific and of
the railway route across the jilains and over the passes of
the Sierra Madre, by a synop/sis which contains substan¬
tially all the important features of that section, and also
the main features of the residue of the route to the mouth
of the Coatzacoalcos Hiver.
Having in my examinations of last year, passed over the
country lying between the Jaltepec Hiver and the Gulf of
Mexico, in my recent trip I went by canoe from Súchel,
near the Jaltepec, down the Coatzacoalcos to the Gulf.
From personal observation, therefore, materially aided
by surveys, maps, profiles and reports heretofore made
by eminent engineers, I have acquired a knowledge of the
subject which enables me to report without reservation,
that the harbors at the Gulf and at the Pacific terminus,
can be made accessible, safe and ample, within a reasona¬
ble cost, and that the railroad can be constructed over a
perfectly feasible line from ocean to ocean, with a maxi¬
mum grade of not exceeding sixty feet per mile, and with
its highest summit not exceeding seven hundred and fifty
feet above tide water.
I arrived at Salina Cniz on the third of March, where
I was met by Lieut. Leutze, U. S. Havy, wdio with a corps
of assistants, was making, under your direction, a recon-
b u f
libra.sv
railwal' f;
rhincrro';. r
h ■
J..-
2
naissance and instrumental surveys and soundings of tire
coast at and westwai'd from tlie outlet of the "U]3per
Lagoon."'-
ïliese examinations, in which I joined, were supple¬
mented by others for ascertaining a feasible route between
the coast and the railway line across the plains. After due
consideration of all the questions involved, it was agreed
bylMr. Leutze, Atr. Tyng your general manager and my¬
self, that the Bay of Chipeqna, about fifteen miles west-
wartl from Salina Cruz, was manifestly the place for the
cousti'iiction of a harbor, which would meet all conditions
and requirements, present eind prospective, of the busi¬
ness destined to pass over the road. For prudential con¬
siderations, enforced by your aiiproval by telegram from
the City of ISIexico, this location was forthwith made.
Ma})s we]"e prepared and forwarded to the Government, a
section of road (10 kilometers) was located and a formal
enti-y made by actual work.
It is due to the importance of this determination, in¬
volving as it does, the extension of the road fifteen miles
and the construction of 4,.")00 feet of tunnels, that other
possible localities shall be described, their defective fea¬
tures explained and the merits of Chipeqna stated, and
it is very satisfactory to say, that while there can be no
question as to the desirability of controlling Chipeqna as
an ultimate and necessary harbor, Salina Cruz may be
used temporarily, and a very moderate expenditure
may be made entirely adequate for all business for
several years.
The " l^iqDer Lagoon," the most easterly locality in any
event available for a harbor, and hitherto proposed as
" For the information of persons who may not he familiar with the con¬
figuration of tills Isthmian section of the Continent, it is proper to say, that
the trend of its Pacific and (.hilf coasts, and also of the Sierra Madre or
Cordillera range of mountains, is east and west, and that the course of
the railroad from Coatzacoalcos on the Gulf, to Salina Cruz on the Pacific,
is south.
3
the Pacific terminus of the road, is in many res]3ects so ob¬
jectionable that its selection would be inadmissible except
as a dernier resort, and from an unavoidable necessity.
" Ventosa, " about ten miles west of the Large
Lagoon, has a bold headland jutting out into the ocean,
forming a bay, but is nnsuited for a harbor, as it is
the natural resting place of the shifting sands of the coast
and adjacent plains ; in fact, it has so changed from these
causes since the surveys of Gen. Barnard, in 1851, that
its then supposed merits have now disappeared.
Prom Ventosa westward, the coast line changes from
a continuous sand beach, to a series of bold, rocky x^i'om-
ontories, with intervening indentations or bays having
sand beaches.
" Salina Cruz," next west of Ventosa, is miles
between its headlands, with a bay or indentation half a
mile in width. By the construction of a mole, at a
moderate cost, at the western end, to and beyond some
outlying rocks, an area of two hundred acres suitable
for harbor purj^oses may be obtained. Further works,
giving more area, would be costly, as the water deepens
rapidly.
