oS ee 
 
 
 
‘AOUAWNOD S.GTYOM AHL AO AULNAD AHL OAMdALNVOHAT—'AVATIVY dIHS OINVAOOMALNY AH, 
 
 doy poog fo'9 
 
 yj o°\ewawn &, 
 
 "ACN ‘S,a8uq “09 2 Ssorsag ‘suaqgngg 
 
 anvivaz/7 
 MING 
 
 ZN 
 
 A 
 UV NAISAS 
 
 ~\ 
 \% 
 
 iii 
 Q 
 
 Co*x, 
 y 2S nn 
 s GQ 
 Y VANIND MaN~“t 
 
 See HSIMGNVS 
 = 
 
 ——__ Soe 
 
 
 
 
 
 A . 
 a Yj Vy, 
 
 WHOA MIAN/ 
 
 eres Z ; \ 
 eae y) tj; { ae 
 ; : Ly hi ANWILYOd 
 
 bis 
 
 Ne , 
 
 
 
 
 
 
 
te Peper 
 
 INTEROCEANIC PROBLEM, 
 
 AND 
 
 Its Scientific Solution. 
 
 
 
 Ne DEH SS 
 
 BEFORE 
 
 The American Association for the. 
 Advancement of Science, 
 
 Bye 
 
 BiMeR lo. CORTHELL, 
 
 THIRTY-FOURTH MEETING, ANN ARBOR, MICHIGAN, 
 
 JS GGAGNS MMe Apes terete 
 
YRAREUE 
 SOV PRUELC YTIEKEVILY 
 RW wa 
 
 
 
 7 
 ; 0 
 
 * 
 
 ‘ 
 i 
 _ i 
 
 pls ; th TSS. : *, 
 
 : et Cok Pi ‘4 yee ae y . 
 LE ark ‘ RS be a are | 
 ir ee Ly uit i po eae tg a 2 ent bs i 
 
\ OR oS Vraig 
 
 THE INTEROCEANIC PROBLEM 
 
 AND ITS 
 
 SCIENTIFIC SSOLUTION. 
 
 Litre and 
 GENTLEMEN : 
 
 We come before you, representatives of the Advancement of 
 Science, to present one of the most important commercial and 
 scientific problems of this age. 
 
 The subject, however unworthily it may be treated by us, 1s full of 
 active interest to men representing all those sciences that have to 
 do with the advancement of m nkind. To geographers, biologists, 
 anthropologists, economist Ad Civil and mechanical engineers, this 
 subject, so importantly affeeting man in his agricultural, industrial, 
 commercial, social and political relations, is exceedingly attractive. 
 It must be a source of pride also to you, the direct descendants 
 and representatives of the science of the ages, to know that from 
 you and from those patient and able men of the past, have come 
 forth the means for overcoming an obstacle that turned Columbus 
 back from his search for the Indies and baffled Cortez in his efforts 
 to reach the Pacific and its long sought for islands and countries. 
 
 More than three centuries and a half have passed and with them 
 have not only come new and greater wants among mankind, but new 
 and greater resources and power. Our wants develop, but our 
 power develops also. Whatever necessity may arise in any age, 
 science always furnishes the means to supply it. 
 
 One of the greatest wants of ¢hzs age is a prompt, free and econ- 
 omical exchange of its productions, and the removal of the 
 obstructions to its industries and commerce. The railway, tele- 
 graph, ocean cable and the steamship have supplied wants, but have 
 
 pee}. 
 
6 
 
 created greater ones. No nation of the earth can now afford to be 
 a stranger to any other. Distance and time must be annihilated. 
 The improvement of the means of quick and economical communi- 
 cation is the study of the age. One barrier broken down, our efforts 
 need all the more to be expended on the next that stands in the way. 
 Some mountain range that stood unnoticed and even undiscovered in 
 all the ages, when the Red Man roamed over its slopes and through 
 its passes, becomes a most serious obstacle when the surveys of the 
 engineers place it in the projected pathway of the locomotive. 
 
 The obstacles to commerce one after another have disappeared. 
 The building of the iron ship and the invention of the propeller have 
 brought the two shores of the Atlantic within a week of each other. 
 The ocean cable has reduced the week to a moment. The network 
 of telegraph wires spread over the continents makes near neighbors 
 of far removed districts. The steel ribbons and the iron horse bind 
 together distant sections. The Suez Canal, cut through the marshes 
 of jthe/, Egyptian desert, from the Mediterranean to the Arabian 
 Gulf, has shortened the distance from England to Calcutta forty-five 
 hundred miles, revolutionized the carrying trade of the world and 
 made it possible for England to hold, civilize and develop all her 
 eastern possessions. In every direction civilization, through its 
 numerous improvements in transportation, shortens distance and 
 reduces the cost of moving the products of the world. 
 
 But, while all this wonderful advance is recorded, there lies here — 
 (see frontispiece) in the centre of the world, midway between the 
 far Pacific and Atlantic countries, with a broad ocean on either 
 hand, a continent extending nearly the whole distance from the 
 North to the South Pole, without a passage-way anywhere for ocean 
 or coastwise commerce. Brave men and able navigators, some of 
 whom have laid down their lives in the frozen seas, have for many 
 years, backed by the civilized governments of the world, sought in 
 vain for the Northwest Passage around this obstacle to commerce. 
 The only practicable opening between the east and the west lies 
 between Cape Horn and the southern pole. Stretched along the 
 western coast of this great continent from the extreme North to 
 the far South is an immense wall of rock, piled up by nature so 
 high that it forms an effectual barrier to the necessary economies 
 of the age. If in the northern part of this narrow neck of land, 
 that threadlike unites the great mass of the northern and southern 
 halves of the continent, Nature in her ancient convulsions had rent 
 the land asunder, mingled the seas and opened a capacious passage- 
 
7 
 
 way as at the Straits of Magellan or Gibraltar, we would not be 
 here to-day to state and discuss this important interoceanic problem. 
 She did not do this work for us, but provided a place the most 
 convenient for a passage-way, and there so arranged the harbors, 
 rivers, valleys, depressions between the mountains, the slopes of 
 the country and the constructive materials, that the advanced 
 science of this century might build a way over where she, with all 
 her creative forces, could not break a way through. 
 
 In order to fully appreciate the importance of promptly, effec- 
 tively and economically solving the Interoceanic problem, it is neces- 
 sary to study carefully the relations of the countries of the world to 
 each other; to obtain detailed information of the character and 
 volume of their productions, the routes by which they now move 
 and the demand that exists in one country for the agricultural, 
 manufactured or mineral products of other countries. It is neces- 
 sary to understand the peculiarity of the laws of trade in different 
 countries, We need information also about the character of the 
 races and the nations, their history, their methods of business, their 
 development or decadence—in fact the whole commercial, industrial 
 and political subject in all its various forms must be familiar to us. 
 With such information possessed there will certainly come to us 
 the belief—nay more, the conviction—that the importance of uniting 
 the Atlantic and Pacific oceans for commerce cannot be understated, 
 and that, if there is aught in Science to produce the grand result 
 desired, it should be called on for its best assistance and its latest 
 discoveries, in order that the correct principles and the most power- 
 ful appliances may be combined in a successful effort to overcome 
 the barrier. 
 
 Taking up a few only of the commercial reasons for this impor- 
 tant work, we call your attention, in the first place, to the fact that 
 although the northern part of the continent has been crossed by five 
 lines of railroad they cannot profitably transport many important 
 bulky products. The cereals and the valuable woods of the Pacific 
 coast cannot reach European markets by these trans-continental 
 routes; even the Panama Railroad, hardly fifty miles in length, can 
 not afford to do this work, so great is the expense of transshipment ; 
 in fact, the trans-continental railroads, over three thousand miles 
 in length, can carry goods with less cost than can the Panama 
 Railroad Route. The cereals, nearly 1,200,000 tons per annum, 
 still pursue their voyage of sixteen thousand miles, occupying from 
 four to five months, to reach the market of the world at Liverpool. 
 
8 
 
 The importance to our Pacific coast of shortening the distance for 
 this commerce alone will be seen by the following facts. It costs 
 only eight cents per day for labor to raise Indian wheat. England 
 has expended, and is still expending millions to irrigate this vast and 
 populous country. She is extending the railroad system to its most 
 remote districts in order to transport the wheat to the seaboard, 
 and she then brings it to her ports by the shortened route of the 
 Suez Canal. Still our Pacific States, with their admirable climate 
 and fertile soil, can compete successfully in the world’s markets if 
 we can shorten the route one-half, the time two months and rela- 
 tively reduce the cost of transportation. The valuable and in- 
 exhaustible woods of the Pacific will find a ready market on both 
 the Atlantic coasts if an all-water route can be obtained eight 
 thousand miles shorter than by Cape Horn. 
 
 The Isthmian barrier not only prevents the development of our 
 own Pacific coast, but obstructs and hampers the important com- 
 merce of the west coast of South America. The extensive and 
 valuable products of Colombia, Chili and Peru, must pass south- 
 ward around Cape Horn on a circuitous route to New York or 
 Liverpool. Again, in the interchange of our manufactured goods 
 for the raw materials of the Pacific coasts, Australasia and Polyne- 
 sia, we are debarred from these important markets by the same in- 
 surmountable obstacle. By the impetus given to the development 
 of the far Pacific countries by the opening of the Suez Canal, 
 their commerce has increased one hundred and fifty per cent. in the 
 last five years, and now amounts to nearly two billion dollars per 
 annum. Australia alone has a railway system six thousand miles in 
 length and a foreign commerce of about four hundred million dollars. 
 She imports from us a small quantity of nearly all of our manu- 
 factured articles, which find their way to that country by many 
 indirect and expensive routes, and generally in foreign ships. It is 
 interesting to note the routes by which many products move. Of 
 the tea shipped from Japan to New York about one-half, sixteen 
 million pounds, goes across the Pacific to San Francisco; is there 
 put aboard the cars and hauled across the continent ; the other half 
 goes down the Asiatic coast, through the Indian Ocean, Suez Canal, 
 the Mediterranean and across the Atlantic Ocean. On account of 
 our inability to reach Pacific ports, and the absence of our ships 
 there many of the goods shipped from Peruvian and other South 
 American ports to New York are sent to Liverpool on English ships, 
 and are thence re-shipped across the Atlantic. Of all the vast 
 commerce of the Pacific our country enjoys only four per cent. 
 
9 
 
 Forty-five millions of our people live east of the Rocky Moun- 
 
 tains. Here is found most of the manufactures. Whese WAL 
 
 products amount annually to the enormous total of over five 
 billion dollars ( $5,000,000,000 } in value. Not being able to reach 
 economically or promptly the countries that have need of these 
 manufactured articles, we export but fwo per cent. of them, 
 and must yield to those countries of Europe who manufacture 
 them at less cost and are much nearer to the markets. Special 
 attention is here called to the unfortunate position of the 
 Mississippi Valley and its seaports on the Gulf; with only eight 
 hundred miles between them and the Pacific, they cannot reach 
 it except by a voyage around Cape Horn, which absolutely prevents 
 the interchange of business. Our whole eastern and southern coast 
 can send its products Zastward, but to the Westward is an impassa- 
 ble barrier, and Westward are six hundred million people just now 
 openi 4 eir rich treasures to civilization and commerce. The dwell- 
 ers on Wést coast of South America, Mexico and our own Pacific 
 Bet-Although seemingly our nearest neighbors, are practically re- 
 moved farther from us than the East Indies are by way of the Suez 
 Canal. 
 
