\Stob 5 I ! I vo BANCROFT LIBRARY o- THE LIBRARY OF THE UNIVERSITY OF CALIFORNIA PANAMA IN PICTURES GRAPHIC VIEWS OF THE GREAT NEW WATERWAY FROM ATLANTIC TO PACIFIC With a Full Description of the Canal and History of the Undertaking THOMAS H. RUSSELL, A. M., LL.D. MEMBER NATIONAL. GEOGRAPHIC SOCIETY M. A. DONOHUE & CO. PUBLISHERS CHICAGO pr COPYRIGHT, 1913, ,B V M. A. DONO. IUE & CO. THE PANAMA CANAL *-,-.. FTER five centuries of effort by men of various nationalities, we of the United States are about to complete a direct westerly route from Europe to the Orient, by means of a canal across the Isthmus of Panama. The official date for a formal opening of the Canal has been set for January 1, 1915, but the year 1913 will undoubtedly see, not only the turning of water into the great ditch, to be restrained, controlled and regulated by its mammoth locks, but also the passage through the new waterway of vessels freighted with international commerce. This gigantic undertaking, thus carried to completion in record-breaking time by American enterprise and energy, ranks as the world's greatest feat of engineer- ing. Every feature of the Canal construction, of Isthmian history and of Canal Zone administration is therefore full of interest for the patriotic American citizen. Christopher Columbus dreamed of a short cut to the Orient by the way of the West. Balboa in 1513 dis- covered the proximity of the oceans by crossing the mountains of the Isthmus and sighting the Pacific; and it is said that as early as 1520 Charles V of Spain ordered the Isthmus of Panama to be surveyed with a view to ascertaining the best route for a canal across it. Many expeditions were sent out from the mari- time countries of Europe and many interoceanic plans BANCROFT LIBRARY were projected, but up to the close of the 18th century no actual progress had been made towards the estab- lishment of water communication between the Atlantic and the Pacific. At the beginning of the 19th century Humboldt, the great scientist, who spent several years in Central America, suggested no fewer than nine routes for an interoceanic ship canal, and the general attention of the civilized world was called to the subject. In 1835 the United States first became interested in the project through a resolution introduced in the Senate by Henry Clay, but the panic of 1837 effectually estopped actjoja contemplated at that time. In 1838 a concession was granted to a French com- pany for the construction of highways, railroads or a canal across the Isthmus, but the concession lapsed for lack of capital. The first reliable survey of a route for a waterway in Isthmian territory was made at Nicaragua in the '40s by Col. Childs for the American Atlantic & Pacific Company, which had secured concessions for canal construction. Many enterprising citizens of the United States, as well as Europeans, had long had their eyes fixed upon the possibilities afforded by the Isthmus and soon after Col. Childs' survey the governments of Great Britain, France and the United States grew interested in the active explorations made by private individuals and companies. The year 1855 saw the opening of the Panama Rail- road, constructed by Americans across the .Isthmus. The concession of the company gave it control of the Panama route for a canal, but with railroad communica- tion firmly established and financially successful, the idea of canal construction was relegated to the back- ground. Meanwhile other canal routes were exploited by a small army of promoters. Altogether nineteen dif- ferent routes have been suggested and received more or less attention. Of these, the Tehuantepec, Nicaragua, Panama, and Darien projects are the most important, and Nicaragua has been Panama's principal rival in the last thirty years. In 1872 an Interoceanic Canal Commission was created by the United States Congress^. This com- mission reported in 1876 in favor of a canal and the Nicaragua route, but no active steps followed. Futile Efforts of the French In September, 1879, the great French engineer, Ferdinand de Lesseps, fresh from his triumph at Suez, went to the Isthmus of Panama and soon after pub- lished plans for a sea-level canal 28 feet deep, to cost $132,000,000. After visiting the United States to interest this government, he returned to France and organized the Panama Canal Company, capitalized at $80,000,000, which on the strength of De Lesseps' reputation was promptly subscribed by the thrifty French. The history of the French Company is a history of misrepresentation and disaster. In 1882 actual con- struction was begun upon the Isthmus, the Panama route having been selected, and several thousand laborers were put to