CTHE^ TyANP DIVIDED -^ctHE: WPB^B-TJNJTEP

ful in the world, and will establish direct communication between the Isthmus

and Washington. In power it will be the same as the Government's station at

Arlington, but in the size of its towers, it will exceed the latter. The sending

and receiving radius will be nominally 3,000 miles, so that communication maybe held direct with the Arlington station, instead of via Key West, as formerly.

It will be able to send messages as far as Valdivia, Chile, 421 miles south of

Valparaiso; to reach a vessel anywhere along the eastern coast of the United

States, or midway between New York and Gibraltar; and to communicate with

the island of St. Vincent, 500 miles west of Africa. There are three other

wireless stations on the Isthmus, not including one at Bocas del Toro, main-

tained by the United Fruit Company. These are at Porto Bello, Colon, andBalboa, and all are in charge of the Navy Department. One, or more, of these

plants will probably be dismantled when the new high power station becomesavailable. In 1912, President Taft signed an Executive Order prohibiting

the establishment of wireless stations on the Isthmus by other parties within

the radius of 15 miles of any Government station.

BEAUTIFYING THE CANAL

The Panama Canal Act of August 24, 1912 contained the following pro-

vision :

"Before the completion of the Canal, the Commission of Fine Arts maymake report to the President of their recommendation regarding the artistic

character of the structures of the Canal, such report to be transmitted to

Congress."In accordance with the above, the chairman of the commission, Mr.

Along a country road. This picture vividly portrays the pretty scenery that greets the

eye in traveling over some of the Canal Zone roads.

[ 242]

CTME TWVN-P .DIVIDED crnB \^ORL>D> TIKITED

Daniel C. French, sculptor, and the vice-chairman, Mr. Frederick LawOhnsted, landscape architect, spent a part of the month of February, 1913, onthe Isthmus. Their report submitted to Congress on July 26, 1913, states in

part

:

"The Canal itself, and all the structures connected with it impress one with

A pretty scene in the outskirts of Culebra "Village.

a sense of their having been built with a view strictly to their utility. There is

an entire absence of ornament and no evidence that the aesthetic has beenconsidered, except in a few cases as a secondary consideration. Because ofthis very fact there is little to find fault with from the artist's point of view.The Canal, like the pyramids, or some imposing object in natural scenery, is

impressive from its scale and simplicity and directness. One feels that any-thing done merely for the purpose of beautifying it would not only fail to ac-complish the purpose, but would be an impertinence. In such a work the mostthat the artist could hope to do would be to aid in selecting, as between alter-

native forms of substantially equal value from the engineering point of view,those which are likely to prove most agreeable and appropriate in appearance."

The report, however, made a number of suggestions calculated to improvethe appearance at the Canal entrances, at the locks, in the permanent towns, andthe marine and army reservations. It also strongly recommended that amemorial record of the building of the Canal be made in the form of an im-pressive inscription upon a great monumental surface on the east bank of

Culebra Cut, at the point of deepest cutting, 492 feet. It favored a space 100feet in height and somewhat more in width, severely simple in design, withlettering in Roman V-shaped letters large enough to be easily read by normal

[ 243]

[244]

CTHE Tv\N-D DIVIDED^CTTJE^ WOBJyBAlJNJTED

eyes across the Canal, and that the material should be concrete applied as a

massive facing to the irregularly fractured trap rock of the cliff. It also

suggested marking the highest point of Canal excavation on Gold Hill, immedi-ately over the proposed inscription with some form of monument.

The Southern Commercial Congress made formal application of the

Secretary of War, in October, 1913, for permission to place at some prominent

Model showing the Atlantic entrance to the Canal and the docks at Cristobal, as theyw^ill appear when completed.

point along the Canal a bronze tablet, four by six feet in size, carrying a medal-lion life size bust of the late Senator John T. Morgan of Alabama, and legendreciting his relations to the Canal idea. Permission was accorded, and the

tablet was placed near the north end of Culebra Cut in November, 1913.

PERMANENT ADMINISTRATION BUILDING, BALBOA

The permanent Administration Building of the Canal Zone now undeiconstruction in accordance with the design made by Austin W. Lord of

New York City, formerly architect to the Commission, and Mario J. Schia-

voni, former assistant architect, Culbera, under whose direction the entire plans,

elevations, details, and specifications have been developed, is the result of manyefforts to obtain a building suitable to the requirements as stipulated by the

Chairman, and the very important requirements in providing protection againstsun and rain.

