Part 3

The opening of the canal has greatly increased the effectiveness of the Navy of the United States. It has reduced the distance between the central points of the Atlantic and Pacific coasts from 13,000 to 5,000 miles and greatly reduced the problem of coaling on a cruise from coast to coast. It has made possible the concentration of a fleet at either entrance of the canal which, with a cruising speed of fifteen knots, could reach the center of the Pacific coast in nine days and the center of the Atlantic coast in five days.

Where, formerly, the fleets stationed opposite the middle of each coast were, from a cruising point of view, as far apart as opposite sides of the world, they are now as near as if one were off New York and the other off Buenos Aires.

With regard to the monetary saving to the United States resulting from the availability of the canal for naval use, it is apparent that the distance and time between the coasts have been reduced to less than two-fifths of the former figures. The cost of coast-to-coast movements is reduced accordingly, for though vessels of the Navy pay tolls, such payment is in effect a transfer of money from one branch of the government to another.

The strategic importance of the canal is inestimable from a monetary standpoint.

The Great Canal.

The Isthmus of Panama runs east and west and the canal traverses it from Colon on the north to Panama on the south in a general direction from northwest to southeast, the Pacific terminus being twenty-two miles east of the Atlantic entrance. The principal features of the canal are a sea-level entrance channel from the east through Limon Bay to Gatun, about seven miles long, five-hundred-foot bottom width and forty-one-foot depth at mean tide. At Gatun the eighty-five-foot lake level is obtained by a dam across the valley. The lake is confined on the Pacific side by a dam between the hills at Pedro Miguel, thirty-two miles away. The lake thus formed has an area of 164 square miles and a channel depth of not less than forty-five feet at normal stage.

At Gatun ships pass from the sea to the lake level, and vice versa, by three locks in flight. On the Pacific side there is one lowering of thirty feet at Pedro Miguel to a small lake fifty-five feet above sea level, held by dam at Miraflores, where two lowerings overcome the difference of level to the sea. The channel between the locks on the Pacific side is five hundred feet wide at the bottom and forty-five feet deep, and below the Miraflores locks the sea-level section, about eight miles in length, is five hundred feet wide at the bottom and forty-five feet deep at mean tide. Through the lake the bottom widths are not less than one thousand feet for about sixteen miles, eight hundred feet for about four miles, five hundred feet for about three miles and through the continental divide from Bas Obispo to Pedro Miguel, a distance of about nine miles, the bottom width is three hundred feet. The total length of the canal from deep water in the Caribbean, forty-one-foot depth at mean tide to deep water in the Pacific, forty-five-foot depth at mean tide, is practically fifty miles, fifteen miles of which are at sea level.

The Hydroelectric Station.

The hydroelectric station uses water from Gatun Lake for driving three turbo-generators of 2,000-kilowatt capacity each, which supply electricity for the operation of the lock and spillway machinery, the terminal shops and adjacent facilities, and for the lighting of the locks and the canal villages and fortifications. Transmission over the Zone is effected through four substations and a connecting high voltage transmission line which follows the main line of the Panama Railroad.

[Illustration: SUBMARINES USED IN DEFENDING THE PANAMA CANAL

The vessels here shown are used in defense of the Pacific side of the canal. They appear as anchored in the new concrete docks at Colon, preparatory to their passage through the canal, after having made the longest sea voyage then on record for submarines.

_Copyright by Underwood & Underwood, N. Y._]

[Illustration: _Copyright by the International News Service._

THROUGH THE PANAMA CANAL

The U. S. battleship “Ohio” in the east chamber of the Pedro Miguel Locks. On the left is seen the electric locomotive used in drawing vessels through.]

[Illustration: LADDER DREDGE, PANAMA CANAL]

[Illustration: SUCTION DREDGE, PANAMA CANAL

The upper view shows a ladder dredge, which operates by means of buckets on a continuous chain, dipping the contents of the buckets into the scow which lies alongside. The lower view shows a suction dredge, which operates on soft mud or sands, pumping the discharge through the pipe seen at the left of the illustration. The pipe may be carried to any desired point and used for filling.]