Commodore Shufeldt in 1871, wisely selected this as the
most suitable harbor for a Ship Canal, but it will be borne
in mind that the requirements for a Ship Canal, which is
ever ready to pass vessels inland without anchoring, are
entirely dissimilar to those of a railroad, which must have
capacity not only for current arrivals of shipping, biit
also for fiuctuating fleets of vessels which will congre¬
gate in the port, as the ever variable conditions of busi¬
ness, winds and calms shall occasion.
I fully appreciate the importance of acquiring a harl)or,
at the most accessible point on the coast from the moun¬
tains ; hence advise the selection of Salina Cruz as a
provisional measure, in the expectation that it may be
found invaluable as an auxiliary harbor which can be
made serviceable, and perhaps adequate for many years,
but such selection should not be permitted to induce de-
4
lay in occupying Cliipequa at the earliest moment con¬
sistent with an economical expenditure of the money
necessary therefor.
There can be no qnestion as to the expediency of making
Salina Cruz a base of operations for construction pur¬
poses. There the rails, ties, supplies and material must
be landed. Its connection with the main line of road may
be made by an inexpensive branch track of from one to
three miles in length, contingent upon the final location
of the main line, and may be made with favorable grades
over the low hills intervening in the rear of Salina Cruz, be¬
tween the coast and the plains, three miles distant.
"Salina Marques," next west of Salina Cruz, resem¬
bles it in general outline and features on an enlarged
scale ; its length between headlands being nearh" 34 miles
and its greatest width one mile. With a mole of mode¬
rate cost, an area of 400 acres available for harbor pur¬
poses could be obtained.
This site is preferable to any other except Chipequa ;
but to reach it would require an expenditure of a large
proportion of the money necessary to build to Chipequa.
" Conejo," next west, is peculiarly attractive and would
furnish an available area of 300 acres, by a mole of
moderate cost. The distance between its headlands is
about 24 miles, its greatest width f of a mile ; like Sali¬
na Cruz and Salina Marques, its utmost capacity within
reasonable cost, would fail to meet future requirements.
"Chipequa," next west, is 64 miles between its head¬
lands, and has an extreme width of more thaii one and a
half miles, giving an available area at its western end of
nearly 1,000 acres.
The western headland is a bold promontory of granite,
from 200 to 500 feet high, forming the abrupt end of
one of the sjmrs of the coast range, which at intervals,
extend from the coast range to the Pacific. At a right
angle from the sliore line of this promontory, and 4,000
feet distant, is a small island, over which the surf never
brcides, which will be an immovable abutment for the
mole. From this promonotory hnge blocks of granite for
the constriTction of the mole can be readily obtained.
From this island the mole may be extended, at an ob¬
tuse angle toward the shore, as may be requisite to give
increased wharf accommodations.
A mole, to intercept the sand drifts, may hereafter be
found desirable, at the east end of the harbor, and when
the demands of fntnre business shall require, these moles
may be extended, to form a practically close harbor, ample
for all purposes.
The surroundings at Chipequa are in all respects favor¬
able ; with an open, arable country in the rear, an abun¬
dance of fresh water, and with ami^le room for side
tracks, buildings and all railway accessories, all land
conditions are satistied and the sanitary features of the
Port assured.
The line of the railroad from the harbor at Chipequa,
must necessarily follow the coast to the low depression
or j)ass in the coast range north of Salina Cruz, where the
temporary or branch line will unite with the main line.
At the crest of this pass, which is 150 feet above tide,
a short cut of 50 feet depth in the middle, may be made,
Avhen this Chipequa section of the road shall be built, in
order that a more favorable and less costly line for the
tunnel may be had. In the construction of the brancli
road from Salina Cruz to the junction, this deep summit
cutting will be avoided and the whole of the line will be
inexpensive.
The line from this Salina pass to the foot of tlie
mountains at the Verde Eiver, about 30 miles, coidd
be laid almost anywhere over the intervening "Pacific
Plains," except for the crossing of the Tehuantepec
Piver, which must be made either at Huilotepec or at the
City of Tehuantepec. At these two places only, can rock
be found for the foundations of a bridge. At Huilotepec,
on the more direct and almost straight line, a bridge of
about 800 feet in length will be required and at Tehuan¬
tepec, some eight miles above Huilotepec, the river may
6
be crossed by a bridge of OÔO feet in lengtli. The latter
point presents some advantages, but not in niy opinion,
sufficieiit to compensate for the the increased length of
road by that route.