The architecture of Italian renaissance design, with a square columncolonnade, and a second-story balcony treatment around the three exteriorelevations of the building and surmounted by a somber red tile roof, will presenta character very much to be desired in this climate; viz. : wide projecting eavesand deep recessed colonnades, affording excellent protection against sun andrain.

[ 245]

Cfng J>AM-D prVIDED —>-CmB V^OJ3J^l^, TIKITED

The court side, facing northeast, enclosed by the two side wings, will have

plain wall surfaces, treated with pilasters and window openings of same pro-

portions as on the exterior elevations, and a central wing housing the main

stair motive and porte cochere entrance, the entire plan having the form of the

letter E with the first floor situated 100 feet above sea level.

The office areas are to be treated in a very simple manner with the walls

and ceilings treated in white plaster, the floors in yellow pine, and mahogany

for all woodwork.The rotunda motive, the focal point of interest, entered from both front

and rear elevations, and situated between the front entrance and the main

stair hallj facing the court, will be treated in a very dignified but somber

renaissance style with a coffered dome, surmounting decorative paintings

illustrating the various periods of canal construction in a continuous frieze and

in four large panels. The rotunda will be illuminated by a dome light under

a skylight, thereby producing on a minor scale the Pantheon at Rome. Thewalls, floor, and staircases, will be treated in a simple marble and Caen stone

treatment in harmony with the balance of the work.

The building will have an area of 60,000 square feet of clear office space

for the three floors, plus the required areas for the rotunda motive, halls, stair-

cases, toilets, exterior colonnades, and balconies. The basement, with an area

of 32,000 square feet, will be used as a vault for the filing of records, maps,

archives, etc.

The total floor area in the building taken at grade will amount to 37,772

square feet, and the total (mean) cubic content of the entire building, 2,153,000

cubic feet.

A very flexible system of electric lighting, telephone, and buzzer system

has been provided for, including the permanent telephone exchange, which will

be located on the third floor in one of the rear wings.

Every convenience of reasonable necessity has been provided for in this

building, such as fire protection, vacuum system, etc., thereby setting an example

for future buildings by making this the most extensive and up-to-date steel

frame and hollow concrete tile block structure that is being built on the Isthmus

as a keynote for future work.

COST OF THE CANAL

The estimate of October, 1908, placed the cost of the Canal at $375,201,000

divided, as follows: Construction and engineering, $297,766,000; sanitation,

$20,053,000; civil administration, $7,382,000; paid to the New French Canal

Company, $40,000,000; paid to the Republic of Panama, $10,000,000. Theappropriations made by Congress to date aggregate $338,828,273.14 for the

Canal work, and $10,767,950 for fortifications. The actual expenditures to

June 30, 1913 were as follows: Construction and engineering, $185,316,-

095.75; sanitation, $16,250,164.93; civil administration, $6,393,308.73; law,

$44,982.27; general items, $87,866,903.70; fortifications, $3,114,357.52. Total

$298,985,812.90. Since 1908, the force has increased so much in efficiency,

with a corresponding decrease in unit costs, that it seems probable that $360,-

000,000 will cover not only the cost of the Canal work, but of the fortifications

as well.

[ 246 ]

fUlDRE©NA^pWiHE volume of traffic that will pass through the Panama Canal after it

has been thrown open to commerce of the world is largely a matter of

speculation. The importance of the new waterway from a military

standpoint is easily recognizable, and in the minds of American Armyand Navy experts, the probable fact that the efficiency of Uncle Sam's Navywill be about doubled, alone warrants the enormous cost which the project has

entailed. In commercial circles, however, the question of the hour is "Can the

Canal be made to pay.''"