work. Graft, extravagance, im- morality, and disease ensued and soon marred the proj- ect. The cost of a sea-level canal having been grossly underestimated, the plans were changed in 1887 to provide for a cheaper lock canal, but it was too late. The company was too deeply involved, and in February, 1889, it went into the hands of a receiver. In October, 1893, the New Panama Canal Company was organized by the French out of the ruins of the old company, and new surveys were made at the Isthmus. These surveys subsequently proved very valuable to the American engineers, but constructive progress at Panama under the new French company soon ceased for lack of funds, the French investors having lost faith in the project. In 1897 Congress created the first Isthmian Canal Commission, headed by Admiral John G. Walker, and on March 3, 1899, an act of Congress authorized the President to make complete investigations of the Isthmus of Panama with a view to the construction of a canal to connect the Atlantic and Pacific Oceans. In 1903 the Republic of Panama was formed by secession of its people from Colombia, which was block- ing Isthmian canal progress. The new republic re- ceived prompt recognition from President Roosevelt and in February, 1904, it concluded a treaty with the United States for the grant to the latter in perpetuity of a zone for the construction and operation of a canal. The Canal Zone The Canal Zone contains about 448 square miles. It begins at a point three marine miles from mean low water mark in each ocean, and extends for five miles on each side of the center line of the route of the canal. It includes the group of islands in the Bay of Panama named Perico, Naos, Culebra, and Flamenco. The cities of Panama and Colon are excluded from the zone, but the United States has the right to enforce sanitary ordinances in those cities, and to maintain public order in them in case the Republic of Panama should not be able, in the judgment of the United States to do so. Of the 448 square miles of zone territory, the United States owns the larger portion, the exact amount of which is being determined by survey. Under the treaty with Panama, the United States has the right to acquire by purchase, or by the exercise of the right of eminent domain, any lands, buildings, water rights, or other properties necessary and convenient for the construc- tion, maintenance, operation, sanitation, and protection of the canal, and it can, therefore, at any time acquire the lands within the zone boundaries which are owned by private persons. The new Republic of Panama has an area of about 31,000 square miles and a population estimated at about 419,000. The treaty establishing the Canal Zone provided for the payment, under certain con- ditions of the sum of $10,000,000 by the United States to the republic and an annual payment of $250,000 beginning nine years after the signing of the treaty. Under American Control The formal transfer of the property of the French Canal Company to the United States took place on May 4, 1904, and the next thirty months, or until January, 1907, ,were devoted principally to the work of preparation for active and efficient construction. The first step was a reorganization of the Walker Commission, Mr. John F. Wallace being appointed engineer-in-chief. He resigned in 1905 and was suc- ceeded by Mr. John F. Stevens, a noted railway en- gineer. An International Board of Consulting En- gineers was appointed by President Roosevelt to con- sider the type of canal to be built and in February, 1906, this board reported in favor of a sea-level canal. The majority of the American members of the board, however, favored a multi-lock canal, as both cheaper and more readily built. The President, therefore, recommended to Congress the lock type of canal and the original plans were allowed to stand. Profile of Canal *ni I i i j * if i nil ~J~ ill III ftffri 1 1f I t i i \ 3 ; s ji i 5 5 !* I V i s- 5 f s Cross Section Catun Dam. After about nine months of constructive work, Chief Engineer Stevens resigned, in April, 1907, and the super- intendence of the great undertaking was then turned over to the United States Army, the Isthmian Canal Commission being completely reorganized for the pur- pose. Since that time the work has steadily progressed toward completion. The Military Regime Col. George W. Goethals, Corps of Engineers, U. S. A. was appointed Chairman of the Commission and Chief Engineer. His splendid record in charge of the work will make a shining page in American history. The other members of the reorganized Commission were: Lieut.-Col. H. F. Hodges, U. S. A., Lieut.- Col. D. D. Gaillard, U. S. A., Lieut.