 The over-sea commerce of the globe is now upwards of four- 
 teen billion dollars, and is increasing at the rate of seventy-five 
 per cent. every decade; so that, if ten years ago it was important to 
 solve the Isthmian problem, it is more important to-day, and 
 will be still more so ten years hence. Had we time and space 
 we could bring forward a mass of evidence in detail that would 
 prove the absolute necessity of a passage-way through or over 
 the narrow neck of land separating the two great oceans. For 
 nearly four centuries this important subject has been before the 
 world with continually increasing interest 
 
 A volume septs be written giving the history of the attempts of 
 governments, eerntt ud fndividuals to find a passage-way for 
 commerce across thé American Isthmus. England, France, Spain, 
 Portugal, The Netherlands and the United States, as Governments, 
 have from time to time interested themselves in explorations of the 
 country. Beginning at the Southern extremity, surveys have been 
 made by the following persons: Galva of Portugal in 1550; Galestro 
 of Spain in 1780; Humboldt, Garella Trautwine, Kennish, Mitchler, 
 Craven, Strain, Collins, Selfridge, Wyse, Reclus, Childs, Hatfield, 
 Lull, McFarland, Menocal, Moro, Barnard, Williams, Shufeldt, 
 Garay and Van Brocklin. The records of their surveys are on file 
 
 \ 
 
 
 
 
 VA 
 
10 
 
 - with the governments, companies or ‘individuals by whom they 
 were employed. Statesmen, economists, commercial men and en- 
 gineers have always taken adeep interest in the subject : Of ourown 
 statesmen Jackson, Webster, Buchanan, Fillmore, Cass, Grant and 
 Arthur were especially active in urging interoceanic communi- 
 cation. The statesmen of Mexico, from Cortez to General Diaz, 
 have been urgent for it, and the same may be said of the statesmen 
 of the smaller states of the Isthmus. In plain and forcible language, 
 General Grant said in 1881, in-the Worth American Review : 
 
 “The States of North and South America, lying along the 
 Pacific, furnish in large abundance those commodities which 
 are constantly needed in the markets of almost every country 
 of Europe. Of guano and nitre the trade is immense. From 
 the ports of Chili, nearly four hundred thousand tons of 
 freight are shipped eastward annually. More than one 
 million tons of grain are shipped each year from the Pacific States 
 and Territories. There is no doubt that more than 4,000,000 
 tons of merchandise find their way from the east and require 
 water communication, in order that they may be shipped econo- 
 mically and profitably, and this is merchandise to which railway 
 transportation across the continent is wholly inapplicable.” 
 
 In a message to Congress last year, President Arthur thus 
 earnestly presented the salient points of this important subject : 
 
 “While the enterprise of our citizens has responded to the duty 
 “of creating means of speedy transit by rail between the two oceans, 
 “these great achievements are inadequate to supply a most important 
 ‘requisite of national union and prosperity. For all maritime pur- 
 “poses, the States upon the Pacific are more distant from those upon 
 “the Atlantic than if separated by either ocean alone. Europe and 
 ‘* Africa are nearer New York, and Asia is nearer to California than 
 “are these two great States to each other by sea. Weeks of steam 
 ‘“‘ voyage, or months under sail, are consumed in the passage round the 
 ‘“‘ Horn, with the disadvantage of traversing tempestuous waters or risk- 
 ‘“‘ing the navigation of the Straits of Magellan. <A nation like ours 
 ‘‘ cannot rest satisfied with such aseparation of its mutually dependent 
 “members. We possess an ocean border of considerably over ten 
 “thousand miles on the Atlantic and Gulf of Mexico, and, including 
 ‘““ Alaska, of some ten thousand miles on the Pacific. Within a gen- 
 ‘eration the western coast has developed into an empire,with a large 
 ‘and rapidly growing population, with vast but partially developed 
 
li 
 
 “resources. At the present rate of increase, the end of the century 
 “will see us a commonwealth of, perhaps, nearly a hundred million 
 “inhabitants, of which the west should have a considerable larger and 
 ‘richer proportion than now. if : i 
 
 “ The relation of these American countries” (Pacific Coast of South 
 ‘“America,) ‘to the United States is that of a natural market from 
 “which the want of direct communication has hitherto practically ex- 
 “cluded us. By piercing the Isthmus the heretofore insuperable 
 “obstacles of time, sea, and distance disappear, and our vessels and 
 ‘“ productions will enter upon the world’s competitive field, with a de- 
 ~ cided advantage of which they will avail themselves. * * * 
 
 “It will bring European grain markets of demand within easy 
 distance of our Pacific, and will give to the manufacturers on the At- 
 “lantic seaboard economical access to the cities of China, thus break- 
 ‘ing down the barrier which separates the principal manufacturing 
 “centres of the United States from the markets of the vast population 
 “of Asia, and placing the Eastern States of the Union for all pur- 
 ‘poses of trade, midway between Europe and Asia.” 
 
 Without giving the detailed results of the many surveys and ex- 
 aminations that have been made of the American Isthmus, it may 
 be said that the various routes have been resolved into three, viz: 
 Panama, Nicaragua and Tehuantepec. The length of the Isthmus 
 from Tehuantepec to Panama is about twelve hundred statute miles, 
 or equal to the distance between New York and the Florida Straits. 
 The Isthmus varies in height and width, now rising to a great alti- 
 tude and now sinking into low depressions. At Panama itis scarcely 
 fifty miles wide, at another point only thirty-one miles, at Nica- 
 ragua, following the natural depression, one hundred and eighty-six 
 miles and at Tehuantepec one hundred and thirty-four miles, be- 
 tween navigable waters. At the Southern extremity of the Isthmus, 
 there exists, on either side, a region of calms and baffling winds 
 termed “ Doldrums.” This is caused partly by the peculiar config- 
 uration of the West India Islands, which present an almost continu- 
 ous barrier on the east of the Caribbean Sea, and partly by the 
 mountain ranges of the Isthmus, which offer a still more formidable 
 barrier to the passage of the north-east trades, throwing them high 
 into the upper regions of the atmosphere and extending the calms 
 far out into the Pacific Ocean, on the parallel of Panama. This 
 whole region is shunned by navigators of sailing vessels, who often 
 run a thousand miles out of the way to do so. The nautical con- 
 ditions that exist at the Northern part of the Isthmus near Tehuan-. 
 
12 
 
 tepec are much different, and much more favorable to sailing vessels. 
 
 _ Lieut. Maury, famous as an authority in geography and navigation, 
 stated that should a convulsion of nature rend asunder the Darien 
 Isthmus, no sailing ship would use the strait thus formed, but in ref- 
 erence to the conditions existing in the northern part of the Isthmus 
 his eloquent statement is well worth giving : 
 
 “From the Gulf of Mexico, the great commercial markets of the 
 world are down-hiil. A vessel bound from that gulf to Europe, 
 places herself in the current of the Gulf Stream and drifts along 
 with it at the rate, for part of the way, of eighty or one hundred 
 miles aday. * EB A And when there shall be estab- 
 lished a commercial thoroughfare across the Isthmus, the trade — 
 winds of the Pacific will place China, India, New Holland, and all 
 the islands of that ocean down-hill from this sea of ours. In that 
 case, Europe must pass by our very doors on the great highway to 
 ““the markets both of the East and West Indies. This beautiful 
 Mesopotamian sea is in a position tO occupy the summit level of 
 navigation, and to become the great commercial receptacle of the 
 world. Our rivers run into it, and float down with their currents 
 the surplus articles of merchandise that are produced upon their 
 banks. Arrived with them upon the bosom of this grand marine 
 basin, there are the currents of the sea and the winds of heaven, 
 so arranged by nature that they drift it and waft it down-hill and 
 ‘““ down stream to the great market-places of the world.” 
 
 “ec 
 
 Commodore Shufeldt said in 1871, in an official report of his 
 survey of the Isthmus of Tehuantepec, “each isthmus rises into 
 “importance as it lies nearer to the centre of American commercial 
 “interests; any intrinsic value of this eminently national work 
 “ought to be based upon the inverse ratio of the distance from that 
 “centre.” An all-water route by way of Tehuantepec connects the 
 east and west coast lines of the United States and Mexico, and ren- 
 ders our own territory circumnavigable, as it were. 
 
 Lying nearly ten degrees north of Panama, the climate at 
 Tehuantepec is much more healthy and the heat less intense. In 
 reference to the commercial advantage of this northern route, it 
 needs no argument to prove that that route is the shortest, and, other 
 things being equal, the best which les nearest the axial line of pro- 
 ductions, population and business, which approximately may be 
 estimated to pass through Hong Kong, San Francisco, New York 
 and Liverpool. ‘The Tehuantepec route is shorter than the Panama 
 
13 
 
 by from seven hundred to twenty-two hundred miles, depending 
 upon the ports to be connected. In general, the advantages of this 
 northern route are, favorable winds, a healthy climate, great saving 
 in distance, good harbors, a location in a strong neighboring repub- 
 lic, and not in an insurrectionary country with an unstable govern- 
 ment, a defensible route and a country well adapted for what we 
 consider to be the proper method for interoceanic transit, viz.: by 
 a Ship Railway. 
 
 The great importance to this country to possess a route advan- 
 tageous to sailing vessels, will be seen from the fact that there are, 
 sailing under the American flag, six thousand two hundred and four- 
 teen sailing vessels engaged in over-sea commerce, and only four 
 hundred and twenty-two steamships. We can build wooden sailing 
 ships cheaper than any other nation; the cost is about fifty dollars 
 per registered ton, whereas in England it is seventy-five dollars, but 
 England can build iron ships for fifty-five dollars per ton, whereas 
 the cost in this country is seventy-five dollars. The interoceanic 
 route that would prohibit sailing vessels would drive our commerce 
 from the seas. 
 
 The preceding brief sketch gives the general conditions of the 
 problem before us, geographical, commercial, industrial and politi- 
 cal. The scientific solution of the problem is that one which most 
 nearly satisfies these conditions, is most closely in accord with the 
 science of this age, gives a method adequate, not only for the 
 commerce of this, but the coming centuries, is best adapted to 
 the country to be traversed, most economical in construction, main- 
 tenance and operation and is the most prompt in despatching vessels 
 from ocean to ocean. 
 
 We propose, now, to describe and explain what we believe to be 
 this scientific solution. We will attempt to show that the method 
 by ship railway is far better than any other and is most nearly in 
 accord with the scientific tendencies and developments of this last 
 quarter of the nineteenth century, and is far more capable than any 
 other method of meeting the wants of the coming ages. The fol- 
 lowing description, supplemented by the stereoscopic views of the 
 plans and by the plates which accompany this address, will, we 
 think, prove the practicability and the economy of the ship railway. 
 
 The ship railway involves no new principle, but the application on 
 a large scale of the principles and appliances that are well-known 
 among scientific and practical men. The hauling of vessels and of 
 boats overland is no new thing. It has been done in various coun- 
 
14 
 
 tries and at different times in all parts of the civilized world, from 
 four hundred years before Christ, when the Athenians transported 
 their immense triremes of about one hundred and fifty tons weight, 
 over the Isthmus of Corinth, to this day, when large ships are hauled 
 out of the water on marine railways, or lifted on hydraulic docks 
 and then hauled ashore. We simply utilize for a great work what 
 science has taught and developed during the last twenty-three 
 hundred years. 
 
