The Panama Canal and its Makers Part 4

[Ill.u.s.tration: THE CUT, LOOKING SOUTH FROM CULEBRA.]

While, however, the fighting force, so to speak, of the Isthmian army was obviously imperfect in many respects, great results had evidently been achieved by the auxiliary services. The Department of Sanitation had already made the Isthmus healthier than most equatorial countries, food and quarters were excellent, law and order were well maintained.

On the first day of my second and prolonged visit, April, 1908, fifteen months later, I went at once to the same spot on the Culebra Cut opposite to Golden Hill and again surveyed the scene of operations. The change was enormous. The gorge below me was greatly enlarged, the shape of the hills altered, the face of the landscape changed. As I gazed into the deep trench below, the thought flashed across my mind, "If my life be spared a few years longer, I will sail through this on a s.h.i.+p."

The reason of the great change was readily apparent: organisation had now been perfected. In the first place, the whole width of the cut was laid down in railway tracks, tier above tier at the different levels, so that the view was like the approach to the metropolitan terminus of one of the world's great railways. Up and down these tracks there came and went without ceasing the spoil-trains, now composed of larger trucks than formerly, with new and ingenious devices for rapid unloading. The number of steam shovels visible was much larger than in 1906, yet they were kept constantly busy, and all the time the drilling machines were at work boring holes for charges of dynamite, and gangs of men were completing the preparations for explosions in other holes already made.[18] Yet if the eyes were raised for a moment from the busy scene below, they rested on a silent wilderness of tropical forest, stretching unbroken to the horizon. I stayed until, at the approach of sunset, the work of the shovels ceased, and hundreds of men swarmed out of the Cut, and sought their quarters and the evening meal. But all was not over for the day, for now, when the Cut was cleared, the shot-firing began. At intervals there occurred a deafening explosion, the earth trembled as in a considerable, but preternaturally short, earthquake, and ma.s.ses of rock rolled down the slopes, disintegrated and ready for the shovel-man when he should arrive next morning. I paid many visits to the Cut, between Empire and Pedro Miguel, but oftenest at Culebra itself. The sight never palls, and is one of the wonders of the world. The Pyramids are another wonder of the world which in common with many thousands in all ages I have thought it worth going to see--but to go to Culebra is as if one were privileged to watch the building of the Pyramids. Yet how few go to the Isthmus on purpose to see these things, and, _mirabile dictu_, how few Americans! How is it that this people, so enthusiastic in all that relates to national achievement and addicted to foreign travel, does not include the Isthmus among its many recognised places of pilgrimage? Of the Americans whom I met on the Zone there was scarcely one who had come voluntarily for pleasure. The hotel accommodation, it is true, is limited, but it is more than sufficient for present needs, and is good, as hotels in the tropics are reckoned. Moreover, Panama is now one of the healthiest places in the Equatorial Zone. English tourists going out to the West Indies by the Royal Mail are generally able to cross the Isthmus and see something of the work while their s.h.i.+p is unloading at Colon; but I would venture to suggest, to such of these as care to follow the world's progress, that they should make arrangements beforehand to step off at Colon, cross to Panama, put up there, visit thence the Ca.n.a.l works at various points, and proceed by their next s.h.i.+p. The West Indian tourist season coincides with the dry season on the Isthmus. At Panama the mosquito is almost an extinct animal, and though the heat there is sometimes trying, a run up to Culebra brings one to a dry and bracing atmosphere where a fresh breeze is almost always blowing.

[18] During 1908 no less than one million dynamite charges were exploded.

The steam shovel is the princ.i.p.al agent of excavation. It scoops out loose soil directly, but the basaltic rock has to be broken up first by blasting. One shovel will load 1,200 cubic yards of such materials upon the cars within the working day of 8 hours, an amount equal to 600 two-horse loads.

For accelerating transportation railway trucks provided with flaps are used, which make of the whole train a single platform. At the rear of the train is a plough which can be drawn by a wire rope attached to a drum carried on a special car in the fore part of the train. When the train arrives at the dump the drum is started, and the plough, advancing, clears the 320 cubic yards of earth and rock from the 16 cars in 7 minutes. This is the Lidgerwood Unloader.