-Col. Wm. L. Sibert, U. S. A. ; Civil Engineer H. H. Rousseau, U. S. N. ; Col. Wm. C. Gorgas, U. S. A., and Hon. J. C. S. Black- burn, former United States Senator. In April, 1910, Senator Blackburn retired and Mr. Maurice H.Thatcher was appointed to fill the vacancy. Admirable organization and perfect discipline have been striking features of the military regime. Since Col. Goethals and his army associates assumed control of the engineering and construction work, the project has been pushed with a thoroughness and speed that exceeded the expectations even of those who had the utmost confidence in their ability and energy. The absence of inside friction has been as remarkable as the steady progress of construction. The Work of Construction In the organization of the Engineering Department all construction work was divided into three districts, each under a Division Engineer, with full control and responsibility. These districts are as follows: 1. The Atlantic Division, extending from deep water to Gatun Lake and including the great Gatun locks and dam. This is the most important and diffi- cult section of the entire undertaking. Col. Sibert, Division Engineer. 2. The Central Division, extending from Gatun Dam to the locks at Pedro Miguel. This includes the Cule- bra Cut and involved the greatest amount of exca- vation work. Col. Gaillard, Division Engineer. 3. The Pacific Division, extending from Pedro Miguel to deep water in the Pacific Ocean. It includes Pedro Miguel locks and dam and the Miraflores locks, dam and tunnel. S. M. Williamson, Division Engineer. The work of canal construction has been divided into three general classes, as follows: 1. Wet excavation or dredging, amounting to 12 per cent of the whole work and occurring principally in the terminal channels. 2. Dry excavation, including removal of material by steam shovels and other power excavators. Nearly 50 per cent of the entire work. 3. Construction of locks, dams, tunnels and spill- ways, estimated at 39 per cent of the work. Unit Costs of Canal Work The average cost of dry excavation in the Central Division (including the Culebra Cut) for the fiscal year ending June 30, 1911, was 58.80 cents for direct charges, and 4.57 cents for administrative and general expenses of the Isthmian Canal Commission, making the total average cost 63.37 cents per cubic yard. The average cost for dredging in the Atlantic end of the Canal for the fiscal year ending June 30, 1911, was 22.15 cents for direct charges, and 2.18 cents for ad- ministrative and general expenses of the Isthmian Canal Commission, making the total average cost 24.33 cents per cubic yard. The average cost of dredging in the Pacific end of the Canal for the fiscal year ending June 30, 1911, was 25.19 cents for direct charges, and 2.45 cents for ad- ministrative and general expenses of the Isthmian Canal Commission, making the total average cost 27.64 cents per cubic yard. Steam Shovel and Dredge Work There are now on the Isthmus 100 steam shovels of different capacities and 18 dredges, the latter being classified as 7 ladder, 3 dipper, 6 pipe-line suction, and 2 sea-going suction dredges. Several classes of steam shovels are engaged in ex- cavating work, equipped with dippers ranging in capac- ity from 1% cubic yards to 5 cubic yards. Each cubic yard, place measurement, of average rock weighs about 3,900 pounds; of earth, about 3,000 pounds; of "the run of the cut," about 3,600 pounds, and is said to represent about a two-horse cart load. Consequently, a five-cubic yard dipper, when full, carries 8.7 tons of rock, 6.7 tons of earth, and 8.03 tons of the "run of the cut." Three classes of cars are used in hauling spoil flat cars, which are unloaded by plows, and two kinds of dump cars. The capacity of the flat car is 19 cubic yards; that of the large dump cars, 17 cubic yards, and that of the small dump cars, 10 cubic yards. The average load of a train of flat cars, in hauling the mixed material known as "the run of the cut," is 610.7 tons (based on a 20-car train) ; of a train of large dump cars, 737.68 tons, and of a train of small dumps, 562.5 tons. The record day's work for one steam shovel was that of March 22, 1910, 4,823 cubic yards of rock (place measurement), or 8,395 tons. The highest daily record in the Central Division was on March 11, 1911, when 51 steam shovels and 2 cranes equipped with orange peel buckets excavated an aggregate of 79,484 cubic yards, or 127,742 tons. During this day, 333 loaded trains and as many empty trains were run to and from the dumping grounds. Total Amount of Excavation The following was the estimated excavation required May 4, 1904, based on the plans for the lock canal: Cubic feet. Atlantic Division 47,523,000 Central