The Earth as Modified by Human Action

by George P. Marsh

GREAT PROJECTS OF PHYSICAL CHANGE ACCOMPLISHED OR PROPOSED BY MAN.

Cutting of Isthmuses—Canal of Suez—Maritime Canals in Greece—Canals
to Dead Sea—Canals to Libyan Desert—Maritime Canals in Europe—Cape
Cod Canal—Changes in Caspian—Diversion of the Nile—Diversion of the
Rhine—Improvements in North American Hydrography—Soil below
Rock—Covering Rock with Earth—Desert Valleys—Effects of
Mining—Duponchel's Plans of Improvement—Action of Man on the
Weather—Resistance to Great Natural Forces—Incidental Effects of Human
Action—Nothing small in Nature.

In a former chapter I spoke of the influence of human action on the surface of the globe as immensely superior in degree to that exerted by brute animals, if not essentially different from it in kind. The eminent Italian geologist, Stoppani, goes further than I had ventured to do, and treats the action of man as a new physical clement altogether sui generis. According to him, the existence of man constitutes a geological period which he designates as the ANTHROPOZOIC ERA. "The creation of man," says he, "was the introduction of a new element into nature, of a force wholly unknown to earlier periods." "It is a new telluric force which in power and universality may be compared to the greater forces of the earth." [Foonote: Corso Di Geologia, Milano, 1873, vol ii., cap. xxxi., section 1327.] It has already been abundantly shown that, though the undesigned and unforeseen results of man's action on the geographical conditions of the earth have perhaps been hitherto greater and more revolutionary than the effects specially aimed at by him, yet there is scarcely any assignable limit to his present and prospective voluntary controlling power over terrestrial 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.

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 by 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, referred to in the preceding chapter, nature has given a singular example of a canal which she alternately opens as a marine strait, and, by abutting 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 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.

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 had been actually made; but before the construction of the Suez Canal, no work of this sort, possessing real geographical or even commercial importance, had 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 smokepipes 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. The most colossal project of canalization ever suggested, whether we consider the physical difficulties of its execution, the magnitude and importance of the waters proposed to be united, or the distance which would be saved in navigation, is that of a channel between the Gulf of Mexico and the Pacific, across the Isthmus of Darien. I do not now speak of a lock-canal, by way of the Lake of Nicaragua or any other route—for such a work would not differ essentially from other canals, and would scarcely possess a geographical character—but of an open cut between the two seas. The late survey by Captain Selfridge, showing that the lowest point on the dividing ridge is 763 feet above the sea-level, must be considered as determining in the negative the question of the possibility of such a cut, by any means now at the control of man; and both the sanguine expectations of benefits, and the dreary suggestions of danger, from the realization of this great dream, may now be dismissed as equally chimerical.

Suez Canal.

The cutting of the Isthmus of Suez—the grandest and most truly cosmopolite physical improvement ever undertaken by man—threatens none of these dangers, and its only immediate geographical effect will probably be that interchange between the aquatic animal and vegetable life of two seas and two zones to which I alluded in a former chapter. [Footnote: According to an article by Ascherson, in Petermann's Mitthielungen, vol. xvii., p. 247, the sea-grass floras of the opposite sides of the Isthmus of Suez are as different as possible. It does not appear whether they have yet intermixed.] A collateral feature of this great enterprise deserves notice as possessing no inconsiderable geographical importance. I refer to the conduit or conduits constructed from the Nile to the isthmus, primarily to supply fresh water to the laborers on the great canal, and ultimately to serve as aqueducts for the city of Suez and other towns on the line of the canal, and for the irrigation and reclamation of a large extent of desert soil. In the flourishing days of the Egyptian empire, the waters of the Nile were carried over important districts cast of the river. In later ages, most of this territory relapsed into a desert, from the decay of the canals which once fertilized it. There is no difficulty in restoring the ancient channels, or in constructing new, and thus watering not only all the soil that the wisdom of the Pharaohs had improved, but much additional land. Hundreds of square miles of arid sand waste would thus be converted into fields of perennial verdure, and the geography of Lower Egypt would be thereby sensibly changed. Considerable towns are growing up at both ends of the channel, and at intermediate points, all depending on the maintenance of aqueducts from the Nile, both for water and for the irrigation of the neighboring fields which are to supply them with bread. Important interests will thus be created, which will secure the permanence of the hydraulic works and of the geographical changes produced by them, and Suez, or Port Said, or Ismailieh, may become the capital of the government which has been so long established at Cairo. Maritime Canals in Greece. A maritime canal executed and another projected in ancient times, the latter of which is again beginning to excite attention, deserve some notice, though their importance is of a commercial rather than a geographical character. The first of those is the cut made by Xerxes through the rock which connects the promontory of Mount Athos with the mainland; the other, a navigable canal through the Isthmus of Corinth. In spite of the testimony of Herodotus and Thucydides, the Romans classed the canal of Xerxes among the fables of "mendacious Greece," and yet traces of it are perfectly distinct at the present day through its whole extent, except at a single point where, after it had become so choked as to be no longer navigable, it was probably filled up to facilitate communication by land between the promontory and the country in the rear of it. The emperor Nero commenced the construction of a canal across the Isthmus of Corinth, solely to facilitate the importation of grain from the East for distribution among the citizens of Rome—for the encouragement of general commerce was no part of the policy either of the republic or the empire, and though the avidity of traders, chiefly foreigners, secured to the luxury of the imperial city an abundant supply of far-fetched wares, yet Rome had nothing to export in return. The line of Nero's excavations is still traceable for three-quarters of a mile, or more than a fifth of the total distance between gulf and gulf.