To ascertain the probable amount of tonnage that will use the Canalduring the next few years, the United States Government, on September 1, 1911,

engaged the services of the highest Anierican authority in this line. Dr. EmoryR. Johnson, professor of transportation and commerce in the University of

Pennsylvania. As special commissioner on traffic and tolls. Dr. Johnson hasmade an exhaustive investigation of the subject from all points of view, the

results of which have been incorporated in a printed volume of 500 pages. Hisconclusions may be briefly summed up, as follows:

"The shipping using the Panama Canal annually during the first year ortwo of its operation, that is, in 1915 and 1916, will amount to about 10,500,000tons. At the end of 10 years, the tonnage will doubtless have reached 17,-

000,000 tons. The prospect is, therefore, that the Panama Canal will start withless than half the tonnage which will then be making use of the Suez Canal.Moreover, it will be a long time before the Panama Canal catches up with the

Suez waterway in volume of traffic. Should the Suez tonnage continue to

increase at the present rate, the volume of shipping served by the Suez route in

1925 will be double that passing through the Panama Canal. It is hardlyprobable that the Suez tonnage will increase at its present high rate, while it

may well happen that the stimulating effect of the Panama Canal upon industry

and trade has been underestimated. Eventually, at the end of two or three

decades, let us say, the traffic at Panama may equal or exceed that at Suez."

1 247]

[2481

Tv\N-D DIVIDED —^crHB A^OUIjB, TTKITED

Dr. Johnson gave publicity to the above forecast in 1912, and his frankadmission that his figures may he underestimated indicates that it is not in thepower of man to closely foretell the volume of traffic the Canal will attract.

It is only within the past twelvemonth that steamship companies, and firmsengaged in the wholesale coal and fuel oil trade, have awakened to the possi-bilities evoked by the Canal. If reports that are constantly noted in the dailypress are true, nearly every company engaged in ocean transportation in this

part of the world is perfecting plans for building additional ships in anticipationof the increased business the Canal will create. Since fuel oil and coal-handlingfacilities at the Canal termini were planned, and the policy of the Governmentin respect to the sale of these two commodities by individuals and companies.

The tourist steamer Evangeline, the first vessel to dock at Pier 16, Cristobal, January, 1913.

on the Isthmus, was outlined, there has been an unexpected amount of interest

shown in this feature by firms in the United States and Europe. Applicationsfor coal storage space had, prior to the awarding of the coal-handling ma-chinery, been so much greater than anticipated, that enlargements of the pro-posed layout in some of its essentials became imperative. Close observers ofthe trend of the times say that Dr. Johnson's figures are sufficiently conserva-tive.

Latin-America, particularly the west coast of South America, is con-fidently counted on to contribute largely to the tonnage of the Canal. Chile,Bolivia, Peru, and Ecuador, all originate a large freight traffic. The nitratefields of Northern Chile yield an annual product of more than 2,500,000 tons,four-fifths of which goes to Europe, and the remainder to the United States;copper shipments from Peru and Bolivia are increasing annually in importancewith the opening of additional mines and the construction of railroads. Rail-

[ 249]

[350]

_I)A^D_,.DIVIDED C^-nEy WQBfeB-JIIiJTED

road building in those countries, south of the Equator, has enjoyed a tre-

mendous expansion in the last few years. Argentina has been brought in touch

with Valparaiso by the Andean tunnel, and the products of the western part

of that republic will, in all probability, be shipped through the Canal. The port

of Valparaiso, which was almost destroyed by an earthquake in 1906, has fully

recovered from its effects, and has contracted for port works costing millions

of dollars in anticipation of the opening of the Canal.

At present, American commerce plays but a minor role in the west coast

trade, although, owing to the increasing number of American investments, the

trade is improving. Germany and Great Britain have long had the lion's

The Polar Ship Fram, lying at anchor in Cristobal Harbor. This boat left Buenos Aires onAugust 14, 1913, and reached Colon on October 3, for the purpose of passing through the Canalon its way to San Francisco. It will be one of the first vessels to make the passage.

share, and it will be many years before their hold can be broken. The fault is

our own. European emigrants, and representatives of European firms, wentto those countries in an early day; they intermarried with the native residents,

and many became citizens who afterward rose to prominence in public life.

On the other hand, prior to the Spanish-American War, these countries knewfew Americans, with the exception of tourists. We kept to our own borders, andestabjished neither social nor business relations, and as for going there to live,

it was not to be thought of. Moreover, the American manufacturer has in thepast shown scant desire to cultivate business relations with his Latin-Americanneighbor; they have elected to ignore his requirements, and scoffed at his busi-

ness customs. The European never commits this faux pas.

[ 251]

Moonlight on Limon Bay. When the rose and mauve and green have faded, the tropicalmoon appears, which Is nowhere more effulgent than on the Isthmus.

Roosevelt Avenue, the prettiest street in Cristobal, overlooking- Limon Bay and the Atlanticentrance to the Canal. The beauty of this street and the outlook has been marred by the buildingof the docks at this point.