 Twenty-five miles from the Gulf, at Minatitlan, in the broad, deep 
 river Coatzacoalcos, a basin will be excavated to admit the vessels to 
 the lifting dock, which will be made of steel plates with substantial 
 bulkheads in each direction, and will be about four hundred and 
 fifty feet long, seventy-five feet wide, and from twelve to fifteen feet 
 deep, and capable of raising vessels of from six to seven thousand 
 tons weight. One of the objections that is continually urged against 
 lifting loaded vessels is the fact that they would bring upon the 
 carriage, or car, unequal weights. One of the special designs of the 
 dock is an appliance for equalizing the weight of the vessel 
 and distributing it perfectly. over the whole area of the 
 carriage which tranports it. This distribution of weight 
 is effected by a system of hydraulic rams or presses. 
 These rams are situated on a deck placed about six feet below the 
 upper deck of the lifting dock, or pontoon. They are arranged so that 
 there will be the same area of pressure on every cross line. These 
 cross lines are spaced six feet and seven inches apart, and the 
 number in each line corresponds to its position under the vessel ; 
 those under the midship section of the vessel having seven rams ; 
 those nearer the bow or stern five and then three rams; while under 
 the bow or stern the whole supporting area is concentrated into one 
 ram, These rams are also arranged in seven longitudinal lines: 
 one, composed of the most powerful rams, under the keel and 
 one on each side under the bottom, bilges and sides of the 
 vessel. These rams, one hundred and thirty to one hundred and 
 fifty in number, are all connected together by pressure pipes, and 
 the whole system is actuated by steam pressure pumps, which are 
 placed on the top of towers that are connected with the pontoon and 
 move with it, and are not submerged when the pontoon goes into 
 the water. These rams have a range of movement of seven or eight 
 feet, which permits them to take the shape of the vessel, whatever 
 its model may be. ‘The carriage transporting the vessel is supplied 
 with corresponding supports, so placed in the carriage that they 
 
15 
 
 can be brought directly over the rams in the pontoon, ‘The 
 carriage has a continuous keel-block running from one end to the 
 other. The other supports are provided at the upper end with a 
 broad surface hinged with a universal joint so as to take the shape 
 of the vessel. These supports, as well as those under the con- 
 tinuous keel block, move freely in the girders of the carriage 
 and project below them when the carriage is in position on the pon- 
 toon. The principal strength of the carriage is in its cross girders, 
 the short longitudinal girders connecting them being intended only 
 to transfer the weight to the wheels. In order to raise the vessel the 
 carriage is run upon the pontoon, which is provided with six rails, 
 and is locked in position so as to bring the supports directly 
 over the rams. The water is then let into the dock and it sinks 
 to the foundations in the bottom of the basin, or to a sufficient depth 
 to allow the vessel to be floated in over it without interfering 
 with the supports of the carriage. The water is then pumped out of 
 the pontoon by means of powerful centrifugal pumps, and it rises up 
 under the vessel. Just before coming into contact with it, the pres- 
 sure pump is set at work, and the rams rise up under the keel block 
 and the other supports, bringing them up to the hull of the vessel. 
 As the pontoon continues to rise, bringing the vessel with it, and 
 continually increasing the weight upon the supports, the rams, on 
 which these supports rest, equalize the weight and distribute it in 
 such a manner that when the vessel is entirely out of the water and 
 its weight rests upon the rams altogether, they bear it equally from 
 stem to stern and from side to side, which must necessarily result 
 from the peculiar arrangement of the areas of the rams, previously 
 described. A thread is cut in the supports, in which moves an ad- 
 justing nut, or hand-wheel, which is run down to a bearing on the 
 upper plate of the cross girders. When this work has been per- 
 formed, the valve of the pressure pump is opened and the water is 
 allowed toescape from under the rams, when they recede downward 
 into the pontoon, leaving the vessel supported on the carriage exactly 
 as it was supported on the rams. 
 
 In order to compel the pontoon, as it is raised or lowered, to move 
 in a perfectly horizontal plane, hydraulic governors are attached 
 to the corners of the pontoon and the outside dock ; the mechanism 
 of these governors being as follows: An upright cylinder on each 
 corner of the outside dock is connected by a pipe with an inverted 
 cylinder on the opposite diagonal corner. Attached to each corner 
 of the pontoon are two plungers, which move in the cylinders ; one 
 
16 
 
 of these plungers being upright and the other inverted. The 
 cylinders and the pipes are filled solid with water. When the vessel 
 is being raised out of the water a greater weight may be brought 
 upon one end of the pontoon than upon the other, as it would be 
 impossible to bring the vessel in so that its centre of gravity would 
 be exactly over the centre of the pontoon. The effect would be 
 that one end of the pontoon would not be able to rise as 
 rapidly as the other end; this would cause the pontoon in its 
 movement to bind upon the guiding cylinders, upon which it moves, 
 and thus prevent its further movement. One-half the preponder- 
 ance of weight is suspended on one plunger and one-half upon the 
 other at the heavy end; this brings a pressure upon the water in 
 the cylinders which immediately reacts through the pipes in the 
 top of cylinders at the diagonal corners, and exerts the same 
 amount of downward pressure upon the plungers in those cylinders. 
 This compels the pontoon to rise and fall perfectly level. These 
 governors also serve another valuable purpose, and that is to 
 determine by a pressure gauge what the preponderance of weight 
 is. If the gauge should show it to be more than it is possible to 
 equalize upon the carriage, it would be necessary to lower the pon- 
 toon, and re-adjust the position of the vessel over it. ‘The time re- 
 quired to lift the maximum sized vessel is from fifteen to twenty 
 minutes. It is practicable to perform the whole work of bringing 
 the vessel in, raising it, and adjusting the supports ready for trans- 
 portation on the railway, in thirty minutes time. 
 
 The road bed will be constructed of the best materials which can 
 be found. It will be about fifty feet in width. There will be under 
 the ties two feet of broken stone ballast; these ties will be about 
 forty feet in length, formed of steel plates on which will rest the steel 
 rails, whose weight will be from one hundred to one hundred and 
 twenty pounds to the lineal yard. In other words, a perfect marine 
 railway will be constructed from one terminus to the other which 
 will be abundantly able to hold up the heaviest weight that may be 
 placed upon it. It will readily be seen that the distribution of 
 weight, by the system of rams, not only allows us to bring a uniform 
 weight over each wheel, and one that it is abundantly able to sus- 
 tain, but also distributes the weight over a large area on the road- 
 bed, and thus prevents a concentrated weight being brought upon 
 any part of it. The maximum load to be transported will not bring 
 upon any one wheel more than eight and one-half or nine tons. 
 These wheels will be tested, when manufactured, to twenty tons. 
 
1% 
 
 There will be over each wheel a powerful spring, which will also be 
 tested to twenty tons, and will have a movement of six or seven 
 inches,:so that when the greatest load is upon it, it will not be 
 closed within three or four inches. ‘This gives an elastic bearing for 
 the vessel and carriage. If there should be any irregularity in the 
 track, these springs will serve to take it up, without bringing any 
 undue weight upon the wheels. 
 
 The vessels will be hauled across the Isthmus by powerful loco- 
 motives. The engines, such as have been built recently by the 
 Baldwin Locomotive Works for the Dom Pedro Railway in Brazil, 
 would do the work. The company who built them guarantee that 
 three such engines weighing, ready for service, two hundred and 
 twenty-four thousand pounds each, will haul the maximum sized 
 vessel at the rate of fifteen miles an hour, if necessary, on grades 
 
 ZOup to ferty feet to the mile. A system of adhesion and rack-rail 
 combined, has been recently put into practice on a railway in 
 the Hartz mountains, which it is claimed has double the power 
 of the ordinary locomotive hauling by adhesion alone ; experimental 
 tests, with a fifty-four ton engine, built on this principle, showed 
 that a train of two hundred and fifty tons weight could be hauled 
 at twenty miles an hour on a stx per cent. grade; could be stopped 
 on that grade, and backed, and hauled ahead again without any 
 difficulty. The grades to be overcome at the Isthmus of Tehuan- 
 tepec are very light. The larger part of the distance is practically 
 level ; there is one grade twelve miles in length, of one per cent. 
 
 The railway traverses a succession of valleys. In the hilly 
 part of the Isthmus, in order to save heavy construction work, it 
 is necessary to make abrupt changes of direction, as it would be 
 impracticable to move a rigid carriage of such great length with a 
 vessel upon it, around asharp curve. These changes of direction, five 
 in number, are made by floating turn-tables. These are simply great 
 pontoons or floating docks, which are placed in a segmental basin 
 of masonry or concrete. When the vessel is drawn upon the pon- 
 toon the latter rests solidly upon the circular bearers in the bottom 
 of the basin; stability being given to it by the weight of water in it. 
 In order to turn the pontoon to the new direction required, the water 
 is pumped out of it sufficiently to just raise it from the foundations 
 on which it rests. It is then, while floating, turned about a central 
 pivot; although the weight does not rest upon the pivot, but entirely 
 upon the water. When the pontoon is revolved so that the rails 
 upon it coincide with the rails of the railway, in the new direction, 
 
18 
 
 the water is admitted to the pontoon and it rests again upon the 
 circular bearers. The vessel is then hauled off the pontoon upon 
 the railway. 
 
 These turn-tables will be utilized for passing points, or sidings—so 
 that while the railway is virtually a single track road, vessels may 
 meet and pass each other. By laying radial tracks from these 
 basins, vessels can be run out, as on marine railways for cleaning, 
 painting and repairing. About $1000 will thus be saved to the vessel 
 over the cost of docking in ports. 
 
 The admissible lateral motion in the journals and on the treads 
 of the wheels is sufficient to make a curve of 20 miles radius 
 perfectly practicable. The curves laid down on the location of the 
 railway are from 20 to 53 miles. By these curves advantage is 
 taken of the general lines of the country, and serious obstacles are 
 avoided. 
 
 A vertical curve at the changes of grade, of about the same 
 radius, is admissible by utilizing the movement of the springs and 
 the elasticity which the carriage and its burden have in a longitudi- 
 nal direction. 
 
 It is expected that the practicable speed will average eight or ten 
 miles an hour, and it is intended to so construct the whole work, 
 road bed, rolling stock and other appliances as to make this speed 
 perfectly safe. The whole distance is one hundred and thirty-four 
 miles, and it is estimated that eighteen or twenty hours is amply 
 sufficient to transfer the vessel from one ocean to the other. 
 
 In laying out and constructing the roadbed, the possible future 
 enlargement necessary for larger vessels, wider carriages and greater 
 traffic will be provided for by building the foundations sufficiently 
 wide to permit double tracking the railway. The docks at the 
 ‘termini can also be duplicated, when commerce demands it. 
 
 There are, on either side of the Isthmus, natural harbors, which 
 with comparatively inexpensive improvements, can be made ample 
 for the accommodation of the business. The surveys of the Isth- 
 mus, which have been very extensive and detailed, embracing all 
 the information necessary for a reliable estimate, show that suitable 
 materials are conveniently at hand for constructing the work ; and 
 that the total cost, including the improvements of the harbors, the 
 mechanical appliances, rolling stock and a full equipment of every- 
 thing necessary for operating the railway will not be over fifty mil- 
 lion dollars in cash, 
 
 It is impossible in a brief address to give all the details that may 
 
19 
 
 YO 
 fA 
 
 MF 
 
 be necessary tolgive a complete exposition of the mechanical appli- 
 ances to be used in the ship railway, but as the subject has been 
 fully considered by a large number of prominent scientific and prac- 
 tical experts, their opinions will serve to give corroborative proof of 
 the practicability of the plans. Brief extracts only can here be 
 given from, in many cases, lengthy opinions furnished by these 
 experts. 
 
 Sir Edward J. Reed, for many years chief constructor of the 
 British Navy, who has given the matter much study, states: “I 
 affirm that the general structural strains which are likely to be 
 brought upon a ship by lifting and transporting her, presuming, of 
 course, that reasonable skill and care are applied to these processes, 
 are inferior, much inferior to those strains to which every ocean- 
 going ship is continually liable at sea. * * * As regards the 
 comparative economy of transporting a ship’s cargo by canal or 
 railway, I am inclined to believe that the railway would prove the 
 more economical of the two. * * * JI have, therefore, no words 
 but those of encouragement for a ship-railway, regarded from my 
 point of view as a ship-builder, accustomed for a life time (which 
 is getting now to be a long one) to the designing, building, repairing 
 and docking of both wood and iron ships.” 
 