Tlie Juchitan Hiver, IG miles northeast of the Tehuan
tepee, is the only other stream of any considerable mag¬
nitude to be passed and may be crossed almost anywhere
above the City of J uchitan, by a bridge of 300 or 400 feet
in length.
A number of small water courses, now dry, are met
with, which can be crossed by culverts or short span
bridges.
These plains have an inclination toward the Pacific of
about ten feet per mile, and so regular a surface as to re¬
quire but little work iu grading for the road-bed; there¬
fore a further description of this section of the road is
unnecessary.
The "Passes" theougii the Sieihía Madke.
The ascent of the southern slope of the Sierra Madre,
from the Pacific plains to the Chivela and Tarifa
plateaus, although in direct line only seven miles, or to
the ])asses through the crest of the range only four miles,
has uniformly been regarded and styled the most ditli-
cult and expensive portion of the road. A map showing
my surveys and examinations, is noiv being made to ac¬
company my detailed report. Tlie sketch which I now
submit is hastily made from my field notes and the maps
of surveys of former engineei's and very imperfectly re-
])i'esents the distorted character of this region of hills and
ravines, bluffs andgulciies, rising one above another, and
of I'alleys and water courses, turtuous and irregular, car¬
rying its watei's to the plains below. It will, however,
serve the purpose of enabling a reader to locate the dif¬
ferent routes for surmounting this natural obstacle and
reaching the watei'shed of the (iiilf.
Tlie Si dell line ascends the \'erde River by a nearly
7
direct route to Ciiivela Pass sTimmit, 780 feet above tide,
by a grade of Ôt» feet per mile for two miles, to the junc¬
tion of the Torrento, and of 110 feet per mile for S-l miles,
to the "Pass;" thence descends by a grade of o2 feet
per mile to Chívela, the well-known ranch of the upper
plains. A¥ith the exception of the 3J- miles of heavy
grade, the line is reasonably inexpensive. That section
is very rocky, rugged and costly.
The stage road of the Louisiana Comiiany was made
along this line ; I found it even now in very fair con¬
dition, and by an expenditure of less than so,000, it could
be cleared and made of great service in the construction
of the railroad.
The Barnard line ascends the Yerde River to near the
Torrento, which it then follows up to the" Masahua Pass "
summit, 790 feet above tide, by a grade of 58 feet per
mile for about nine miles ; thence descends bj^ easy grade
to Chívela. As against the advantage of the favorable
grades of this line must be set oil' its increased length
and far greater aggregate cost.
The Tarifa La Cruz line leaves the Pacific plains 14 miles
easterly from the N'erde River and runs r/« " La Cruz
Pass," 800feet above tide, and "Tarifa Pass," 084 feet
above tide, to Tarifa, but it is impracticable for a railroad.
The Monetza line diverges from the loAverendof the La
Cruz route easterly, to and uia the Chica])a and Monetza
Rivers, passing the summit by a tunnel 4,000 feet long,
750 feet above tide ; thence to Tarifa over the upiAer plains.
This line is 18 miles in length, AAÛth grades varying from
25 to 50 feet per mile.
The Portillo Monetza line leaving the plains at the same
place, ascends the Chicapa 10 miles, Avith a gratle of 25
to 35 feet per mile, Avhere it diverges Avesterly up the
Moiietzaand one of its branches eight miles, Avithagrade
of 43 feet per mile to the Portillo summit, G84 feet above
tide ; thence on the plains four miles, to Tarifa.
This route aaujuUI, of itself, be more easy of construc¬
tion and less expensive than any other, though several
8
miles longer, but its selection wonld necesitate a new line,
some 12 miles longer over the Pacific plains than either
Verde Kiver route.