Division 106,417,000 Pacific Division 58,287,000 212,227,000 Of this excavation, 180,423,874 cubic feet had been accomplished by Americans to October 1, 1912, leaving approximately 31,803,126 cubic feet remaining to be excavated. The amount of material taken out by the Old and New Panama Canal Companies (French) was 78,146,- 960 cubic yards, of which it is estimated 29,908,000 cubic yards has been utilized in the adopted plan of 8 canal; making the total excavation for the canal 242,135,000 cubic yards. The Problem of Labor The Quartermaster's Department was charged with the supply of labor for the Canal and the problem of securing a sufficient supply of laborers was a difficult one. In all there have been brought to the Isthmus 43,432 laborers, of whom 11,797 came from Europe, 19,448 from Barbados, the balance from other islands in the West Indies and from Colombia. l Stct'f" / Or*nni*i Cvt+tira, C 2 In the month of August, 1912, there were approx- imately 45,000 employees on the Isthmus on the rolls of the Commission and of the Panama Railroad Com- pany, about 5,000 of whom were Americans. There were actually at work on September 25, 1912, 35,861 men, 29,571 for the Commission, and 6,290 for the Panama Railroad Company. Of the 29,571 men work- ing for the Commission, 4,166 were on the gold roll, which comprises those paid in United States currency, and 25,405 were on the silver roll, which comprises those paid on the basis of Panaman currency or its equivalent. The gold force is made up of the officials, clerical force, construction men, and skilled artisans of the Isthmian Canal Commission and the Panama Rail- road Company. Practically all of them are Americans. The average pay for labor on the gold roll is 65 cents an hour for an 8-hour day. The silver force represents the unskilled laborers of the Commission and the Panama Railroad Company. Of these, about 4,500 are Europeans, mainly Spaniards, with a few Italians and other races. The remainder, about 25,000, are West Indians, about 3,700 of whom are employed as artisans, receiving 16, 20 and 25 cents, and a small number 32 and 44 cents, an hour. The standard rate of the West Indian laborer is 10 cents an hour, but a few of these doing work of an exceptional character are paid 16 and 20 cents. The larger part of the Spaniards are paid 20 cents an hour, and the rest 16 cents an hour. West Indian negroes have proved the most desirable class of unskilled laborers to be se- cured in sufficient numbers, but their labor is of poor quality, being only about one-third efficient. The Subsistence Department The Canal and Panama Railroad forces are sup- plied with food, clothing and other necessaries through the Subsistence Department, which is divided into two branches Commissary and Hotel. The business done by the Commissary Department amounts to about $6,000,000 per annum, and that done by the hotel branch to about $1,500,000 per annum. The Commissary system consists of 22 general stores in as many Canal Zone villages and camps along the relocated line of the Panama Railroad. It is estimated that with employes and their dependents, there are about 65,000 people supplied daily with food, clothing, and other necessaries. The hotel branch maintains the Hotel Tivoli at Ancon, and also 18 hotels along the line for white gold employes at which meals are served for thirty cents each. At these 18 hotels there are served monthly about 200,000 meals. There are sixteen messes for European laborers, who pay 40 cents per ration of three meals. There are served at these messes about 270,000 meals per month. There are also operated for the West Indian laborers fourteen kitchens, at which they are served a ration of three meals for 27 cents per ration. There are about 100,000 meals served monthly at these kitchens. The material and supply branch carries in eight general storehouses a stock of supplies for the Commis- sion and Panama Railroad valued approximately at $4,500,000. About $12,000,000 worth of supplies are purchased annually, requiring the discharge of one steamer each day. The Sanitary Problem Until comparatively recent years the Isthmus of Panama was a hotbed of disease. Yellow fever, smallpox and other diseases in infinite variety, gave the ports of Panama and Colon an evil reputation among 10 seafarers, and as a matter of practical business policy it was necessary to remove this cause of ill repute. In the few short years of United States control a truly wonderful transformation has been effected in the ter- minal cities and throughout the Canal Zone. The work of the Sanitary Department, under Col. W. C. Gorgas, well known for his splendid sanitary work in Cuba, has been phenomenally successful, making