Another important piece of machinery is the track-s.h.i.+fter, which picks up and relays the railway lines of the ever-s.h.i.+fting spoil-tracks. This remarkably successful contrivance was invented by an employee on the Isthmus, and is moreover manufactured there in the great workshops at Gorgona.

[Ill.u.s.tration: FROM CULEBRA, LOOKING EAST TO DISTANT HILLS.]

[Ill.u.s.tration: FROM CULEBRA, LOOKING EAST ACROSS THE CUT.]

From Bas Obispo to Pedro Miguel, which const.i.tutes the Cut, is a distance of about 9 miles, and excavation is so planned that a summit is maintained at Lirio, near Culebra, about half-way between these two points. On the north slope are[19] 21 steam shovels, loading cars on 14 tracks. These, when loaded, are hauled down-grade to the northern dumps at Tavernilla and elsewhere, or to the site of the Gatun dam, which is also a dump. Nearly 4,000 cubic yards of rock are carried to the dam daily, a distance of about 24 miles. The return up-grade is made with empty cars. On the southern slope about the same number of steam shovels are at work, the spoil being taken to the southern dumping grounds on the Pacific side, including the trestle dump for the breakwater to Naos Island. The spoil-trains follow one another at intervals of about three minutes, and if, from any cause, delay occur, the steam shovels, and indeed the whole process of excavation, is brought to a standstill. Any cause of delay is therefore reported at once by telephone to the Superintendent of Transportation at Empire, and all energies are at once directed to clearing the way. On the Isthmus everything gives way to the spoil-train, as in a city to the fire-engine. An excellent lesson both in the complexity and urgency of the transportation is afforded by a run through the Cut on a motor trolley in company with the Superintendent of the Department of Excavation. Constantly shunted from one track to another, and occasionally having to retreat, much ingenuity is required to thread a way among the spoil-trains, but even the almost invaluable time of the Superintendent himself is sacrificed rather than any delay should occur to the "dirt" train, as it is usually called. It is this dirt which stands between the American nation and the realisation of their long cherished scheme, and nowhere is the cla.s.sical definition of dirt as "matter in the wrong place" so appropriate as on the Isthmus.

[19] This is for July, 1908.

Let us now see how much matter has been removed, and how much dirt remains which has yet to be removed. I will give first the totals of what has been got out in both dry and wet way, both in the Ca.n.a.l prism itself and for auxiliary works.

TOTAL EXCAVATIONS IN CONNECTION WITH THE PANAMA Ca.n.a.l.[20]

Cubic Yards.

By the French Companies about 81,548,000

By the American Isthmian Ca.n.a.l Commission up to the end of June, 1908 40,923,533 ----------- 122,471,533

[20] Ca.n.a.l Record, July 8, 1908.

Much of the work of the French Companies, however, consisted in dredging out sea-level channels at both ends of the Ca.n.a.l, whereas the princ.i.p.al American work has been rock-excavation in the Culebra Cut--or _the_ Cut, as it might equally well be called. The figures relating to the Cut are:--

EXCAVATION BETWEEN BAS OBISPO AND PEDEO MIGUEL, _i.e._, "THE CULEBEA CUT," 9-1/2 MILES.

Cubic Yards.

By the French Companies 22,600,000

By the American Commission to end of June, 1908 20,125,185 ----------- Total excavated in the Cut 42,725,185

Remaining to be excavated 37,973,063 ----------- 80,698,248

so that at the end of last June the Cut was half cut through, one quarter having been done by the French Companies and one quarter by the American Commission.[21]

[21] The total excavation for the prism of a sea-level ca.n.a.l was calculated by the Board of Consulting Engineers at 231,026,477 cubic yards.

This statement by itself, however, would give a very inadequate idea of the rate at which the excavation is now proceeding, for of the total taken out by the Commission since 1904, 11,000,000 cubic yards were due to the work of the 12 months prior to June last. It will be seen from what has gone before that the rate of progress is now even greater than in the year June, 1907-May, 1908, for the daily output from the Cut for July, 1908 (55,427 cubic yards), works out at 1,441,102 cubic yards, allowing 26 working days of that month, which, moreover, is a wet month, when work is much r.e.t.a.r.ded.