 Mr. Nathaniel Barnaby, present chief constructor of the British 
 Navy says: “I note, therefore, the question you wish to put to me, 
 which is: ‘do I think the problem insoluble of constructing a car on 
 which a fully loaded ship can be safely transported over such a rail- 
 way as could be built through a tolerably level country?’ In reply 
 to this, I say not only that it is soluble, but that the solution is, in 
 my opinion, fairly indicated in your plans as laid before the com- 
 mittee on Inter-Oceanic Canals and shown to me. Ships which 
 would be strained by ordinary docking would be liable to be strained 
 also when suspended on a car not specially designed for their crazy 
 condition ; but such ships would be still more strained in their 
 ordinary sea passages.” 
 
 Mr. William John, recently scientific adviser of Lloyd’s Register, 
 and Mr. Martell, present adviser of Lloyd’s, have both given un- 
 equivocally a favorable opinion of the ship railway. 
 
 Mr. George Fosbury Lyster, Engineer-in-chief, Liverpool Docks, 
 states: ‘‘I have now been able to give the whole matter, as far as 
 its engineering features are concerned, very careful consideration, 
 and have concluded that if the permanent way, cradle arrangements, 
 
20 
 
 and general details are carried out in the ingenious and substantial 
 manner you described, there will, in my judgment, be little or no 
 difficulty in transporting properly constructed ships from sea to sea 
 with entire convenience and safety.” 
 
 Mr. John Fowler, who, as consulting engineer of the Egyptian 
 government, projected a ship railway for the first cataract of the 
 Nile, states: “After a very careful investigation of the alternative 
 plans of canal and ship railway on the spot, I decided in favor 
 of the railway; having satisfied myself that there was no mechanical 
 difficulty in carrying ships Of any size, without injury to themselves, 
 on a properly designed car or cradle over a solidly constructed 
 railway.”’ 
 
 Mr. E. Leader Williams, Chief Engineer Manchester Ship Canal, 
 and Chief Engineer of the Trent and Mersey Canal, and originator 
 of the celebrated Anderton Hydraulic Canal Lift, states: “I believe 
 that your ship railway only requires carrying out into execution to 
 prove most successful in every way.” 
 
 Messrs. Clark and Standfield—Mr. Edwin Clark having been the 
 chief assistant of Robert Stephenson in the building of the cele- 
 brated tubular bridge over the Menai Straits, and who introduced 
 the hydraulic vertical lift system at the Victoria Docks, Malta and 
 Bombay, say: “ We apprehend no difficulty in perfecting the neces- 
 sary details of the plans, so as to insure the safe transportation of the 
 largest loaded ships on the railway cars with absolute safety.” 
 
 Emerson, Murgatroyd & Co., who, as contractors, built the 
 hydraulic docks at Malta and Bombay, and the Anderton lift, say : 
 “We have no hesitation in guaranteeing the lifting of a fully loaded 
 ship or steamer of 8,000 or 10,000 tons’ weight on a railway car from 
 the sea or harbor level to that of your permanent way in 30 minutes, 
 with absolute safety to the ship and the works where the lift is not 
 over 50 feet vertically. We will undertake to construct all the plans 
 and works necessary to do this at each end of your line, and com- 
 plete everything ready for attaching the locomotive to the car on 
 which the ship is to be lifted and transported; this car, or any 
 number of them, we will furnish also.” 
 
 Mr. William Pearce, sole proprietor of John Elder & Company’s 
 works, Govan, Glasgow, and who built the Arizona, Elbe, Alaska 
 and Etruria, and others of the finest steamers afloat, says: 
 
 ‘““T am of opinion from what I know of the working of iron float- 
 
21 
 
 ing docks that I have designed and built, that iron steamers of 4,000 
 to 5,000 tons displacement may be docked, loaded, without any 
 injury whatever. It is also my opinion that a ship railway for 
 vessels of this size may be constructed and worked successfully, 
 provided the land is solid and the line moderately level.” 
 
 Mr. B. Baker, one of the ablest engineers of England, and at 
 present chief engineer of the great bridge now being constructed at 
 the Firth of Forth, states : 
 
 “The general laws affecting the strength of materials apply to iron 
 and steel ships as to other metallic structures, and in order to show 
 that any of the above injuries could result, I have satisfied myself, 
 by long and careful investigation, it is first necessary to assume 
 either criminal negligence or a singularly badly designed car. In 
 other words, apart from all practical experience in dry docks and 
 elsewhere, it can be theoretically demonstrated that a vessel which 
 would not break up at sea in an ordinary gale, would not be injured 
 by transport in a well-constructed car, on a suitably formed rail- 
 way.” 
 
 Professor Francis Elgar, Fellow of the Royal School of Naval 
 Architecture, and until recently general manager of Earle’s Ship 
 Building and Engineering Company, and a naval architect of 
 recognized ability, states : 
 
 “As to transporting a loaded vessel by railway over a tolerably 
 level country, I see no reason to prevent rails being laid and a 
 cradle constructed to run upon it that will carry a loaded ship at a 
 moderate speed through the country without risk of injury. The 
 cradle will require to be arranged so that the bottom of the ship 
 shall receive continuous support over as much of its surface as 
 possible, and it should be practicable to do this so that any straining 
 caused by this railway transport will not exceed that met with by 
 ships under the other conditions of their employment’”’ 
 
 There are also strong favorable opinions to be found on this side 
 of the water, from men of acknowledged scientific and practicable 
 ability and experience. The late Edward Hartt, United States Naval 
 Constructor, states: 
 
 “With a substantial road-bed for your railway, on the easy grades 
 across Tehuantepec, which, I understand, do not exceed one or two 
 feet in the hundred, there can be no mechanical difficulty in the way 
 of transporting loaded ships by railroad with entire safety to the 
 vessel, whether they be built of wood or iron. The ship railway 
 
22 
 
 plan possesses the advantage of more rapid transit for the vessels, 
 and its capacity could easily be increased to meet the future wants 
 of commerce.” 
 
 Mr. H. L. Fernald, Naval Constructor, U. S. N., states; 
 
 “Having carefully examined the plans and caper pertaining, “to 
 your proposed ship railway across the Isthmus of Téhuantepec, I do 
 not hesitate to say that in my judgment there will be no difficulty 
 whatever in transporting, in the manner you propose, any properly 
 built vessel with absolute safety.” 
 
 Gen. Q. A. Gillmore, U. S. Army, states : 
 
 “In my judgment the construction of a ship railway across the 
 Mexican Isthmus, in general accordance with your plan, is not only 
 feasible as an engineering problem, but the successful maintenance 
 and operation of such a road is entirely practicable as a business 
 enterprise.” 
 
 Col. Henry Flad, C. E., and well known from his connection as 
 chief assistant in the construction of the St. Louis bridge and other 
 important works, states : 
 
 “First. That the first cost of the construction of a ship railroad 
 will not be one-fourth of that of a ship canal. 
 
 “Second. That a ship railroad can be constructed in probably 
 one-third of the time required to construct a canal. 
 
 “Third. That ships can be transported on such a railroad with 
 absolute safety, and with the same dispatch as through a canal. 
 
 “Fourth. Tha} the cost of maintenance will be less for a railroad 
 than forthe canal’ "re = 
 “Fifth. That the ship railroad will, therefore, offer a safer and 
 
 better investment for capital.” 
 
 Commodore R. W. Shufeldt, U.S. N., states: 
 “T forward to you with great pleasure, an extract of a letter from 
 Commodore Farquhar, commanding United States ship ‘ Quinne- 
 
 baug,’ at present at es Egypt. 
 % x * ** % 
 
 ‘““*T am of the opinion aap ae dee possesses the best route 
 for transit. I do not see why a railroad capable of carrying a ship 
 could not be built, and why the long slopes of our route should not 
 be best. 
 
 “*The fact of a harbor twenty-five miles long, on the Atlantic 
 side, is of the utmost importance, more so than the one on the 
 Pacific shore, because that is almost always a weather shore in that 
 latitude.’ 
 
 “I send you the extract as a disinterested opinion of an accom- 
 
23 
 
 plished naval officer, not only as to the advantages of the route of 
 Tehuantepec, but as to the practicability of a ship railway across 
 the Isthmus.” 
 
 Gen. G. T. Beauregard states : 
 
 “T feel no hesitancy in saying, that I see no difficulty in construct- 
 ing a railway strong enough to carry out the object referred to. It 
 - is only a question of the strength of the cradle to hold the ship, and 
 the division of weight on a sufficient number of rails and wheels, 
 which can certainly be accomplished by any engineér of ability and 
 ingenuity. As to the danger a loaded ship would incur in being 
 transported on a smooth and well-built railway, it is all imaginary.” 
 
 H. D. Whitcomb, C. E., formerly member of the commission which 
 decided in favor of the jetties at the mouth of the Mississippi river, 
 and an engineer of recognized ability, states : 
 
 “Why should not your ship railway be practicable? Ships have 
 been hauled on marine railways for I know not how many years, 
 and the hauling of larger ships a longer distance is only a develop- 
 ment or expansion of this practice, as the steel roadway worked by 
 locomotives is the development of the tramway, or the old incline 
 worked by stationary power. The idea is worthy of the age, and to 
 make it a success you have simply to improve and expand the 
 details of the old marine railway and make it more perfect.” 
 
 Very decided and favorable opinions have also been given in 
 writing by Gen. Wm. Sooy Smith, C. E., Col. C. Shaler Smith, 
 C. E., B. M. Harrod, C. E.. Prof. E. A. Fuertes of Cornell Univer- 
 sity, who under Com. Shufeldt made the survey of the Tehuan- 
 tepec Isthmus for a canal. Many other experts of acknowledged 
 ability, have given their approval of the ship railway method, and 
 their belief in its entire practicability. We wish to add to the above 
 the following letters recently received, one from Capt. A. K. Miller, 
 agent of the Inman Steamship Company, at New Orleans, and well 
 known in that section of the country as a practical expert, and one 
 also from Mr. Epes Sargent, which speaks for itself. 
 
 “A. K. Miller & Co., Ship and Steamship Agents, 
 “37 Carondelet Street, New Orleans, June 18, 1885, 
 “E, L. Corthell, Esq., 34 Nassau Street, New York. 
 
 “ Dear Sir :—I am in receipt of your esteemed letter of the 15th 
 inst., and am much pleased to note you are quite well, and trust 
 your enterprise will meet that support which it so justly deserves. 
 
 ‘“‘In this connection, permit me to make some observations regard- 
 
24 
 
 ing your railway project for the transportation of ships across the 
 Isthmus. 
 
 “As a practical seaman and commander of ships for many years, 
 during which time I have had the occasion to raise and repair large 
 ships in different styles of docks, marine railways, etc., I had formed 
 or rather had come to the conclusion that to raise a loaded ship in 
 the manner proposed by Capt. Eads, and to transport her as sug- 
 gested, would subject the ship to such strain that it would be 
 simply impracticable, and could not succeed. 
 
 ‘“While your ship railway model was on exhibition at this city, I 
 visited it on several occasions, and after a thorough examination 
 of the manner of raising, application of rams and distribution of 
 lifting power, I have but one opinion regarding the question—which 
 is, that ships of the largest class, loaded with full cargoes can be 
 safely lifted, and transported in the manner proposed without sub- 
 jecting them to any more strain than they would undergo during a 
 sea passage, and in fact much less fatigue than they would encounter 
 during gales of wind such as ships are at times subjected to in all 
 oceans of the world. I trust you will be enabled to push your work 
 to a speedy and successful issue. Your ship railway would largely 
 develop trade in this quarter of the globe, and would also increase 
 shipments and traffic from the Pacific coast. 
 