it possible for Americans to live and work on the Isthmus in health and happiness and thus performing a service of in- estimable value toward the construction of the canal. Over 1200 men are carried on the pay rolls of the De- .partment of Sanitation and the expenditures have amounted to $2,000,000 per annum. The work must be kept up and the total expenses of the Department will amount, it is estimated, to about $20,000,000, or a little over 5 per cent of the total cost of the Canal. The efforts of the French, who spent for hospital service less than one-half of one per cent of their total expenditures, were largely frustrated by disease, now demonstrated to be preventable. The work of the sanitary officers has included the installation of complete water and sewerage systems in the cities of Panama and Colon and the waging of successful warfare against the mosquitoes responsible for epidemics of yellow fever and malaria. The result has been a veritable triumph of sanitary science. TYPE OF THE CANAL The Panama Canal will have a summit elevation of 85 feet above the sea, to be reached by a flight of three locks located at Gatun, on the Atlantic side, and by one lock at Pedro Miguel and a flight of two at Mira- flores, on the Pacific side. All these locks are in dupli- cate, that is, they have two chambers, side by side. Each lock will have a usable length of 1,000 ft. and a \\idth of 110 ft. The summit level, extending from Gatun to Pedro Miguel, a distance of about 31.5 miles, is to be regulated between 82 and 87 feet above sea level by means of the spillway in the dam at Gatun. The Gatun lake, which will have an area of 164.23 square miles, will be maintained by earth dams at Gatun and Pedro Miguel. The Chagres river and other streams will empty into this lake. A small lake, about two square miles in area, with a surface elevation of 55 feet, will be formed between Pedro Miguel and Miraflores, the valley of the Rio Grande being closed by an earth dam on the west side and a concrete dam with spillway on the east side at Mira- flores. The approaches from deep water to the Gatun locks on the Atlantic side, and from deep water to the locks at Miraflores on the Pacific side, will be sea-level channels, about 7 and 8 miles in length, respectively, and each 500 feet wide. Length, Width and Depth of Canal The Canal will be about 50 miles in length from deep water in the Caribbean Sea to deep water in the Pacific Ocean. The distance from deep water to the shore line in Limon Bay is about 4j/ miles, and from the Pacific shore line to deep water is about four miles; hence the length of the Canal from shore to shore will be approximately 41^ miles. The average width of the channel throughout is 649 feet, and the minimum width 300 feet. The Canal will have a minimum depth of 41 feet. The Ship's Passage Through the Canal In entering the canal from the Atlantic side, a ship will proceed from deep water in Limon Bay to Gatun locks, a distance of 6.9 miles, through a channel 500 feet wide; passing into the locks, 0.78 of a mile in length, the ship will be carried up to an elevation of 85 feet above sea level in 3 lifts to the level of the water in Gatun lake; thence for a distance of 16 miles the channel is 1,000 feet or more in width to Mile 23.7; from this point to Mile 26.9 the channel is 800 feet wide; from this point to Mile 27.45 the channel is 700 feet wide; from this point to Mile 31.5, near Bas Obispo, the channel is 500 feet wide; from Bas Obispo to Pedro Miguel lock, through the Culebra Cut, to Mile 39.68 the channel is 300 feet wide. Going through Pedro Miguel lock, 0.37 of a mile in length, the vessel will be lowered to the level of Miraflores Lake, 55 feet above mean tide, through which there will be a channel 500 feet wide to Miraflores locks at Mile 41.72, thence through the two Miraflores locks, 0.58 of a mile in length, the vessel will be lowered to tide level and pro- ceed through a channel 500 feet wide to deep water in the Pacific at Mile 50.5. It is estimated that the time required for the passage of a ship of medium size through the entire length of the Canal will be from 11 Gatun Dam, Spillway and Locks. to 10 hours, and for larger vessels from lu>i to 11 hours. All vessels will be towed through the locks by electric locomotives. MILEAGE SAVED BY THE CANAL The following table shows the mileage that will be saved by vessels proceeding from New York and Liver- pool, respectively, to various ports in the Pacific via the Panama Canal as compared with the voyage via the Straits of Magellan: New York to Via Magellan Nautical Miles (6080 feet) Via the Panama Canal Saving in Mileage San Francisco Sitka, Alaska Honolulu Callao Valparaiso 