In my examinations I found the Barnard line via
" Masaliua Pass" susceptible of very great improve¬
ment by an easterly detour which will largely cheapen
its cost and reduce its grades at the expense of only
two miles increased distance. Instrumental surveys
are being made of this amended line, which in my
opinion, will prove it, all things considered, to be the
best line for the construction of the road. In forming
this conclusion, as in all cases, I am governed by ultimate
rather than immediate considerations as to the operating
of the road for the immense freighting business of the
future, otheiavise, I should unhesitatingly advise the sliort
and much less costly Sidell line, with auxiliary power to
overcome its Iieavy grade.
The Atlantic Slope ISToPvTiiwapji eugji Chívela.
From the several "passes" above described, the
country has a gentle northerly inclination, and its water
fiows tlu'ongh numerous tribntaiies to the Coatzacoalcos
and thence to the Gulf.
This country has been carefully explored and surveyed
by both Barnard and Sidell, and as I had time to ex¬
amine one of their lines only, I selected that from Chívela
down the Malatengo across the Sarabia and Jummnapa to
the Tortugas, and observed that the country allowed a
good location, with easy grades and no expensive work,
and tliat the river crossings coidd be made with bridges
of moderate spans, from rock shores and upon rock
foundations.
From the Tortugas to the Jaltepec Kiver, a distance
of 12 miles by the railroad line, is an unbroken forest
without an inhabitant ; as it was imiiossible for me to
follow the line, I was forced to take a circuitous mule
path of 25 miles, overgrown with vines and bushes and
9
obstructed by fallen timber : and to examine the lay or
formation of the country from the high and steep hills
over which the path i^assed ; without the data, therefore,
of minute observation of this particular section, I rely
on the former surveys, in other cases found very accurate,
and assume it to be free from difficulties and not un¬
favorable as to cost : at Súchil I found that one engineer¬
ing party, to be followed by another, had been sent by
Chief Engineer Yan Brocklin, to explore and locate the
line through this district.
Having reached the locality, the Jaltepec, where my
examinations of last year from Coatzacoalcos southward
terminated, I proceeded by canoe to the latter place ; but
in order that this j^aper maj^ give my observations and
opinions consecutively upon the entire line from ocean to
ocean, I repeat the descriptions of my former report,
merely reversing their order and direction
' ' The Jaltepec Elver, one of the largest tributaries of the
Coatzacoalcos, unites with it from the west near Súchil,
the extreme point to which the Coatzacoalcos is navigable
by vessels drawing three feet. The crossing of the rail¬
road will be abont eight miles above the junction and will
be made by a bridge of about 200 feet span. The line
from this point runs north, over a x)lain which is near the
crest of the watershed of the Coatzacoalcos, tla the towns
of Oluta, Jaltepec, Chicemecca and Otiope to the river
Tierra Nue^n, thence in the rear of the sand hills lying
between the bottom lands of the Tierra Nueva and the
Gulf, ten miles to the harbor of Coatzacoalcos. The line
throughout its entire extent from the Jaltepec to Tierra
Nueva, with inconsiderable exceptions, will be neaily a
surface road, without bridges or expeTisive water ways.
The Tierra Nueva will be crossed by a bridge of about
150 feet span ; from this point to the harbor, settlings of
the roadway may be encountered until firm foundation
is reached over the swampy ])ortion, which will make its
cost much greater per mile than the line south from the
Tierra Nueva."
10
Harbor at Coatzacoalco>.
"This harbor is one of the best on the Atlantic side of
the continent sonth of Norfolk. As soon as vessels
have passed in from sea, they are coinpleteh^ protected
from all winds from the ocean, for more tlian half way
ronnd the circle, by the coast range of hills, wliich are
from 200 to 400 feet high, while on the land side, the
gigantic forests protect the harbor for the remainder of
the circle."
' ' I observed the effect of several severe storms, both
from the ocean and the landward side, and never saw the
waters of the harbor more disturbed than they are along
the wharves of New-York."
' ' Tlie water inside of the ba,r is from 80 to GO feet dee^)
and extends for more than 20 miles at not less than 2.5
feet depth, and a width of one to two thousand feet."
" The water on the bar was 15 feet deep when the har¬
bor was first surveyed by Cortez, in the year 1520, and
there is no evidence that tlie channel has ever' clmnged in
direction or deyrtli. This is dne to the hard,stiff clay which
forms its bottom and sides. There is a little sand over¬
lying this bed of clay ; but a comjraratively inexpensive
mole will prevent it from drifting into the excaraited en¬
trance channel, and the large volnme of water from the
river, aided by the inllux and reflnx of the ocean water,
will doubtless jrrevent any deposit being made in the new
channel across the bar."
