However, should an enemy once effect a landing at any point within striking distance of Panama or Colon, say on the Chorrera coast, or at Nombre de Dios or Porto Bello, some defensive works would be needed to prevent their taking the coast forts in the rear. Such works are being planned and an extensive permanent camp is to be built at Miraflores, at which point the Canal can be readily crossed—there are to be no permanent bridges—and smaller posts at Margarita Island, Toro Point and Culebra Island. To man the actual seacoast forts there will be 12 companies of coast artillery of 109 men each; while distributed in the army camps will be, according to present estimates, three regiments of infantry, a squadron of cavalry and a battalion of field artillery, making in all rather more than 8000 men.
Photo by H. Pittier
Courtesy National Geographic Magazine
A GROUP OF GUYAMI GIRLS
The probable influence of the Panama Canal on commerce, on trade routes, on the commercial supremacy of this or that country, on the development of hitherto dormant lands is a question that opens an endless variety of speculations. Discussion of it requires so broad a knowledge of international affairs as to be almost cosmic, a foresight so gifted as to be prophetic. A century from now the fullest results of the Canal’s completion will not have been fully attained. This creation of a new waterway where a rocky barrier stood from the infinite past in the pathway of commerce will make great cities where hamlets now sit in somnolence, and perhaps reduce to insignificance some of the present considerable ports of the world.
Certain very common misbeliefs may be corrected with merely a word or two of explanation. Nothing is more common than to look upon all South America as a territory to be vastly benefited by the Canal, and brought by it nearer to our United States markets. A moment’s thought will show the error of this belief. When we speak of South America we think first of all of the rich eastern coast, of the cities of Rio de Janeiro, Montevideo and Buenos Ayres. But it is not to this section that the greatest advantage will come from the Canal. Vessels from our Pacific coast can indeed carry the timber of Puget Sound, the fish of Alaska and the Columbia River, the fruits of California thither more cheaply than now, but that is but a slight fraction of their trade. Nor are Brazil and the Argentine participators in Oriental trade to any great extent, though the Canal may make them so. The western coast of South America is chiefly affected by the Canal, and that to a degree rigidly limited by the distance of the point considered from the Straits of Magellan, and the size of the Canal tolls imposed.
A ZONE SIGN OF CIVILIZATION
Nor will the Suez Canal be an abandoned waterway after our own cut at Panama is completed. It will, indeed, be not surprising to see the Suez Canal tonnage increase, for trade breeds trade, and the Panama Canal will be a stimulant as well as a competitor. To all of British India and Southern China the distance from Liverpool via Suez is less than via Panama, and to Melbourne, Sidney and other Australian ports the saving in distance via Panama is less than 2000 miles. The Suez Canal, it is to be remembered, is owned by Great Britain and a very slight concession in rates will be all that is needed to keep British merchant vessels to their long accustomed routes. We have had a harder task in digging our Canal than the French had at Suez, but we need cherish no delusive idea that we are going to put the earlier waterway out of business.