13135 14437 13312 9613 8380 5262 6564 6702 3363 4633 7873 7873 6610 6250 3747 Liverpool to San Francisco 13502 7836 5666 Sitka, Alaska 14804 9138 5666 Honolulu 13679 9276 4403 Callao 9980 5937 4043 Valparaiso 8747 7207 1540 The lock system of the canal will include six double locks; three pairs in flight at Gatun, with a combined lift of 85 feet; one pair at Pedro Miguel, with a lift of 30M feet and two pairs at Miraflores, with a combined lift of 54% feet at mean tide. The usable dimensions of all are the same a length of 1,000 feet, and width of 110 feet. Each lock: is~ar chamber , with, walls and floor of concrete, and mitering gates at each end. Side Wall of Locks Compared with Six-story Building. 13 Cross Section of Lock Chamber and Walls of Locks. A. Passageway for operators. B Gallery for electric wires. C Drainage gallery. : D Culvert in center vail. E These culverts- run under Hie lock floor and alternate with those from sidewaUs. p Wells opening from lateral culverts into lock chamber. G Culvert in sidewatts.. B Lateral culverts. The side walls are 45 to 50 feet wide at the surface of the floor; are perpendicular on the face t and narrow from a point 24 ^ feet above the floor until they are 8 feet wide at the top. The middle wall is 60 feet wide, approximately 81 feet high, and each face is vertical. The lock gates are steel structures 7 feet thick, 65 feet long, and from 47 to 82 feet high. They weigh from 300 to 600 tons each. Ninety-two leaves are re- quired for the entire canal, the total weighing 57,000 tons. Electricity will be used to tow all vessels into and through the locks, and to operate all gates and valves, power being generated by water turbines from the head created by Gatun Lake. Vessels will not be permitted to enter or pass through the locks under their own power, but will be towed through by electric locomotives run- ning on cog-rails laid on the tops of the lock walls. There will be two towing tracks for each flight of locks, one on the side and one on the middle wall. The num- ber of locomotives used will vary with the size of the vessel. The usual number required will be four; two ahead, one on each wall, imparting motion to the vessel, and two astern, one on each wall, to aid in keep- ing the vessel in a central position and to bring it to rest when entirely within the lock chamber. 14 Model of Pedro Miguel Locks The lock on the right is nearly filled for an upward lockage. Four electric locomotives are shown securely holding a 10,000-ton ship, and ready to tow it out of the lock, so soon as the upper gates are opened. In the foreground is shown a protective chain; at the entrance to the lock on the left is shown a caisson in position and acting as a barrier between the high level above and the low level below the lock. On the right is shown an emergency dam in its normal position when not in use, and on the left the other dam is shown swung in position across the lock with the wicket girder down in readiness to support the wickets or gates which complete the barrier. Value of the $40,000,000 French Purchase A careful official estimate has been made by the Canal Commission of the value to the Commission of the franchises, equipment, material, work done, and property of various kinds for which the United States paid the French Canal Company $40,000,000. It places the total value at $42,799,826, divided as follows: Excavation, useful to the Canal, 29,- 708,000 cubic yards Panama Railroad Stock Plant and material, used and sold for scrap Buildings, used Surveys, plans, maps and records .... Land Clearings, roads, etc Ship channel in Panama Bay, four years' use. $25,389,240.00 9,644,320.00 2,112,063.00 2,054,203.00 2,000,000.00 1,000,000.00 100,000.00 500,000.00 Total $42,799,826.00 15 ISTHMIAN CANAL AMD ZONE Gatun Upper Locks, West Chamber, Looking North, Showing Upper Guard Gates, Operating Gates, Intermediate Gates, and Safety Gates in Process of Construction, June 7, 1912. Gatun Upper Locks, Looking North from Lighthouse, July 2, 1912. d o "o U Gatun Upper Locks, East Chamber, Looking North from Forebay. Showing Upper Guard Gates and Emergency Dam Sill July 7, 1912. Pedro Miguel Locks, South End of East Chamber, Showing Construction of Safety and Lower Gates, June 3, 1912. Gatun Upper Locks, Miter Gate Moving Machine, Structural Steel Girders for Towing Locomotive Track Supports in Foreground, June, 1912. o O a s 6 Pedro Miguel Locks, Detail of Construction of Electric Towing Locomotive Rack Track. Miraflores Upper Locks. Center Wall Culvert, Showing Stoney Gate Castings in Place, June 23, 1912 Cylindrical Valve Machine, Motor and Limit Switch. Electricity is Used to Operate all Gates and Valves of the