 “Very truly yours, A. K, MILLER.” 
 
 “Washington, June 25, 1885. 
 Esl Cotthell (iss 
 
 “Dear Sir :—Your letter of the 15th inst. came duly to hand. 
 Sickness and excess of business must be my excuse for delay in 
 answering. 
 
 “In reply to your questions, I would state that I was Manager and 
 Superintendent of the Marine Railway at Nassau, N. P., Bahamas, 
 for ten years, and during that time—as near as I can remember—I 
 hauled out and repaired between 800 and 900 vessels, about one- 
 third of which were steamers, and perhaps one-fifth of them loaded. 
 
 ““As we charged so much per ton for cargo on board, as far as 
 practicable the vessels were discharged before being taken out. 
 
 ‘““My experience was that it was easier and safer to take out a 
 loaded vessel than one in ballast. The railway was about 800 feet 
 long, and similar in all respects to your model, the principle being 
 the same. ‘There was not one dollar’s damage done to any vessel in 
 hauling out while I had charge of the railway. 
 
 “This, I believe, answers all your questions. 
 
 “Yours respectfully, Epes SARGENT, 
 “338 Penna. Avenue.” 
 
25 
 
 The whole subject was very thoroughly canvassed by the Senate 
 Committee of the United States Congress, and they summed up the 
 evidence as follows :— 
 
 “The testimony upon the subject is so overwhelming and con- 
 clusive in its character that the Committee has no hesitation in 
 reporting that the construction of a ship railway and its successful 
 operation are entirely practicable.” 
 
 It should be stated that other ship railways have been projected ; 
 one, as early as 1872 by Messrs. Brunlees and Webb, civil engineers, 
 of Great Britain, to be built across British Honduras, on the Ameri- 
 can Isthmus, the plans for which were quite well perfected. Mr. 
 John Fowler projected a ship railway to be built in Egypt as an 
 alternative plan to the Suez Canal, and also one for transferring 
 vessels at the Third Cataract of the Nile. Mr. H. G. C. Ketchum, 
 Mem. Inst. C. E., Great Britain, has not only projected a ship 
 railway across the Isthmus of Chignecto, between Nova Scotia and 
 New Brunswick, but has obtained from the Dominion government 
 a concession by which that government guarantees one hundred 
 and fifty thousand dollars net revenue per annum, which is about 
 four per cent. on the estimated cost of the railway. 
 
 It remains now to show very briefly the great advantage of the 
 ship railway over any other known method of Isthmian transit. The 
 essential principles involved with many corroborating facts in proof, 
 have been stated recently by us ina paper read before the Ameri- 
 can Society of Civil Engineers, at its annual convention, in June of 
 this year, on the subject of ‘Canals and Railroads, Ship Canals and 
 Ship Railways.” We invite your attention to this paper for more 
 detailed information. 
 
 About two thousand miles of canals in the United States, nearly 
 one-half of all that have been built, have been abandoned. ‘These 
 abandoned canals cost originally nearly fifty million dollars. This 
 fact alone proves that the ordinary canal cannot compete with an 
 ordinary railway. ‘The cause of their failure to perform, at this day, 
 what is required of a means of transportation is not difficult to find. 
 
 The movement of a boat in the restricted channel of a barge or 
 ship canal is entirely different from its movement in the unrestricted 
 water-way of the ocean. Assuming that the economical speed of a 
 canal boat is two miles per hour, which is about correct, a speed of 
 six miles per hour would require twenty-seven times as much 
 expenditure of power; that is, experiment and actual practice in 
 
26 
 
 many carefully notéd instances show that the power required to 
 move the boat in a canal increases as the cudes of the velocities. ‘To 
 those who desire to examine this matter further, there will be found 
 all through the proceedings of the Institution of Civil Engineers 
 of Great Britain, and in the reports on Canals and Railways before 
 the British Parliament, abundant statements and illustrations, given 
 by some of the best practical and acknowledged experts of the 
 world, confirming our assertions. Such men as Prof. Barlow, Robert 
 Stephenson, Mr. Bidder. Sir. Robert Rawlinson, Sir John Hawk- 
 shaw, and Sir John Rennie, may be quoted as authority for the 
 statement that canals cannot compete with railways. In an experi- 
 ment made by Sir John Rennie, on the Grand Junction Canal, 
 it was found that with a light boat of only nine inches draught, 
 seventy feet long and four feet wide only, the power required in- 
 creased twenty-four fold in increasing the speed from two and a half 
 to twelve mile an hour. 
 
 The boat or steamer in its passage through the water in a restricted 
 channel, creates a hill up which it is constantly climbing; the more 
 rapid the speed the steeper the hill. Thus the boat is absolutely 
 compelled to move at a very slow speed ; in fact it would be impos- 
 sible to attain in a canal its normal ocean speed ; the power required 
 would be infinite. 
 
 The history of transportation in England, since the advent of 
 railroads—that, too, in a country specially adapted to canal trans- 
 portation—shows how utterly useless it is for canals to try to compete 
 with railroads. 
 
 Mr. James Allport, General Manager Midland Railway, stated 
 before a Canal Committee of Parliament, in 1883, that, even in the 
 coal business, canals could not compete with railways. 
 
 “In 30 years the railway-borne coal into London has increased 
 from 377,000 tons in 1852 to 6,546,000 tons in 1882.” ‘The canal- 
 borne coal in the same year was only 7,964 tons ; the canals reached 
 some of the best coal districts of England, and were not under the 
 control of railroads. 
 
 “IT am quite sure of this, and I say it after upwards of 40 years’ 
 experience as a railway manager, that the canals cannot compete 
 with the railways, whatever they do.”’ 
 
 In his annual address, as President, to the Institution of Civil 
 Engineers of Great Britain, in 1846, Sir John Rennie, speaking of 
 the attempts to obtain speed on the canals without largely increasing 
 
27 
 
 the power, said: “All this, however, came too late, for although it 
 would have been readily acknowledged at an earlier period, and 
 might, perhaps, for a while have retarded the railway system, yet 
 when once the latter was established its superiority became manifest 
 and its progress became irresistible. Taken simply at the velocity 
 of two and a half miles per hour, the resistance, or friction, offered 
 to the tractive power by a given load is in favor of the canal, but as 
 this resistance increases with velocity at a far greater ratio on the 
 canal than on the railway, the advantage with the increased velocity 
 becomes decidedly in favor of the railway.” 
 
 Since 1846, railway engineers and managers have learned to 
 build and operate with greater economy. Greater concentrated 
 power has been applied to the locomotive, larger cars have come 
 into use, steel rails have lessened the friction of rails and wheels, 
 more suitable and improved running gear have reduced the axle 
 friction, and great improvements in the locomotive have still more 
 lessened the friction of power. What was considered a locomotive 
 giant hauling on a level a few five-ton “goods wagons” in 1846, 
 would be a baby compared with the new “ Decapod”’ of the Baldwin 
 Locomotive Works already spoken of. The principal dimensions of 
 this monster locomotive are as follows: Boiler, 64in. in diameter; 
 cylinders, 22x26in.; total heating surface, 1942 sq. ft.; weight of 
 the locomotive and tender in working order, 102 net tons. The 
 capacity of this powerful engine is 3600 gross tons on a level. The 
 cost of hauling freight has been so much reduced by the numberless 
 improvements on the railroads that 6-10 of a mill per ton per mile 
 has been found to cover the cost of fuel, stores, train hands and 
 repairs to locomotives. The load capacity of cars has increased 
 from about 20,000 pounds in 1876 to 60,000 pounds in 1885, The 
 weight of the cars, however, has increased less than 2000 pounds. 
 In these two facts will be found the most important reasons for 
 the reduction in the cost, of late years, in hauling freight on rail- 
 ways. It also goes to show what can be accomplished if this ten- 
 dency is carried out to its legitimate extent. We believe the time 
 will come, and that, too, at no distant day, when, instead of the 
 comparatively small box, moving on two rails, by which freight is 
 now carried, there will be hauled on the railways the immense cargo 
 box, covering four or six rails, with a capacity of three million 
 pounds or fifteen hundred net tons, and when ‘that ‘day arrives 
 freight will be hauled for ¢wo-tenths of a mill per ton per mile, and 
 
28 
 
 will not cost over ove mill for the entire cost of operation, maintenance 
 and general expenses. ‘There has also been a great reduction in the 
 cost of repairs to locomotives. On the Pennsylvania Railroad the 
 cost has been reduced between 1865 and 1881 from $16.48 to $6.02 
 per one hundred miles run. ‘The mileage of locomotives has 
 increased from 19,240 in 1870 to 27,644 in 1881, and the average 
 ton mileage of the locomotive has increased from 2,100,000 to 
 5,000,000. The three main trunk lines into New York City from 
 the West moved, in 1883, 46,177,223 tons of freight, zzcreasing the 
 amount over four-fold since 1868; but the New York State canals 
 in the same period decreased in the volume of freight from 6,442,225 
 tons to 5,664,056 tons. The /east expensive method of towing on 
 the canal is more expensive than the hauling on the best rail- 
 ways. The running expense on the Erie Canal at an average speed 
 of 2.1 miles per hour, is z mz// per ton per mile on freight hauled by 
 steam canal boat with consort, the least expensive method of any 
 by canal. Including all expenses, except terminal cost, the expense 
 is 3.15 mills per ton. Even this cost is based on full loads both 
 ways, for the boats cannot be run’except at a loss, if they are sent 
 even one way partially loaded. On Belgian Canals the cost of 
 towing alone is nearly 5 mills per ton per mile, and on the Wil- 
 lebroeck Canal in England, with six to seven boats in a tow, steam 
 towing costs 2 mills per ton running cost. These and many similar 
 facts are gathered from a careful study of the cost of moving freight 
 on canals and railways in England, France, Belgium and the 
 United States. 
 
 In a letter dated August 3, 1885, from a prominent railway 
 manager, is the following sentence: “If the tonnage which passes 
 through this canal (Erie) was delivered for transportation to the 
 West Shore Railway, it could be hauled and delivered more cheaply 
 than by the water route, and in less than one-quarter of the time.” 
 
 These comparative facts and opinions are given to show the 
 vast superiority of the ordinary railroad over the ordinary barge 
 canal in dispatch, economy and adaptability to the wants of trans- 
 portation. 
 
 If we extend the comparison and examine the relative merits of 
 ship canals and ship railways, we will find a still greater differ- 
 ence in favor of the latter. The resistance to the movement of the 
 vessel still exists, but in a greater degree; a larger mass moves 
 through a comparatively more restricted channel. The following 
 from London Engineering, February 1, 1884, discussing the effects of 
 
29 
 
 navigation in a contracted water-way, will give scientific confirma- 
 tion of our statement : 
 
 “It is a universally recognized fact that vessels steer better, are 
 more easily propelled and are altogether more manageable when 
 moving through a capacious water-way. 
 
 “The vessel in motion has to be forced through the water, and the 
 particles are thus pressed one against the other and, in confined 
 spaces, against the bottom and sides. Thus a greater friction is kept 
 up, which reacts upon the hull, deadens her speed and at the same 
 time prevents an equable flow of water to her rudder, and in the 
 case of a screw, to the propeller also; as a consequence the vessel 
 becomes unmanageable. 
 
 “When a craft going even at moderate speed ‘smells the bottom,’ 
 as the term is, she probably ends in running ashore athwart the 
 navigation.” 
 
 In the Welland Ship Canal the speed is ome mile per hour, and 
 the same on the North Holland Ship Canal to the port of Amster- 
 dam—(Internal Commerce U. S., 1885, p. 494.) 
 
