Man and Nature; Or, Physical Geography as Modified by Human Action

by George P. Marsh

CHAPTER VI.

PROJECTED OR POSSIBLE GEOGRAPHICAL CHANGES BY MAN.

CUTTING OF MARINE ISTHMUSES—THE SUEZ CANAL—CANAL ACROSS ISTHMUS OF DARIEN—CANALS TO THE DEAD SEA—MARITIME CANALS IN GREECE—CANAL OF SAROS—CAPE COD CANAL—DIVERSION OF THE NILE—CHANGES IN THE CASPIAN—IMPROVEMENTS IN NORTH AMERICAN HYDROGRAPHY—DIVERSION OF RHINE—DRAINING OF THE ZUIDERZEE—WATERS OF THE KARST—SUBTERRANEAN WATERS OF GREECE—SOIL BELOW ROCK—COVERING ROCKS WITH EARTH—WADIES OF ARABIA PETRÆA—INCIDENTAL EFFECTS OF HUMAN ACTION—RESISTANCE TO GREAT NATURAL FORCES—EFFECTS OF MINING—ESPY'S THEORIES—RIVER SEDIMENT—NOTHING SMALL IN NATURE.

Cutting of Marine Isthmuses.

Besides the great enterprises of physical transformation of which I have already spoken, other works of internal improvement or change have been projected in ancient and modern times, the execution of which would produce considerable, and, in some cases, extremely important, revolutions in the face of the earth. Some of the schemes to which I refer are evidently chimerical; others are difficult, indeed, but cannot be said to be impracticable, though discouraged by the apprehension of disastrous consequences from the disturbance of existing natural or artificial arrangements; and there are still others, the accomplishment of which is ultimately certain, though for the present forbidden by economical considerations.

When we consider the number of narrow necks or isthmuses which separate gulfs and bays of the sea from each other, or from the main ocean, and take into account the time and cost, and risks of navigation which would be saved by executing channels to connect such waters, and thus avoiding the necessity of doubling long capes and promontories, or even continents, it seems strange that more of the enterprise and money which have been so lavishly expended in forming artificial rivers for internal navigation should not have been bestowed upon the construction of maritime canals. Many such have been projected in early and in recent ages, and some trifling cuts between marine waters have been actually made, but no work of this sort, possessing real geographical or even commercial importance, has yet been effected.

These enterprises are attended with difficulties and open to objections, which are not, at first sight, obvious. Nature guards well the chains by which she connects promontories with mainlands, and binds continents together. Isthmuses are usually composed of adamantine rock or of shifting sands—the latter being much the more refractory material to deal with. In all such works there is a necessity for deep excavation below low-water mark—always a matter of great difficulty; the dimensions of channels for sea-going ships must be much greater than those of canals of inland navigation; the height of the masts or smoke pipes of that class of vessels would often render bridging impossible, and thus a ship canal might obstruct a communication more important than that which it was intended to promote; the securing of the entrances of marine canals and the construction of ports at their termini would in general be difficult and expensive, and the harbors and the channel which connected them would be extremely liable to fill up by deposits washed in from sea and shore. Besides all this, there is, in many cases, an alarming uncertainty as to the effects of joining together waters which nature has put asunder. A new channel may deflect strong currents from safe courses, and thus occasion destructive erosion of shores otherwise secure, or promote the transportation of sand or slime to block up important harbors, or it may furnish a powerful enemy with dangerous facilities for hostile operations along the coast.

Nature sometimes mocks the cunning and the power of man by spontaneously performing, for his benefit, works which he shrinks from undertaking, and the execution of which by him she would resist with unconquerable obstinacy. A dangerous sand bank, that all the enginery of the world could not dredge out in a generation, may be carried off in a night by a strong river flood, or a current impelled by a violent wind from an unusual quarter, and a passage scarcely navigable by fishing boats may be thus converted into a commodious channel for the largest ship that floats upon the ocean. In the remarkable gulf of Liimfjord in Jutland, nature has given a singular example of a canal which she alternately opens as a marine strait, and, by shutting again, converts into a fresh-water lagoon. The Liimfjord was doubtless originally an open channel from the Atlantic to the Baltic between two islands, but the sand washed up by the sea blocked up the western entrance, and built a wall of dunes to close it more firmly. This natural dike, as we have seen, has been more than once broken through, and it is perhaps in the power of man, either permanently to maintain the barrier, or to remove it and keep a navigable channel constantly open. If the Liimfjord becomes an open strait, the washing of sea sand through it would perhaps block up some of the belts and small channels now important for the navigation of the Baltic, and the direct introduction of a tidal current might produce very perceptible effects on the hydrography of the Cattegat.

The Suez Canal.

If the Suez Canal—the greatest and most truly cosmopolite physical improvement ever undertaken by man—shall prove successful, it will considerably affect the basins of the Mediterranean and of the Red Sea, though in a different manner, and probably in a less degree than the diversion of the current of the Nile from the one to the other—to which I shall presently refer—would do. It is, indeed, conceivable, that if a free channel be once cut from sea to sea, the coincidence of a high tide and a heavy south wind might produce a hydraulic force that would convert the narrow canal into an open strait. In such a case, it is impossible to estimate, or even to foresee, the consequences which might result from the unobstructed mingling of the flowing and ebbing currents of the Red Sea with the almost tideless waters of the Mediterranean. There can be no doubt, however, that they would be of a most important character as respects the simply geographical features and the organic life of both. But the shallowness of the two seas at the termini of the canal, the action of the tides of the one and the currents of the other, and the nature of the intervening isthmus, render the occurrence of such a cataclysm in the highest degree improbable. The obstruction of the canal by sea sand at both ends is a danger far more difficult to guard against and avert, than an irruption of the waters of either sea.