Locks. Rising Stem Gate Valve Machine. Front Tower. Range 5-6, Atlantic Division. An Elaborate System of Range Lights Assists Navigators Through the Open Waters of the Canal. Rear Tower, Range 9-11, Pacific Entrance. Looking Northwest, November 7, 1911. CQ a o 1 Front Tower, Range 9-11, Pacific Entrance Looking Southeast, November 7, 1911. Gatun Lower Locks Looking South from Cofferdam, Showing West Chambers of Upper and Middle Locks, November 9, 1911. Gatun Locks Forebay, East Side Looking North, Showing Flaring Approach Wall, June 7, 1912 Gatun Dam. West Section of Dam Looking West, Showing Progress of Hydraulic Fill, June 12, 1912. Gatun Spillway Looking East Toward Locks, Showing Up and Down Stream Faces of Ogee Dam, June 6, 1912. Culebra Cut, South End, Looking South from Bridge 57 J^ and Showing the Partly Completed Anchorage Basin North of Pedro Miguel Lock. Train on Completed Bottom of Canal, Elevation +40, June, 1912. Culebra Cut Looking North from Bridge 57*^, Near Paraiso. The Train on the Left, Just Beyond the Trestle Bridge, is on the Completed Bottom of the Canal, Elevation +40, June, 1912! Culebra Cut, Looking South from Empire Suspension Bridge. The Group of Well Drills in the Middle of the Canal is About 27 Feet Above the Bottom, or at Elevation +67, May, 1912. Calebra Cut Looking North from Las Cascades. All Trains are Standing on the Bottom of the Cut, Elevation +40, May, 1912. Culohra 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 Channel is About 10 Feet Below the Bottom of the Canal, or at Elevation -t-30, June, 1912. Slide in East Bank of Canal Near Cucaracha, June, 1912. Cul Cut, Culebra. Break in East Bank of Canal. Amount of Material Involved, 320,009 Cubic Yards The Train Shown m Foreground is About 35 Feet Above the Bottom, or at Elevation +75. February 11, 1912. " ' I .23 00 a H Slide of Stratified Rock, West Bank of Canal, Culebra-on-the-Dump, Looking Toward Culebra. Slide Involves About 1,000,000 Cubic Yards and Moved About 3 Feet Per Day on a Slope of 1 Vertical to 7 Horizontal. The Train is Standing at Elevation +95, February, 1912. Steam Shovel 218 Buried Under Fall of Rock, West Side of Canal, Near Las Cascadas This Shovel was Working on the Bottom of the Canal when Destroyed, May 31, 1912. South End of Naos Island Dump, 4 000 Feet from Island. Center at "A" is 75 Feet from Track and 25 Feet Above the Original Bottom. Elevation of Trestle, +14, December, 1911. Pedro Miguel Locks. Bird's-Eye View From Hill on East Bank, July 28, 1912 Pedro Miguel Locks Bird's-Eye View of North Approach Wall from Hill at East End, July 28, 1912. Pedro Miguel Locks, Looking South. West Fere Bay, with Emergency Dam Sill. June 5 1912 . a = 3 DQ Miraflores Upper Locks. G^nsral View Looking North from Lower West Bank, Showing Cylindrical Valves. July 25, 1911. Miraflores Locks Looking North, June 21, 1912. BANCROFT I 1DDABV Miraflores Locks, West Chamber, Lookirg South, June 23, 1912. " Stripping Cocoli Hill Adjacent to Canal Prism, March 21, 1912. Balboa Lumber Dock of Reinforced Concrete, Looking Northeast, June, 1912. Empire-Chorrera 16-foot Macadam Road Under Construction with Zone Prison Labor. August 29, 1912 OFFICIAL STATISTICS OF THE CANAL Length from deep water tc deep water (miles) 50 Length from shore-line to shore-line (miles) .40 Bottom width of channel, maximum (feet) 1,000 Bottom width of channel, minimum, 9 miles, Culebra Cut (feet) Locks, in. pairs Locks) usable length (feet) Locks, usable width (feet) Gatun Lake, area (square miles) Gatun Lake, channel depth (feet) Culebra Cut, channel depth (feet) Excavation, estimated total (cubic yds.) . . Excavation, amount accomplished by Americans January 1, 1913 (cubic yards) 188,280,312 Excavation by the French, useful to present canal (cubic yards) 29,908,000 Total excavation by the French (cubic yards) 78,146,960 Excavation by the French, estimated value to canal $25,389,240 Value of all French property $42,799,826 Concrete total estimated for canal (cubic yards) 5,000,000 Time of transit through completed canal (hours) 10 to 12 Time of passage through locks (hours) . . 3 Relocated Panama Railroad, estimated cost $9,000,000 Relocated Panama Railroad, length (miles) 47 . 1 Canal Zone, area (square miles) 448 Canal and Panama Railroad force ac- tually at work May 1, 1912 (about). 35,000 Canal and Panama Railroad force, Americans (about) 5,000 Cost of canal, estimated total $375,000,000 Work begun by Americans .May 4, 1901 Date of completion, official Jan 1, 1915 Excavation remaining to be done Jan. 1, 1913, estimated (cubic yards) 23,426,713 LOGUE'S BOOK STORE 1018 Fillmore St. Heat Gyifen Gate An. COMPLETE LINE OF SHO SCHOOL SUPPLIES BtUGHT, SOLD AND EXCtt/m|Bi