 In the Suez Canal—the most important ship canal in the world, 
 the time required to pass through, one hundred miles, is #/¢y hours, 
 or at a rate of ¢wo miles per hour, and about fifteen miles of the 
 distance is through open lakes. The speed by regulation is limited 
 to five miles, but this is a dangerous one for steamers, for they are 
 liable to run aground. 
 
 It was stated in evidence before the Canal Committee of Parlia- 
 ment that in 1882 the passage of ten ships through the canal would 
 choke it. The economical speed in a restricted channel like those 
 proposed on the American isthmus is not over two miles per hour, 
 and the relative running cost per ton per mile in the ship canal and 
 on the ocean is as three mills to one-half mill, (.Szx to one.) 
 
 In comparing the four methods—canals, railroads, ship canals and 
 ship railways—it may be stated that from three to four mills per ton 
 per mile will cover the ezfire cost of moving freight on a well- 
 managed railroad in this country, at the present time. This cost 
 includes the numerous and expensive handlings of the goods, and 
 the local as well as through freights. The cost of handling goods 
 equals the cost of Aawling for distances up to one hundred miles ; 
 hence the immense advantage of the ship railway over the ordinary 
 railway is seen at once in this particular. The method we have 
 described to you, involves zo handling ; the hatchways are nat even 
 opened. Another great advantage over ordinary railways, is, that 
 
30 
 
 more goods are carried at one time, thus economizing fuel, pow- 
 er and labor; instead of a car moving 75 tons, as ordinarily on 
 railroads, we have one car carrying, say 7Soo tons. All the expenses 
 per ton will consequently be largely reduced. Another fact works 
 to the advantage of the ship railway, viz.: friction on journals 
 increases but little with the additional weight imposed upon them. 
 The ordinary railway places about two tons on a wheel, but the ship 
 railway six to nine tons. The detailed estimate of the cost of hauling 
 freight on the ship railway shows that it can be hauled from ocean 
 to ocean for about /wenty-stx cents per ton, allowing for mainte- 
 nance, renewals and terminal expenses, turn-tables, locomotives, tele- 
 graph and incidental and general expenses, in fact all expenses 
 except interest on capital. 
 
 In reference to the comparative cost of construction of the ship 
 railway and the projected canals on the Isthmus, it is difficult to 
 give any precise facts, on account of the great discrepancy that 
 exists between the canal estimates. The cost of the Nicaragua 
 Canal by various estimates lies somewhere between ninety-five 
 million and two hundred million dollars; the Panama Canal was to 
 have been constructed for one hundred and twenty-five million dol- 
 lars, but as one hundred million and more has been expended, and 
 not ten per cent. of the excavation has been made it is evident that 
 the final cost will largely exceed the original estimates. It is not 
 our purpose to draw detailed comparisons between these three 
 methods proposed, but simply to show what can be done by the ship 
 railway method, and the great superiority of the route over any other 
 possible one. The objections to the two routes and methods above 
 mentioned are briefly, as follows : 
 
 First.—The Panama Sea Level Canal. 
 
 1. Its immense cost makes it financially impracticable. It could 
 never command a traffic that would produce a net revenue of over 
 one and one-half per cent. on the invested capital. This fact will 
 probably appear to the investors within the next twelve months. 
 
 2. The cost of maintenance will be very great. The excessive 
 rainfalls on the clayey slopes of the enormous excavations, from one 
 hundred to four hundred feet high, will wash into the canal prism 
 a large amount of earth and detritus, to remove which will be ex- 
 ceedingly expensive. 
 
 3. The control of the torrential Chagres river will be not only 
 very expensive but doubtful. The possible breaking away of the 
 
d1 
 
 dams and guard banks of its new channel, which is to suspend the 
 torrent in the air, would be simply ruinous to the canal. 
 
 4. <A tide lock on the Pacific—where the range of the tides is 
 often 24 feet—the narrow restricted channel with its steep slopes, 
 often rough and rocky, and the sharp curves in its alignment will 
 make the passage slow, difficult and dangerous. 
 
 5. The long détour for ships, made necessary by its unfortunate 
 location at the southern extremity of the Isthmus, will be very incon- 
 venient and expensive to commerce. 
 
 6. Located in a region always avoided by navigators, on account 
 of its prevailing calms, sailing commerce will be prevented from 
 using it. 
 
 7. The unstable government and the insurrectionary character of 
 the people, through whose country it is to be built, will lead to 
 serious complications with other governments and danger to the 
 integrity of the passageway. 
 
 Second.— The Nicaragua Canal. 
 
 1. The most complete and careful estimate of the cost of this 
 work, made by Maj. W, McFarland, U.S. Engineers, is $140,000,000, 
 with labor assumed at $1.00 per day; whereas the experience at 
 Panama shows that this should be doubled, increasing the cost to at 
 least $200,000,000. 
 
 2. The cost of restoring the ruined harbor at Greytown on the 
 Caribbean Sea, is estimated by Maj. McFarland, at $14,000,000. 
 The maintenance of the harbor, especially its approach and entrance, 
 will be very difficult and expensive. The harbor on the Pacific is 
 simply an open roadstead. 
 
 3. Its great length, 186 miles; the locks—fourteen to twenty in 
 number—required to lift the vessels over a summit of more than 100 
 feet, and the restricted channel through which they must steam or 
 be towed, will prevent an average speed of /fwo miles per hour 
 for the whole distance, including even the greater speed possible in 
 the lake at the summit level. It will therefore require about four 
 days to pass through this canal—a longer time than would be occu- 
 pied by a steamer going 400 miles further south and passing 
 through the Panama canal; the expense, also, would be greater. 
 The running expense per ton to the steamer would be at least 60 
 cents, while the docking and hauling over the Tehuantepec Ship Rail- 
 way will be only 22 cents. If the cost to sailing vessels is compared, 
 the difference in favor of the Ship Railway will be still greater. 
 
32 
 
 4. The location of this canal is 800 miles south of Tehuantepec 
 a route about 1500 miles longer than that by the Ship Railway for all 
 commerce between our Gulf and Pacific ports. 
 
 . Its location in a feeble Central American State; the dispute 
 between Nicaragua and Costa Rica, as to the right to the territory to 
 be traversed by the canal; the complications existing between 
 England and the United States through the Clayton-Bulwer treaty 
 and the indefensibility of the approaches, make it most unwise 
 and politically impracticable for this country to undertake the work, 
 or become in any way complicated with it. 
 
 The ship railway is above the floods and built upon the surface 
 of the ground; it is capable of indefinite enlargement ; the cost of 
 moving vessels is less than the cost of steaming or towing through 
 either of the canals. 
 
 A very liberal concession was granted for the ship railway by the 
 Mexican Government, May 28, 1881. 
 
 It provides for the construction and operation for ninety-nine 
 years of aship railway with its corresponding lines of telegraph 
 across the Isthmus of Tehuantepec. The right of way is granted 
 eight hundred metres wide across the Isthmus, reduced in town 
 lands to four hundred metres, and increased where stations are 
 necessary to sixteen hundred metres. The public lands within this 
 belt are conceded gratis to the company. Full authority is given 
 for the prompt condemnation of all private lands needed. Four 
 thousand two hundred square kilometres of public lands, equal to a 
 million acres, are granted in aid of the enterprise. The mght is 
 given to import free of duty all kinds of machinery, instruments, 
 coal and materials necessary for the construction, operation and 
 maintenance of the works during ninety-nine years. 
 
 Vessels, passengers and merchandise in transit, will be free of all 
 kinds of duties, general as well as local, during the time of the con- 
 cession. 
 
 The property and capital invested in the enterprise, its bonds and 
 shares of stock are exempted from all taxation or contribution of 
 any kind, except that of revenue stamps, the Constitution of Mexico 
 prohibiting the release of the latter tax by Congress. 
 
 Authority is given to collect a maximum toll on each vessel not 
 exceeding five dollars per cubic metre, for each metre contained in 
 a parallelopipedon, of which the dimensions shall be the greatest 
 length and the greatest breadth of the vessel measured at the surface 
 
33 
 
 of the water, and her greatest immersed depth. This would be 
 about $8.00 per ton on the cargo carried. For each passenger 
 carried across, a sum of not exceeding $15.00 may be charged. 
 
 Gold and silver and precious stones may be charged a maximum 
 rate not greater than one per cent. of their value. 
 
 The right is granted to collect wharfage dues and tonnage dues 
 not exceeding $1.00 per registered ton. 
 
 Passage over the railway shall be open for all the vessels of all the 
 nations not at war with Mexico, and the Republic binds itself not to 
 close to ocean commerce during the term of the concession either of 
 the two terminal ports of the ship railway, one in the Gulf, the other 
 in the Pacific, except in case of war. 
 
 In consideration of the magnitude of the work, the company may 
 obtain aid from any foreign government either in money or in guar- 
 antees, and hypothecate the net revenues to it, and may transport 
 its mails, ships, property, and appurtenances free of charges, and may 
 reduce the tariffs on its commerce, and the prices of passage. 
 
 In the event of failure on the part of the company tocemply with 
 any such stipulations made with a foreign government, such foreign 
 government shall have the right to enforce its claims before the 
 courts of Mexico, in accordance with the laws of Mexico, but in no 
 case can such foreign government acquire the ownership of the 
 works, or the rights emanating therefrom. 
 
 The commercial advantage of the Tehuantepec Ship Railway 
 may be seen from the present expense of shipping goods by the 
 various routes. ‘The cost of freight from San Francisco to New 
 York, by the Cape Horn route, is $10.00 to $15.00 per ton ; on grain 
 to Liverpool an average of $16.00; over the Panama railroad 
 $20.00 to $25.00 ; over the trans-continental railroads, $25.00 to 
 $30.00. The Tehuantepec route will save one-half the distance over 
 the Cape Horn route, and will practically reduce the cost one-half. 
 The saving in distance on the main routes of commerce by the 
 Tehuantepec route may be seen by the following table of com- 
 parative distances, compiled by the United States Coast Survey : 
 
34 
 
 TABLE OF COMPARATIVE DISTANCES IN STATUTE MILES. 
 
 Excess over 
 
 Total Tehuantepec 
 Distance. Route. 
 
 FROM NEW YORK TO HONG KONG. 
 
 Via Gape:Horn, 19.5: . ee eetees «> - Se ee 20,379 miles. 8,777 miles. 
 Cape of Good Hoppers. tae, y) > sa oe 16,945 5,343‘ 
 Sirey Canali le. cee eee . oan 13,596 <“s 1;994> 3** 
 Panama ‘R.Br se aA 12,953 +s 13015 gs 
 Isthmus of Tehuantepec ....... ...gees-.-- 11,602 ‘ as ee 
 
 NEW YORK TO YOKOHAMA. 
 
 Vie Cape Horm Ac t.e a cauuteck es... . eee eee 19,803. —*4 9,796. <% 
 Cape of Good wae Saieente leva lbis > o Lemmas Oe 18,085 ** 8,079 <* 
 Suez Canal...... ma ae his «+ se ee 15,027: ** 5,521.5" 
 Panamack. Ri veer Sek ee. - > See ae 11206 3= 1,250: 4 
 Isthmus of Tehuantepec’... .... .. gee eo 10,006 ** + oe 
 
 NEW YORK TO AUCKLAND, N. Z. 
 Via Suez Canal..... ieee. eas 16:S%15) 23 ] 44 
 
 Cape of ood! Hope. ER ea ere)! Bee 16 VIDS 7 200. a 
 Cane TOT 4 «gis cen einem... . Gnnne eo’ 13,890 ‘ 4,466 ‘‘ 
 Panama R. Ro piessea teases. sae eee 10,305 ** ta) Rae 
 Isthmus of Tehuantepec .2.... . ss eemene-e 9,424 ‘ Sis 
 
 NEW YORK TO MELBOURNE. 
 Via Cape Horn’, diva fs Pan be eke . . sees 15,2bfere* 4,150  ** 
 
 Suez Canal... fis 2.4 Caek cay eos . see nN Pe ly ip ek 4.106425 
 Cape of Good Hopé. >.< .s.5.... </aeaeeeene 15,010 3,954 “< 
 PanamacRyiis ees oo. ek. Ce 11 826-52 1Giaea 
 Isthmns of ‘Tehuantepec: ..._« .. Samemeaten ee 11°060 714" 2 aise 
 
 NEW YORK TO HONOLULU. 
 