[Illustration: _Copyright, C. H. Graves Co._

GATUN LOCKS

A. Sea-level section of canal, seven miles long, from Atlantic Ocean to Gatun Locks, where by a series of three locks vessels are raised to Gatun Lake, eighty-five feet above sea level. B. Small area of land dredged away as soon as Gatun Locks were completed. C. Electric towing motor, four of which tow each vessel entirely through the locks. They run on cog rail along the lock walls. D. Lock gate under construction. E. Floor of first lock from Atlantic side. Note holes in floor for admitting the water. F. Lock for vessels coming from Pacific side. G. Base on which concrete posts were erected for electric lights. A row of lights on all sides of the locks making operation at night as safe as day. H. Incline from locks of different levels up and down which the towing motors run on cog rails.]

[Illustration: GAILLARD CUT LOOKING SOUTH FROM BEND IN EAST BANK NEAR GAMBOA

The train and shovel are standing on the bottom of the cut. The water in the drainage canal is about ten feet below the bottom of the canal, or at elevation +30.]

[Illustration: A CYLINDRICAL VALVE MACHINE, MOTOR AND LIMIT SWITCH

This machine is one of many which are used to regulate the flow of water to the locks. All valves are controlled from a central operating station on each of the three sets of locks. The limit switch automatically shuts off the power and stops the motor when the valve is entirely open or shut.]

[Illustration: CUCARACHA SLIDE ATTACKED BY A FLEET OF DREDGES

This great slide was the source of much trouble to the engineers. At one time it entirely blocked the canal at the narrow point shown in this photograph, but the seven dredges of the ladder, suction and dipper type, made short work of cutting the 150-foot channel shown here, and then proceeded with the work of entirely clearing the cut. The view looks north from the slide past Gold and Contractor’s Hills.

_Copyright by Underwood & Underwood, N. Y._]

[Illustration: STEAM SHOVEL BURIED UNDER FALL OF ROCK]

[Illustration: THE GREAT GAILLARD CUT

At this point the canal is cut through what is practically a mountain range. The material excavated consisted largely of rock and formed one of the hugest engineering problems in the world’s history. The cut is nine miles long, 300 feet wide, 272 feet greatest depth and required the excavation of 100,000,000 cubic yards of material.]

Gatun Lake, impounded by Gatun Dam, has an area of 164 square miles when its surface is at the normal elevation of eighty-five feet above sea level, and is the largest artificially-formed lake in the world. The area of the water-shed tributary to the lake is 1,320 square miles. During the rainy season, from April to the latter part of December, the run-off from this basin exceeds considerably the consumption of water, and the surplus is discharged through the spillway of Gatun Dam. Toward the end of the rainy season the surface of the lake is raised to about eighty-seven feet above sea level, in order to afford a surplus or reserve supply to keep the channel full to operating depth during the dry season, in part of which the consumption and evaporation are in excess of the supply. It is calculated that when this level has been attained at the beginning of the dry season the reserve is sufficient to assure a surface elevation of at least seventy-nine feet at the end of the dry season in spite of the consumption at the hydroelectric station, and allowing forty-one passages of vessels through the locks each day with the use of the full length of the chambers, or fifty-eight lockages a day when the shorter sections of the chambers are used and cross filling is employed, which would usually be the case. This is a greater number of lockages than can be made in one day.

[Illustration: STEAM SHOVEL LOADING ROCK

These great machines, which are able to dig out and load several tons of material at each operation, made the rapid progress in digging the canal possible.]

Gigantic Obstacles.