[Ill.u.s.tration: FROM CULEBRA, LOOKING EAST TO GOLDEN HILL.]

[Ill.u.s.tration: THE CUT AT CULEBRA, LOOKING NORTH.]

_On the Date of Completion of the Ca.n.a.l._

Colonel Goethals, Chief of the Commission, when examined early in 1908 at Was.h.i.+ngton, declined to bind himself to a date for completion, or to an estimate of cost; nevertheless, it is not difficult to calculate the date of completion from the actual rate of progress on the a.s.sumption that all goes well. The year 1915 is thus arrived at by the authorities for the calculated, though not promised, completion. This is based primarily upon the rate of excavation possible under the restrictions imposed by the narrow gorge along which the spoil has to be transported.

It has been also calculated that the constructive works, the locks and dams, would require about the same time as, but not longer than, the excavations. This just balance between the time required for the two elements, excavation and building, was one of the arguments employed in favour of the 85-foot-level ca.n.a.l, as securing "the utmost practicable speed of construction"[22] which could be obtained in a ca.n.a.l "affording convenient pa.s.sage for vessels of the largest tonnage."

[22] See address by President Roosevelt to Board of Consulting Engineers, September 11, 1905. Report of the Board, p. 12.

One of the most impressive features on the Isthmus at the present time is the great workshop at Gorgona, where repairs of all kinds are done, and large machines such as the track-s.h.i.+fter are actually built. As I pa.s.sed from machine shop to boiler shop, smith shop, car shop, pattern shop, and so on, I felt myself back among the circ.u.mstances of one of the great manufacturing towns, and forgot for the time my actual surroundings. It was with a feeling akin to surprise that, on quitting the foundry, I found myself on the fringe of the tropical forest, now darkening with the shadows of the swift-descending sun. I may here note by the way that the furnaces of the foundry produced considerable relief from the effects of the tropical heat, which that day was somewhat oppressive.

_Relaying the Panama Railway._

Reference to the map at the end of the volume will show how considerable is the task of reconstructing the Panama Railroad--what embankments have to be formed, circuits made, and (near Milaflores) a tunnel bored. The track, too, is being doubled, and the rolling stock has been greatly improved. The pa.s.senger cars are both comfortable and relatively cool, and the double journey from Pacific to Atlantic Ocean and back again can be pleasantly performed between luncheon and dinner.

Much of the verdant forest land on which I have gazed with so much delight from the windows of the cars will soon cease to be land at all.

It will be drowned beneath the waters of Lake Gatun; virgin forest, cultivated patch, squatter's hut, villages, and even small towns will disappear, their sites submerged by water, and presently to be covered by the silt of rivers.

CHAPTER IV

THE MEN ON THE ISTHMUS

_West Indian Labour._

THE success of sanitation, and the modern facilities for storage of food, have greatly simplified the task of obtaining an adequate supply of navvies for the pick and spade work. In the United States the American-born, particularly the majority who are of Anglo-Saxon stock, now form an aristocracy of labour, and for the last fifteen years or so have performed but little of the pick and spade, or ordinary navvy's, work. In the Southern States the unskilled labour is mainly performed by the American negro. Elsewhere the pick and spade work is done by new immigrants, some of whom settle, and some go home with their savings.

They are largely from Southern and Central Europe, many being Italians, and in the extreme West there are j.a.panese also.

[Ill.u.s.tration: GANG OF WEST INDIAN LABOURERS.]

[Ill.u.s.tration: GANG OF SPANISH LABOURERS AT CULEBRA.]

The Commission, however, did not recruit in the United States, in order not to disturb the labour market there, but sought elsewhere for the supply of unskilled labour.

At first they relied almost entirely upon the West Indian negro, who formed the majority of the navvies employed under the French Companies.

The Commission, however, were profoundly dissatisfied with the result.