 Via Cape Horn........ gaya ele’... SSE ee 15,826; =" 97165. 4% 
 Panama, hades «to ae o> «2 es ee 1,080.2 ° Lo ee 
 Isthmus‘of ‘Tehuantepec \.s. |... . ueeeeies aie 6,663 ‘* ee 
 
 NEW YORK TO SAN FRANCISCO. 
 
 Via: Cape Horns. .pecawa dee sates «> Se as 16,887 72" 10,797 ** 
 Panama Bi. hicne lets se (ee eee 6,063 <“* 1,173 oe 
 
 Isthmus of Tehuantepec. nekvine's Ses soe 4,890 ‘“ hte fc 
 
 LIVERPOOL TO HONG KONG. 
 
 Via CapecHOrn i ove spo a ee clas > ss SEE ea ee 20,606 ‘* 5,353 ** 
 Panama Ri URS Us.226 & ee a «see ek ie 16,47i ae 1,218." 
 Capeof Good Hope... ajcais ss 2’ seneees oA) 15,722 < 469 <* 
 Isthmus of Tehuantepec...............08- 15,253“ > 5 
 
 LIVERPOOL TO YOKOHAMA. 
 
 Via Oape- Orn oss) sisal cies +s 5 MEPs eee 19,400 <“ 5,945 <* 
 Cape of Good Hops...,0.5a.s see caer 17, 653302 4,198 35" 
 Panais' RoRivcv sass ee cme: » ae ore ee 14,540 ** 1,085-"% 
 Isthmus of Tehuantepec................2.- 138,455 << “Sipe 
 
 LIVERPOOL TO AUCKLAND, N. Z. 
 
 Via Cape'ol Good Hopeiyeetasss+» sce ae ae 16,221 * 3,412. ** 
 Saez Canal c45 ais: eu aatlebits » sees pie ae 14,645 ‘“ 1,886 ‘ 
 Cape Horn is 2454 i aha TURES Re 13,897.“ 1,088 ‘ 
 Panama Ra Ri \ sie eter cep «, Cees tee 13, 512204 5038“ 
 
 Isthmus of Tehuantepec..............-.:. 12,809 ‘<< Sey Ste 
 
30 
 
 TABLE OF COMPARATIVE DISTANCES IN STATUTE MILES. 
 
 Excess over 
 
 ee Total Tehuantepec 
 Distance. Route. 
 
 LIVERPOOL TO SAN FRANCISCO. 
 
 (ST GSE of 0 Sn ee 2 Pe 15,803 miles, 7,527 miles. 
 RIIRMTELSL DEVORE Boh rote) fa. Sno on Zin isinye «ea gion be © Mole ii We OOD ars 
 PmUMOr PenuUaATLeEpeC.,..,.....-uece. <> S,2t0"- 33 Va eee 
 
 NEW ORLEANS TO HONG KONG. 
 
 PI EELOLD ere ov ee ee ts e+ + cease O's 20,804 ‘‘ 10,531“ 
 Mera OOUM TOD Ge arects ¢ Je. sis + = 0 abeee 2% 17,485 ‘* Bal si 
 Of OS Ne eee Se - ne 15,108‘ A SB5e, ** 
 MTEL: Ete 7. Meas 5). cp, *~ +> « . ajateitin’e ss Seed Dh 2,085 << 
 PeLmumOL Tehuantepec. ./..-......sme wees 10,273 ** EAGAN 
 
 NEW ORLEANS TO YOKOHAMA. 
 
 oa ONE Re ae Sera 20,227 < 1559045" 
 BePPCTUATOOU ELOPOe. «<5 «os ncc ws «oes clgeiewies 18,625.. ‘s 9,988 ‘‘ 
 MIE CEY Fee a are, . . eas 0 17,039 > BAe ns 
 Brera MI) pak e soi. oiteades. .. sila se 4056115: 4 BOTA 
 Ipaimus.Of Tehuantepec... ol-..-.s20- -- S:687 (f Sy Soe 
 
 NEW ORLEANS TO AUCKLAND, N. Z. 
 
 SUS TE OE ER ee es Pere 18. a8h) Gt 10,286 ‘ 
 Cape of Good ies ate Se: oc ae Dreae 9,164. <“‘ 
 Cape Horn. ... NO ee See 14,314 <“ G.219Po% 
 Panama R. R.. Ln a. ee 9,659 ‘* 1 564-0" 
 Isthmus of Tehuantepec Se SE 2 ORE 8,095 << Nah atel va bs 
 
 NEW ORLEANS TO MELBOURNE. 
 
 UPPER TOTO Lo. ce as ee cd claire's «o> eas « 16,683. 4 ** 6,947 <“* 
 Cape Horn. . Ae ee ee 15,640. << O04 1 < 
 Cape of Good Hope.. RS INEPIOT sa. 3 < skaetY © « 15.5600, 3° §,824 ‘' 
 PUNETFR TLS Laci aa ati oe Sradias # «+= etait s pu et i es 1,445 ‘‘ 
 BetUS OL lehuamtepec.. . ocd. ys ~.s wens 9.100 Titers 
 
 NEW ORLEANS TO HONOLULU. 
 
 NEERD ONY Petey the) ws sda bas vo cistleele’ 16,251 << UB AWE hy 
 PII EU REL Ara otal. le restless « beatae’ %,294 < D960 aa 
 Tsthmus of ‘Tehuantepec.............00--. 5,334 “ Pete a 
 
 NEW ORLEANS TO SAN FRANCISCO. 
 
 RMR CRE MELOTILS atlas elouks weld sol q's: 00 eyes +s 16:132. 7 <* 12 ol a3 
 ETRE MS log ot cain Selah gees «ees 5,418. ** LBs a: 
 wetemus of Lehuantepec........ 55.2006 3,06l <* Fabs a> 
 
 NEW YORK TO VALPARAISO. 
 
 EN SG Sls hd Died ay aia ee ae Pap Sena ect 10,051. «** Operas 
 Panama R. R.. (ee Re hear Ey S417 PAR 
 Isthmus of Tehuantepec. ee Eta iste .5'« Gama | 6,369  <s epee tt 
 
 NEW ORLEANS TO VALPARAISO. 
 
 ReraeC ODE HLOIN:. 6.5. yee ci ves tay os See at 10-476)“ 5,436) © °¢ 
 eT ERD yO 2 ae A ee 4, Tihs Ben te ites 
 
36 
 
 The Tehuantepec Route has some special advantages :— 
 The great increase in wheat production on the Pacific coast and the 
 still more rapid development certain to follow the opening of the 
 ship railway, give an assurance that fully one quarter of the tonnage 
 will be wheat. On account of remaining so long in the tropics the 
 Underwriters are not willing to insure it except in bags, which cost 
 $2,000,000 per annum, or $1.51 per ton, or 4 cents per bushel. This 
 expense can be saved by the Tehuantepec Route, for it is scarcely 
 further south than the Florida straits. The average extra cost per 
 ton by the longer distance and time required by the Panama and 
 Nicaragua Routes, is 50 cents. This saving is made on both 
 steamers and sailing ships. Thus we have a total advantage of 
 $2.01 per ton, saying nothing of the excess in cost of canal over 
 ship railway transportation. 
 
 Another important commercial advantage is seen from the follow-. 
 ing facts: First. The distance from New York to the Pacific at 
 Tehuantepec is nearly zooo miles shorter than across the continent. 
 Second. Seventy per cent. of the far Pacific trade is from countries 
 lying south of Tehuantepec. Third. The distance from Liverpool 
 to many Pacific ports is shorter by Tehuantepec than by Suez. ‘The 
 present through business by the trans-continental railroads, from 
 countries west of San Francisco, is comparatively unimportant, 
 and it is so, and must remain so, from the fact that the Suez and 
 Cape Horn routes have the advantage by not requiring transship- 
 ment. These latter and the Panama Railroad are the routes that 
 the Ship Railway will compete with successfully, and from which it 
 will draw an immense business. By the time the ship railway is 
 opened the trans-continental railroads will have found, in the vast 
 and rapidly developed country which they traverse, all the business 
 they can handle—business that has its source in the country lying 
 between the Atlantic and Pacific, and which the ship railway can 
 never reach. ‘There is, therefore, no rivalry between the two. The 
 real rivalry will be with routes with which the railroads cannot pos- 
 sibly compete. 
 
 The strategic advantage cannot be overestimated. If Mexico and 
 the United States should guarantee the protection of the Railway it 
 will not be possible for all the world to interfere with it. There are 
 five lines of railways building from the United States by which an 
 army of 100,000 men could be concentrated at the Isthmus in a 
 week, and our navy could easily defend the approaches, especially 
 on the Gulf. 
 
37 
 
 The tonnage that may be expected on completing the ship railway 
 has been ascertained in detail from reliable sources. It is given in 
 following table: 
 
 DETAILED STATEMENT OF TONNAGE EXPECTED 
 OVER THE SHIP RAILWAY 
 
 in BSso- 
 
 Tons 1883. Tons I889. 
 Estimated from 
 ratio of increase of | 
 Actual Tonnage commerce on the 
 carried by steam routes from 1879 to 
 ROUTES BY WHICH COMMERCE MOVEs. and sailonroutes 1883, and from new 
 
 longer than via business to be 
 Tehuantepec. developed. 
 PEELE IN FCATETORG 0. acre dceg ens. e scans 77,958 60,000 
 2. U.S. Pacific Coast with Atlantic via 
 PPG CRIOITS Palin ent se ckeda vie » + ~ hae 237,341 359,081 
 3. Atlantic Ports with Countries west of 
 EM DORII URIs yal fn s'sa wv aatain'> voce gums 349,454 489,135 
 4. U.S. Pacific Coast with foreign Coun- 
 tries east of Cape Horn............. 1,423,737 2,135,605 
 5. European Countries with Countries west. 
 of Cape Horn, other than U. S8...... 1,828,621 2,285,776 
 6. British Columbia (Pacific Coast) with 
 MMR ODE ar tay ties fed a UM. « Saree 125,000 235,000 
 7. Slow bulky freights now going over 
 feranscontinental lines. ............ 400,000 600,000 
 
 8. Fifty per cent. of tonnage now going 
 from Asiatic Countries to Europe via 
 RIDE ODT OOM TODO ein ac a ane + ace Fas 400,000 400,000 
 
 9. New trade to be developed by Ship 
 Railway between Gulf Ports of U.S. 
 and Mexico and Pacific Qcean....... eas 1,000,000 
 
 Total, 4,842,111 7,004,997 
 
 
 
 
 
 
 
 
 
 The total of 7,564,597 tons very closely agrees with the estimate 
 of the Panama Canal Congress, held in 1879, made on an entirely 
 different basis, and estimated for a less advantageous route. 
 
 The net income that can reasonably be anticipated on even four 
 million tons is $10,800,000, or 143 per cent. on $75,000,000 capital, 
 invested in stock and bonds. With the rapid and steady develop- 
 ment of commerce, and with:the immense advantage of this route 
 and method, we may assuredly expect a rapid increase in the ton- 
 nage transported; therefore, not only commerce but capital will 
 find it profitable to encourage and assist this great enterprise. 
 
 The important results that will certainly follow the construction of 
 
38 
 
 this great work can hardly be conceived of ; beneficial to commerce, 
 and through it to the world’s varied and growing industries. 
 
