Is a Ship Canal Practicable? / Notes, Historical and Statistical, Upon the Projected Routes for an Interoceanic Ship Canal Between the Atlantic and Pacific Oceans, in Which is Included a Short Account of the Character and Influence of the Canal of Suez, and the Probable Effects Upon the Commerce of the World of the Two Canals, Regarded Either as Rivals, or as Parts of One System of Interoceanic Navigation

by S. T. Abert

To verify this survey, Congress authorized the Secretaries of War and Navy to organize a joint expedition. In accordance with this authority, the Secretary of the Navy designated Com. Craven. This gallant officer was afterward sunk off Mobile, and lost with all the crew of his ship.

MICHLER’S ROUTE.

To Lieut. N. Michler, Corps of Topographical Engineers, (now Brevet Brigadier-General,) the execution of the topographical survey was assigned. The operations of this officer were published in the form of a diary, with special scientific reports and observations, accompanied by maps and profiles. The special reports embrace observations upon geology, botany, hipsometrical and astronomical determinations, climatology, and field notes.

The itinerary is full and interesting, supplying information valuable to future explorers. The reader is never asked to accept a statement upon the ipse dixit of the writer. The observation of a corps of intelligent surveyors is laid before the reader.

The line adopted by General Michler may be described as follows: To avoid the bar at the mouth of the Atrato, a canal, about two and one-half miles, is to be cut through the channel of the caño coquito. The mouth of this caño is protected by nature from the prevailing winds. The Atrato affords navigation for the largest ships. The remaining part of the line is described in General Michler’s words: “Let the first section follow the projected line referred to above, across the Lagunas to its intersection with the Truando; the second section connects this last point by a straight line with the head of the Palizadas; the third extends in a direct line to the foot of the Saltos; the fourth in a curved line to the head of the Saltos, including a tunnel of 800 feet through the Sierra de los Saltos; the fifth leads directly to the mouth of the river Grundó, a tributary of the Nercua; the sixth leaves the valley of the Nercua at the point by a straight line, perpendicular to the axis of the Cordilleras de los Andes, and, after piercing the mountains with a tunnel 12,500 feet in length, continues on to the mouth of the Chuparador; the seventh follows for some distance down the valley of the river Paracuchichí; and, lastly, the eighth strikes in a direct line for the Bahia Ensenadá, or Estero de Paracuchichí.

“The line proposed by Mr. Kennish differs very materially from the one just described. It leaves the Atrato at the mouth of the Truando, and follows the meanderings of the stream to its junction with the Nercua; it then ascends the valleys of the latter and of the Hingador, and strikes across the mountains to the Pacific. The length of the cut by his plan is stated in his report to be 56.08 miles.

“In order to complete the line of canal communication between the Atrato and the Pacific, it is necessary to connect the Estero de Paracuchichí with Humboldt’s Bay. It is proposed to do this by a cut from the former across the peninsula, and then by building out in its prolongation, from the shores of the latter, jetties to form a passage through the surf into deep water of the ocean. The depth of the cut between them will have to be sufficient to allow for the swells of the latter, at least from thirty-five to forty feet below low tide.”

To connect the Atrato with the Pacific by a canal without locks, there would be 95 miles of river navigation, and 52⅔ miles of canal, making an aggregate length of 147⅔ miles.

The following table gives the different items and the total cost of the work:

Interoceanic Ship Canal.