The greatest difficulty encountered in the excavation of the canal was due to slides and breaks which caused large masses of material to slide or move into the excavated area, closing off the drainage, upsetting steam shovels and tearing up the tracks. The greatest slide was at Cucaracha, and gave trouble when the French first began cutting in 1884. Though at first confined to a length of 800 feet, the slide extended to include the entire basin south of Gold Hill, or a length of about 3,000 feet. Some idea of the magnitude of these slides can be obtained from the fact that during the fiscal year 1910 of 14,921,750 cubic yards that were removed, 2,649,000 yards, or eighteen per cent, were from slides or breaks that had previously existed or that had developed during the year.

[Illustration: ONE OF THE GUARD GATES, GATUN LOCKS, PANAMA CANAL

Each lock is provided with four gates. This shows the method of construction, the gate being only partially finished.]

[Illustration: GATUN UPPER LOCKS, EAST CHAMBER

The view is looking north from the forebay showing the upper guard gates and emergency dam.]

The one greatest undertaking of the whole excavation was the Gaillard Cut. Work had been in progress on this since 1880, and during the French control over 20,000,000 cubic yards were removed. On May 4, 1904, when the United States took charge, it was estimated that there was left to excavate 150,000,000 cubic yards. Some idea of the size of this big cut may be formed from the fact that this division has within its jurisdiction over 200 miles of five-foot-gage track laid, about fifty-five miles of which is within the side slopes of the Gaillard Cut alone.

Gatun Dam.

The great dam at Gatun is a veritable hill--7,500 feet over all, 2,100 feet wide at the base, 398 feet through at the water surface, and 100 feet wide at the top, which is 115 feet above sea level. The dimensions of the dam are such as to assure that ample provision is made against every force which may affect its safety, and while it is made of dirt, a thing before unheard of, it is of such vast proportions that it is as strong and firm as the everlasting hills themselves.

Fluctuations in the lake due to floods are controlled by an immense spillway dam built of concrete. The front of the dam is the arc of a circle 740 feet long with fourteen openings which, when the gates are raised to the full height, permit a discharge of 140,000 cubic feet per second. The water thus discharged passes through a diversion channel in the old bed of the Chagres River, generating, by an enormous electric plant, the power necessary for operating the locks.

The locks of the canal are in pairs, so that if any lock is out of service navigation will not be interrupted, also, when all the locks are in use the passage of shipping is expedited by using one set of locks for the ascent and the other for descent. These locks are 110 feet wide and have usable lengths of 1,000 feet. The system of filling adopted consists of a culvert in each side wall feeding laterals from which are openings upward into the lock chamber. The entire lock can be filled or emptied in fifteen minutes and forty-two seconds when one culvert is used and seven minutes and fifty-one seconds, using both culverts. It requires about ten hours for a large ship to make the entire trip through the canal.

Meeting all Emergencies.

Many extraordinary feats of engineering were accomplished to overcome the difficulties presented. Special contrivances, wonderful in their operation, were invented to meet exigencies and emergencies.

The first and greatest problem attempted by the United States was to make the Canal Zone healthful. This strip of land from ocean to ocean abounded in disease-breeding swamps and filthy habitations unfit for human beings. The death-rate was appalling and the labor conditions terrible. During the first two and a half years, therefore, all energies were devoted to ridding the Isthmus of disease by sanitation, to recruiting and organizing a working force and providing for it suitable houses, hotels, messes, kitchens and an adequate food supply. This work included clearing lands, draining and filling pools and swamps for the extermination of the mosquito, the establishment of hospitals for the care of the sick and injured and the building of suitable quarantine quarters. Municipal improvements were undertaken in Panama and Colon and the various settlements in the Canal Zone, such as the construction of reservoirs, pavements and a system of modern roads. Over 2,000 buildings were constructed besides the remodeling of 1,500 buildings turned over by the French company.

[Illustration: LOCK GATE OPERATING MACHINERY

_Photograph, Underwood & Underwood, N. Y._

The great gear wheel, known as a “bull wheel,” is connected with one leaf of the gate on the right by means of a strut so that revolving the bull wheel by means of an electric motor through a train of gears results in opening or closing the gate.]