[ 252 ]

CTJ^E, TvNN-P DIVIDED -^^cq-KB WQB^g!) TIKITED

The Spanish-American War was the entering wedge; the Panama Canaland other large projects in Central and South America requiring Americanbrain and brawn has widened the opening, until today one will find plenty of

Americans scattered all over Latin-America. A large percentage of those who

Native town at Culebra. Negro village of Golden Green in middle distance. Thesevillages will be abandoned in course of time.

enlisted in the Philippine, Cuban, or Porto Rican campaigns, those who haveseen service on the Panama Canal, or those who have engaged in railroad andmining work in Brazil, Peru, or Chile, never go back to the United States to

reside permanently. Some of them leave the tropics with the avowed intention

of never returning, but sooner or later, one will find them at a steamship office

engaging passage southward bound. The lure of the tropics is not easily

overcome.

The Americanizing of Latin-America has only just begun; it would not

have been begun yet but for those prime factors, the War and the Canal. AsAmericans locate in Central and South America, the call grows more and moreinsistent for conveniences to which they have been accustomed—Americanbanks, clubs, newspapers, stores, and merchandise. The influence of the

Latinized American is seen in the gradual improvement of conditions, all of

whichi while minute in detail in connection with the trade of the Canal, has a

direct bearing on its future so far as it concerns traffic with South America.

The Panama Canal will place the United States and Europe about on a

par so far as it concerns the commerce of Australia and New Zealand. Thesame is true of Japan, China, and the Philippines. The short route from

[ 253 ]

I>AM-D pIVIDED ^^^T^jE^W-QB^B-TIKITEP

Europe to the Orient is by way of Suez; the short course from the Atlantic coast

of the United States to Japan and most of China will be by way of Panama. A10-knot freight steamer will be able to make the voyage from New York to

Yokohama by way of Panama in 15 days' less time than it now takes by way of

Suez. Hong Kong and Manila will be equally distant from New York by wayof Panama or Suez.

The tonnage through the Suez Canal has shown a steady growth. In 1910,

it was 16,500,000 tons; in 1912, it had increased to 20,275,000 tons, representing

the passage of 5,373 vessels. The Suez Company in commenting on the

approaching opening of the Panama Canal said, "It does not seem likely that

any considerable amount of freight between Europe and ports beyond Suez will

be diverted by the Panama Canal. It is to be feared, though, that one of the

results of the opening of the new route will be the attendant competition, andpossibly a newborn trade between the eastern states of America, and the FarEast and Oceanica." The increase in Canal traffic is not confined to the Suez,

for, in July, 1913, 3,670 vessels carrying 12,278,000 tons of freight passed

through the Sault Ste. Marie Canal, a larger volume than Dr. Johnson predicts

for the Panama Canal during the first year or two of operation.

While much has been printed to show how the freight business will be

advantaged by the Panama Canal, there has been but little mention of the pas-

senger trafiic. It is quite certain that travelers to South America, or to the

Orient, will prefer the Panama route to the long and usually tempestuous voyagearound South America, or to the terrific heat of the Red Sea. The passage

A street in the American settlement at Empire, sho'wing family quarters,and about Empire is justly considered the most effective in the Canal Zone,gro^v here in great profusion.

[ 254 ]

The landscape in

The short palms

CTFIE TW\N-P . DIVIDED—CTrHB A^fORL?B, TTKITED

Main entrance to the new HotelWashington, Colon.

through the Panama Canal will

afford an opportunity for the tired

traveler to land, and if he so de-

sires, to cross the Isthmus by rail.

The Isthmus, therefore, will be asort of clearing house for pas-

senger traffic. People comingfrom Europe and eastern or

southern United States will

change there for the Orient,

western United States, andwestern South America.The closing years of the con-

struction period of the Canal hasattracted a growing number of

tourists, until at the present time,

it is just as much a booking point

for the tourist agencies as anyother place of interest the worldhas to offer. Statistics compiledto July 1, 1913, show that about75,000 people have visited the

Canal since January 1, 1910, over

one-half of that number within

the past 18 months.The following table of com-

parative distances will showsome of the shortening of routes

the Panama Canal will effect:

A typical street in Cristobal. There are cocoanut palms on every street in this pretty CanalZone settlement, while banana trees and other tropic growth adorn the grass plots in frontof the houses.

[ 255]

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