"A cut of 3,000 feet length, averaging less than G feet
der'p, will open a straight channel of 25 feet dexrth from
the ocean directly into the calm water of the land-locked
harbor."
With the extra strong dredging vessel and apparatus
yoTi have just completed, this channel can be excavated
at very moderate cost and within a few months.
lísTiírATEi) COST.
In December, 1879, you submitted to Chief Engineer
Van Brocklin and myself a statement of the probable
11
•cost of tlie harbors 'and of the railroad, moderately well
equipped, from the Gulf to the Upper Lagoou, ammrut-
iug to $5,020,000, for our professional opiiuious of its
general accuracy. After a careful investigation of the
subject, from the best sources of information then attain¬
able, we concurred in the estimate, although we deemed
its amoiint excessive.
In my recent examinations I have found no reasons for
changing that conclusion, but as the distance to Salina
Cruz will be several miles greater than to the Lagoon,
and will require bridges over the Juchitan and Tehuan-
tep)ec Rivers, the estimate above named may be very
slightly insnfhcient.
When the line shall be built from Salina Cruz to Chqje-
qua, which I consider will be found a necessity within
ten years, the cost of its fifteen miles, and tunnels, and
extra expenditures on the harbor item, will be nearly
$1,000,000 additional.
General Rejiarks.
The harbors Avill unquestionably yield annual incomes
from tolls collectable under the Grant, and independent of
the revenue of the railroad, equal to a large interest on their
original cost, their maintenance and their future exten¬
sions ; therefore, they should be constructed in a substan¬
tial manner, and upon a scale adap)ted to an immense
ocean business, destined to seek this line of transit.
The traflic of the railroad will be prospectively so great
as to demand a double track ; therefore, tunnels and all
imj)ortant bridges should be built with reference to such
enlargement.
An exhibit of the local features of the Isthmus, descrip¬
tive of its j)opulation, soil, forests, products, climate and
health, although germane to the railroad question, I pass
over, by simply confirming, so far as my observation ex¬
tended, the very comp^rehensive comp3Ílation of facts pre¬
sented in the pamphlet of A. D. Anderson, Esq., and
published by your direction a few months since, with the
12
single further remark, that timber of best quality for all
railroad purposes is plentiful, and can be cheaply de¬
livered.
■ The work should now be prosecuted rvitli vigor and
simultaneously from the Pacific Coast—on the range—
from the Jaltepec, north arrd south—and from the present
working sorrth of Tierra Nueva, each of which points can
readily be approached and furnished with nierr and
supplies.
During the time I was able to remairr at Coatzacoalcos,
I examirretl the ten miles of road built arrd operated from
Coatzacc alccs to the Tierra Nrreva Eiver', and found it in
all respects first-class and perrnarrerrt. The bridge at
that river was being built arrd is rrow probably firrished.
I fourrd about three miles beyorrd the river graded and
three miles of heavy clay work aborrt half done, and
about five miles of clearing dorre beyorrd. The locating
engineers are far advarrced and grading has been com¬
menced as far as the forty mile station.
At the wdrarf is a large amount of steel rails, ties, timber
and general material, the rails being the unlaid portiorr of
the 10,COO tonsprrrchased ; 5,000 torrs of which have either
arrived or are en route.
Mr. Tyng, your General Marrager, explained the diffi¬
culty of obtaining the labor required sirrce yorrr order of
February, to "rush the wmrk," but now has arrange¬
ments for a full supply.
I regret that I was unable to corrfer with Mr. Van
Brocklin, who was engaged up the line.
In conclusion, I have to assrrre all parties irr irrterest,
that there is no physical obstacle to the corrrpletion of
the road and harbors withirr two years ; that there is no
rival enterprise or scheme projected and practicable which
will divert the busirress of the road into other channels,
and that I have no knowledge of any fact or contingency
which will imperil its success or their security.
Kespectfrdly,
W.ri. J. McAlpini;,
Consulting Engineer.