[Illustration: PANAMA, PAST AND PRESENT

Scene showing the repaving of one of Panama’s old muddy streets with vitrified brick. Sewers and water pipes were laid throughout the city, resulting in a great reduction of disease.]

It was only after all this preliminary sanitation was accomplished that the real work of digging the canal could go forward with any hope of success. These hygienic conditions had the result of making the Canal Zone one of the most healthful spots in the world, and work on the canal became so popular that it was no longer necessary to enlist recruits from the West Indies, the good pay, fair treatment and excellent living conditions bringing thousands of laborers from Spain and Italy. The greatest number employed at any one time was 45,000, of which 5,000 were American.

A Battle Won.

The completion of this herculean task marked an epoch in the history of the world. A gigantic battle against floods and torrents, pestilence and swamps, tropical rivers, jungles and rock-ribbed mountains had been fought--and won! Well worthy a place in the halls of immortal fame are the names of the thousands of sturdy sons who, with ingenuity, pluck and perseverance never before equaled, succeeded in making a pathway for the nations of the world from ocean to ocean.

This great and daring undertaking, which had for its object the opening up of new trade routes and lines of commerce, annihilating distance and wiping out the width of two continents between New York and Yokohama and making the Atlantic seaboard and the Pacific coast close neighbors, is the climax of man’s achievement and the greatest gift to civilization. It will help in the consummation of man’s loftiest dreams of world friendship and world peace.[2] So far, in the use of the canal, over forty per cent of the vessels which have passed through it have been engaged in the coastwise trade of the United States--each of them saving about 7,800 miles on each trip. If their average speed be taken at ten knots, they have averaged a saving of over a month at sea on each voyage from coast to coast. Where formerly the round trip of a ten-knot vessel required about fifty-five days’ actual steaming, the time at sea for the same trip for the same vessel is now reduced to about twenty-two days.

The canal makes San Francisco nearer to Liverpool by 5,666 miles, a saving of two-fifths of the old journey by Magellan. The distance between San Francisco and Gibraltar has been reduced from 12,571 miles to 7,621 miles, a saving of 4,950 miles, or thirty-nine per cent of the former distance.

From San Francisco to Buenos Aires, via Valparaiso and Magellan, is approximately 7,610 miles, which is shorter than the route through the canal, by which the distance is 8,941 miles. To Rio de Janeiro, the distance via Magellan is 8,609 miles; by the canal 7,885 miles. To Pernambuco, on the eastern promontory of South America, the distance via Magellan is 9,748 miles; via the canal 6,746 miles. To Para the distances via Magellan and via the canal are 10,852 and 5,642 miles, respectively.

From San Francisco to Freetown, on the west coast of middle Africa, the distance by the most practicable route, using the Strait of Magellan, is 11,380 miles. Through the canal and by way of the island of Barbados, the distance is 7,277 miles. The new route is less than two-thirds of the former.

With reference to the trade between the Atlantic coast of the United States and the west coast of South America, New York is nearer to Valparaiso by 3,717 miles by virtue of the canal; to Iquique, one of the great nitrate ports, by 4,139 miles; and to Guayaquil by 7,405 miles. From New York to Guayaquil the present distance of 2,765 miles is approximately twenty-seven per cent of the former distance--10,270 miles.

[Illustration: FORTY TONS OF DYNAMITE DESTROY THE LAST BARRIER BETWEEN THE OCEANS

The blowing up of Gamboa Dike, the last of the dikes in the Panama Canal. This dike separated the water in the Gatun locks from Gaillard Cut. The removal of the dike by a discharge of forty tons of dynamite, set off by President Wilson, from Washington, was the last stage in the completion of the great waterway. Dredges were put to work immediately widening the channel at Cucaracha slide in Gaillard Cut, so that within a short time the canal was ready for use throughout its entire length.