 When the Ship Railway is completed and ships pass from ocean to 
 ocean, the last barrier to commerce will have been removed. The 
 world then will be literally circumnavigable. ‘The race will then 
 possess those commercial, industrial, political, social and religious 
 advantages that have become more and more imperative as civiliza- 
 tion and religion have sought out the nations and exerted upon 
 them their benign influences. 
 
 It has been well said: ‘‘ The chief element in the prosperity of 
 every State and Nation is the economy of transportation of persons 
 and property. It is the most marked fact in the difference between 
 civilization and barbarism.” In assisting such an enterprise as the 
 Tehuantepec Ship Railway, we are working in the true line of 
 progress and for the advancement of the race in all its highest possi- 
 bilities and its loftiest purposes. 
 
 This project we have discussed is the conception and the work of 
 no impractical enthusiast and visionary. The important victories 
 gained on the Mississippi River, in the civil war, by the formidable 
 iron clad fleet built at St. Louis ; the massive piers founded, for all 
 time to come, on the bed rock of the mighty river, one hundred feet 
 down through the shifting quicksands ; the graceful arches that span 
 the turbid flood; the deep and commodious channel for commerce 
 at the mouth of the Great River, carved through the obstructing 
 sand bars—all are sureties that the projector and promoter of this 
 grander plan, has himself solved the problems, met the difficulties, 
 appreciated and overcome the obstacles, and that he will, with the 
 aid of Science and the broad-minded statesmen of these two sister 
 republics, and the enlightened capital of the world, complete the 
 work that will be left as a grand heritage to posterity and an en- 
 during monument to the constructive genius of James B. Eads. His 
 high purpose and firm resolve can best be told in his own words 
 spoken, not long since before a Boston audience : 
 
 “We propose to bring the Golden Gate eleven thousand miles nearer 
 by sea to Plymouth Rock than it is to-day. We propose to open a 
 direct line from the Atlantic Seaboard to six hundred millions of 
 people on the islands and shores of the Pacific who need, not only 
 the products of Boston, her mills, her factories and her workshops, 
 but also the elevating and Christianizing influences which will flow 
 from a more intimate intercourse with her men and women, and a 
 
39 
 
 more extensive knowledge of the institutions of art, science, litera- 
 ture and benevolence, which illuminate and adorn the nations of 
 the Atlantic. ‘This is our task. And we come to this famous centre 
 of intelligence, energy, wealth and enterprise, to explain our purpose 
 and to ask your encouragement and co-operation. 
 
 “When this work is completed, as I am sure it will be, and that 
 long before a canal is cut across the American Isthmus, its benefits 
 will be felt by our fellow men all over the world; not only in lessen- 
 ing the cost of transportation on the necessaries and luxuries of life, 
 and in shortening the long weary, trackless distances which now 
 separate nations from each other, and by opening new markets for 
 the multitude of commodities which are interchanged by the various 
 peoples of the earth, but also by bringing distant communities 
 into more intimate social and commercial relation with each other, 
 whereby the better sympathies and sentiments of each will be pro- 
 moted, their prejucices removed, the amenities of life increased, and 
 the benefits of civilization, science and religion more surely tend to 
 the increase of ‘peace on earth, good will to men.’ 
 
 “This work, when finished, will be the realization of the ardent 
 wish of statesmen and philanthropists everywhere; the dream of 
 kings and conquerors during the last three hundred and fifty years, 
 and a fitting supplement to the grand achievements which have 
 marked the progress of the nineteenth century.” 
 
40 
 
 DESCRIPTION OF PLATEs. 
 
 Referring to Plate I, of detailed illustrations. 
 
 Fig. 1 shows the process of running down the adjusting nut 
 of the supports to a bearing on the plates of the cross girders. 
 The details of the support are shown in Fig. 4, with the hydraulic 
 ram forcing it up to its position under the vessel. A, is the rod 
 with the thread cut in it; Z&, the adjusting nut; C, the girder; 
 D-the ram: 
 
 Fig. 2, Cross-section of the pontoon, towers and carriage. A, 1s 
 aside support; &, G, /, the adjustable hinged girth ; D, the ram ; 
 LL, the towers for the pressure pumps which are on the top of the 
 towers ; /, is the pipe through which the water is withdrawn from 
 the pontoon by the centrifugal pump ;__/, is the reservoir from which 
 the water is taken to force a pressure through the pipes to the rams ; 
 &, is one of the cylinders for the hydraulic governors. 
 
 Fig. 3, shows a part of the deck of the pontoon with the rails and 
 the lines of rams projecting above the deck. 
 
 Plate II, shows plan and detail of railway carriage. 
 
 Plate III, is a perspective view of the pontoon and railway cradle. 
 
 Plate IV, exhibits perspective view, plan and sectional elevation 
 of the floating turn-table. 
 
 Plate V, is a view of a steamer in transit. 
 
 Plate VI, map of Isthmus of Tehuantepec and location of Ship 
 Railway. 
 
 
 
 
 
 32165—BOWNE & Co., Printers, 124 Pearl Street, New York. 
 

 
 
 
 
 
 
 
 
 
 
 Tet 
 porreds 
 
 f 
 
 pet teat, 
 
 
 
 
 
 
 
 
 
 
 
 : re Gh » 
 
 Tae bath teat | 
 ‘ of Key hat yr 
 
 a ar 
 
 4 ‘4; hs 
 
 y pee Sed 
 
 
 
 
 
 
 < j 
 BSA RR, hast 
 m i : 
 saab J Fak | ration 
 Pe ith tl € 
 
 7 ee 
 

 
 Plate I. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 | ‘i | > < 
 ii il i Hi oe y AT == 
 it ANI 
 tH IM A 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 SSS ay 
 
 
 
 
 
 
 
 mie lam) ig = Tale 
 
 Oy nee a a Sa 
 eT ip 
 
 rp Cer 
 
 Jina ne 
 
 - 
 
 | 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 tT = : 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 THE INTEROCEANIC SHIP RAILWAY.—SECTIONAL ELEVATION AND DETAILS OF PONTOON AND RAILWAY CRADBLI 
 
 (Reproduced from “ Scientific American.) 
 

 

 
 SSS "ae TS 
 uma TO ittimm 
 tt th ' 
 
 Vet it] PELL 
 JUL 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 = SS 
 ~ 
 
 
 
 
 
 Fre. 8.—GROUP OF INDEPENDENT WHEELS AND AXLES. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 apatite perce ee Aasnaradban aber MMT BR TTT OT NT Tow 
 MELLTITTTTTTITTTTTUTTTTTI 1), oo TLE TATE TTT TTT eo Sie er 
 
 < = 
 . A\9} ! 
 S f 
 IF S S ~ wT, > 
 qA8 sar} + RAY xe ss ii = 7 Heap d= Vaan 
 rn 
 To CIVIITEN TUTTI (OTUNUVUTWUVIORENELUAVAVUN’ URNTRLAEROL ET) 
 meray Ss + ~ tees "3 frets 1 6 
 i Iti apes Il } My 
 fi mn 
 Ls 4 ¥ . i i \ Lit 
 Ny i | Xo +41 u B | _ 
 = , i EB ' ia 
 eS 4 | eal yt og 
 == < = — 5 Mi ain Te eee = HATA TAILS eeee 
 = = 3 ha TH 
 = = “ — BS | exe 7 
 . —\ = = eae 
 a NN nt ~ : Sa A 
 arn N rT aT a) ED = mae) Lb . r 
 3 ‘Guan = ee aN Cou 5 3 
 
 Ae fy 1 
 
 ‘ln iim | : A 
 
 ' = f A 
 
 ieee 4 \ = 1 i 
 i | 
 ‘ i \ 
 { 
 
 
 
 
 
 
 
 My 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 SS SS 
 
 
 
 
 
 SS 
 
 Fie. 2.—A SECTION OF THE GREAT CAR. 
 
 
 
 
 
 \ Sy 
 VI 
 
 
 
 
 
 
 
 
 
 
 
 
 > >. 
 
 G 4% d is r 
 att | | et a ‘ ‘< 
 Al : 
 Ld Pees =S ears = 
 =, 
 
 
 
 
 
 
 Z | A WAS 
 
 bee DM 
 
 : =e) b= 
 i TNT AS 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Fre. 1.—GENERAL VIEW OF THE GREAT CAR. 
 
 PLAN AND DETAIL OF RAILWAY CARRIAGE.—( Reproduced from London “ LEnginecring.’’) 
 
 Plate I de 
 
 
 

 
Plate I bi ke 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 WT 
 i 
 
 HN) 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 LATA 
 
 Y i = 
 TT} SUTTTE y my Pith 
 D nara 
 
 <= 
 ma 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 mi 
 ti, ~— 
 Sizes remasae 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 YG 
 
 
 
 
 
 
 
 = 
 SS 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 THE INTEROCEANIC SHIP RAILWAY.—IHE LIFTING PONTOON AND RAILWAY CRADLE. 
 [PERSPECTIVE VIEW. | 
 
 (Reproduced from “ Scientific American.’’) 
 
Plate IV. 
 
 
 
 
 
 
 
 
 
 
 
 a me z 
 
 --s 
 
 
 
 3 SECTIONAL ELEVATION. 
 Y ZL. 
 \\ 
 NS! eoerRea il 
 SGI i TD \ | Hil il 
 
 m 1 
 
 HANA = ALA 
 ae] EES) 
 ts H MN 
 
 ————— eel = 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 TTT MTR. SSSSSBSSSSSS = 
 
 {ht INGA 
 
 
 
 
 
 
 
 
 
 
 
 RTT WTO TAA 
 LLANELLI 
 | LEG 
 
 
 
 
 
 
 
 
 
 
 
 
 
IV. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ro — 
 
 yA ! a i= == 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 SECTIONAL ELEVATION. 
 
 ee | p ii Nl i | : HA ! me I , 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 : 2 SS 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 i 
 
 ly | i 
 ‘ il , ie 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ——————— 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 eam IN TEROCKANIC SHIP RAILWAY.—1HE BLOATING LURNTABLE. 
 
 (Reproduced from © Screntific American."’) 
 

 
 ~ SENN ITE PT tan - SITS BRP meee entre caren taryp cones ot hog 
 
 topt oan tee 
 
 
 
2 e 
 
 Plate V. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Ie 
 
 VAM 
 
 SSS eS 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 4 a, 
 af “ff 
 
 >, 
 
 
 
 ——— iS 
 
 =F 
 SY 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 THE INTEROCEANIC SHIP RAILWAY.—A STEAMER IN TRANSIT. 
 
 (Reproduced from “ Sctentific American.’’) 
 
Ri & 
 
 : 
 $ 
 
 
 
Plate VI. 
 20 
 
 aS 
 
 
 
 
 
 
 
 
 
 ie 
 We 
 Wh iy, 
 
 ti?) 
 HHL: 
 x 
 
 f 
 
 ri 
 
 = Rs oY, ‘ e SS Sh i WH. iy t i 
 
 2) j ; be | : ‘ Z S : ; > hoe Z Xi Zire 
 
 : P : a Z Pate. 
 
 CoN hey) i 
 rh Mi 
 
 
 
 
 
 
 
 
 
 
 
 SHio (nicapa 
 t ot 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ISLA DE .234 
 
 TACAMICHAPA®:, 
 —p 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 FROM ATLANTIC 10 PACIFIC OCEANS. 
 
 
 
 UNITED STATES oF MEXICO, 
 
 
 
 Scale of Metres. 
 
 y0000 15000 20000 | 
 
 
 
 
 
 
 
 HOLOAGAN® 
 
 
 
 {7-00 (0 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Map or IstHmus OF ‘TEHUANTEPEC.—( Reproduced from “ Sctence.’’) 
 =_ _