_Copyright by Underwood & Underwood._]

[Illustration: STEAM SHOVEL AT WORK IN GAILLARD CUT, WITH LARGE ROCK IN MOUTH OF SHOVEL

The great progress made in digging the Panama Canal was largely due to the steam shovels.]

As to the Far East, New York is nearer to Yokohama by 3,768 miles than formerly by way of the Suez Canal, but the latter route is eighteen miles shorter than the Panama route for vessels plying between New York and Hongkong. New York is forty-one miles nearer Manila by Panama than by Suez, and 3,932 miles nearer Sydney by Panama. New York is now, by virtue of the Panama Canal, nearer than Liverpool to Yokohama by 1,880 miles, and nearer than Liverpool to Sydney by 2,424 miles.

When the ship enters the harbor of either of the terminal ports it is boarded by officers of the canal who examine its bill of health and clearance, see that its certificate of canal measurement is properly made out, and ascertain any of the vessel’s needs in the matters of fuel, supplies, extra men to handle the lines during the passage of the locks, etc. These matters are immediately reported to the Captain of the Port, who gives the necessary orders to insure proper attendance on the vessel’s needs and directs its start through the canal whenever it is ready.

In all stages of its transit of the canal the vessel must have on board a government pilot. There is no charge for pilotage on vessels going directly through the canal without stopping to discharge cargo or passengers at the terminal ports. The pilot is on board in an advisory capacity and is required to confer with the master of the vessel, giving him the benefit of his knowledge and advice as to the handling of the vessel in the various reaches, but the master, who is best acquainted with the peculiarities of his vessel and her ways of answering the helm, is responsible for the navigation of the vessel, except when she is passing through the locks.

The handling of a vessel during its transit of the canal is like the handling of a railway train on its “run.” The course is equipped with all requisite signals, facilities for mooring, like sidings, and a system of communication between points along the line, which includes a special telephone system connecting all the important points of control in series.

As soon as the vessel starts on its transit of the canal, the Captain of the Port at the point of entrance telephones its starting to the other stations along the course. As the vessel arrives and departs from each of these points, the fact is telephoned along the line, so that there is exact knowledge at each station all the time of the status of traffic, and complete co-operation from the several points of control.

The transit of the canal requires about ten hours, of which approximately three hours are spent in the locks. In the sea-level channels and Gaillard (formerly “Culebra”) Cut the speed of vessels is limited to six knots; through Gatun Lake they may make ten, twelve and fifteen knots, according to the width of the channel. A vessel may clear from the canal port at which it enters and, after passing through the last of the locks, put direct to sea without further stop.

The handling of a vessel all through the canal, except in the locks, is essentially the same as its handling through any charted channel where observance of signals, ranges and turns is necessary. The canal channel throughout is very accurately charted, fully equipped with aids to navigation, and governed by explicit rules with which the pilots, of course, are thoroughly familiar.

In the locks, the vessel is under the control of the lock-operating force. As the vessel approaches the locks, the operator in charge at the control house indicates by an electrically operated signal at the outer end of the approach wall if the vessel shall enter the locks and, if so, on which side; or if it shall keep back or moor alongside the approach wall. If everything is ready for the transit of the locks, the vessel approaches the center approach wall, which is a pier extending about a thousand feet from the locks proper, lines are thrown out, and connections are made with the electric towing locomotives on the approach wall.

The vessel then moves forward slowly until it is in the entrance chamber, when lines are thrown out on the other side and connections are made with towing locomotives on the side wall. Six locomotives are used for the larger vessels, three on each wall of the lock chamber. Two keep forward of the vessel, pulling and holding her head to the center of the chamber; two aft, holding the vessel in check; and two slightly forward of amidships, which do most of the towing of the vessel through the chamber. The locomotives are powerful affairs, secured against slipping by the engagement of cogs with a rack running along the center of the track, and equipped with a slip drum and towing windlass, which allow the prompt paying out and taking in of hawser as required. No trouble has been experienced in maintaining absolute control over the vessels.